load capacity DODGE NEON 2000 Service Repair Manual

DIAGNOSIS AND TESTING
BATTERY BUILT-IN TEST INDICATOR
USING TEST INDICATOR
The Test Indicator (Fig. 2), (Fig. 3) and (Fig. 4)
measures the specific gravity of the electrolyte. Spe-
cific Gravity (SG) of the electrolyte will show state-
of-charge (voltage). The test indicator WILL NOT
show cranking capacity of the battery. Refer to Bat-
tery Load Test for more information. Look into the
sight glass (Fig. 2), (Fig. 4) and note the color of the
indicator. Refer to the following description of colors:
NOTE: GREEN = 75 to 100% state-of-charge
The battery is adequately charged for further test-
ing and may be returned to use. If the vehicle will
not crank for a maximum 15 seconds, refer to BAT-
TERY LOAD TEST in this Group for more informa-
tion.
NOTE: BLACK OR DARK=0to75%state-of-chargeThe battery is INADEQUATELY charged and must
be charged until green dot is visible, (12.4 open cir-
cuit volts or greater) before the battery is tested or
returned to use. Refer to Causes of Battery Discharg-
ing in this group for more information.
NOTE: CLEAR COLOR = Replace Battery
WARNING: DO NOT CHARGE, ASSIST BOOST,
LOAD TEST, OR ADD WATER TO THE BATTERY
WHEN CLEAR COLOR DOT IS VISIBLE. PERSONAL
INJURY MAY OCCUR.
A clear color dot shows electrolyte level in battery
is below the test indicator (Fig. 2). Water cannot be
added to a maintenance free battery. The battery
must be replaced. A low electrolyte level may be
caused by an over charging condition. Refer to Gen-
erator Test Procedures on Vehicle.
CAUSES OF BATTERY DISCHARGING
It is normal to have a small 5 to 25 milliamperes
continuous electrical draw from the battery. This
draw will take place with the ignition in the OFF
position, and the courtesy, dome, storage compart-
ments, and engine compartment lights OFF. The con-
tinuous draw is due to various electronic features or
accessories that require electrical current with the
ignition OFF to function properly. When a vehicle is
not used over an extended period of approximately 20
days the IOD fuse should be pulled. The fuse is
located in the power distribution center. Disconnec-
tion of this fuse will reduce the level of battery dis-
charge. Refer to the Battery Diagnosis and Testing
table, and to the proper procedures.
Fig. 3 Battery Construction and Test Indicator -
Typical
1 ± POSITIVE POST
2 ± VENT
3 ± TEST INDICATOR
4 ± VENT
5 ± NEGATIVE POST
6 ± PLATE GROUPS
7 ± ELECTROLYTE LEVEL
8 ± GREEN BALL
9 ± MAINTENANCE FREE BATTERY
Fig. 4 Test Indicator - Typical
1 ± SIGHT GLASS
2 ± PLASTIC TUBE
3 ± GREEN BALL
4 ± BATTERY TOP
PLBATTERY 8A - 3

(4) Rotate the load control knob on the tester to
maintain 50% of the battery cold crank rating for 15
seconds (Fig. 10). Record the loaded voltage reading
and return the load control to off. Refer to the Bat-
tery Specifications at the rear of this group.
(5) Voltage drop will vary according to battery
temperature at the time of the load test. Battery
temperature can be estimated by the temperature of
exposure over the preceding several hours. If the bat-
tery has been charged or boosted a few minutes prior
to the test, the battery would be slightly warmer.
Refer to the Battery Load Test Temperatures table
for proper loaded voltage reading:
(6) If battery passes load test, it is in good condi-
tion and further tests are not necessary. If it fails
load test, it should be replaced.
BATTERY OPEN CIRCUIT VOLTAGE
An open circuit voltage no load test shows the
state of charge of a battery and whether it is ready
for a load test at 50 percent of the battery's cold
crank rating. Refer to Battery Load Test. If a batteryhas open circuit voltage reading of 12.4 volts or
greater, and will not pass the load test, replace the
battery because it is defective. To test open circuit
voltage, perform the following operation.
(1) Remove both battery cables, negative cable
first. Battery top, cables and posts should be clean. If
green dot is not visible in indicator, charge the bat-
tery. Refer to Battery Charging Procedures.
(2) Connect a Volt/Ammeter/Load tester to the bat-
tery posts (Fig. 8). Rotate the load control knob of the
Carbon pile rheostat to apply a 300 amp load. Apply
this load for 15 seconds to remove the surface charge
from the battery, and return the control knob to off
(Fig. 9).
(3) Allow the battery to stabilize for 2 minutes,
and then verify the open circuit voltage (Fig. 11).
(4) This voltage reading will approximate the state
of charge of the battery. It will not reveal battery
cranking capacity. Refer to Battery Open Circuit
Voltage table.
SERVICE PROCEDURES
BATTERY CHARGING
A battery is considered fully charged when it will
meet all the following requirements.
²It has an open circuit voltage charge of at least
12.4 volts. Refer to the Battery Open Circuit Voltage
table in this section.
Fig. 10 Load 50% Cold Crank Rating
BATTERY LOAD TEST TEMPERATURES
MINIMUM
VOLTAGETEMPERATURE
ÉF ÉC
9.6 VOLTS 70É AND
ABOVE21É AND
ABOVE
9.5 VOLTS 60É 16É
9.4 VOLTS 50É 10É
9.3 VOLTS 40É 4É
9.1 VOLTS 30É -1É
8.9 VOLTS 20É -7É
8.7 VOLTS 10É -12É
8.5 VOLTS 0É -18É
Fig. 11 Testing Open Circuit Voltage
BATTERY OPEN CIRCUIT VOLTAGE
OPEN CIRCUIT VOLTS CHARGE PERCENTAGE
11.7 VOLTS OR LESS 0%
12.0 VOLTS 25%
12.2 VOLTS 50%
12.4 VOLTS 75%
12.6 VOLTS OR MORE 100%
PLBATTERY 8A - 7
DIAGNOSIS AND TESTING (Continued)

²It passes the 15 second load test. Refer to Bat-
tery Load Test.
²The built in test indicator dot is GREEN (Fig.
2).
NOTE: The battery cannot be refilled with water, it
must be replaced.
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 holddowns, 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. 12). 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.
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. 12 Voltmeter Accurate to 1/10 Volt (Connected)
8A - 8 BATTERYPL
SERVICE PROCEDURES (Continued)

(4) Remove the thermowrap from vehicle.
INSTALLATION
For installation, reverse the above procedures.
BATTERY TRAY
REMOVAL
(1) Remove battery. Refer to Battery Removal and
Installation in this section.
(2) Remove two nuts to the rear and two bolts to
the front of the battery tray (Fig. 18).
(3) Slide battery tray out form under the air
cleaner assembly. Do not remove the air cleaner
assembly.
(4) Remove battery tray from vehicle.
INSTALLATION
For installation reverse the above procedures.
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 . . 135615 in.
lbs.
Battery Mount Fasteners....... 105610 in. lbs.
Fig. 18 Battery Tray Removal
1 ± BATTERY TRAY
2 ± LEFT STRUT TOWER
3 ± PDC
4 ± MOUNTING HOLES/SLOTS
5 ± COOLANT RESERVOIR
Load Test Cold
CrankingReserve
(Amps) Rating @
-18ÉC (0ÉF)Capacity
225 Amp 450 Amp 85 Minutes
PLBATTERY 8A - 11
REMOVAL AND INSTALLATION (Continued)

SERVICE PROCEDURES
PRESSURE GAUGES
A quality air pressure gauge is recommended to
check tire pressure. After checking the air pressure,
replace valve cap finger tight.
TIRE INFLATION PRESSURES
Under inflation causes rapid shoulder wear, tire
flexing, and can result in tire failure (Fig. 5).
Over inflation causes rapid center wear and loss of
the tire's ability to cushion shocks (Fig. 6).
Improper inflation can cause:
²Uneven wear patterns
²Reduced tread life
²Reduced fuel economy
²Unsatisfactory ride²The vehicle to drift.
For proper tire pressure specification refer to the
Tire Inflation Pressure Chart Placard provided with
the vehicle.
Tire pressures have been chosen to provide safe
operation, vehicle stability, and a smooth ride. Tire
pressure should be checked cold once per month.
Check tire pressure more frequently when the
weather temperature varies widely. Tire pressure will
decrease when the outdoor temperature drops.
Inflation pressures specified on the placard are
always the cold inflation pressure of the tire. Cold
inflation pressure is obtained after the vehicle has
not been operated for at least 3 hours, or the vehicle
is driven less than one mile after being inoperative
for 3 hours. Tire inflation pressures may increase
from 2 to 6 pounds per square inch (psi) during oper-
ation. Do not reduce this normal pressure build-up.
WARNING: OVER OR UNDER INFLATED TIRES
CAN AFFECT VEHICLE HANDLING. THE TIRE CAN
FAIL SUDDENLY, RESULTING IN LOSS OF VEHICLE
CONTROL.
TIRE PRESSURE FOR HIGH SPEED
OPERATION
DaimlerChrysler Corporation advocates driving at
safe speeds within posted speed limits. Where speed
limits allow the vehicle to be driven at high speeds,
correct tire inflation pressure is very important. For
speeds up to and including 120 km/h (75 mph), tires
must be inflated to the pressures shown on the tire
placard. For continuous speeds in excess of 120 km/h
(75 mph), tires must be inflated to the maximum
pressure specified on the tire sidewall.
Vehicles loaded to the maximum capacity should
not be driven at continuous speeds above 75 mph
(120 km/h).
For emergency vehicles that are driven at speeds
over 90 mph (144 km/h), special high speed tires
must be used. Consult tire manufacturer for correct
inflation pressure recommendations.
TIRE AND WHEEL ROTATION
NON-DIRECTIONAL TREAD PATTERN TIRES
Tires on the front and rear axles operate at differ-
ent loads and perform different functions. For these
reasons, they wear at unequal rates, and tend to
develop irregular wear patterns. These effects can be
reduced by timely rotation of tires. The benefits of
rotation are especially worthwhile. Rotation will
increase tread life, help to maintain mud, snow, and
wet traction levels, and contribute to a smooth, quiet
ride.
Fig. 5 Under Inflation Wear
1 ± THIN TIRE TREAD AREAS
Fig. 6 Over Inflation Wear
1 ± THIN TIRE TREAD AREA
22 - 6 TIRES AND WHEELSPL

WHEELS
TABLE OF CONTENTS
page page
DESCRIPTION AND OPERATION
WHEEL................................10
WHEEL COVER (LOCK-ON).................11
DIAGNOSIS AND TESTING
WHEEL INSPECTION......................11
TIRE AND WHEEL RUNOUT................12
SERVICE PROCEDURES
TIRE AND WHEEL BALANCE................13REMOVAL AND INSTALLATION
WHEEL COVER (LOCK-ON).................15
WHEEL COVER RETAINING NUT............15
TIRE AND WHEEL ASSEMBLY...............16
SPECIFICATIONS
WHEEL SPECIFICATIONS..................17
DESCRIPTION AND OPERATION
WHEEL
Original equipment wheels are designed for proper
operation at all loads up to the specified maximum
vehicle capacity.All models use steel or cast aluminum drop center
wheels (Fig. 1). Every wheel has raised sections
between the rim flanges and rim drop well called
safety humps (Fig. 2).
Initial inflation of the tires forces the bead over
these raised sections. In case of air loss the raised
Fig. 1 Wheels and Covers (Typical)
1 ± CAST ALUMINUM WHEEL
2 ± WEIGHTS
3 ± CENTER CAP
4 ± WHEEL COVER5 ± MOUNTING NUTS
6 ± VALVE STEM
7 ± STEEL WHEEL
8 ± TIRE
22 - 10 TIRES AND WHEELSPL

sections help hold the tire in position on the wheel
until the vehicle can be brought to a safe stop.
Cast aluminum wheels require special balance
weights to fit on the thicker flange of the rim and
special wheel clamps for the alignment equipment.
The wheel studs and nuts are designed for specific
wheel applications and must be replaced with equiv-
alent parts. Do not use replacement parts of lesser
quality or of a substitute design. All aluminum
wheels use wheel nuts with an enlarged nose. This
enlarged nose is necessary to ensure proper retention
of the wheels.
Vehicles that are equipped with lock-on wheel cov-
ers use large nose wheel nuts. The wheel nuts are
externally threaded so that the wheel covers can be
attached to the wheel nuts.
WHEEL COVER (LOCK-ON)
This vehicle uses a lock-on type wheel cover (Fig.
3) on certain models.
The wheel cover is attached to the wheel using the
5 nuts located in the wheel cover (Fig. 3). The nuts in
the wheel cover thread onto a special externally
threaded wheel nut (Fig. 4) to retain the wheel cover
to the wheel.
The wheel cover retaining nut (Fig. 3) is retained
in the wheel cover and will stay on the wheel cover
when un-threaded from the wheel nut. If required,
the retaining nut can be removed from the wheel
cover and replaced as a separate part of the wheel
cover.
The lock-on wheel cover can not be removed from
the wheel until all 5 wheel cover retaining nuts areun-threaded from the wheel nuts. Then the lock-on
wheel cover can be removed by hand from the wheel.DIAGNOSIS AND TESTING
WHEEL INSPECTION
Inspect wheels for:
²Excessive run out
²Dents or cracks
²Damaged wheel lug nut holes
²Air Leaks from any area or surface of the rim
NOTE: Do not attempt to repair a wheel by ham-
mering, heating or welding.
If a wheel is damaged an original equipment
replacement wheel should be used. When obtaining
replacement wheels, they should be equivalent in
load carrying capacity. The diameter, width, offset,
Fig. 2 Safety Rim
1 ± TIRE
2 ± WELL
3 ± SAFETY HUMPS
4 ± FLANGE
Fig. 3 Wheel Cover And Retaining Nut
1 ± WHEEL COVER RETAINING NUTS
2 ± TIRE
3 ± WHEEL
4 ± LOCK-ON WHEEL COVER
Fig. 4 Wheel Nut And Wheel Cover Retaining Nut
1 ± WHEEL NUT
2 ± EXTERNAL THREADS
3 ± LOCK-ON WHEEL COVER RETAINING NUT
PLTIRES AND WHEELS 22 - 11
DESCRIPTION AND OPERATION (Continued)

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.
Monitor OperationÐFuel systems monitors do
not have a pre-test because they are continuously
running monitors. Therefore, the PCM constantly
monitors Short Term Compensation and Long Term
Adaptive memory.
Lean: If at anytime during a lean engine operation,
short term compensation multiplied by long term
adaptive exceeds a certain percentage for an
extended period, the PCM sets a Fuel System Lean
Fault for that trip and a Freeze Frame is entered.
Rich: If at anytime during a rich operation, Short
Term Compensation multiplied by Long Term Adap-
tive is less than a predetermined value, the PCM
checks the Purge Free Cells.
Purge Free Cells are values placed in Adaptive
Memory cells when the EVAP Purge Solenoid is OFF.
Two, three or four Purge Free cells are used. One cor-
responds to an Adaptive Memory cell at idle, the
other to a cell that is off-idle. For example, if a Purge
Free cell is labeled PFC1, it would hold the value for
Adaptive Memory cell C1 under non-purge condi-
tions.
If all Purge Free Cells are less than a certain per-
centage, and the Adaptive Memory factor is less than
a certain percentage, the PCM sets a Fuel System
Rich fault for that trip and a Freeze Frame is
entered.
The Fuel Monitor is a two trip monitor. The PCM
records engine data in Freeze Frame upon setting of
the first fault, or maturing code. When the fuel mon-
itor fails on a second consecutive trip, the code is
matured and the MIL is illuminated. The stored
Freeze Frame data is still from the first fault.
In order for the PCM to extinguish the MIL, the
Fuel Monitor must pass in a Similar Condition Win-
dow. The similar conditions relate to RPM and load.
The engine must be within a predetermined percent-
age of both RPM and load when the monitor runs to
count a good trip. As with all DTCs, three good tripsare required to extinguish the MIL and 40 warm up
cycles are required to erase the DTC. If the engine
does not run in a Similar Conditions Window, the
Task Manager extinguishes the MIL after 80 good
trips.
Enabling ConditionsÐThe following conditions
must be met to operate the fuel control monitor:
²PCM not in fuel crank mode (engine running)
²PCM in Closed Loop fuel control
²Fuel system updating Long Term Adaptive
²Fuel level above 15% of capacity
²Fuel level below 85% of capacity
Pending ConditionsÐThe Fuel Control Monitor
does not operate if the MIL is illuminated for any of
the following:
²Misfire Monitor
²Upstream O2S
²EVAP Purge Solenoid Electrical PCM Self Test
Fault
²Camshaft or Crankshaft Position Sensor
²Fuel Injectors
²Ignition Coil Primary
²Throttle Position (TPS) Sensor
²Engine Coolant Temperature (ECT) Sensor
²Manifold Absolute Pressure (MAP) Sensor
²Idle Air Control (IAC)
²5V Output Too Low
²EGR Monitor
²EGR Solenoid Circuit
²Vehicle Speed Sensor
²Oxygen Sensor Monitor
²Oxygen Sensor Heater Monitor
²Oxygen Sensor Electrical
²Idle Speed Rationality
²Intake Air Temperature
SuspendÐThe Task Manager will suspend
maturing a Fuel System fault if any of the following
are present:
²Oxygen Sensor Response, Priority 1
²O2 Heater, Priority 1
²Misfire Monitor, Priority 2
EVAPORATIVE EMISSIONS MONITOR
LEAK DETECTION PUMP MONITORÐThe
leak detection assembly incorporates two primary
functions: it must detect a leak in the evaporative
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.
PLEMISSION CONTROL SYSTEMS 25 - 17
DESCRIPTION AND OPERATION (Continued)

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 recircu-
lation door (Fig. 9). All other controls are cable.
When vacuum is supplied to the actuator, the door
moves to the Recirculation position (Fig. 10). Theactuator is spring loaded so the door moves to the
Outside-air position when there is no vacuum sup-
plied. The operation of the door can be viewed by
removing the blower motor and looking up into the
unit inlet.
REFRIGERANT OIL CAPACITIES
Refrigerant Oil Capacities
Component ml oz
Total System 180ml 6.1 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
Fig. 9 A/C Vacuum Line
1 ± BRAKE POWER BOOSTER
2 ± A/C VACUUM CHECK VALVE
3 ± VACUUM HARNESS
Fig. 10 Recirculation Air Door Vacuum Actuator
1 ± OUTSIDE AIR/RECIRC DOOR HOUSING
2 ± VACUUM ACTUATOR LINKAGE
3 ± FOAM SEAL
4 ± RECIRC DOOR VACUUM ACTUATOR
5 ± DOOR LEVER
6 ± DOOR LEVER
24 - 8 HEATING AND AIR CONDITIONINGPL
DESCRIPTION AND OPERATION (Continued)