transmission oil DODGE NEON 2000 Service Repair Manual

MAINTENANCE SCHEDULES
TABLE OF CONTENTS
page page
DESCRIPTION AND OPERATION
MAINTENANCE SCHEDULES................3
SPECIFICATIONS
UNSCHEDULED INSPECTION................3SCHEDULE ± A...........................3
SCHEDULE ± B...........................4
DESCRIPTION AND OPERATION
MAINTENANCE SCHEDULES
There are two maintenance schedules that show
proper service for your vehicle.
First is Schedule ±A. It lists all the scheduled
maintenance to be performed under ªnormalº operat-
ing conditions.
Second is Schedule ±B. It is a schedule for vehi-
cles that are operated under the following conditions:
²Frequent short trip driving less than 5 miles (8
km)
²Frequent driving in dusty conditions
²Extensive idling
²More than 50% of the driving is at sustained
high speeds during hot weather, above 90É F (32É C)
SPECIFICATIONS
UNSCHEDULED INSPECTION
At Each Stop For Fuel
²Check engine oil level and add as required.
²Check windshield washer solvent and add as
required.
Once A Month
²Check tire pressure and look for unusual wear
or damage.
²Inspect the battery and clean and tighten termi-
nals as required.
²Check fluid levels of coolant reservoir, brake
master cylinder, power steering and transmission.
Add fluid as required.
²Check all lights and all other electrical items for
correct operation.
At Each Oil Change
²Inspect the exhaust system.
²Inspect brake hoses.
²Inspect the CV joints and front suspension com-
ponent boots and seals.²Rotate the tires at each oil change interval
shown on Schedule ± A (7,500 miles - 12 000 km) or
every other interval on Schedule ± B (6,000 miles -
10 000 km).
²Check the engine coolant level, hoses, and
clamps.
If mileage is less than 7,500 miles (12 000 km)
yearly, replace the engine oil filter at each oil change.
EMISSION CONTROL SYSTEM MAINTENANCE
The scheduled emission maintenance listed inbold
typeon the Maintenance Schedules, must be done at
the mileage specified to assure the continued proper
functioning of the emission control system. These,
and all other maintenance services included in this
manual, should be done to provide the best vehicle
performance and reliability. More frequent mainte-
nance may be needed for vehicles in severe operating
conditions such as dusty areas and very short trip
driving.
FLUID FILL POINTS AND LUBRICATION
LOCATIONS
The fluid fill/check locations and lubrication loca-
tions are located in each applicable group.
SCHEDULE ± A
7,500 Miles (12 000 km) or at 6 months
²Change the engine oil.
²Replace the engine oil filter.
15,000 Miles (24 000 km) or at 12 months
²Change the engine oil.
²Replace the engine oil filter.
²Adjust the drive belt tension.
22,500 Miles (36 000 km) or at 18 months
²Change the engine oil.
²Replace the engine oil filter.
²Inspect the front brake pads and rear brake lin-
ings.
PLLUBRICATION AND MAINTENANCE 0 - 3

SPECIFICATIONS
BRAKE FLUID
The brake fluid used in this vehicle must conform
to DOT 3 specifications and SAE J1703 standards.
No other type of brake fluid is recommended or
approved for usage in the vehicle brake system. Use
only Mopar brake fluid or an equivalent from a
tightly sealed container.
CAUTION: Never use reclaimed brake fluid or fluid
from an container which has been left open. An
open container will absorb moisture from the air
and contaminate the fluid.
CAUTION: Never use any type of a petroleum-
based fluid in the brake hydraulic system. Use of
such type fluids will result in seal damage of the
vehicle brake hydraulic system causing a failure of
the vehicle brake system. Petroleum based fluids
would be items such as engine oil, transmission
fluid, power steering fluid, etc.
BRAKE ACTUATION SYSTEM
ACTUATION:
Vacuum Operated Power Brakes.....Standard
Hydraulic System.......Dual-Diagonally Split
BRAKE PEDAL:
Pedal Ratio..........................3.41
POWER BRAKE BOOSTER:
Make/Type..................Bosch/Vacuum
Mounting Studs.................. M8x1.25
Diaphragm Size/Type........ 205mmTandem
MASTER CYLINDER ASSEMBLY:
Type ........................Dual Tandem
Body Material...........Anodized Aluminum
Reservoir Material.............Polypropelene
MASTER CYLINDER BORE STROKE AND
SPLIT:
NonABS ..............22.23 mm x 34.0 mm
(0.875 in. x 1.34 in.)
ABS . . 23.82 mm x 34.0 mm (0.937 in. x 1.34 in.)
Displacement Split.................. 50/50MASTER CYLINDER FLUID OUTLET PORTS:
Tube Fitting Type...... SAE45ÉInverted Flare
W/ABS - Primary Tube Nut
Thread........................7/16 in.±24
W/ABS - Secondary Tube Nut
Thread........................ 3/8in.±24
W/O ABS - All Tube Nut Threads....7/16 in.±24
ABS HYDRAULIC CONTROL UNIT:
Hydraulic Tube Fitting
Type................ SAE45ÉInverted Flare
All Tube Nut Threads............7/16 in.±24
PROPORTIONING VALVE:
Material.......................Aluminum
Function.....Hydraulic Pressure Proportioning
BRAKE FASTENER TORQUE SPECIFICATIONS
DESCRIPTION TORQUE
BRAKE TUBES:
Tube Nuts............... 17N´m(145 in. lbs.)
MASTER CYLINDER:
Mounting Nuts.......... 28N´m(250 in. lbs.)
POWER BRAKE BOOSTER:
Mounting Nuts.......... 34N´m(300 in. lbs.)
DISC BRAKE CALIPER:
Caliper Banjo Bolt......... 48N´m(35ft.lbs.)
Guide Pin Bolts.......... 22N´m(192 in. lbs.)
Bleeder Screw........... 15N´m(125 in. lbs.)
WHEEL CYLINDER (REAR):
Mounting Bolts.......... 13N´m(115in.lbs.)
Bleeder Screw............ 10N´m(80in.lbs.)
DRUM BRAKE SHOE SUPPORT PLATE
(REAR):
Mounting Bolts........... 75N´m(55ft.lbs.)
DISC BRAKE ADAPTER (REAR):
Mounting Bolts........... 75N´m(55ft.lbs.)
HUB AND BEARING (REAR):
Retaining Nut.......... 217N´m(160 ft. lbs.)
PARKING BRAKE:
Lever Mounting Nuts..... 28N´m(250 in. lbs.)
TIRE AND WHEEL:
Wheel Mounting Nut...........109±150 N´m
(80±110 ft. lbs.)
INTEGRATED CONTROL UNIT:
Mounting Bolts........... 11N´m(97in.lbs.)
CAB Mounting bolts........ 2N´m(17in.lbs.)
Bracket-to-Frame Rail Bolts.......... 23N´m
(200 in. lbs.)
WHEEL SPEED SENSOR:
Head Mounting bolt...... 12N´m(105 in. lbs.)
PLBRAKES 5 - 63

SERVICE DIAGNOSISÐCLUTCH GRAB/CHATTER
CONDITION POSSIBLE CAUSES CORRECTION
CLUTCH DISC
FACING COVERED
WITH OIL OR
GREASEOil leak at engine rear main or transaxle
input shaft sealCorrect leak and replace modular clutch
assembly
Too much grease applied to splines of disc
and input shaftApply lighter coating of grease to splines
NO FAULT FOUND
WITH CLUTCH
COMPONENTSProblem actually related to suspension or
driveline componentFurther diagnosis required. Check
engine/transmission mounts, suspension
attaching parts and other driveline
components as needed.
Engine related problems Check EFI and ignition systems
PARTIAL
ENGAGEMENT OF
CLUTCH DISCClutch cover, spring, or release fingers
bent, distorted (rough handling, improper
assembly)Replace modular clutch assembly
Clutch disc damaged or distorted Replace modular clutch assembly
Clutch misalignment Check alignment and runout of flywheel,
disc, or cover. Check clutch housing to
engine dowels and dowel holes for damage.
Correct as necessary.
SERVICE DIAGNOSISÐCLUTCH SLIPS
CONDITION POSSIBLE CAUSES CORRECTION
DISC FACING
WORN OUTNormal wear. Replace modular clutch assembly.
Driver frequently rides (slips) clutch, results
in rapid wear overheating.Replace modular clutch assembly
Insufficient clutch cover diaphragm spring
tensionReplace modular clutch assembly
CLUTCH DISC
FACING
CONTAMINATED
WITH OIL OR
GREASELeak at rear main oil seal or transaxle input
shaft sealReplace leaking seals. Replace modular
clutch assembly.
Excessive amount of grease applied to
input shaft splinesApply less grease to input shaft. Replace
modular clutch assembly
Road splash, water entering housing Seal housing. Inspect clutch assembly.
CLUTCH IS
RUNNING
PARTIALLY
DISENGAGEDRelease bearing sticking or binding, does
not return to normal running position.Verify that bearing is actually binding. Then,
replace bearing and transmission front
bearing retainer if sleeve surface is
damaged.
Cable self-adjuster mechanism sticking or
binding causing high preloadVerify that self-adjuster is free to move
PLCLUTCH 6 - 3
DIAGNOSIS AND TESTING (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)

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

protection. MopartAntifreeze or the equivalent is
recommended for best engine cooling without corro-
sion. When mixed only to a freeze point of -37ÉC
(-35ÉF) to -59ÉC (-50ÉF). If it looses color or becomes
contaminated, drain, flush, and replace with fresh
properly mixed solution.
COOLANT RECOVERY SYSTEM
This system works in conjunction with the radiator
pressure cap to utilize thermal expansion and con-
traction of the coolant to keep the coolant free of
trapped air. The system provides space for expansion
and contraction. Also, the system provides a conve-
nient and safe method for checking and adjusting the
coolant level at atmospheric pressure without remov-
ing the pressure cap. It also provides some reserve
coolant to compensate for minor leaks and evapora-
tion or boiling losses. All vehicles are equipped with
this system (Fig. 2).
Refer to Coolant Level Check, Deaeration, and
Pressure Cap sections for operation and service.
ENGINE THERMOSTAT
The engine thermostat is located on the front of
the engine (radiator side) in the thermostat housing/
engine outlet connector. The thermostat has an air
bleed (vent) located in the flange and a O-ring for
sealing incorporate on it. There is a relief in the ther-
mostat housing/outlet connector for the O-ring.
The engine thermostat is a wax pellet driven,
reverse poppet choke type. It is designed to provide
the fastest warm up possible by preventing leakage
through it and to guarantee a minimum engine oper-
ating temperature of 88 to 93ÉC (192 to 199ÉF). Also,
the thermostat will automatically reach wide open, to
accommodate unrestricted flow to the radiator astemperature of the coolant rises in hot weather to
around 104ÉC (220ÉF). Above this temperature the
coolant temperature is controlled by the radiator, fan,
and ambient temperatureÐnot the thermostat.
A thermostats primary purpose is to maintain
engine temperature in a range that will provide sat-
isfactory engine performance and emission levels
under all expected driving conditions. It also provides
hot water (coolant) for heater performance. It does
this by transferring heat from engine metal and
automatic transmission oil cooler (if equipped) to
coolant, moving this heated coolant to the heater core
and radiator, and then transferring this heat to the
ambient air.
RADIATOR
The radiator is a down-flow type (vertical tubes)
with design features that provide greater strength,
as well as sufficient heat transfer capabilities to keep
the engine coolant within operating temperatures.
The radiator functions as a heat exchanger, using
air flow across the exterior of the radiator tubes. This
heat is then transferred from the coolant and into
the passing air.
The radiator has an aluminum core with plastic
tanks. Although stronger than brass, plastic tanks
are subject to damage by impact. Always handle radi-
ator with care.
RADIATOR COOLING FAN MODULE
The radiator cooling fan is a single speed electric
motor driven fan. The fan module includes an electric
motor, fan blade, and a support shroud that is
attached to the radiator (Fig. 3).
Fig. 2 Coolant Recovery System
1 ± RECOVERY HOSE
2 ± ENGINE COOLANT RECOVERY CONTAINER
3 ± PRESSURE CAP
Fig. 3 Radiator Fan
1 ± SCREWS
2 ± LOWER MOUNTS
3 ± FAN MOTOR ELECTRICAL CONNECTOR
PLCOOLING SYSTEM 7 - 3
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)

STARTER RELAY PIN CALL-OUT
PIN CIRCUIT COLOR DESCRIPTION
1 (86) A041 YL IGNITION SWITCH OUTPUT (START)
2 (85) K090 TN PCM
3 (30) A001 RD FUSED B+
4 (87A) NOT USED
5 (87) T040 BR STARTER SOLENOID
RELAY CIRCUIT TEST
(1) The relay common feed terminal cavity (30) is
connected to battery voltage and should be hot at all
times. If OK, go to Step 2. If not OK, repair the open
circuit to the PDC fuse as required.
(2) The relay normally closed terminal (87A) is
connected to terminal 30 in the de-energized position,
but is not used for this application. Go to Step 3.
(3) The relay normally open terminal (87) is con-
nected to the common feed terminal (30) in the ener-
gized position. This terminal supplies battery voltage
to the starter solenoid field coils. There should be
continuity between the cavity for relay terminal 87
and the starter solenoid terminal at all times. If OK,
go to Step 4. If not OK, repair the open circuit to the
starter solenoid as required.
(4) The coil battery terminal (86) is connected to
the electromagnet in the relay. It is energized when
the ignition switch is held in the START position. On
vehicles with a manual transmission, the clutch
pedal must be fully depressed for this test. Check for
battery voltage at the cavity for relay terminal 86
with the ignition switch in the START position, and
no voltage when the ignition switch is released to the
ON position. If OK, go to Step 5. If not OK with an
automatic transmission, check for an open or short
circuit to the ignition switch and repair, if required.
If the circuit to the ignition switch is OK, see the
Ignition Switch Test procedure in this group. If not
OK with a manual transmission, check the circuit
between the relay and the clutch interlock/upstop
switch for an open or a short circuit. If the circuit is
OK, refer to the Clutch Interlock/Upstop Switch
Diagnosis and Testing in Group 6-Clutch.
(5) The coil ground terminal (85) is connected to
the electromagnet in the relay. It is grounded
through the PCM only when the gearshift selector
lever is in the Park or Neutral positions. On vehicles
with a manual transmission, it is grounded through
the PCM when the clutch pedal is depressed. Check
for continuity to ground at the cavity for relay termi-
nal 85. If not OK, check for an open or short circuit
to the park/neutral starting and back-up lamp
switch, or the clutch interlock/upstop switch. Repair,
as necessary. If the circuit is OK, refer to the Park/Neutral Starting and Back-Up Lamp Switch Removal
and Installation in Group 21-Transaxle. Testing is
located within the Removal and Installation proce-
dures.
SAFETY SWITCHES
For diagnosis of:
²Clutch Interlock/Upstop Switch, refer to Diagno-
sis and Testing in Group 6-Clutch.
²Park/Neutral Starting and Back-Up Lamp
Switch, refer to Removal and Installation in Group
21-Transaxle. Testing is located within the Removal
and Installation procedures.
IGNITION SWITCH
After testing starter solenoid and relay, test igni-
tion switch and wiring. Check all wiring for opens or
shorts, and all connectors for being loose or corroded.
Refer to Group 8D-Ignition Systems, or Group
8W-Wiring Diagrams.
BATTERY
Refer to Group 8A-Battery for Diagnosis and Test-
ing of the battery.
ALL RELATED WIRING AND CONNECTORS
Refer to Group 8W-Wiring Diagrams.
FEED CIRCUIT RESISTANCE
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 following
tests.
(1) To disable the ignition and fuel systems, dis-
connect the Automatic Shutdown (ASD) Relay. 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:
PLSTARTING SYSTEMS 8B - 3
DIAGNOSIS AND TESTING (Continued)

IGNITION INTERLOCK
OPERATION
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 the - Tran-
saxle for Automatic Transmission Shifter/Ignition
Interlock.
REMOVAL AND INSTALLATION
SPARK PLUG SERVICE
Failure to route the cables properly could cause the
radio to reproduce ignition noise, cross ignition of the
spark plugs or short circuit the cables to ground.
REMOVAL
REMOVE CABLES FROM COIL FIRST.
Always remove the spark plug cable by grasping
the top of the spark plug insulator, turning the boot
1/2 turn and pulling straight up in a steady motion.
(1) Remove the spark plug using a quality socket
with a rubber or foam insert.
(2) Inspect the spark plug condition.
INSTALLATION
(1) To avoid cross threading, start the spark plug
into the cylinder head by hand.
(2) Tighten spark plugs to 28 N´m (20 ft. lbs.)
torque.
(3) Install spark plug insulators over spark plugs.
Ensure the top of the spark plug insulator covers the
upper end of the spark plug tube.
Reconnect to coil.
SPARK PLUG CABLE SERVICE
Failure to route the cables properly could cause the
radio to reproduce ignition noise, cross ignition of the
spark plugs or short circuit the cables to ground.
REMOVAL
Remove spark plug cable from coil first.
Always remove the spark plug cable by grasping
the top of the spark plug insulator, turning the boot
1/2 turn and pulling straight up in a steady motion.
INSTALLATION
Install spark plug insulators over spark plugs.
Ensure the top of the spark plug insulator covers the
upper end of the spark plug tube. The connect theother end to coil pack. Be sure that dual plastic clip
holds the cables off of the valve cover.
IGNITION COIL
The electronic ignition coil pack attaches directly
to the valve cover (Fig. 11).
REMOVAL
(1) Disconnect electrical connector from coil pack
(Fig. 10).
(2) Remove coil pack mounting bolts.
(3) Remove coil pack.
INSTALLATION
(1) Install coil pack on valve cover.
(2) Transfer spark plug cables to new coil pack.
The coil pack towers are numbered with the cylinder
identification. Be sure the ignition cables snap onto
the towers.
AUTOMATIC SHUTDOWN RELAY
The relay is located in the Power Distribution Cen-
ter (PDC) (Fig. 12). The PDC is located next to the
battery in the engine compartment. For the location
of the relay within the PDC, refer to the PDC cover
for location. Check electrical terminals for corrosion
and repair as necessary.
CAMSHAFT POSITION SENSOR
The camshaft position sensor is mounted to the
rear of the cylinder head (Fig. 13).
Fig. 10 Electronic Ignition Coil Connector
1 ± COIL
2 ± LOCKING TAB
8D - 6 IGNITION SYSTEMPL
DESCRIPTION AND OPERATION (Continued)

ENGINE
TABLE OF CONTENTS
page page
STANDARD SERVICE PROCEDURES........... 1
ENGINE DIAGNOSIS........................ 82.0L SOHC ENGINE....................... 15
STANDARD SERVICE PROCEDURES
TABLE OF CONTENTS
page page
GENERAL INFORMATION
FORM-IN-PLACE GASKETS & SEALERS........1
ENGINE GASKET SURFACE PREPARATION.....2
CRANKSHAFT DAMPER BOLT ACCESS PLUG . . . 2
ENGINE CORE PLUGS.....................2
ENGINE PERFORMANCE...................3HONING CYLINDER BORES.................3
MEASURING WITH PLASTIGAGE.............4
REPAIR OF DAMAGED OR WORN THREADS....5
HYDROSTATIC LOCKED ENGINE.............5
CHECKING ENGINE OIL LEVEL..............6
ENGINE OIL SERVICE......................7
GENERAL INFORMATION
FORM-IN-PLACE GASKETS & SEALERS
There are numerous places where form-in-place
gaskets are used on the engine. Care must be taken
when applying form-in-place gaskets to assure
obtaining the desired results.Do not use form-in-
place gasket material unless specified.Bead size,
continuity, and location are of great importance. Too
thin a bead can result in leakage while too much can
result in spill-over which can break off and obstruct
fluid feed lines. A continuous bead of the proper
width is essential to obtain a leak-free gasket.
There are numerous types of form-in-place gasket
materials that are used in the engine area. Mopart
Engine RTV GEN II, MopartATF-RTV, and Mopart
Gasket Maker gasket materials, each have different
properties and can not be used in place of the other.
MOPARtENGINE RTV GEN II
MopartEngine RTV GEN II is used to seal com-
ponents exposed to engine oil. This material is a spe-
cially designed black silicone rubber RTV that
retains adhesion and sealing properties when
exposed to engine oil. Moisture in the air causes the
material to cure. This material is available in three
ounce tubes and has a shelf life of one year. After one
year this material will not properly cure. Alwaysinspect the package for the expiration date before
use.
MOPARtATF RTV
MopartATF RTV is a specifically designed black
silicone rubber RTV that retains adhesion and seal-
ing properties to seal components exposed to auto-
matic transmission fluid, engine coolants, and
moisture. This material is available in three ounce
tubes and has a shelf life of one year. After one year
this material will not properly cure. Always inspect
the package for the expiration date before use.
MOPARtGASKET MAKER
MopartGasket Maker is an anaerobic type gasket
material. The material cures in the absence of air
when squeezed between two metallic surfaces. It will
not cure if left in the uncovered tube. The anaerobic
material is for use between two machined surfaces.
Do not use on flexible metal flanges.
MOPARtBED PLATE SEALANT
MopartBed Plate Sealant is a unique (green-in-
color) anaerobic type gasket material that is specially
made to seal the area between the bedplate and cyl-
inder block without disturbing the bearing clearance
or alignment of these components. The material
cures slowly in the absence of air when torqued
between two metallic surfaces, and will rapidly cure
when heat is applied.
PLENGINE 9 - 1