lock DODGE NEON 2000 Service Manual PDF

The switch is open while the clutch pedal is at
rest. When the clutch pedal is fully depressed, the
pedal blade contacts and closes the switch, sending a
signal to the PCM, allowing engine starter operation.
The interlock switch is not adjustable.
Clutch Pedal Upstop Switch
With the clutch pedal at rest, the clutch pedal
upstop switch is closed, allowing speed control oper-
ation. When the clutch pedal is depressed, the upstop
switch opens and signals the PCM to cancel speed
control operation, and enter a modified engine cali-
bration schedule to improve driveability during gear-
to-gear shifts. The upstop switch is not adjustable.
DIAGNOSIS AND TESTING
CLUTCH SYSTEM DIAGNOSIS
Clutch problem diagnosis will generally require a
road test to determine the type of fault. Component
inspection will then determine the problem after road
testing.
Drive the vehicle at normal speeds during road
test. Shift the transaxle through all gear ranges and
observe clutch action. If chatter, grab, slip, or
improper release is experienced, remove and inspect
the clutch components. If the problem is noise or
hard shifting, further diagnosis may be needed. The
transaxle or other driveline components may actually
be at fault.
Fig. 2 Clutch Cable Assembly
1 ± ADJUSTER MECHANISM
2 ± CLUTCH CABLE
Fig. 3 Clutch Interlock/Upstop Switch
1 ± UPSTOP SWITCH
2 ± INTERLOCK SWITCH
3 ± CONNECTOR
Fig. 4 Clutch/Brake Pedal Bracket Assembly
1 ± UPSTOP SWITCH
2 ± CLUTCH PEDAL
3 ± INTERLOCK SWITCH
4 ± CONNECTOR
6 - 2 CLUTCHPL
DESCRIPTION AND OPERATION (Continued)

DRIVE PLATE MISALIGNMENT
Common causes of misalignment are:
²Heat warping
²Mounting drive plate on a dirty crankshaft
flange
²Incorrect bolt tightening
²Improper seating on the crankshaft shoulder
²Loose crankshaft bolts
Clean the crankshaft flange before mounting the
drive plate. Dirt and grease on the flange surface
may misalign the flywheel, causing excessive runout.
Use new bolts when mounting drive plate to crank-
shaft. Tighten drive plate bolts to specified torque
only. Over-tightening can distort the drive plate hub
causing excessive runout.
CLUTCH CHATTER COMPLAINTS
For all clutch chatter complaints, do the following:
(1) Check for loose, misaligned, or broken engine
and transmission mounts. If present, they should be
corrected at this time. Test vehicle for chatter. If
chatter is gone, there is no need to go any further. If
chatter persists:
(2) Check to see if clutch cable routing is correct
and operates smoothly.
(3) Check for loose connections in drive train. Cor-
rect any problems and determine if clutch chatter
complaints have been satisfied. If not:
(4) Remove transaxle. See Group 21, Manual Tran-
saxle for procedure.
(5) Check to see if the release bearing is sticky or
binding. Replace bearing, if needed.
(6) Check linkage for excessive wear on the pivot
stud and fork fingers. Replace all worn parts.
(7) Check clutch assembly for contamination (dirt,
oil). Replace clutch assembly, if required.
(8) Check to see if the clutch disc hub splines are
damaged. Replace with new clutch assembly, if nec-
essary.
(9) Check input shaft splines for damage. Replace,
if necessary.
(10) Check for uneven wear on clutch fingers.
(11) Check for broken clutch cover diaphragm
spring fingers. Replace with new clutch assembly, if
necessary.
CLASH±INTO±REVERSE COMPLAINTS
Certain NV T350 (A-578) manual transaxles are
equipped with a reverse brake. It prevents clash
when shifting into reverse, but only if the vehicle is
not moving. See Group 21, Transaxle for further
diagnosis.
(1) Depress clutch pedal to floor and hold. After
three seconds, shift to reverse. If clash is present,
clutch has excessive spin time, and the reverse brake
may not be functioning.(2) Remove transaxle. See Group 21, Manual Tran-
saxle for procedure.
(3) Check the input shaft spline, clutch disc
splines, and release bearing for dry rust. If present,
clean rust off and apply a light coat of bearing grease
to the input shaft splines. Apply grease on the input
shaft splines only where the clutch disc slides. Verify
that the clutch disc slides freely along the input shaft
spline.
(4) Check to see if the clutch disc hub splines are
damaged, and replace with new clutch assembly if
required.
(5) Check the input shaft for damaged splines.
Replace as necessary.
(6) Check for broken clutch cover diaphragm
spring fingers.
(7) Install clutch assembly and transaxle.
CLUTCH INTERLOCK/UPSTOP SWITCH
The clutch interlock/upstop switch is an assembly
consisting of two switches: an engine starter inhibit
switch (clutch interlock) and a clutch pedal upstop
switch (Fig. 5). The switch assembly is located in the
clutch/brake pedal bracket assembly (Fig. 6), each
switch being fastened by four plastic wing tabs.
CLUTCH INTERLOCK SWITCH
Mechanical Test
(1) With the park brake set and the transaxleIN
NEUTRAL,turn the ignition key to the start posi-
tion. The engine starter should not crank with the
clutch pedal at rest (not depressed). If the starter
cranks, proceed to the electrical test to determine
whether the switch is defective or the circuit is
shorted. If the vehicle does not crank, proceed to the
next step.
(2) With the park brake set and the transaxleIN
NEUTRAL,fully depress the clutch pedal and turn
Fig. 5 Clutch Interlock/Upstop Switch
1 ± UPSTOP SWITCH
2 ± INTERLOCK SWITCH
3 ± CONNECTOR
PLCLUTCH 6 - 5
DIAGNOSIS AND TESTING (Continued)

the ignition key to the start position. The engine
starter should crank. If the starter does not crank,
visually inspect the clutch pedal for obstructions
(floor mat, etc.). Also make sure the clutch pedal
blade contacts and fully
Electrical Test
(1) Move ignition key to the ªOFF/LOCKº position
and remove key.
(2) Set park brake.
(3) Disconnect the clutch interlock/upstop switch
connector.
(4) Using an ohmmeter, check for continuity
between terminals2&3with the interlock switchnot depressed (clutch pedal at rest). There should be
no continuity between the terminals (open circuit).
(5) Fully depress the clutch pedal to close the
switch at least 1.25 mm (0.050 in.). The ohmmeter
should show continuity (0 ohms).
(6) If ohmmeter readings do not fall within these
ranges, the switch assembly is defective and should
be replaced. If the switch tests ok, wiring is defective.
Refer to Group 8W, Wiring Diagrams and repair
defective wiring.
UPSTOP SWITCH
Mechanical Test
(1) Raise vehicle on hoist.
(2) Start engine and operate speed control to main-
tain speed.
(3) Depress clutch pedal at least 33 mm (1.30 in.).
Speed control operation should terminate. If speed
control does not terminate, the upstop switch is
defective or the related wiring is shorted. Proceed to
the upstop switch electrical test.
Electrical Test
(1) Move ignition key to the ªOFF/LOCKº position
and remove key.
(2) Set park brake.
(3) Disconnect the clutch interlock/upstop switch
connector.
(4) Using an ohmmeter, check for continuity
between terminals1&2with the upstop switch
depressed (clutch pedal at rest). The ohmmeter
should show continuity (0 ohms).
(5) Depress the clutch pedal at least 33 mm (1.30
in.) check for continuity between terminals1&2.
There should be no continuity between the terminals
(open circuit).
(6) If ohmmeter readings do not fall within these
ranges, the switch assembly is defective and should
be replaced. If the switch tests ok, wiring is defective.
Refer to Group 8W, Wiring Diagrams and repair
defective wiring.
Fig. 6 Clutch/Brake Pedal Bracket Assembly
1 ± UPSTOP SWITCH
2 ± CLUTCH PEDAL
3 ± INTERLOCK SWITCH
4 ± CONNECTOR
6 - 6 CLUTCHPL
DIAGNOSIS AND TESTING (Continued)

SERVICE DIAGNOSIS±CLUTCH INTERLOCK/UPSTOP SWITCH
CONDITION POSSIBLE CAUSES CORRECTION
ENGINE STARTER
WON'T CRANK
WHEN CLUTCH
PEDAL IS
PRESSED TO THE
FLOORClutch interlock switch does not have
continuity when plunger is depressed 1.25
mm (1.30 in.)Defective switch or open wiring circuit.
Replace switch if necessary.
Interlock switch plunger is not depressed
when clutch pedal is pushed to the floorFloor mat interferes with clutch pedal
movement or clutch pedal bracket is bent.
Problem is related to other components in
the starting circuit.Check other components in the starting
circuit. Refer to Battery/Starting/Charging
System in Group 8.
SPEED CONTROL
DOES NOT
TERMINATE WHEN
CLUTCH PEDAL IS
DEPRESSED BY AT
LEAST 33 mm (1.30
in.)Upstop switch circuit is closed when clutch
pedal is depressed, or harness is shorted.Refer to Upstop Switch Electrical Test in
this group. Repair wiring or replace switch
assembly as necessary.
Other speed control system failure. Refer to Group 8H, Speed Control for
further diagnosis and testing procedures.
REMOVAL AND INSTALLATION
CLUTCH CABLE
REMOVAL
(1) Disconnect both battery cables.
(2) Remove battery clamp and remove battery
from vehicle.
(3) Remove battery tray from mount bracket.
(4) Remove bellhousing cap (Fig. 7).
(5) Disconnect clutch cable from transaxle housing
and clutch release lever as shown in (Fig. 7).
(6) Disconnect the clutch cable from the clutch
pedal spacer (Fig. 8).
NOTE: Use care when handling clutch cable
assembly. Improper handling can cause adjuster
mechanism to come apart, making re-installation
difficult.
(7) Carefully guide cable through pedal assembly
bore and remove from vehicle.
INSTALLATION
(1) Insert the clutch pedal end of the cable into
position and connect the cable to the clutch pedal
spacer as shown in (Fig. 8).
(2) Verify adjuster mechanism function as follows:
(a) With slight pressure, pull the clutch release
lever end of the cable to draw the cable taut.(b) Push the clutch cable housing toward the
dash panel (With less than 25 lbs. of effort, the
cable housing should move 30-50mm.). If the cable
Fig. 7 Clutch Cable at Transaxle
1 ± CLUTCH CABLE
2 ± TRANSAXLE
3 ± BELLHOUSING CAP
PLCLUTCH 6 - 7
DIAGNOSIS AND TESTING (Continued)

housing does not move, it is improperly installed or
defective.
(3) Route cable to the transaxle and connect cable
end to the clutch release lever and transaxle housing
(Fig. 7).
(4) Install bellhousing cap (Fig. 7).
(5) Install and fasten battery tray.
(6) Install battery and hold-down clamp.
(7) Connect both battery cables.
(8) Verify that the clutch cable is working properly.
CLUTCH INTERLOCK/UPSTOP SWITCH
REMOVAL
(1) Disconnect and isolate battery negative cable.
(2) Remove instrument panel assembly. Refer to
Group 8E, Instrument Panel and Systems for the
proper procedure.
(3) Disconnect the clutch interlock/upstop switch
connector (Fig. 9).
NOTE: Proper switch harness routing is critical to
switch durability. Note the harness routing and
location of fasteners intended to keep wires from
contacting pedals.
(4) Remove the interlock/upstop switch assembly
from the brake/clutch pedal bracket assembly by
depressing the four plastic wing tabs on each switch.
INSTALLATION
(1) Install switches into the pedal bracket assem-
bly as shown in (Fig. 9). Route harness as was prior
to removal.
(2) Connect interlock/upstop switch connector.
(3) Install instrument panel assembly. Refer to
Group 8E, Instrument Panel and Systems for the
proper procedure.
(4) Connect battery negative cable.
(5) Verify proper switch operation. Refer to
Description and Operation in this Group.
MODULAR CLUTCH ASSEMBLY
REMOVAL
(1) Raise hood.
(2) Disconnect and isolate both battery cables,
remove battery hold down clamp and bolt, and
remove battery.
(3) Remove air cleaner/throttle body assy. (Fig. 10)
as follows:
(a) Disconnect proportional purge solenoid (PPS)
and crankcase vent hose from throttle body.
(b) Disconnect the Throttle Position Sensor
(TPS) and Idle Air Control (IAC) connectors.
(c) Disconnect throttle body air duct at intake
manifold.
Fig. 8 Clutch Cable at Brake/Clutch Pedal Assembly
1 ± SNAP RING
2 ± CLUTCH PEDAL SPACER
3 ± CLUTCH PEDAL
4 ± CLUTCH CABLE
Fig. 9 Interlock and Upstop Switch Mounting
Locations
1 ± UPSTOP SWITCH
2 ± CLUTCH PEDAL
3 ± INTERLOCK SWITCH
4 ± CONNECTOR
6 - 8 CLUTCHPL
REMOVAL AND INSTALLATION (Continued)

(d) Remove mounting bolt and nut (Fig. 10) and
partially remove air cleaner assembly.
(e) Disconnect accelerator and speed control (if
equipped) cables after the assy. is removed from
position. Remove air cleaner assembly from vehi-
cle.
(4) Remove battery tray from bracket.
(5) Disconnect ground cable at battery tray
bracket.
(6) Disconnect back-up lamp switch connector.
(7) Remove bellhousing cap (Fig. 11).
(8) Disconnect clutch cable from release lever and
remove from transaxle (Fig. 11).
(9) Remove shift cable-to-bracket clips (Fig. 12).
(10) Disconnect shift selector and crossover cable
from levers (Fig. 12). Remove cables and secure out
of the way.
(11) Disconnect the vehicle speed sensor connector
(Fig. 13).
(12) Raise vehicle on hoist.
(13) Remove transaxle oil drain plug and drain oil
into a suitable container.
(14) Remove both axle shafts. Refer to Group 3,
Differential and Driveline for the correct procedures.
(15) Remove structural collar (Fig. 14).
(16) Remove the left engine-to-transaxle lateral
bending brace (Fig. 14).
(17) Remove bellhousing dust cover (Fig. 14).
(18) Remove the right engine-to-transaxle lateral
bending brace (Fig. 15).(19) Remove starter motor (Fig. 16).
(20) Remove drive plate-to-clutch module bolts.
(21) Support engine at oil pan with screw jack and
wood block.
(22) Remove transaxle upper mount thru-bolt.
Gain access to this bolt through the driver's side
wheel house (Fig. 17).
(23) Carefully lower engine and transaxle on screw
jack until proper removal clearance is obtained.
Fig. 10 Air Cleaner Assembly Removal/Installation
1 ± AIR CLEANER ASSY.
2 ± THROTTLE BODY DUCTFWD
Fig. 11 Clutch Cable at Transaxle
1 ± CLUTCH CABLE
2 ± TRANSAXLE
3 ± BELLHOUSING CAP
Fig. 12 Shift Cables at Transaxle
1 ± SHIFT CABLES
2 ± CLIPS
3 ± BRACKET
PLCLUTCH 6 - 9
REMOVAL AND INSTALLATION (Continued)

COOLING SYSTEM
TABLE OF CONTENTS
page page
DESCRIPTION AND OPERATION
COOLING SYSTEM........................1
COOLANT...............................2
COOLANT PERFORMANCE..................2
COOLANT RECOVERY SYSTEM..............3
ENGINE THERMOSTAT.....................3
RADIATOR..............................3
RADIATOR COOLING FAN MODULE...........3
COOLING SYSTEM PRESSURE CAP..........4
RADIATOR HOSES AND CLAMPS............5
WATER PUMP...........................5
AUTOMATIC TRANSMISSION OIL COOLER.....6
ACCESSORY DRIVE BELTS.................6
ENGINE BLOCK HEATER...................6
DIAGNOSIS AND TESTING
COOLING SYSTEM DIAGNOSIS..............7
ENGINE THERMOSTAT TESTING............14
ACCESSORY DRIVE BELT DIAGNOSIS........14
WATER PUMP DIAGNOSIS................15
COOLING SYSTEM FLOW CHECK...........15
ELECTRIC FAN MOTOR TEST...............15
COOLANT CONCENTRATION TESTING........15
TESTING COOLING SYSTEM FOR LEAKS.....15
PRESSURE CAP TO FILLER NECK SEAL
PRESSURE RELIEF CHECK...............16
PRESSURE TESTING COOLING SYSTEM
PRESSURE CAP.......................16
LOW COOLANT LEVEL AERATION...........17
DEAERATION...........................17
TEMPERATURE GAUGE INDICATION.........17
ENGINE BLOCK HEATER..................17
SERVICE PROCEDURES
COOLANT LEVEL CHECKÐROUTINE.........17COOLANTÐADDING ADDITIONAL...........18
COOLANT LEVELÐSERVICING.............18
COOLING SYSTEMÐDRAINING.............19
COOLING SYSTEMÐREFILLING............19
REMOVAL AND INSTALLATION
WATER PUMP..........................19
WATER PUMP INLET TUBE................20
ENGINE THERMOSTAT....................20
RADIATOR.............................21
RADIATOR DRAINCOCK...................22
COOLING FAN MODULE...................22
COOLANT RECOVERY CONTAINER..........23
ENGINE BLOCK HEATER..................24
ACCESSORY DRIVE BELTS................24
AUTOMATIC BELT TENSIONER & PULLEY....26
DISASSEMBLY AND ASSEMBLY
COOLING FAN MODULE...................26
CLEANING AND INSPECTION
WATER PUMP..........................28
ACCESSORY DRIVE BELT INSPECTION.......28
COOLING SYSTEM CAP...................28
COOLING SYSTEM CLEANING..............28
RADIATOR FLUSHING....................28
REVERSE FLUSHING.....................29
CHEMICAL CLEANING....................29
ADJUSTMENTS
BELT TENSION..........................29
SPECIFICATIONS
COOLING SYSTEM CAPACITY..............30
TORQUE SPECIFICATIONS.................30
SPECIAL TOOLS
COOLING..............................30
DESCRIPTION AND OPERATION
COOLING SYSTEM
The cooling system consists of an engine cooling
module, thermostat, coolant, and a water pump to
circulate the coolant. The engine cooling module may
consist of a radiator, electric fan motor, fan, shroud,
coolant reserve system, transmission oil cooler, hoses,clamps, air conditioning condenser and transmission
oil lines.
²When the Engine is cold: The thermostat is
closed and the cooling system has no flow through
the radiator. The coolant flows through the engine,
heater system and bypass.
²When the Engine is warm: Thermostat is open
and the cooling system has flow through the radiator,
engine, heater system, and bypass.
PLCOOLING SYSTEM 7 - 1

Coolant flow circuit for the 2.0L engine is shown in
(Fig. 1).
During any reassembly procedures all pipe fittings
in water jacket, and water box require cleaning and
application of thread sealant for entire length of
threads.
COOLANT
The cooling system is designed around the coolant.
The coolant must accept heat from engine block
metal and in the cylinder head area near the exhaust
valves. Then coolant carries this heat to the radiator
where the tube/fin assemblies can give off the heat to
the air.
MopartAntifreeze or the equivalent is recom-
mended for optimum cooling performance and corro-
sion protection when mixed to a freeze point of -37É C
(-35É F).
COOLANT REPLACEMENT
Refer to Group 0, Lubrication and Maintenance for
schedule.
COOLANT PERFORMANCE
Performance is measurable. For heat transfer pure
water excels (Formula = 1 btu per minute for eachdegree of temperature rise for each pound of water).
This formula is altered when necessary additives to
control boiling, freezing, and corrosion are added as
follows:
²Pure Water (1 btu) boils at 100ÉC (212ÉF) and
freezes at 0ÉC (32ÉF).
²100 Percent Glycol (.7 btu) can cause a hot
engine and detonation and will raise the freeze point
to 22ÉC (-8ÉF).
²50/50 Glycol and Water (0.82 btu) is the recom-
mended combination that provides a freeze point of
-37ÉC (-35ÉF). The radiator, water pump, engine
water jacket, radiator pressure cap, thermostat, tem-
perature gauge, sending unit and heater are all
designed for 50/50 glycol.
Where required, a 56 percent glycol and 44 percent
water mixture will provide a freeze point of -59ÉC
(-50ÉF).
CAUTION: Richer mixtures cannot be measured
with field equipment which can lead to problems
associated with 100 percent glycol.SELECTION AND ADDITIVES
The use of aluminum cylinder heads, intake mani-
folds, and water pumps requires special corrosion
Fig. 1 Cooling System Operation
1 ± HEATER
2 ± HEAT UP
3 ± COOL DOWN
4 ± PRESSURE CAP
5 ± THERMOSTAT HOUSING6 ± WATER PUMP
7 ± ENGINE
8 ± COOLANT RECOVERY SYSTEM TANK
9 ± RADIATOR
7 - 2 COOLING SYSTEMPL
DESCRIPTION AND OPERATION (Continued)

RADIATOR HOSES AND CLAMPS
WARNING: IF VEHICLE HAS BEEN RUN RECENTLY,
WAIT 15 MINUTES BEFORE WORKING ON VEHI-
CLE. RELIEVE PRESSURE BY PLACING A SHOP
TOWEL OVER THE CAP AND WITHOUT PUSHING
DOWN ROTATE IT COUNTERCLOCKWISE TO THE
FIRST STOP. ALLOW FLUIDS TO ESCAPE
THROUGH THE OVERFLOW TUBE AND WHEN THE
SYSTEM STOPS PUSHING OUT COOLANT AND
STEAM AND THE PRESSURE DROPS CONTINUE
SERVICE.
WARNING: CONSTANT TENSION HOSE CLAMPS
ARE USED ON MOST COOLING SYSTEM HOSES.
WHEN REMOVING OR INSTALLING, USE ONLY
TOOLS DESIGNED FOR SERVICING THIS TYPE OF
CLAMP. ALWAYS WEAR SAFETY GLASSES WHEN
SERVICING CONSTANT TENSION CLAMPS.
CAUTION: A number or letter is stamped into the
tongue of constant tension clamps. If replacement
is necessary, use only a original equipment clamp
with matching number or letter (Fig. 6).
The hose clamps are removed by using Special Tool
6094 or equivalent constant tension clamp pliers
(Fig. 7) to compress the hose clamp.
A hardened, cracked, swollen or restricted hose
should be replaced. Care should be taken not to dam-
age radiator inlet and outlet when removing hoses.
Radiator hoses should be routed without any kinks
and indexed as designed. The use of molded hoses is
recommended.Make sure hoses and connectors are clean and dry
before installation. Do not lubricate hoses when
installing.
Spring type hose clamps are used in all applica-
tions. If replacement is necessary, replace with the
original Mopartequipment spring type clamp.
WATER PUMP
The water pump has a diecast aluminum body and
housing with a stamped steel impeller. The water
pump bolts directly to the cylinder block and is
driven by the timing belt (Fig. 8). Cylinder block to
water pump sealing is provided by a rubber O-ring.
The water pump is the ªheartº of the cooling sys-
tem. It pumps the coolant through the engine block,
cylinder head, heater core, and radiator.
NOTE: The water pump on all models can be
replaced without discharging the air conditioning
system.
Fig. 6 Spring Clamp Size Location
1 ± SPRING CLAMP SIZE LOCATION
Fig. 7 Hose Clamp Tool
1 ± HOSE CLAMP TOOL 6094
2 ± HOSE CLAMP
Fig. 8 Water Pump
1 ± CYLINDER BLOCK
2 ± PUMP BODY
PLCOOLING SYSTEM 7 - 5
DESCRIPTION AND OPERATION (Continued)

AUTOMATIC TRANSMISSION OIL COOLER
Oil coolers are internal oil to coolant type, mounted
in the radiator lower tank (Fig. 9). Rubber oil lines
feed the oil cooler and the automatic transmission.
Use only approved transmission oil cooler hose. Since
these are molded to fit space available, molded hoses
are recommended. Tighten Oil Cooler Hose Clamps
to 2 N´m (18 in. lbs.).
ACCESSORY DRIVE BELTS
The accessory drive consist of two Poly-V type
drive belts (Fig. 10). One belt drives the generator,
the other drives the power steering pump and air
conditioning compressor (if equipped). The power
steering/air conditioning belt is tensioned by an auto-
matically controlled belt tensioner. The generator
belt is manually tensioned using an adjusting bolt
and a locking nut.
ENGINE BLOCK HEATER
The heater is mounted in a core hole (in place of a
core hole plug) in the engine block, with the heating
element immersed in coolant (Fig. 11). The engine
block heater is available as an optional accessory.
The heater is operated by ordinary house current
(110 Volt A. C.) through a power cord and connector
behind the radiator grille.
When in operation, the engine block heater can
provide easier engine starting and faster warm-up,
when vehicle is operated in areas having extremely
low temperatures.CAUTION: The power cord must be secured in its
retainer clips, and not positioned so it could con-
tact linkages or exhaust manifolds and become
damaged.
Fig. 9 Automatic Transmission Oil Cooler
1 ± CLAMPS
2 ± HOSES
Fig. 10 Accessory Drive Belts
1 ± GENERATOR BELT
2 ± AUTOMATIC BELT TENSIONER
3 ± POWER STEERING PUMP/A/C COMPRESSOR BELT
Fig. 11 Engine Block Heater
1 ± CORE PLUG
2 ± BLOCK HEATER
3 ± POWER CORD
7 - 6 COOLING SYSTEMPL
DESCRIPTION AND OPERATION (Continued)