Motor 5.7 Hemi

LX ENGINE - 5.
7L SERVICE INFORMATION 9 - 2285
ENGINE - 5.7L SERVICE INFORMATION

TABLE OF CONTENTS
page page
ENGINE - 5.7L SERVICE INFORMATION ROCKER ARM

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2287 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2337
DIAGNOSIS AND TESTING INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2339
DIAGNOSIS AND TESTING - ENGINE SEALS-VALVE GUIDE
DIAGNOSIS - INTRODUCTION. . . . . . . . . . . . 2287 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2342
DIAGNOSIS AND TESTING - ENGINE SPRINGS-VALVE
DIAGNOSIS - PERFORMANCE . . . . . . . . . . . 2287 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2343
DIAGNOSIS AND TESTING - ENGINE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2349
DIAGNOSIS - MECHANICAL . . . . . . . . . . . . . . 2288 ENGINE BLOCK
DIAGNOSIS AND TESTING - CYLINDER CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2354
COMPRESSION PRESSURE . . . . . . . . . . . . . 2289 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2354
DIAGNOSIS AND TESTING - CYLINDER CAMSHAFT
COMBUSTION PRESSURE LEAKAGE . . . . . 2289 REMOVAL
DIAGNOSIS AND TESTING - ENGINE REMOVAL - CAMSHAFT CORE HOLE PLUG . . 2355
DIAGNOSIS - LUBRICATION. . . . . . . . . . . . . . 2290 REMOVAL - CAMSHAFT . . . . . . . . . . . . . . . . . . . 2355
DIAGNOSIS AND TESTING - ENGINE INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2359
DIAGNOSIS - MECHANICAL . . . . . . . . . . . . . . 2291 INSTALLATION
STANDARD PROCEDURE CAMSHAFT CORE HOLE PLUG . . . . . . . . . . . 2359
STANDARD PROCEDURE - REPAIR INSTALLATION - CAMSHAFT . . . . . . . . . . . . . . 2360
DAMAGED OR WORN THREADS . . . . . . . . . 2293 CRANKSHAFT
STANDARD PROCEDURE - HYDROSTATIC REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2365
LOCK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2293 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2369
REMOVAL - ENGINE . . . . . . . . . . . . . . . . . . . . . . . . 2294 BEARINGS-CRANKSHAFT MAIN
INSTALLATION - ENGINE . . . . . . . . . . . . . . . . . . . 2301 STANDARD PROCEDURE - CRANKSHAFT
SPECIFICATIONS MAIN BEARING - FITTING . . . . . . . . . . . . . . . . 2374
5.7L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2308 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2374
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2313 SEAL-CRANKSHAFT OIL-FRONT
SPECIAL TOOLS REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2375
5.7L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2315 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2376
AIR INTAKE SYSTEM SEAL-CRANKSHAFT OIL-REAR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2318 DIAGNOSIS AND TESTING - REAR SEAL
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2319 AREA LEAKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2377
CYLINDER HEAD REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2377
OPERATION—CYLINDER HEAD . . . . . . . . . . . . . 2320 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2378
DIAGNOSIS AND TESTING - CYLINDER HEAD RETAINER-CRANK REAR OIL - SEAL
GASKET FAILURE . . . . . . . . . . . . . . . . . . . . . . . 2320 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2379
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2321 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2379
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2323 FLEX PLATE
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2323 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2380
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2324 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2380
COVER-CYLINDER HEAD TAPPETS-HYDRAULIC ROLLER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2329 DIAGNOSIS AND TESTING - HYDRAULIC
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2332 TAPPETS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2381
VALVES & SEATS - INTAKE/EXHAUST REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2381
DESCRIPTION INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2382
DESCRIPTION - VALVE GUIDES . . . . . . . . . . . 2335 PISTON & CONNECTING ROD
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . 2335 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2384
STANDARD PROCEDURE - REFACING . . . . . . . 2335 STANDARD PROCEDURE - PISTON FITTING . 2384
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2336 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2385
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2336 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2386
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2386
9 - 2286 ENGINE - 5.7L SERVICE INFORMATION LX
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2387 PAN-ENGINE OIL
RINGS-PISTON REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2415
STANDARD PROCEDURE - PISTON RING INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2417
FITTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2389 PAN-ENGINE OIL-AWD
DAMPER-CRANKSHAFT REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2421
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2392 PUMP-ENGINE OIL
COVER-STRUCTURAL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2430
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2394 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2430
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2394 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2431
SOLENOID-MDS INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2432
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2395 COOLER ENGINE OIL
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2395 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2433
DIAGNOSIS AND TESTING . . . . . . . . . . . . . . . . . . 2395 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2433
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2396 MANIFOLD - INTAKE
ENGINE MOUNTING-FRONT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2434
REMOVAL DIAGNOSIS AND TESTING - INTAKE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2397 MANIFOLD LEAKAGE . . . . . . . . . . . . . . . . . . . . 2434
REMOVAL - AWD . . . . . . . . . . . . . . . . . . . . . . . . . 2399 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2434
INSTALLATION CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2434
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 2401 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2434
INSTALLATION - AWD . . . . . . . . . . . . . . . . . . . . . 2405 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2435
MOUNTING-ENGINE REAR MANIFOLD - EXHAUST
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2408 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2436
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2409 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2436
LUBRICATION REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2436
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2411 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2438
DIAGNOSIS AND TESTING INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2438
DIAGNOSIS AND TESTING - CHECKING INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2438
ENGINE OIL PRESSURE . . . . . . . . . . . . . . . . . 2411 COVER-TIMING
DIAGNOSIS AND TESTING - ENGINE OIL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2441
LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2411 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2443
OIL TIMING CHAIN & SPROCKETS
STANDARD PROCEDURE - ENGINE OIL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2445
SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2413 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2448
FILTER-ENGINE OIL TENSIONER - TIMING CHAIN
LX ENGINE - 5.7L SERVICE INFORMATION 9 - 2287

DESCRIPTION
The 5.7L engine (345 CID) eight-cylinder engine is a 90° V-Type lightweight, deep skirt cast iron block, aluminum
heads, single cam, overhead valve engine with hydraulic roller tappets. The heads incorporate splayed valves with
a hemispherical style combustion chamber and dual spark plugs. The cylinders are numbered from front to rear; 1,
3, 5, 7 on the left bank and 2, 4, 6, 8 on the right bank. The firing order is 1-8-4-3-6-5-7-2.
DIAGNOSIS AND TESTING

DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - INTRODUCTION
Engine diagnosis is helpful in determining the causes of malfunctions not detected and remedied by routine main-
tenance.
These malfunctions may be classified as either performance (e.g., engine idles rough and stalls) or mechanical
(e.g., a strange noise).
(Refer to 9 - ENGINE - DIAGNOSIS AND TESTING) - PERFORMANCE and (Refer to 9 - ENGINE - DIAGNOSIS
AND TESTING)—MECHANICAL for possible causes and corrections of malfunctions. (Refer to 14 - FUEL SYSTEM/
FUEL DELIVERY - DIAGNOSIS AND TESTING) and (Refer to 14 - FUEL SYSTEM/FUEL INJECTION - DIAGNO-
SIS AND TESTING) for the fuel system diagnosis.
Additional tests and diagnostic procedures may be necessary for specific engine malfunctions that can not be iso-
lated with the Service Diagnosis charts. Information concerning additional tests and diagnosis is provided within the
following diagnosis:
• Cylinder Compression Pressure Test (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING).
• Cylinder Combustion Pressure Leakage Test (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING).
• Engine Cylinder Head Gasket Failure Diagnosis (Refer to 9 - ENGINE/CYLINDER HEAD - DIAGNOSIS AND
TESTING).
• Intake Manifold Leakage Diagnosis (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - DIAGNOSIS
AND TESTING).
DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - PERFORMANCE
CONDITION POSSIBLE CAUSE CORRECTION
ENGINE WILL NOT START 1. Weak battery 1. Charge or replace as necessary.

2. Corroded or loose battery 2. Clean and tighten battery
connections. connections. Apply a coat of light
mineral grease to the terminals.
3. Faulty starter. 3. (Refer to 8 - ELECTRICAL/
STARTING - DIAGNOSIS AND
TESTING).
4. Incorrect spark plug gap. 4. (Refer to 8 - ELECTRICAL/
IGNITION CONTROL/SPARK PLUG
- CLEANING).
5. Dirt or water in fuel system. 5. Clean system and replace fuel
filter.
6. Faulty fuel pump, relay or wiring. 6. (Refer to 9 - ENGINE -
DIAGNOSIS AND TESTING)
ENGINE STALLS OR ROUGH IDLE 1. Idle speed set to low. 1. (Refer to 9 - ENGINE -
2. Vacuum leak. 2. Inspect intake manifold and

vacuum hoses, repair or replace as
necessary.
3. Incorrect engine timing. 3. (Refer to 9 - ENGINE/VALVE
TIMING - STANDARD
PROCEDURE).
ENGINE LOSS OF POWER 1. Dirty or incorrectly gapped spark 1. Replace spark plugs.
plugs.
filter.
3. Blown cylinder head gasket. 3. Replace cylinder head gasket.
4. Low compression. 4. (Refer to 9 - ENGINE -
DIAGNOSIS AND TESTING).
5. Burned, warped or pitted valves. 5. Replace as necessary.
6. Plugged or restricted exhaust 6. Inspect and replace as
system. necessary.
DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - MECHANICAL
CONDITION POSSIBLE CAUSES CORRECTIONS
NOISY VALVES 1. High or low oil level in 1. (Refer to LUBRICATION &

crankcase. MAINTENANCE -
SPECIFICATIONS)
2. Thin or diluted oil. 2. Change oil and filter.
3. Low oil pressure. 3. Check oil pump, if Ok, check rod
and main bearings for excessive
wear.
4. Dirt in lash adjusters. 4. Replace as necessary.
5. Worn rocker arms. 5. Replace as necessary.
6. Worn lash adjusters 6. Replace as necessary.
7. Worn valve guides. 7. (Refer to 9 - ENGINE/CYLINDER
HEAD/INTAKE/EXHAUST VALVES
& SEATS - STANDARD
PROCEDURE)
8. Excessive runout of valve seats 8. (Refer to 9 - ENGINE/CYLINDER
on valve faces. HEAD/INTAKE/EXHAUST VALVES
& SEATS - STANDARD
PROCEDURE)
CONNECTING ROD NOISE 1. Insufficient oil supply. 1. (Refer to LUBRICATION &

MAINTENANCE -
SPECIFICATIONS)

wear.
4. Excessive bearing clearance. 4. Replace as necessary.
5. Connecting rod journal 5. Service or replace crankshaft.
out-of-round.
6. Misaligned connecting rods. 6. Replace bent connecting rods.
MAIN BEARING NOISE 1. Insufficient oil supply. 1. (Refer to LUBRICATION &

MAINTENANCE -
SPECIFICATIONS)
wear.
5. Excessive end play. 5. Check thrust washers for wear.
6. Crankshaft journal out-of round. 6. Service or replace crankshaft.
7. Loose flywheel or torque 7. Tighten to correct torque
converter.
DIAGNOSIS AND TESTING - CYLINDER COMPRESSION PRESSURE

The results of a cylinder compression pressure test can be utilized to diagnose several engine malfunctions.
Ensure the battery is completely charged and the engine starter motor is in good operating condition. Otherwise the
indicated compression pressures may not be valid for diagnosis purposes.
1. Clean the spark plug recesses with compressed air.
2. Remove the spark plugs.
3. Disable the fuel system (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY - DESCRIPTION).
4. Remove the ASD relay (Refer to 8 - ELECTRICAL/IGNITION CONTROL/AUTO SHUT DOWN RELAY -
REMOVAL).
5. Insert a compression pressure gauge and rotate the engine with the engine starter motor for three revolutions.
6. Record the compression pressure on the 3rd revolution. Continue the test for the remaining cylinders.
7. (Refer to 9 - ENGINE - SPECIFICATIONS) for the correct engine compression pressures.
DIAGNOSIS AND TESTING - CYLINDER COMBUSTION PRESSURE LEAKAGE

The combustion pressure leakage test provides an accurate means for determining engine condition.
Combustion pressure leakage testing will detect:
• Exhaust and intake valve leaks (improper seating).
• Leaks between adjacent cylinders or into water jacket.
• Any causes for combustion/compression pressure loss.
1. Check the coolant level and fill as required. DO NOT install the radiator cap.
2. Start and operate the engine until it attains normal operating temperature, then turn the engine OFF.
4. Remove the oil filler cap.
5. Remove the air cleaner hose.
6. Calibrate the tester according to the manufacturer’s instructions. The shop air source for testing should maintain
483 kPa (70 psi) minimum, 1,379 kPa (200 psi) maximum and 552 kPa (80 psi) recommended.
7. Perform the test procedures on each cylinder according to the tester manufacturer’s instructions. Set piston of
cylinder to be tested at TDC compression,While testing, listen for pressurized air escaping through the throttle
body, tailpipe and oil filler cap opening. Check for bubbles in the radiator coolant.
All gauge pressure indications should be equal, with no more than 25% leakage.
FOR EXAMPLE: At 552 kPa (80 psi) input pressure, a minimum of 414 kPa (60 psi) should be maintained in the
cylinder.
Refer to CYLINDER COMBUSTION PRESSURE LEAKAGE DIAGNOSIS CHART .
CYLINDER COMBUSTION PRESSURE LEAKAGE DIAGNOSIS CHART

AIR ESCAPES THROUGH Intake valve bent, burnt, or not Inspect valve and valve seat.
THROTTLE BODY seated properly Reface or replace, as necessary.
Inspect valve springs. Replace as
necessary.
AIR ESCAPES THROUGH Exhaust valve bent, burnt, or not Inspect valve and valve seat.
TAILPIPE seated properly Reface or replace, as necessary.
necessary.
AIR ESCAPES THROUGH Head gasket leaking or cracked Remove cylinder head and inspect.
RADIATOR cylinder head or block Replace defective part
MORE THAN 50% LEAKAGE Head gasket leaking or crack in Remove cylinder head and inspect.
FROM ADJACENT CYLINDERS cylinder head or block between Replace gasket, head, or block as
adjacent cylinders necessary
MORE THAN 25% LEAKAGE AND Stuck or broken piston rings; Inspect for broken rings or piston.
AIR ESCAPES THROUGH OIL cracked piston; worn rings and/or Measure ring gap and cylinder
FILLER CAP OPENING ONLY cylinder wall diameter, taper and out-of-round.
Replace defective part as necessary
DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - LUBRICATION
CONDITION POSSIBLE CAUSES CORRECTION
OIL LEAKS 1. Gaskets and O-Rings. 1. Replace as necessary.

(a) Misaligned or damaged. (a) Replace as necessary.
(b) Loose fasteners, broken or (b) Tighten fasteners, Repair or
porous metal parts. replace metal parts.
2. Crankshaft rear seal 2. Replace as necessary.
3. Crankshaft seal flange. 3. Polish or replace crankshaft.
Scratched, nicked or grooved.
4. Oil pan flange cracked. 4. Replace oil pan.
5.Front cover seal, damaged or 5. Replace seal.
misaligned.
6. Scratched or damaged vibration 6. Polish or replace damper.
damper hub.
7. Crankshaft Rear Flange 7. Replace Crankshaft
Microporosity
OIL PRESSURE DROP 1. Low oil level. 1. Check and correct oil level.
2. Faulty oil pressure sending unit. 2. Replace sending unit.

3. Low oil pressure. 3. Check pump and bearing
clearance.
4. Clogged oil filter. 4. Replace oil filter.
5. Worn oil pump. 5. Replace as necessary.
8. Oil pump relief valve stuck. 8. Replace oil pump.
9. Oil pickup tube loose or 9. Replace as necessary.
damaged.
OIL PUMPING AT RINGS; SPARK 1. Worn or damaged rings. 1. Hone cylinder bores and replace
PLUGS FOULING rings.
2. Carbon in oil ring slots. 2. Replace rings.
3. Incorrect ring size installed. 3. Replace rings.
4. Worn valve guides. 4. Ream guides and replace valves.
5. Leaking intake gasket. 5. Replace intake gaskets.
6. Leaking valve guide seals. 6. Replace valve guide seals.

ENGINE MECHANICAL DIAGNOSIS CHART
NOISY VALVES/LIFTERS 1. High or low oil level in crankcase 1. Check for correct oil level. Adjust
oil level by draining or adding as
needed
2. Thin or diluted oil 2. Change oil. (Refer to 9 -
ENGINE/LUBRICATION/OIL -
STANDARD PROCEDURE)
3. Low oil pressure 3. Check engine oil level. If ok,
Perform oil pressure test. (Refer to
9 - ENGINE/LUBRICATION -
DIAGNOSIS AND TESTING) for
engine oil pressure test/
specifications
4. Dirt in tappets/lash adjusters 4. Clean/replace hydraulic
tappets/lash adjusters
5. Bent push rod(s) 5. Install new push rods
6. Worn rocker arms 6. Inspect oil supply to rocker arms
and replace worn arms as needed
7. Worn tappets/lash adjusters 7. Install new hydraulic tappets/lash
adjusters
8. Worn valve guides 8. Inspect all valve guides and
replace as necessary
9. Excessive runout of valve seats 9. Grind valves and seats
or valve faces
CONNECTING ROD NOISE 1. Insufficient oil supply 1. Check engine oil level.

DIAGNOSIS AND TESTING) engine
oil pressure test/specifications
3. Thin or diluted oil 3. Change oil to correct viscosity.
(Refer to 9 - ENGINE/
LUBRICATION/OIL - STANDARD
PROCEDURE) for correct
procedure/engine oil specifications
4. Excessive connecting rod 4. Measure bearings for correct
bearing clearance clearance with plasti-gage. Repair
as necessary
5. Connecting rod journal out of 5. Replace crankshaft or grind
round journals
6. Misaligned connecting rods 6. Replace bent connecting rods
MAIN BEARING NOISE 1. Insufficient oil supply 1. Check engine oil level.

4. Excessive main bearing 4. Measure bearings for correct
clearance clearance. Repair as necessary
5. Excessive end play 5. Check crankshaft thrust bearing
for excessive wear on flanges
6. Crankshaft main journal out of 6. Grind journals or replace
round or worn crankshaft
7. Loose flywheel or torque 7. Inspect crankshaft, flexplate/
converter flywheel and bolts for damage.
Tighten to correct torque
LOW OIL PRESSURE 1. Low oil level 1. Check oil level and fill if
necessary
2. Faulty oil pressure sending unit 2. Install new sending unit
3. Clogged oil filter 3. Install new oil filter
4. Worn oil pump 4. Replace oil pump assembly.
6. Excessive bearing clearance 6. Measure bearings for correct
clearance
7. Oil pump relief valve stuck 7. Remove valve to inspect, clean
and reinstall
8. Oil pickup tube loose, broken, 8. Inspect oil pickup tube and pump,
bent or clogged and clean or replace if necessary
9. Oil pump cover warped or 9. Install new oil pump
cracked
OIL LEAKS 1. Misaligned or deteriorated 1. Replace gasket

gaskets
2. Loose fastener, broken or porous 2. Tighten, repair or replace the part

metal part
3. Front or rear crankshaft oil seal 3. Replace seal
leaking
4. Leaking oil gallery plug or cup 4. Remove and reseal threaded
plug plug. Replace cup style plug
EXCESSIVE OIL CONSUMPTION 1. CCV System malfunction 1. (Refer to 25 - EMISSIONS

OR SPARK PLUGS OIL FOULED CONTROL/EVAPORATIVE
EMISSIONS - DESCRIPTION) for
correct operation
2. Defective valve stem seal(s) 2. Repair or replace seal(s)
3. Worn or broken piston rings 3. Hone cylinder bores. Install new
rings
4. Scuffed pistons/cylinder walls 4. Hone cylinder bores and replace
pistons as required
5. Carbon in oil control ring groove 5. Remove rings and de-carbon
piston
6. Worn valve guides 6. Inspect/replace valve guides as
necessary
7. Piston rings fitted too tightly in 7. Remove rings and check ring end
grooves gap and side clearance. Replace if
necessary
STANDARD PROCEDURE
STANDARD PROCEDURE - REPAIR DAMAGED OR WORN THREADS
CAUTION: Be sure that the tapped holes maintain the original center line.
Damaged or worn threads can be repaired. Essentially, this repair consists of:
• Drilling out worn or damaged threads.
• Tapping the hole with a special Heli-Coil Tap, or equivalent.
• Installing an insert into the tapped hole to bring the hole back to its original thread size.
STANDARD PROCEDURE - HYDROSTATIC LOCK

CAUTION: DO NOT use the starter motor to rotate the crankshaft. Severe damage could occur.
When an engine is suspected of hydrostatic lock (regardless of what caused the problem), follow the steps below.
1. Perform the Fuel Pressure Release Procedure (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY - STANDARD
PROCEDURE).
2. Disconnect the negative cable(s) from the battery.
3. Inspect air cleaner, induction system, and intake manifold to ensure system is dry and clear of foreign material.
4. Place a shop towel around the spark plugs to catch any fluid that may possibly be under pressure in the cylinder
head. Remove the spark plugs.
5. With all spark plugs removed, rotate the crankshaft using a breaker bar and socket.
6. Identify the fluid in the cylinders (coolant, fuel, oil, etc.).
7. Be sure all fluid has been removed from the cylinders.
8. Repair engine or components as necessary to prevent this problem from occurring again.
9. Squirt a small amount of engine oil into the cylinders to lubricate the walls. This will prevent damage on restart.
10. Install new spark plugs. Tighten the spark plugs to 41 N·m (30 ft. lbs.) torque.
11. Drain engine oil. Remove and discard the oil filter.
12. Install the drain plug. Tighten the plug to 34 N·m (25 ft. lbs.) torque.
13. Install a new oil filter.
14. Fill engine crankcase with the specified amount and grade of oil. (Refer to LUBRICATION & MAINTENANCE -
SPECIFICATIONS).
15. Connect the negative cable(s) to the battery.
16. Start the engine and check for any leaks.
REMOVAL - ENGINE
1. Remove the engine cover (1).
2. Perform the Fuel System Pressure Release proce-
dure (Refer to 14 - FUEL SYSTEM/FUEL DELIV-
ERY - STANDARD PROCEDURE).
3. Disconnect the battery negative cable.
4. Remove the air cleaner resonator and duct work as
an assembly.
5. Remove the cowl top panel (Refer to 23 - BODY/
EXTERIOR/COWL GRILLE - REMOVAL).
6. Drain cooling system (Refer to 7 - COOLING -
STANDARD PROCEDURE).
7. Remove the accessory drive belt (Refer to 7 -
COOLING/ACCESSORY DRIVE/DRIVE BELTS -
REMOVAL).
8. Remove radiator fan shroud (Refer to 7 - COOL-
ING/ENGINE/RADIATOR FAN - REMOVAL).
9. Remove the A/C compressor (3) with the lines

attached. Secure compressor out of the way.
10. Remove the generator support bracket (1).
11. Remove generator (2) (Refer to 8 - ELECTRICAL/

CHARGING/GENERATOR - REMOVAL).
12. Remove the intake manifold and IAFM as an
assembly (Refer to 9 - ENGINE/MANIFOLDS/IN-
TAKE MANIFOLD - REMOVAL).
13. Remove the ground wires from the rear of each
cylinder head.
14. Disconnect the heater hoses (1).
NOTE: It is not necessary to disconnect P/S hoses

from pump, for P/S pump removal.
15. Remove the power steering pump and set aside.

16. Disconnect the fuel supply line (Refer to 14 -
FUEL SYSTEM/FUEL DELIVERY/QUICK CON-
NECT FITTING - STANDARD PROCEDURE).
17. Raise and support the vehicle on a hoist and
drain the engine oil.
18. Remove the belly pan (2) (Refer to 23 - BODY/
EXTERIOR/BELLY PAN - REMOVAL).
19. Remove engine front mount to frame nuts.

20. FOR AWD ONLY Mark the front driveshaft to the
flange at both ends to ensure correct installation.
21. FOR AWD ONLY Remove front drive shaft fasten-
ers from the differential and transfer case.
Remove the driveshaft from the vehicle.
22. FOR AWD ONLY Remove the left (2) and right
front drive axles.
23. FOR AWD ONLY Remove the differential support

bracket (1) from the differential to the engine
block.
24. FOR AWD ONLY Unbolt the differential (4) from
the oil pan (3).
25. FOR AWD ONLY Rotate the differential (4) so the
drive flange is facing forward and the oil pan side
is facing up. Remove the differential out through
the opening at the rear of the cradle.
26. FOR AWD ONLY Remove the intermediate shaft

(2) from the oil pan (3).
27. Disconnect the transmission oil cooler lines from

their retainers at the oil pan bolts.
28. Disconnect exhaust pipe at manifolds.
29. Disconnect the starter wires. Remove starter
motor (1) (Refer to 8 - ELECTRICAL/STARTING/
STARTER MOTOR - REMOVAL).
30. Remove the torque converter access cover (1).
31. Remove drive plate to converter bolts (1).

32. Remove transmission bell housing to engine block
bolts (2).
33. Lower the vehicle.

34. Install engine lift fixture (2), special tool # 8984
and 8984–UPD (4).
35. Separate engine from transmission, remove
engine from vehicle, and install engine assembly
on a repair stand.
INSTALLATION - ENGINE
1. Install engine lift fixture (2) Special tool # 8984 and
8984–UPD (4).
2. Position the engine in the engine compartment.
3. Lower engine into compartment and align engine
with transmission.
4. Mate engine and transmission and install two trans-
mission to engine block mounting bolts finger tight.
5. Lower engine assembly until engine mount studs
rest in frame perches.
6. Install remaining transmission to engine block

mounting bolts (1, 2)and tighten.
7. Install and tighten engine mount to frame nuts.
8. Install drive plate to torque converter bolts (1).
9. Install the torque convertor access cover (1).

10. Install the starter (1) and connect the starter wires
(Refer to 8 - ELECTRICAL/STARTING/STARTER
MOTOR - INSTALLATION).
11. FOR AWD ONLY Install the intermediate shaft (2)

to the oil pan (3). Torque fasteners to 28N·m (21ft.
lbs).
12. FOR AWD ONLY Install the front differential

through the opening at the rear of the cradle, and
attach to the oil pan.
13. FOR AWD ONLY Fasten the differential (4) to the
oil pan (3) Torque to 65 N·m (48 ft. lbs).
14. FOR AWD ONLY Install the differential support
bracket (1) to the differential and the engine block.
15. FOR AWD ONLY Install the left (2) and right front
drive axles. (Refer to 3 - DIFFERENTIAL & DRIV-
ELINE/HALF SHAFT - INSTALLATION).
16. FOR AWD ONLY Install front drive shaft into the
differential and transfer case. (Refer to 3 - DIF-
FERENTIAL & DRIVELINE/PROPELLER SHAFT -
INSTALLATION)
17. Install exhaust pipe to manifold.
19. Remove engine lift fixture (2), special tool # 8984

and 8984–UPD (4).
20. Connect the fuel supply line (Refer to 14 - FUEL
SYSTEM/FUEL DELIVERY/QUICK CONNECT
FITTING - STANDARD PROCEDURE).
21. Reinstall the power steering pump.
22. Connect the heater hoses(1, 1,).
23. Reconnect the ground wires to the rear of each
cylinder head.
24. Install the intake manifold. (Refer to 9 - ENGINE/
MANIFOLDS/INTAKE MANIFOLD -
INSTALLATION).
25. Install the generator (2), generator support

bracket (1), and wire connections (Refer to 8 -
ELECTRICAL/CHARGING/GENERATOR -
INSTALLATION).
26. Install a/c compressor (3) (Refer to 24 - HEATING

& AIR CONDITIONING/PLUMBING/A/C COM-
PRESSOR - INSTALLATION).
27. Install the accessory drive belt (Refer to 7 -
INSTALLATION).
28. Install the radiator fan shroud (Refer to 7 - COOL-
ING/ENGINE/RADIATOR FAN - INSTALLATION).
29. Connect the radiator lower hose.
30. Connect the transmission oil cooler lines to the
radiator.
31. Connect the radiator upper hose.
32. Install cowl top panel (Refer to 23 - BODY/EXTE-
RIOR/COWL GRILLE - INSTALLATION).
33. Install the air cleaner resonator and duct work.
34. Add engine oil to crankcase (Refer to LUBRICA-
TION & MAINTENANCE/FLUID TYPES - SPECI-
FICATIONS).
35. Fill cooling system (Refer to 7 - COOLING -
36. Install the engine cover (1).
37. Connect battery negative cable.

38. Start engine and inspect for leaks.
39. Install the belly pan (2) (Refer to 23 - BODY/EX-
TERIOR/BELLY PAN - INSTALLATION).
40. Road test vehicle.
SPECIFICATIONS
5.7L ENGINE
GENERAL DESCRIPTION
DESCRIPTION SPECIFICATION
Engine Type 90° V-8 OHV
Displacement 5.7 Liters
345 ( Cubic Inches)
Bore 99.5 mm (3.91 in.)
Stroke 90.9 mm (3.58 in.)
Compression Ratio 9.6:1
Max. Variation Between Cylinders 25%
Firing Order 1-8-4-3-6-5-7-2
Lubrication Pressure Feed - Full Flow
Filtration
Cooling System Liquid Cooled - Forced
Circulation
Cylinder Block Cast Iron
Cylinder Head Aluminum
Crankshaft Nodular Iron
Camshaft Hollow Assembled Camshaft
Pistons Aluminum Alloy
Connecting Rods Powdered Metal
CYLINDER BLOCK
Metric Standard
Cylinder Bore Diameter 99.50 mm 3.917 in.
Out of Round (MAX) 0.0076 mm 0003 in.
Taper (MAX) 0.0127 mm 0.0005 in.
Lifter Bore Diameter 21.45 - 21.425 mm 0.8444 - 0.8435 in.
PISTONS
Metric Standard
Clearance 0.0215 - 0.0485 mm 0.0008 - 0.0019 in.
Measured at 38.0 mm ( 1.5 in.)
Below Deck
Ring Groove Diameter
Groove #1 89.6 - 89.8 mm 3.527 - 3.535 in.
Groove #2 88.1 - 88.3 mm 3.468 - 3.476 in.
Weight 414.5 grams 14.62 oz
Piston Length 54.70 - 55.30 2.153 - 2.177 in.
Ring Groove Width
No. 1 1.51 - 1.54 mm 0.0594 - 0.0606 in
No. 2 1.51 - 1.53 mm 0.0594 - 0.0602 in.
No. 3 3.030 - 3.055 mm 0.1192 - 0.1202 in.
PISTON PINS
Metric Standard
Clearance In Piston 0.009 - 0.018 mm 0.00035 - 0.0007 in.
Diameter 24.0 - 24.003 mm 0.9448 - 0.9449 in.
Length 70.53 - 71.03 mm 2.78 - 2.80 in.
PISTON RINGS
Metric Standard
Ring Gap
Top Compression Ring 0.23 - 0.38 mm 0.0090 - 0.0149 in.
Second Compression Ring 0.35 - 0.60 mm 0.0137 - 0.0236 in.
Oil Control (Steel Rails) 0.15 - 0.66 mm 0.0059 - 0.0259 in.
Side Clearance
Top Compression Ring .02 - .068 mm 0.0007 - 0.0026 in.
Oil Ring (Steel Ring) .019 - .229 mm .0007 - .0091 in.
Ring Width
Oil Ring (Steel Rails) 0.447 - 0.473 mm 0.0175 - 0.0186 in.
CONNECTING RODS
Metric Standard
Piston Pin Bore Diameter 23.955 - 23.975 mm 0.9431 - 0.9438 in.
Side Clearance 0.10 - 0.35 mm 0.003 - 0.0137 in.
CRANKSHAFT
Metric Standard
Main Bearing Journal Diameter 64.988 - 65.012 mm 2.5585 - 2.5595 in.
Bearing Clearance 0.023 - 0.051 mm 0.0009 - 0.002 in.
Out of Round (MAX) 0.005 mm 0.0002 in.
Taper (MAX) 0.003 mm 0.0001 in.
End Play 0.052 - 0.282 mm 0.002 - 0.011 in.
End Play (MAX) 0.282 mm 0.011 in.
Connecting Rod Journal Diameter 53.992 - 54.008 mm 2.125 - 2.126 in.
Taper (MAX) 0.003 mm 0.0001 in.
CAMSHAFT
Metric Standard
Bearing Journal Diameter
No. 1 58.2 mm 2.29 in.
No. 2 57.8 mm 2.27 in.
No. 3 57.4 mm 2.26 in.
No. 4 57.0 mm 2.24 in.
No. 5 43.633 mm 1.72 in.
Bearing To Journal Clearance
Standard
No. 1 0.040 - 0.080 mm .0015 - .003 in.
No. 2 0.050 -0.090 mm 0.0019 - .0035 in.
No. 3 0.040 - 0.080 mm .0015 - .003 in.
No. 4 0.050 - 0.090 mm 0.0019 - .0035 in.
No. 5 0.040 - 0.080 mm .0015 - .003 in.
Camshaft End Play .080 - 0.290mm 0.0031 - 0.0114 in.
VALVE TIMING
Intake
Opens (BTDC) 5.0°
Closes (ATDC) 255.0°
Exhaust
Opens (BTDC) 236°
Closes (ATDC) 32°
Duration 269.3°
Valve Overlap 37°
CYLINDER HEAD
Valve Seat Angle 44.5° - 45.0°
Valve Seat Runout (MAX) 0.05 mm (0.0019 in.)
Valve Seat Width (Finish)

Intake 1.018 - 1.62 mm
(0.0464 - 0.0637 in.)
Exhaust 1.48 - 1.92 mm
(0.0582 - 0.0755 in.)
Guide Bore Diameter (Std.) 7.975 - 8.00 mm

(0.313 - 0.314 in.)
HYDRAULIC TAPPETS
Metric Standard
Body Diameter 21.387 - 21.405 mm 0.8420 - 0.8427 in.
Clearance (To Bore) 0.020 - 0.063 mm 0.0007 - 0.0024 in.
Dry Lash 3.0 mm (at the valve) 0.1181 in.
VALVES
Face Angle 45.0° - 45.5°
Head Diameter
Intake 50.67 - 50.93 mm
(1.99 - 2.00 in.)
Exhaust 39.27 - 39.53 mm
(1.54 - 1.55 in.)
Length (Overall)
Intake 123.38 - 123.76 mm
(4.857 - 4.872 in.)
Exhaust 120.475 - 120.855 mm
(4.743 - 4.758 in.)
Stem Diameter
Intake 7.935 - 7.953 mm
(0.312 - 0.313 in.)
Exhaust 7.932 - 7.950 mm
(0.312 - 0.313 in.)
Stem - to - Guide Clearance

Intake 0.022 - 0.065 mm
(0.0008 - 0.0025 in.)
Exhaust 0.025 - 0.065 mm
(0.0009 - 0.0025 in.)
Valve Lift ( @ Zero Lash)

Intake 12.0 mm (0.472 in.)
Exhaust 11.70 mm (0.460 in.)
VALVE SPRING
Spring Force (Valve Closed)
Intake and Exhaust 435.0 N +/- 22.0 N @ 45 mm
(97.8 lbs +/- 5.0 lbs. @ 1.771 in.)
Spring Force (Valve Open) 1077.0 N +/- 48.0 N @ 32.6 mm.
Intake and Exhaust ( 242.0 lbs. +/- 11 lbs. @ 1.283 in. )
Free Length (approx) 55.6 mm (2.189 in.)
Number of Coils
Intake and Exhaust 7.95
Wire Diameter
Intake and Exhaust 4.95 × 4.1 mm
(0.194 - 0.161 in.)
Installed Height (Spring Seat to Bottom of Retainer)
Intake and Exhaust 46.0 mm (1.81 in.)
OIL PUMP
Clearance Over Rotors (MAX) 0.095 mm (0.0038 in.)
Outer Rotor to Pump Body Clearance (MAX) .235 mm (.009 in.)
Tip Clearance Between Rotors (MAX) 0.150 mm (0.006 in.)
OIL PRESSURE
SPECIFICATION SPECIFICATION
At Curb Idle Speed (MIN)* 25 kPa (4 psi)
@ 3000 rpm 170 - 758 kPa (25 - 110 psi)
* CAUTION: If pressure is zero at curb idle, DO NOT run engine
TORQUE
TORQUE CHART 5.7L ENGINE
DESCRIPTION N·m Ft. In.

Lbs. Lbs.
Block Pipe Plugs 20 — 177
(1/4 NPT)
(3/8 NPT) 27 — 240
Camshaft Sprocket—Bolt 122 90 —
Camshaft Tensioner Plate—Bolts 28 — 250
Coil to Cylinder Head Cover— Bolts 7 — 62
Timing Chain Case Cover—Bolts 28 — 250
Lifting Stud 55 40 —
Connecting Rod Cap—Bolts 21 15 —
plus 90° Turn plus 90° Turn
Main Bearing Cap—Bolts 27 — —
M-12 plus 90° Turn
Crossbolts 28 — —
M-8
Cylinder Head—Bolts
M-12 Bolts
Step 1 34 25 —
Step 2 54 40 —
Step 3 Turn 90° Turn 90° —
M-8 Bolts —
Step 1 20 15 —
Step 2 34 25 —
Cylinder Head Cover—Bolts 8 — 70
Exhaust Manifold to Cylinder Head 25 — 220
Flexplate to crankshaft—Bolts 95 70 —
Flywheel to crankshaft—Bolts 75 55 —
Front Insulator—Through bolt/nut 95 70 —
Front Insulator to Block—Bolts 95 70 —
Generator—Mounting Bolt 55 40 —
Intake Manifold—Bolts Refer to Procedure
Lifter Guide Holder 12 — 106
Oil Pan Bolts 12 - 105
Oil Dipstick Tube 12 — 105
Oil Pan—Drain Plug 27 20 —
Oil Pump—Attaching Bolts 28 — 250
Oil Pump Pickup Tube – Bolt and Nut 28 — 250
Rear Seal Retainer Attaching Bolts 15 — 132
Rear Insulator to Bracket— 68 50 —
Rear Insulator to Crossmember 41 30 —
Rear Insulator to Transmission— 68 50 —
Rear Insulator Bracket—Bolts 68 50 —
Rocker Arm—Bolts 22 — 195
Spark Plugs — — —
Thermostat Housing—Bolts 28 — 250
Throttle Body—Bolts 12 — 105
Vibration Damper—Bolt 176 129 —
Water Pump to Timing Chain 28 — 250
Case Cover—Bolts
SPECIAL TOOLS
5.7L ENGINE
Crankshaft Damper Installer 8512
CRANKSHAFT DAMPER REMOVER INSERT - 8513-A
BLOC-CHEK KIT C-3685
Dial Indicator C-3339
Bore Size Indicator C-119
Driver Handle C-4171

Puller 1023
Valve Spring Compressor C-3422-B

Oil Pressure Gauge C-3292
Piston Ring Compressor C-385
Pressure Tester Kit 7700
Valve Spring Tester C-647
Rear Crankshaft Seal Installer 8349
Adapter, Valve Spring Compressor Off-vehicle 8464
Rear Crankshaft Seal Remover 8506

ENGINE SUPPORT FIXTURE 8534 PUSHROD RETAINING PLATE - 9070
FRONT CRANK SEAL REMOVER - 9071

ENGINE LIFT FIXTURE AND ADAPTER
FRONT CRANK SEAL INSTALLER 9072
VALVE SPRING COMPRESSOR 9065A

AIR INTAKE SYSTEM
REMOVAL
Filter Element Only
Housing removal is not necessary for element (filter)
replacement.
1. Loosen clamp and disconnect air duct at air
cleaner cover.
2. Pry over 4 spring clips (5) from housing cover (3)
(spring clips retain cover to housing).
3. Release housing cover (3) from locating tabs (4) on
housing and remove cover (3).
4. Remove air cleaner element (filter) from housing.
5. Clean inside of housing before replacing element.
Housing Assembly
cleaner cover.
2. Lift entire housing (1) assembly from 4 locating
pins (2).
INSTALLATION
1. Install filter element into housing.
2. Position housing cover into housing locating tabs
(4).
3. Pry up 4 spring clips(5) and lock cover to housing.
4. Install air duct to air cleaner cover and tighten hose
clamp to 3 N·m (30 in. lbs.) torque.
5. If any other hose clamps were removed from air
intake system, tighten them to 3.4 N·m (30 in. lbs.)
torque.
6. If any bolts were removed from air resonator hous-
ing or air intake tubing, tighten them to 4.5 N·m (40
in. lbs.) torque.
7. Install filter housing (1) into locating pins (2).

CYLINDER HEAD
OPERATION—CYLINDER HEAD
The cylinder head closes the combustion chamber allowing the pistons to compress the air fuel mixture to the cor-
rect ratio for ignition. The valves located in the cylinder head open and close to either allow clean air into the com-
bustion chamber or to allow the exhaust gases out, depending on the stroke of the engine.
DIAGNOSIS AND TESTING - CYLINDER HEAD GASKET FAILURE

A cylinder head gasket leak can be located between adjacent cylinders or between a cylinder and the adjacent
water jacket.
• Possible indications of the cylinder head gasket leaking between adjacent cylinders are:
− Loss of engine power
− Engine misfiring
− Poor fuel economy
• Possible indications of the cylinder head gasket leaking between a cylinder and an adjacent water jacket are:
− Engine overheating
− Loss of coolant
− Excessive steam (white smoke) emitting from exhaust
− Coolant foaming
CYLINDER-TO-CYLINDER LEAKAGE TEST

To determine if an engine cylinder head gasket is leaking between adjacent cylinders, follow the procedures in Cyl-
inder Compression Pressure Test in this section. An engine cylinder head gasket leaking between adjacent cylinders
will result in approximately a 50–70% reduction in compression pressure.
CYLINDER-TO-WATER JACKET LEAKAGE TEST

WARNING: USE EXTREME CAUTION WHEN THE ENGINE IS OPERATING WITH COOLANT PRESSURE CAP
REMOVED.
VISUAL TEST METHOD
With the engine cool, remove the coolant pressure cap. Start the engine and allow it to warm up until thermostat
opens.
If a large combustion/compression pressure leak exists, bubbles will be visible in the coolant.
COOLING SYSTEM TESTER METHOD
WARNING: WITH COOLING SYSTEM TESTER IN PLACE, PRESSURE WILL BUILD UP FAST. EXCESSIVE
PRESSURE BUILT UP, BY CONTINUOUS ENGINE OPERATION, MUST BE RELEASED TO A SAFE PRESSURE
POINT. NEVER PERMIT PRESSURE TO EXCEED 138 kPa (20 psi).
Install Cooling System Tester 7700 or equivalent to pressure cap neck. Start the engine and observe the tester’s
pressure gauge. If gauge pulsates with every power stroke of a cylinder a combustion pressure leak is evident.
CHEMICAL TEST METHOD
Combustion leaks into the cooling system can also be checked by using Bloc-Chek Kit C-3685-A or equivalent.
Perform test following the procedures supplied with the tool kit.
REMOVAL
ERY - STANDARD PROCEDURE). Disconnect the
fuel supply line (Refer to 14 - FUEL SYSTEM/
FUEL DELIVERY/QUICK CONNECT FITTING -
4. Remove the air cleaner resonator and duct work
(Refer to 9 - ENGINE/AIR INTAKE SYSTEM -
REMOVAL).
5. Remove closed crankcase ventilation system.
6. Disconnect the exhaust at the exhaust manifolds.
7. Disconnect the evaporation control system.
8. Disconnect heater hoses.
9. Remove the power steering pump.
10. Remove cylinder head covers (1), using the
sequence provided, and gaskets (2). (Refer to 9 -
ENGINE/CYLINDER HEAD/CYLINDER HEAD
COVER(S) - REMOVAL) .
11. Remove intake manifold and throttle body as an
assembly. (Refer to 9 - ENGINE/MANIFOLDS/IN-
12. Remove rocker arm assemblies and push rods.
Identify to ensure installation in original locations.
(Refer to 9 - ENGINE/CYLINDER HEAD/
ROCKER ARM / ADJUSTER ASSY - REMOVAL).
13. Remove the head bolts from each cylinder head,

using the sequence provided, and remove cylin-
der heads. Discard the cylinder head gasket.
CLEANING
Clean all surfaces of cylinder block and cylinder heads.
Clean cylinder block front and rear gasket surfaces using a suitable solvent.
INSPECTION
1. Inspect the cylinder head for out-of-flatness, using a straightedge and a feeler gauge. If tolerances exceed
0.0508 mm (0.002 in.) replace the cylinder head.
2. Inspect the valve seats for damage. Service the valve seats as necessary.
3. Inspect the valve guides for wear, cracks or looseness. If either condition exist, replace the cylinder head.
4. Inspect pushrods. Replace worn or bent pushrods.
INSTALLATION
1. Clean all surfaces of cylinder block and cylinder heads.

2. Clean cylinder block front and rear gasket surfaces using a suitable solvent.
CAUTION: The head gaskets (1) are not interchangeable between left and right sides. They are marked “L”
and “R” to indicate left and right sides.
CAUTION: The head gaskets (1) are marked “TOP” to indicate which side goes up.
3. Position new cylinder head gaskets (5) onto the

cylinder block.
4. Position cylinder heads (4) onto head gaskets (5)
and cylinder block.
5. Tighten the cylinder head bolts in three steps using
the sequence provided :
• Step 1— Snug tighten M12 cylinder head bolts,
in sequence, to 34 N·m (25 ft. lbs.) and M8 bolts
to 20 N·m (15 ft. lbs.) torque.
• Step 2— Tighten M12 cylinder head bolts, in
sequence, to 54 N·m (40 ft. lbs.) and verify M8
bolts to 20 N·m (15 ft. lbs.) torque..
• Step 3— Turn M12 cylinder head bolts, in
sequence, 90 degrees and tighten M8 bolts to 34
N·m (25 ft. lbs.) torque.
6. Install push rods and rocker arm assemblies in

their original position, using pushrod retaining plate
(1) special tool# 9070. (Refer to 9 - ENGINE/CYL-
INDER HEAD/ROCKER ARM / ADJUSTER ASSY -
INSTALLATION).
7. Install the intake manifold and throttle body assem-
bly (Refer to 9 - ENGINE/MANIFOLDS/INTAKE
MANIFOLD - INSTALLATION).
8. If required, adjust spark plugs to specifications.
Install the plugs.
9. Connect the heater hoses.
10. Install the fuel supply line.
11. Install the power steering pump.
12. Install the drive belt (Refer to 7 - COOLING/AC-
CESSORY DRIVE/DRIVE BELTS -
INSTALLATION).
13. Install cylinder head covers (1) (Refer to 9 -
COVER(S) - INSTALLATION).
14. Connect the evaporation control system.
15. Install the air cleaner (Refer to 9 - ENGINE/AIR
INTAKE SYSTEM - INSTALLATION).
17. Connect the negative cable to the battery.
18. Start engine check for leaks.
COVER-CYLINDER HEAD
REMOVAL
1. Disconnect battery negative cable.
2. Disconnect ignition coil connector (1).
3. Remove ignition coil retaining bolts (3).
4. Remove ignition coil (1).

5. Remove cylinder head cover retaining bolts.
6. Remove cylinder head cover (1).
NOTE: The gasket (2) may be used again, provided

no cuts, tears, or deformation has occurred.
INSTALLATION
CAUTION: Do not use harsh cleaners to clean the
cylinder head covers. Severe damage to covers
may occur.
CAUTION: DO NOT allow other components

including the wire harness to rest on or against
the engine cylinder head cover. Prolonged contact
with other objects may wear a hole in the cylinder
head cover.
1. Clean cylinder head cover (1) and both sealing sur-

faces (1,4,). Inspect and replace gasket (2) as nec-
essary.
2. Install cylinder head cover and hand start all fas-
teners. Verify that all double ended studs (3) are in
the correct location.
3. Tighten cylinder head cover bolts and double

ended studs to 8N·m (70 in. lbs). Begin torque
sequence in the middle of head cover and torque
bolts moving outward in a crisscross pattern from
top to bottom.
4. Before installing coil(s), apply dielectric grease to

inside of spark plug boots (1).
5. Install ignition coils.
6. Torque fasteners (3) to 7N·m (62 in. lbs).
7. Connect, ignition coil electrical connectors (1).
8. Install PCV hose.
VALVES & SEATS - INTAKE/EXHAUST

DESCRIPTION
DESCRIPTION - VALVE GUIDES
The valve guides are made of powdered metal and are pressed into the cylinder head. The guides are not replace-
able or serviceable, and valve guide reaming is not recommended. If the guides are worn beyond acceptable limits,
replace the cylinder heads.
DESCRIPTION
Both the intake and exhaust valves are made of steel. The intake valve is 50.93 mm (2.00 inches) in diameter and
the exhaust valve is 39.53 mm (1.55 inches) in diameter. All valves use three bead lock keepers to retain the
springs and promote valve rotation.
STANDARD PROCEDURE - REFACING

NOTE: Valve seats that are worn or burned can be reworked, provided that correct angle and seat width are
maintained. Otherwise the cylinder head must be replaced.
NOTE: When refacing valves and valve seats, it is important that the correct size valve guide pilot be used
for reseating stones. A true and complete surface must be obtained.
1. Using a suitable dial indicator measure the center of the valve seat Total run out must not exceed 0.051 mm
(0.002 in).
2. Apply a small amount of Prussian blue to the valve seat, insert the valve into the cylinder head, while applying
light pressure on the valve rotate the valve. Remove the valve and examine the valve face. If the blue is trans-
ferred below the top edge of the valve face, lower the valve seat using a 15 degree stone. If the blue is trans-
ferred to the bottom edge of the valve face, raise the valve seat using a 65 degree stone.
3. When the seat is properly positioned the width of the intake seat must be 1.018 - 1.62 mm (0.0464 - 0.0637 in.)
and the exhaust seat must be 1.48 - 1.92 mm (0.058 - 0.075 in.).
4. Check the valve spring installed height after refacing the valve and seat. The installed height for both intake and
exhaust valve springs must not exceed 46.0 mm (1.81 in.).
VALVE FACE AND VALVE SEAT ANGLE CHART
SEAT WIDTH
INTAKE 1.018 - 1.62 mm
(0.0464 - 0.0637 in.)
EXHAUST 1.48 - 1.92 mm
(0.058 - 0.075 in.)
FACE ANGLE
(INT. AND EXT.) 45° - 451⁄2°
SEAT ANGLE
(INT. AND EXT.) 441⁄2° - 45°
5. The valve seat must maintain an angle of 44.5 –
45.0 degrees angle.
6. The valve face must maintain a face angle of 45.0
– 45.5 degrees angle.
REMOVAL
1. Remove the cylinder head (Refer to 9 - ENGINE/CYLINDER HEAD - REMOVAL).
2. Compress valve springs using Valve Spring Compressor Tool special tool # C-3422 and adapter 8464.
3. Remove valve retaining locks, valve spring retainers, valve stem seals and valve springs.
4. Before removing valves, remove any burrs from valve stem lock grooves to prevent damage to the valve guides.
Identify valves to ensure installation in original location.
INSTALLATION
1. Clean valves thoroughly. Discard burned, warped and cracked valves.
2. Remove carbon and varnish deposits from inside of valve guides with a reliable guide cleaner.
3. Measure valve stems for wear. If wear exceeds 0.051 mm (0.002 inch), replace the valve.
4. Coat valve stems with lubrication oil and insert them in cylinder head.
5. If valves or seats are reground, check valve stem height. If valve is too long, replace cylinder head.
6. Install new seals on all valve guides. Install valve springs and valve retainers.
7. Compress valve springs with Valve Spring Compressor Tool special tool # C- 3422 and adapter 8464, install
locks and release tool. If valves and/or seats are ground, measure the installed height of springs. Make sure the
measurement is taken from bottom of spring seat in cylinder head to the bottom surface of spring retainer.
8. Install cylinder head (Refer to 9 - ENGINE/CYLINDER HEAD - INSTALLATION).
ROCKER ARM
REMOVAL
1. Remove cylinder head cover. (Refer to 9 -
COVER(S) - REMOVAL).
2. Install pushrod retaining plate (1)special tool 9070.

3. Loosen the rocker shafts using the sequence pro-
vided.
CAUTION: The rocker shaft assemblies are not

interchangeable between intake and exhaust. The
intake rocker arms are marked with an “I”.
4. Remove the rocker shafts. Note location for reas-

sembly.
CAUTION: The longer push rods are for the

exhaust side, and the shorter push rods are for
intake side.
5. Remove the pushrods. Note pushrod location for

reassembly.
CAUTION: Do not remove the retainers from the rocker shaft. The assembly tangs (1) at the bottom of the
retainers (2) can be damaged, causing the assembly tangs to break off, and get into the engine.
INSTALLATION
intake side.
1. Install the push rods in the same order as

removed.
2. Install the pushrod retaining plate (1) special tool
9070.
CAUTION: Ensure that retainers (2) and rocker arms (4) are not overlapped when torquing bolts.
CAUTION: Verify that pushrod is installed into rocker arm (4) and tappet correctly while installing rocker
shaft assembly. Recheck after rocker shaft has been torqued to specification.
intake rocker arms are marked with the letter “I”.
3. Install rocker shaft assemblies in the same order

as removed.
4. Tighten the rocker shaft bolts to 22 N·m (195 in.
lbs.) torque,using the sequence provided.
CAUTION: DO NOT rotate or crank the engine dur-

ing or immediately after rocker arm installation.
Allow the hydraulic roller tappets adequate time to
bleed down (about 5 minutes).
5. Remove pushrod retaining plate (1) special tool

9070.
6. Install cylinder head cover (Refer to 9 - ENGINE/

CYLINDER HEAD/CYLINDER HEAD COVER(S) -
INSTALLATION).
SEALS-VALVE GUIDE
DESCRIPTION
The valve guide seals are made of rubber and incorporate an integral steel valve spring seat. The integral garter
spring maintains consistent lubrication control to the valve stems.
SPRINGS-VALVE
REMOVAL
1. Disconnect negative battery cable.
2. Remove air cleaner assembly.
3. Remove air intake resonator.
4. Remove ignition coil connector (1).
5. Remove ignition coils (2).
6. Remove one spark plug.
7. Remove cylinder head cover (1) using the

sequence shown (Refer to 9 - ENGINE/CYLINDER
HEAD/CYLINDER HEAD COVER(S) - REMOVAL).
CAUTION: The piston must be at TDC, and both

valves closed on the cylinder to be serviced.
NOTE: If removing intake valve spring, install spe-

cial tool# 9070, pushrod retaining plate (1), to
retain the intake pushrods (2).
8. Remove exhaust/intake rocker arm shafts using the
sequence shown.
9. Install rocker arm shaft (1) special tool# 9065.

10. Install spring compressor (1,3,), special tool#
9065, and exhaust adapter arm (1) tool # 9065if
needed.
NOTE: All valve springs and seals are removed in

the same manner.
11. Insert air hose (1) into spark plug hole and charge cylinder with air.
NOTE: Tap the top of the valve spring retainer to loosen the spring retainers locks.
12. Compress valve spring with valve spring compessor (3) tool # 9065and remove valve retainer locks.
13. Release spring compressor (3) and remove valve spring.
NOTE: The valve springs are interchangeable between intake and exhaust.
14. Remove valve seal.

INSTALLATION
1. Install valve seal.
2. Install valve spring.
3. Using special tool# 9065 (1,3,), compress valve
spring and install valve spring retainer and locks.
4. Release air charge in cylinder (1).

5. Remove spring compressor tool # 9065 (3).
CAUTION: Verify that the pushrods are fully seated into lifter and rocker arm. Recheck after rocker arm
shaft has been torqued to specification.
6. Install rocker arm shaft and pushrods (Refer to 9 -

ENGINE/CYLINDER HEAD/ROCKER ARM /
ADJUSTER ASSY - INSTALLATION).
lbs.) torque, using the rocker shaft torque
sequence.
8. Remove special tool# 9070, pushrod retaining plate

(1), if used.
9. Install cylinder head cover (1).

ended studs (Refer to 9 - ENGINE/CYLINDER
HEAD/CYLINDER HEAD COVER(S) - INSTALLA-
TION) .
11. Install spark plugs.
12. Install ignition coil on plug (2), and torque fasten-

ers (3) to 7 N·m (62 in. lbs)
13. Install ignition coil connectors (4).
14. Install air intake resonator.
15. Install air cleaner assembly.
16. Connect negative battery cable.
ENGINE BLOCK
CLEANING
Thoroughly clean the oil pan and engine block gasket surfaces.
Use compressed air to clean out:
• The galley at the oil filter adaptor hole.
• The front and rear oil galley holes.
• The MDS oil galley holes in the valley.
• The feed holes for the crankshaft main bearings.
Drill and tapped holes should be free of debris upon assembly.
Once the block has been completely cleaned, apply Loctite PST pipe sealant with Teflon 592 to the threads of the
front and rear oil galley plugs, and coolant drain plugs. Tighten the oil galley 1/4 inch x 18 NPT plugs to 20 N·m
(177 in. lbs.) torque. Tighten the coolant drain 1/4 inch x 18 NPT plugs to 34N·m (300 in. lbs.) torque. Tighten the
3/8 inch x 18 NPT plugs to 27 N·m (240 in. lbs.) torque.
INSPECTION
1. It is mandatory to use a dial bore gauge to mea-
sure each cylinder bore diameter. To correctly
select the proper size piston, a cylinder bore
gauge, capable of reading in 0.003 mm (.0001 in.)
INCREMENTS is required. If a bore gauge is not
available, do not use an inside micrometer.
2. Measure the inside diameter of the cylinder bore at
three levels below top of bore. Start perpendicular
(across or at 90 degrees) to the axis of the crank-
shaft and then take two additional reading.
3. Measure the cylinder bore diameter crosswise to
the cylinder block near the top of the bore. Repeat
the measurement near the middle of the bore, then
repeat the measurement near the bottom of the
bore.
4. Determine taper by subtracting the smaller diame-
ter from the larger diameter.
5. Rotate measuring device 90° and repeat steps
above.
6. Determine out-of-roundness by comparing the dif-
ference between each measurement.
7. If cylinder bore taper does not exceed 0.025 mm (0.001 inch) and out-of-roundness does not exceed 0.015 mm
(0.0006 inch), the cylinder bore can be honed. If the cylinder bore taper or out- of-round condition exceeds these
maximum limits, the cylinder block must be replaced. A slight amount of taper always exists in the cylinder bore
after the engine has been in use for a period of time.
CAMSHAFT
REMOVAL
REMOVAL - CAMSHAFT CORE HOLE PLUG
CAUTION: Do not damage the rear surface of the camshaft or the core plug sealing surface, when removing
the core plug.
1. Remove the rear cam bearing core plug.
REMOVAL - CAMSHAFT
1. Remove the battery negative cable.
2. Remove the air cleaner assembly. (Refer to 9 -
ENGINE/AIR INTAKE SYSTEM - REMOVAL)
3. Drain coolant. (Refer to 7 - COOLING - STAN-
DARD PROCEDURE)
4. Remove the accessory drive belt. (Refer to 7 -
REMOVAL)
5. Remove the generator.
6. Remove the A/C compressor, and set aside.
7. Remove the radiator (Refer to 7 - COOLING/EN-
GINE/RADIATOR - REMOVAL).
8. Remove intake manifold (Refer to 9 - ENGINE/
MANIFOLDS/INTAKE MANIFOLD - REMOVAL).
9. Remove cylinder head covers (Refer to 9 -
10. Remove both left and right cylinder heads (4)
(Refer to 9 - ENGINE/CYLINDER HEAD -
REMOVAL).
11. Remove the oil pan (Refer to 9 - ENGINE/LUBRI-
CATION/OIL PAN - REMOVAL).
12. Remove timing case cover (1) (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) -
REMOVAL).
13. Remove the oil pick up tube.
14. Remove the oil pump (Refer to 9 - ENGINE/LUBRICATION/OIL PUMP - REMOVAL).

15. Remove timing chain (2) (Refer to 9 - ENGINE/
VALVE TIMING/TIMING BELT/CHAIN AND
SPROCKETS - REMOVAL).
16. Remove camshaft tensioner/thrust plate assembly.
NOTE: Identify lifters to ensure installation in original location.
17. Remove the tappets (2) and retainer (1) assembly.

18. Install a long bolt into front of camshaft to aid in

removal of the camshaft. Remove camshaft, being
careful not to damage cam bearings with the cam
lobes.
INSPECTION
1. The cam bearings are not serviceable. Do not attempt to replace cam bearings for any reason.
INSTALLATION
CAMSHAFT CORE HOLE PLUG
1. Clean core hole in block.
NOTE: Do not apply adhesive to the new core hole plug. A new plug will have adhesive pre-applied.
2. Install a new core hole plug at the rear of camshaft, using suitable flat faced tool. The plug must be fully seated
on the cylinder block shoulder.
INSTALLATION - CAMSHAFT
CAUTION: The 5.7L LX engine uses a unique cam-
shaft for use with the Multi Displacement System.
When installing a new camshaft, the replacement
camshaft must be compatible with the Multi Dis-
placement System.
1. Lubricate camshaft lobes and camshaft bearing

journals and insert the camshaft.
2. Install camshaft Tensioner plate assembly. Tighten

bolts to 28 N·m (250 in. lbs.) torque.
3. Install timing chain and sprockets (Refer to 9 -
ENGINE/VALVE TIMING/TIMING BELT/CHAIN
AND SPROCKETS - INSTALLATION).
4. Measure camshaft end play (Refer to 9 - ENGINE -
SPECIFICATIONS). If not within limits install a new
thrust plate.
5. Install the oil pump (Refer to 9 - ENGINE/LUBRICATION/OIL PUMP - INSTALLATION).

6. Install the oil pick up tube.
7. Each tappet reused must be installed in the same position from which it was removed. When camshaft is
replaced, all of the tappets must be replaced.
CAUTION: The 5.7L LX engine uses both standard roller tappets and deactivating roller tappets, for use with
the Multi Displacement System. The deactivating roller tappets must be used in cylinders 1,4,6,7. The deac-
tivating tappets can be identified by the two holes in the side of the tappet body, for the latching pins.
8. Install tappets (2) and retaining yoke assembly (1). (Refer to 9 - ENGINE/ENGINE BLOCK/HYDRAULIC LIFT-
ERS (CAM IN BLOCK) - INSTALLATION).
9. Install both left and right cylinder heads (4) (Refer
to 9 - ENGINE/CYLINDER HEAD - INSTALLA-
TION).
10. Install pushrods.
11. Install rocker arms (Refer to 9 - ENGINE/CYLIN-

DER HEAD/ROCKER ARM / ADJUSTER ASSY -
INSTALLATION).
12. Install timing case cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) - INSTAL-
LATION).
13. Install the oil pan (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - INSTALLATION).
14. Install cylinder head covers (Refer to 9 - ENGINE/
INSTALLATION).
15. Install intake manifold (Refer to 9 - ENGINE/MAN-
IFOLDS/INTAKE MANIFOLD - INSTALLATION).
16. Install the A/C compressor.
17. Install the generator.
18. Install the accessory drive belt. (Refer to 7 -
INSTALLATION)
19. Install the radiator (Refer to 7 - COOLING/EN-
GINE/RADIATOR - INSTALLATION).
20. Install the air cleaner assembly. (Refer to 9 -
ENGINE/AIR INTAKE SYSTEM - INSTALLATION)
21. Install the battery negative cable.
22. Refill coolant. (Refer to 7 - COOLING - STAN-
DARD PROCEDURE)
23. Refill engine oil.
24. Start engine and check for leaks.
CRANKSHAFT
REMOVAL
1. Remove the vibration damper (1) (Refer to 9 -
ENGINE/ENGINE BLOCK/VIBRATION DAMPER -
REMOVAL).
2. Remove the rear oil seal retainer (Refer to 9 -

ENGINE/ENGINE BLOCK/CRANKSHAFT REAR
OIL SEAL RETAINE - REMOVAL).
4. Remove the oil pump pickup.
5. Remove the windage tray/oil pan gasket.
6. Remove the timing chain cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) -
REMOVAL).

8. Remove the timing drive (2) (Refer to 9 - ENGINE/

9. Identify rod bearing caps before removal. Remove rod bearing caps with bearings.
10. Identify main bearing caps (1) before removal.
11. Remove main bearing caps (1) and bearings one
at a time.
12. Remove the thrust washers.

13. Remove the crankshaft out of the block.
INSTALLATION
1. Select the proper main bearings (Refer to 9 -

ENGINE/ENGINE BLOCK/CRANKSHAFT MAIN
BEARINGS - STANDARD PROCEDURE).
2. Install main bearings in block and caps, and lubri-
cate bearings.
3. Position the crankshaft into the cylinder block.
4. Install the thrust washers (1).
NOTE: The main cap crossbolts are torqued after
final torque of the main cap bolts. Always use a
new washer/seal on crossbolts.
5. Clean and oil all cap bolts. Install all main bearing
caps (1). Install all cap bolts and alternately tighten
in two steps using the following sequence.
6. • Step 1 – 27 N·m ( 20 ft. lbs.) torque.

7. • Step 2 – Turn main cap bolts an additional 90°.
8. Install the crossbolts with new washer/gasket.
Starting with crossbolt A torque each crossbolt to
28 N·m ( 21 ft. lbs.)torque.
9. Repeat crossbolt torque procedure.
10. Measure crankshaft end play (Refer to 9 -
11. Position the connecting rods onto the crankshaft and install the rod bearing caps (Refer to 9 - ENGINE/ENGINE
BLOCK/PISTON & CONNECTING ROD - INSTALLATION).
12. Install timing drive (2) (Refer to 9 - ENGINE/
SPROCKETS - INSTALLATION).
13. Install oil pump (Refer to 9 - ENGINE/LUBRICATION/OIL PUMP - INSTALLATION).

14. Install the timing chain cover (1) (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) -
INSTALLATION).
15. Install the rear main seal and retainer (Refer to 9
- ENGINE/ENGINE BLOCK/CRANKSHAFT REAR
OIL SEAL RETAINE - INSTALLATION).
16. Install the windage tray/oil pan gasket.
18. Install the oil pan (Refer to 9 - ENGINE/LUBRICA-
TION/OIL PAN - INSTALLATION).
19. Install the vibration damper (Refer to 9 - ENGINE/
ENGINE BLOCK/VIBRATION DAMPER - INSTAL-
LATION).
20. Install the engine (Refer to 9 - ENGINE -
INSTALLATION).
BEARINGS-CRANKSHAFT MAIN
STANDARD PROCEDURE - CRANKSHAFT MAIN BEARING - FITTING
MAIN BEARING JOURNAL DIAMETER (CRANKSHAFT REMOVED)
Crankshaft removed from the cylinder block.
Clean the oil off the main bearing journal.
Determine the maximum diameter of the journal with a micrometer. Measure at two locations 90° apart at each end
of the journal.
The maximum allowable taper is 0.008mm (0.0004 inch.) and maximum out of round is 0.005mm (0.0002 inch).
Compare the measured diameter with the journal diameter specification (Main Bearing Fitting Chart). Select inserts
required to obtain the specified bearing-to-journal clearance.
CRANKSHAFT MAIN BEARING SELECTION

The main bearings are “select fit” to achieve proper oil clearances. For main bearing selection, the crankshaft coun-
terweight has grade identification marks stamped into it. These marks are read from left to right, corresponding with
journal number 1, 2, 3, 4 and 5.
NOTE: Service main bearings are coded. These codes identify what size (grade) the bearing is.
MAIN BEARING SELECTION CHART - 5.7L
GRADE SIZE mm (in.) FOR USE WITH

MARKING JOURNAL SIZE
A 0.008 mm U/S 64.988–64.995 mm

(0.0004 in.) U/S (2.5585– 2.5588in.)
B NOMINAL 64.996–65.004 mm
(2.5588–2.5592 in.)
C 0.008 mm O/S 65.005–65.012 mm

(0.0004 in.) O/S (2.5592–2.5595 in.)
INSPECTION
Wipe the inserts clean and inspect for abnormal wear
patterns and for metal or other foreign material imbed-
ded in the lining. Normal main bearing insert wear pat-
terns are illustrated.
NOTE: If any of the crankshaft journals are scored,

the crankshaft must be repaired or replaced.
Inspect the back of the inserts for fractures, scrapings

or irregular wear patterns.
Inspect the upper insert locking tabs for damage.
Replace all damaged or worn bearing inserts.
SEAL-CRANKSHAFT OIL-FRONT
REMOVAL
1. Disconnect negative cable from battery.
2. Remove accessory drive belt (Refer to 7 - COOL-
ING/ACCESSORY DRIVE/DRIVE BELTS -
REMOVAL).
4. Remove upper radiator hose.
5. Remove radiator shroud attaching fasteners.
6. Remove radiator cooling fan and shroud (Refer to
7 - COOLING/ENGINE/RADIATOR FAN -
REMOVAL).
7. Remove crankshaft damper bolt.
8. Remove damper using Special Tools 8513A Insert
(2) and 1023 Three Jaw Puller (1) (Refer to 9 -
REMOVAL).
9. Using Special Tool 9071 (1), remove crankshaft

front seal (2).
INSTALLATION
CAUTION: The front crankshaft seal must be installed dry. Do not apply lubricant to sealing lip or to outer
edge.
1. Using Special Tool 9072 and 8512A, install crankshaft front seal.
CAUTION: To prevent severe damage to the Crankshaft or Damper, thoroughly clean the damper bore and
the crankshaft nose before installing Damper.
2. Install vibration damper (Refer to 9 - ENGINE/ENGINE BLOCK/VIBRATION DAMPER - INSTALLATION).

3. Install radiator cooling fan and shroud (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - INSTALLATION).
4. Install upper radiator hose.
5. Install accessory drive belt refer (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION).
6. Refill cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE).
7. Connect negative cable to battery.
SEAL-CRANKSHAFT OIL-REAR
DIAGNOSIS AND TESTING - REAR SEAL AREA LEAKS
Since it is sometimes difficult to determine the source of an oil leak in the rear seal area of the engine, a more
involved inspection is necessary. The following steps should be followed to help pinpoint the source of the leak.
If the leakage occurs at the crankshaft rear oil seal area:
1. Disconnect the battery.
2. Raise the vehicle.
3. Remove torque converter or clutch housing cover and inspect rear of block for evidence of oil. Use a black light
to check for the oil leak:
a. Circular spray pattern generally indicates seal leakage or crankshaft damage.
b. Where leakage tends to run straight down, possible causes are a porous block, camshaft bore cup plugs, oil
galley pipe plugs, oil filter runoff, and main bearing cap to cylinder block mating surfaces. See Engine, for
proper repair procedures of these items.
4. If no leaks are detected, pressurized the crankcase as outlined in the section, Inspection (Engine oil Leaks in
general)
CAUTION: Do not exceed 20.6 kPa (3 psi).
5. If the leak is not detected, very slowly turn the crankshaft and watch for leakage. If a leak is detected between
the crankshaft and seal while slowly turning the crankshaft, it is possible the crankshaft seal surface is damaged.
The seal area on the crankshaft could have minor nicks or scratches that can be polished out with emery cloth.
CAUTION: Use extreme caution when crankshaft polishing is necessary to remove minor nicks or
scratches. The crankshaft seal flange is specially machined to complement the function of the rear oil seal.
6. For bubbles that remain steady with shaft rotation, no further inspection can be done until disassembled. (Refer
to 9 - ENGINE - DIAGNOSIS AND TESTING), under the Oil Leak row, for components inspections on possible
causes and corrections.
7. After the oil leak root cause and appropriate corrective action have been identified, (Refer to 9 - ENGINE/EN-
GINE BLOCK/CRANKSHAFT OIL SEAL - REAR - REMOVAL).
REMOVAL
NOTE: This procedure can be performed in vehi-
cle.
1. If being performed in vehicle, remove the transmis-

sion.
2. Remove the flexplate (Refer to 9 - ENGINE/EN-
GINE BLOCK/FLEX PLATE - REMOVAL).
NOTE: The crankshaft oil seal CAN NOT be reused

after removal.
NOTE: The crankshaft rear oil seal remover Spe-

cial Tool 8506 must be installed deeply into the
seal. Continue to tighten the removal tool into the
seal until the tool can not be turned farther. Fail-
ure to install tool correctly the first time will cause
tool to pull free of seal without removing seal from
engine.
3. Using Special Tool 8506 (1), remove the crankshaft rear oil seal (2).
INSTALLATION
CAUTION: The rear seal must be installed dry for
proper operation. Do not lubricate the seal lip or
outer edge.
1. Position the plastic seal guide (2) onto the crank-

shaft rear face. Then position the crankshaft rear
oil seal (3) onto the guide.
2. Using Special Tools 8349 Crankshaft Rear Oil Seal
Installer (1) and C-4171 Driver Handle, with a ham-
mer, tap the seal (3) into place. Continue to tap on
the driver handle until the seal installer seats
against the cylinder block crankshaft bore.
3. Install the flexplate. (Refer to 9 - ENGINE/ENGINE
BLOCK/FLEX PLATE - INSTALLATION).
4. Install the transmission.
RETAINER-CRANK REAR OIL - SEAL

REMOVAL
2. Remove the transmission. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - NAG1 -
REMOVAL).
3. Remove the flexplate. (Refer to 9 - ENGINE/EN-
4. Remove the oil pan. (Refer to 9 - ENGINE/LUBRI-
CATION/OIL PAN - REMOVAL)
5. Remove the rear oil seal retainer mounting bolts.
6. Carefully remove the retainer from the engine
block.
INSTALLATION
1. Throughly clean all gasket resdue from the engine
block.
2. Use extream care and clean all gasket resdue from
the retainer.
3. Position the gasket onto the retainer.
4. Position the retainer onto the engine block.
5. Install the retainer mounting bolts. Tighten the bolts
to 15 N·m (132 in. lbs.) using the procedure shown.
7. Install the flexplate (Refer to 9 - ENGINE/ENGINE
8. Install the transmission (Refer to 21 - TRANSMIS-
SION/TRANSAXLE/AUTOMATIC - NAG1 -
INSTALLATION).
9. Check and verify engine oil level.
FLEX PLATE
REMOVAL
REMOVAL).
2. Remove the bolts and flexplate (1).
INSTALLATION
1. Position the flexplate or flywheel onto the crank-
shaft and install the bolts hand tight.
2. For automatic transmissions: Tighten the flex-
plate retaining bolts to 95 N·m (70 ft. lbs.).
3. Install the transmission. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - INSTALLATION).

TAPPETS-HYDRAULIC ROLLER
DIAGNOSIS AND TESTING - HYDRAULIC TAPPETS
Before disassembling any part of the engine to correct tappet noise, check the oil pressure. If vehicle has no oil
pressure gauge, install a reliable gauge at the pressure sending-unit. The pressure should be between 207-552 kPa
(30-70 psi) at 3,000 RPM.
Check the oil level after the engine reaches normal operating temperature. Allow 5 minutes to stabilize oil level,
check dipstick. The oil level in the pan should never be above the FULL mark or below the ADD OIL mark on
dipstick. Either of these two conditions could be responsible for noisy tappets.
OIL LEVEL
HIGH
If oil level is above the FULL mark, it is possible for the connecting rods to dip into the oil. With the engine running,
this condition could create foam in the oil pan. Foam in oil pan would be fed to the hydraulic tappets by the oil pump
causing them to lose length and allow valves to seat noisily.
LOW
Low oil level may allow oil pump to take in air. When air is fed to the tappets, they lose length, which allows valves
to seat noisily. Any leaks on intake side of oil pump through which air can be drawn will create the same tappet
action. Check the lubrication system from the intake strainer to the pump cover, including the relief valve retainer
cap. When tappet noise is due to aeration, it may be intermittent or constant, and usually more than one tappet will
be noisy. When oil level and leaks have been corrected, operate the engine at fast idle. Run engine for a sufficient
time to allow all of the air inside the tappets to be bled out.
TAPPET NOISE DIAGNOSIS

1. To determine source of tappet noise, crank over engine with cylinder head covers removed.
2. Feel each valve spring or rocker arm to detect noisy tappet. The noisy tappet will cause the affected spring
and/or rocker arm to vibrate or feel rough in operation.
NOTE: Worn valve guides or cocked springs are sometimes mistaken for noisy tappets. If such is the case,
noise may be dampened by applying side thrust on the valve spring. If noise is not appreciably reduced, it
can be assumed the noise is in the tappet. Inspect the rocker arm push rod sockets and push rod ends for
wear.
3. Valve tappet noise ranges from light noise to a heavy click. A light noise is usually caused by excessive leak-
down around the unit plunger, or by the plunger partially sticking in the tappet body cylinder. The tappet should
be replaced. A heavy click is caused by a tappet check valve not seating, or by foreign particles wedged between
the plunger and the tappet body. This will cause the plunger to stick in the down position. This heavy click will be
accompanied by excessive clearance between the valve stem and rocker arm as valve closes. In either case,
tappet assembly should be removed for inspection and cleaning.
4. The valve train generates a noise very much like a light tappet noise during normal operation. Care must be
taken to ensure that tappets are making the noise. If more than one tappet seems to be noisy, it’s probably not
the tappets.
REMOVAL
1. Disconnect the negative cable from the battery.
2. Remove the air cleaner (Refer to 9 - ENGINE/AIR INTAKE SYSTEM - REMOVAL).
3. Remove intake manifold (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - REMOVAL).
4. Remove cylinder head cover (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) -
REMOVAL).
5. Remove rocker arm assembly and push rods (Refer to 9 - ENGINE/CYLINDER HEAD/ROCKER ARM /
ADJUSTER ASSY - REMOVAL). Identify push rods to ensure installation in original location.
7. Remove bolt from tappet guide holder.

8. Remove tappet guide holder.
9. Pull tappet out of bore with a twisting motion. If all tappets are to be removed and reused, identify tappets
to ensure installation in original location.
10. Check camshaft lobes for abnormal wear.
INSTALLATION
1. Lubricate tappets.
2. Install tappets in their original positions.

CAUTION: 5.7L engines equipped with MDS uses both standard roller tappets and deactivating roller tap-
pets, for use with the Multi Displacement System. The deactivating roller tappets must be used in cylinders
1,4,6,7. The deactivating tappets can be identified by the two holes in the side of the tappet body, for the
latching pins.
3. Install tappet guide yoke. Install the tappet guide yoke bolt and tighten to 12 N·m (106 in. lbs.) torque.
5. Install pushrods and rocker arm assembly (Refer to 9 - ENGINE/CYLINDER HEAD/ROCKER ARM / ADJUSTER
ASSY - INSTALLATION).
6. Install cylinder head cover (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - INSTALLA-
TION).
7. Install intake manifold (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - INSTALLATION).
8. Install the air cleaner (Refer to 9 - ENGINE/AIR INTAKE SYSTEM - INSTALLATION).
CAUTION: To prevent damage to valve mechanism, engine must not be run above fast idle until all hydrau-
lic tappets have filled with oil and have become quiet.
10. Road test vehicle and check for leaks.

PISTON & CONNECTING ROD
DESCRIPTION
CAUTION: Do not use a metal stamp to mark connecting rods as damage may result, instead use ink or a
scratch awl.
The pistons are made of a high strength aluminum alloy. Piston skirts are coated with a solid lubricant (Molykote) to
reduce friction and provide scuff resistance. The piston top ring groove and land is anodized. The connecting rods
are made of forged powdered metal, with a “fractured cap” design. A pressed fit piston pin is used to attach the
piston and connecting rod.
STANDARD PROCEDURE - PISTON FITTING

1. To correctly select the proper size piston, a cylinder bore gauge, capable of reading in 0.003 mm ( .0001 in.)
INCREMENTS is required. If a bore gauge is not available, do not use an inside micrometer.
2. Measure the inside diameter of the cylinder bore at a point 38.0 mm (1.5 inches) below top of bore. Start per-
pendicular (across or at 90 degrees) to the axis of the crankshaft at point A and then take an additional bore
reading 90 degrees to that at point B.
3. The coated pistons will be serviced with the piston pin and connecting rod pre-assembled. The piston-rod assem-
bly is specific for the left cylinder bank ( odd numbered) and the right cylinder bank ( even numbered) and must
not be interchanged.
4. The coating material is applied to the piston after
the final piston machining process. Measuring the
outside diameter of a coated piston will not provide
accurate results. Therefore measuring the inside
diameter of the cylinder bore with a dial Bore
Gauge is MANDATORY. To correctly select the
proper size piston, a cylinder bore gauge capable
of reading in 0.003 mm (.0001 in.) increments is
required.
5. Piston installation into the cylinder bore requires
slightly more pressure than that required for non-
coated pistons. The bonded coating on the piston
will give the appearance of a line-to-line fit with the
cylinder bore.
REMOVAL
2. Remove the following components:
• Oil pan and gasket/windage tray (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL).
• Cylinder head covers (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - REMOVAL) and
(Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - REMOVAL).
• Timing chain cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) - REMOVAL).
• Cylinder head(s) (Refer to 9 - ENGINE/CYLINDER HEAD - REMOVAL) and (Refer to 9 - ENGINE/CYLINDER
HEAD - REMOVAL).
3. If necessary, remove top ridge of cylinder bores with a reliable ridge reamer before removing pistons from cyl-
inder block. Be sure to keep tops of pistons covered during this operation. Pistons and connecting rods
must be removed from top of cylinder block. When removing piston and connecting rod assemblies from the
engine, rotate crankshaft so the each connecting rod is centered in cylinder bore.
CAUTION: DO NOT use a number stamp or a punch to mark connecting rods or caps, as damage to con-
necting rods could occur
NOTE: Connecting rods and bearing caps are not

interchangeable and should be marked before
removing to ensure correct reassembly.
4. Mark connecting rod and bearing cap positions

using a permanent ink marker or scribe tool.
CAUTION: Care must be taken not to damage the

fractured rod and cap joint face surfaces, as
engine damage may occur.
5. Remove connecting rod cap. Install Special Tool 8507 Connecting Rod Guides into the connecting rod being
removed. Remove piston from cylinder bore. Repeat this procedure for each piston being removed.
CAUTION: Care must be taken not to nick crankshaft journals, as engine damage may occur
6. Immediately after piston and connecting rod removal, install bearing cap on the mating connecting rod to prevent
damage to the fractured cap and rod surfaces.
7. Carefully remove piston rings from piston(s), starting from the top ring down.
CLEANING
CAUTION: DO NOT use a wire wheel or other abrasive cleaning devise to clean the pistons or connecting
rods. The pistons have a Moly coating, this coating must not be damaged.
1. Using a suitable cleaning solvent clean the pistons in warm water and towel dry.
2. Use a wood or plastic scraper to clean the ring land grooves.
CAUTION: DO NOT remove the piston pin from the piston and connecting rod assembly.
INSPECTION
Check the connecting rod journal for excessive wear, taper and scoring (Refer to 9 - ENGINE/ENGINE BLOCK/
CONNECTING ROD BEARINGS - STANDARD PROCEDURE).
Check the connecting rod for signs of twist or bending.
Check the piston for taper and elliptical shape before it is fitted into the cylinder bore (Refer to 9 - ENGINE/ENGINE
BLOCK/PISTON & CONNECTING ROD - STANDARD PROCEDURE).
Check the piston for scoring, or scraping marks in the piston skirts. Check the ring lands for cracks and/or deteri-
oration.
INSTALLATION
1. Before installing piston and connecting rod assemblies into the bore, install the piston rings (Refer to 9 -
ENGINE/ENGINE BLOCK/PISTON RINGS - STANDARD PROCEDURE).
2. Immerse the piston head and rings in clean engine oil. Position a ring compressor over the piston and rings.
Tighten ring compressor. Ensure position of rings do not change during this operation.
3. Position bearing onto connecting rod. Lubricate bearing surface with clean engine oil.
4. Install Special Tool 8507 Connecting Rod Guides into connecting rod bolt threads.
5. The pistons are marked on the piston pin bore sur-
face with an raised “F” or arrow on top of piston
indicating installation position. This mark must be
pointing toward the front of engine on both cylinder
banks.
6. Wipe cylinder bore clean and lubricate with engine
oil.
7. Rotate crankshaft until connecting rod journal is on the center of cylinder bore. Insert rod and piston into cylinder
bore and carefully position connecting rod guides over crankshaft journal.
8. Tap piston down in cylinder bore using a hammer handle. While at the same time, guide connecting rod into
position on rod journal.
CAUTION: Connecting Rod Bolts are Torque to Yield Bolts and Must Not Be Reused. Always replace the
Rod Bolts whenever they are loosened or removed.
9. Lubricate rod bolts and bearing surfaces with engine oil. Install connecting rod cap and bearing. Tighten bolts to
21 N·m (15 ft. lbs.) plus a 90° turn.
10. Install the following components:
• Cylinder head(s). (Refer to 9 - ENGINE/CYLINDER HEAD - INSTALLATION).
• Cylinder head covers (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - INSTALLA-
TION).
• Install the intake manifold.
• Oil pan and gasket/windage tray. (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - INSTALLATION).
11. Fill crankcase with proper engine oil to correct level.
RINGS-PISTON
STANDARD PROCEDURE - PISTON RING FITTING
Before reinstalling used rings or installing new rings, the ring clearances must be checked.
1. Wipe the cylinder bore clean.
2. Insert the ring in the cylinder bore.
NOTE: The ring gap measurement must be made

with the ring positioned at least 12mm (0.50 inch.)
from bottom of cylinder bore.
3. Using a piston, to ensure that the ring is squared in

the cylinder bore, slide the ring downward into the
cylinder.
4. Using a feeler gauge check the ring end gap.
Replace any rings not within specification.
PISTON RING SIDE CLEARANCE
NOTE: Make sure the piston ring grooves are

clean and free of nicks and burrs.
5. Measure the ring side clearance as shown make

sure the feeler gauge fits snugly between the ring
land and the ring. Replace any ring not within
specification.
6. Rotate the ring around the piston, the ring must
rotate in the groove with out binding.
PISTON RING SPECIFICATION CHART
Ring Position Ring/Groove Maximum

Side Clearance Clearance
Upper Ring 0.02-0.07mm 0.11mm
(0.0008- 0.0028 in.) (0.004 in.)
Intermediate Ring 0.02-0.06 mm 0.10mm
(0.0008-0.0023 in.) (0.004 in.)
Ring Position Ring Gap Wear Limit
(0.0090-0.0149 in.) (0.017 in.)
Intermediate Ring 0.35-0.60mm 0.74mm
(0.0137-0.0236 in.) (0.029 in.)
Oil Control Ring 0.015-0.66mm 0.76mm
(Steel Rail) (0.0059- 0.0259 in.) (0.030 in.)
7. The No. 1 and No. 2 piston rings have a different cross section. Ensure No. 2 ring is installed with manufacturers
I.D. mark (Dot) facing up, towards top of the piston.
NOTE: Piston rings are installed in the following order:

• Oil ring expander.
• Lower oil ring side rail.
• Upper oil ring side rail.
• No. 2 Intermediate piston ring.
• No. 1 Upper piston ring.
8. Install the oil ring expander.

9. Install upper side rail by placing one end between
the piston ring groove and the expander ring. Hold
end firmly and press down the portion to be
installed until side rail is in position. Repeat this
step for the lower side rail.
10. Install No. 2 intermediate piston ring using a pis-

ton ring installer.
11. Install No. 1 upper piston ring using a piston ring
installer.
12. Position piston ring end gaps as shown in. It is

important that expander ring gap is at least 45°
from the side rail gaps, but not on the piston pin
center or on the thrust direction.
DAMPER-CRANKSHAFT
REMOVAL
2. Remove accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - REMOVAL).
3. Drain cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE).
4. Remove radiator upper hose.
5. Remove fan shroud (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - REMOVAL).
and 1023 Three Jaw Puller.
INSTALLATION
CAUTION: To prevent severe damage to the Crank-
shaft, Damper or Special Tool 8512–A, thoroughly
clean the damper bore and the crankshaft nose
before installing Damper.
1. Slide damper onto crankshaft slightly.
CAUTION: Special Tool 8512–A, is assembled in a

specific sequence. Failure to assemble this tool in
this sequence can result in tool failure and severe
damage to either the tool or the crankshaft.
2. Assemble Special Tool 8512–A as follows, The nut

is threaded onto the shaft first (2). Then the roller
bearing (1) is placed onto the threaded rod (3) The
hardened bearing surface of the bearing (1) MUST
face the nut (2). Then the hardened washer (5)
slides onto the threaded rod (3). Once assembled coat the threaded rod’s threads with MoparT Nickel Anti-Seize
or (Loctite No. 771).
3. Using Special Tool 8512–A, press damper onto crankshaft.
4. Install then tighten crankshaft damper bolt to 176 N·m (129 ft. lbs.).
5. Install radiator upper hose.
6. Install accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION).
COVER-STRUCTURAL
DESCRIPTION
The structural dust cover is made of die cast aluminum and joins the lower half of the transmission bell housing to
the engine. The LX uses an integral one piece aluminum oil pan/structural cover.
OPERATION
The structural cover provides additional powertrain stiffness and reduces noise and vibration. The LX uses an inte-
gral structural cover/oil pan.
SOLENOID-MDS
DESCRIPTION
The Multi Displacement System selectively deactivates cylinders 1,4,6, and 7, to improve fuel economy. It has two
modes of operation :
• 8 cylinders for acceleraton and heavy loads.
• 4 cylinders for cruising and city traffic.
The main components of the Multi Displacement System are :
• Unique MDS camshaft.
• Deactivating roller tappets.
• 4 control valves/solenoids.
• control valve/solenoid wiring harness.
• oil temp sensor.
OPERATION
Cylinder Deactivation
• Trap an exhaust charge from a normal combustion event
• Normal combustion event
• Don’t open the exhaust valve
• Don’t open the intake valve
• Piston is an air spring
• Cylinders deactivated in firing sequence
Cylinder Reactivation
• Open the exhaust valve
• Empty the cylinder
• Open the intake valve
• Normal combustion event
• Cylinders reactivated in firing sequence

The Multi Displacement System has the following detectible issues:
• Solenoid circuit
• Fail to deactivate a cylinder(s)
• Fail to reactivate a cylinder(s)
• Low oil pressure
MDS does not activate 1. Low oil pressure 1. Check for proper oil pressure
2. Bad oil temp sensor 2. Replace oil temp sensor
3. Malfunctioning MDS Solenoid 3. Replace Solenoid
4. Malfunctioning MDS Tappet 4. Replace Tappet
MDS Does Not Deactivate 1. Low oil pressure 1. Check for proper oil pressure
2. Bad oil temp sensor 2. Replace oil temp sensor
3. Malfunctioning MDS Solenoid 3. Replace Solenoid
4. Malfunctioning MDS Tappet 4. Replace Tappet
REMOVAL
1. Disconnect the negative battery cable.
2. Remove the intake manifold. (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - REMOVAL).
3. Remove wiring harness connectors from the MDS solenoids.
4. Remove hold down bolt from MDS solenoid.
5. Remove MDS solenoid.
INSTALLATION
1. Verify that MDS bores are free of debris, before solenoid installation.
2. Install MDS solenoid fully into block.
3. Install hold down bolt and torque to 11 N·m (97 in. lbs.).
4. Reconnect the MDS wiring harness to the solenoids.
5. Install the intake manifold. (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - INSTALLATION).
ENGINE MOUNTING-FRONT
REMOVAL
REMOVAL

2. Raise vehicle.
4. Remove hydromount to frame studs (3,4) and nuts.
5. Raise engine using suitable jack.
6. Remove hydromount to bracket fasteners (1,2).
7. Remove hydromount from engine.
8. Remove engine mount brackets (1), if needed.
REMOVAL - AWD
2. Raise vehicle.
3. Remove the generator support bracket.
4. Remove the heat shield (1).
5. Remove engine hydromount to frame nuts, and

studs (3).
7. Remove engine mount to insulator bolts (2).
8. Remove engine hydromount (1) from engine.
INSTALLATION
INSTALLATION
1. Install the engine mount brackets (1), if removed.
2. Install hydromount (3) on the engine. Tighten

hydromount to bracket fasteners.
3. Install the studs (3,1) to the hydromount (2).
4. Install the generator support bracket (1).

5. Lower the engine.
6. Install the nuts on the studs (3,4), and tighten.
7. Lower vehicle.
INSTALLATION - AWD
1. Install the engine mount brackets, if removed.
3. Install the fasteners to the hydromount (2,3,).
4. Install the generator support bracket.
5. Install the heat shields (1).
7. Install the hydromount (1) to frame nuts on the

studs, and tighten.
8. Lower vehicle.
MOUNTING-ENGINE REAR
REMOVAL
1. Raise the vehicle on a hoist.
2. Using a suitable jack, support transmission.
3. Remove the crossmember (2).
4. Remove the fasteners (1) from the transmission

mount (3) to crossmember.
5. Remove the mount (3).
6. Remove the transmission mount bracket (2), if

required.
INSTALLATION
1. Install the transmission mount bracket (2), if
removed.
2. Position the transmission mount (3) on the trans-
mission mount bracket (2). Install the bolts (1) that
attach the transmission mount (3) to the bracket
(2).
3. Torque the bolts to N·m ( ft.lbs.) torque.
4. Install the crossmember (2).

LUBRICATION
DESCRIPTION
The lubrication system is a full flow filtration pressure feed type.

DIAGNOSIS AND TESTING - CHECKING ENGINE OIL PRESSURE
1. Remove oil pressure sending unit and install gauge assembly C-3292.
2. Run engine until thermostat opens.
3. Oil Pressure:
• Curb Idle–25 kPa (4 psi) minimum
• 3000 rpm–170 - 758 kPa (25 - 110 psi)
4. If oil pressure is 0 at idle, shut off engine. Check for a clogged oil pick-up screen or a pressure relief valve stuck
open.
DIAGNOSIS AND TESTING - ENGINE OIL LEAK

Begin with a thorough visual inspection of the engine, particularly at the area of the suspected leak. If an oil leak
source is not readily identifiable, the following steps should be followed:
1. Do not clean or degrease the engine at this time because some solvents may cause rubber to swell, temporarily
stopping the leak.
2. Add an oil soluble dye (use as recommended by manufacturer). Start the engine and let idle for approximately 15
minutes. Check the oil dipstick to make sure the dye is thoroughly mixed as indicated with a bright yellow color
under a black light.
3. Using a black light, inspect the entire engine for fluorescent dye, particularly at the suspected area of oil leak. If
the oil leak is found and identified, repair per service manual instructions.
4. If dye is not observed, drive the vehicle at various speeds for approximately 24 km (15 miles), and repeat inspec-
tion.If the oil leak source is not positively identified at this time, proceed with the air leak detection test
method.
Air Leak Detection Test Method

1. Remove the PCV valve from the IAFM. Cap or plug the PCV valve grommet.
2. Attach an air hose with pressure gauge and regulator to the dipstick tube.
CAUTION: Do not subject the engine assembly to more than 20.6 kPa (3 PSI) of test pressure.
3. Gradually apply air pressure from 1 psi to 2.5 psi maximum while applying soapy water at the suspected source.
Adjust the regulator to the suitable test pressure that provide the best bubbles which will pinpoint the leak
source. If the oil leak is detected and identified, repair per service manual procedures.
4. If the leakage occurs at the rear oil seal area, refer to the section, Inspection for Rear Seal Area Leak.
5. If no leaks are detected, turn off the air supply and remove the air hose and all plugs and caps. Install the PCV
valve.
6. Clean the oil off the suspect oil leak area using a suitable solvent. Drive the vehicle at various speeds approx-
imately 24 km (15 miles). Inspect the engine for signs of an oil leak by using a black light.
INSPECTION FOR REAR SEAL AREA LEAKS

b. Where leakage tends to run straight down, possible causes are a porous block, distributor seal, camshaft
bore cup plugs oil galley pipe plugs, oil filter runoff, and main bearing cap to cylinder block mating surfaces.
4. If no leaks are detected, pressurize the crankcase as outlined in the, Inspection (Engine oil Leaks in general)
CAUTION: Use extreme caution when crankshaft polishing is necessary to remove minor nicks and
scratches. The crankshaft seal flange is especially machined to complement the function of the rear oil seal.
6. For bubbles that remain steady with shaft rotation, no further inspection can be done until disassembled.
OIL
STANDARD PROCEDURE - ENGINE OIL SERVICE
The engine oil level indicator is located at the right hand of the engine on the 5.7L engines.
CRANKCASE OIL LEVEL INSPECTION

CAUTION: Do not overfill crankcase with engine oil, pressure loss or oil foaming can result.
Inspect engine oil level approximately every 800 kilometers (500 miles). Unless the engine has exhibited loss of oil
pressure, run the engine for about ten minutes before checking oil level. Checking engine oil level on a cold engine
is not accurate.
To ensure proper lubrication of an engine, the engine oil must be maintained at an acceptable level. The acceptable
levels are indicated between the ADD and SAFE marks on the engine oil dipstick.
1. Position vehicle on level surface.
2. With engine OFF, allow approximately five minutes for oil to settle to bottom of crankcase, remove engine oil
dipstick.
3. Wipe dipstick clean.
4. Install dipstick and verify it is seated in the tube.
5. Remove dipstick, with handle held above the tip, take oil level reading.
6. Add oil only if level is below the ADD mark on dipstick.
ENGINE OIL CHANGE

Change engine oil at mileage and time intervals described in Maintenance Schedules (Refer to LUBRICATION &
MAINTENANCE/MAINTENANCE SCHEDULES - DESCRIPTION).
Run engine until achieving normal operating temperature.
1. Position the vehicle on a level surface and turn engine off.
2. Remove oil fill cap.
3. Hoist and support vehicle on safety stands.
4. Remove the belly pan (Refer to 23 - BODY/EXTERIOR/BELLY PAN - REMOVAL).
5. Place a suitable drain pan under crankcase drain.
6. Remove drain plug from crankcase and allow oil to drain into pan. Inspect drain plug threads for stretching or
other damage. Replace drain plug if damaged.
7. Install drain plug in crankcase. Torque to 27 N·m ( 20 ft. lbs.).
8. Lower vehicle and fill crankcase with specified type and amount of engine oil described in this section.
9. Install oil fill cap.
11. Stop engine and inspect oil level.
12. Install the belly pan (Refer to 23 - BODY/EXTERIOR/BELLY PAN - INSTALLATION).
NOTE: Care should be exercised when disposing used engine oil after it has been drained from a vehicle
engine. Refer to the WARNING at beginning of this section.
FILTER-ENGINE OIL
REMOVAL
All engines are equipped with a high quality full-flow, disposable type oil filter. DaimlerChrysler Corporation recom-
mends a MoparT or equivalent oil filter be used.
1. Remove belly pan (Refer to 23 - BODY/EXTERIOR/BELLY PAN - REMOVAL) .
2. Position a drain pan under the oil filter.
3. Using a suitable oil filter wrench loosen filter.
4. Rotate the oil filter counterclockwise to remove it from the cylinder block oil filter boss.
5. When filter separates from cylinder block oil filter boss, tip gasket end upward to minimize oil spill. Remove filter
from vehicle.
NOTE: Make sure filter gasket was removed with filter.
6. With a wiping cloth, clean the gasket sealing surface of oil and grime.
INSTALLATION
1. Lightly lubricate oil filter gasket (2) with engine oil.
2. Thread filter onto adapter nipple. When gasket
makes contact with sealing surface, hand tighten
filter one half turn, or 180°,do not over tighten.
3. Add oil, verify crankcase oil level and start engine.
Inspect for oil leaks.
4. Install belly pan (Refer to 23 - BODY/EXTERIOR/
BELLY PAN - INSTALLATION).
PAN-ENGINE OIL
REMOVAL
2. Remove the intake manifold. (Refer to 9 - ENGINE/
3. Install engine lift fixture (2)special tool # 8984 and
adapter (4) # 8984–UPD. Never use air tools
when installing fasteners to engine.
4. Raise vehicle.
5. Remove the belly pan (2) (Refer to 23 - BODY/EX-

TERIOR/BELLY PAN - REMOVAL).
6. Drain engine oil and remove the oil filter.
7. Unbolt and lower the steering rack from the
mounts. Do not remove P/S hoses, tie rod ends
or disconnect steering column.
8. Remove both left and right side engine hydromount
to frame nuts, and studs (3,4).
9. Remove the engine oil dipstick and tube from the
oil pan.
11. Install engine support fixture special tool # 8534.
Do not use the third leg.
12. Raise engine using special tool # 8534 and #8984
to provide clearance to remove oil pan.
NOTE: Do not pry on oil pan or oil pan gasket.

Gasket is integral to engine windage tray and does
not come out with oil pan.
NOTE: The horizontal M10 fasteners are 5 mm

longer in length, and must be reinstalled in origi-
nal locations.
13. Remove the M10 fasteners (vertical and horizon-

tal) from the rear of the oil pan to the transmission
and engine.
14. Remove the oil pan mounting bolts and oil pan.
NOTE: When the oil pan is removed, a new oil pan

gasket/windage tray assembly must be installed.
The old gasket cannot be reused.
15. Discard the integral windage tray and gasket and

replace.
INSTALLATION
1. Clean the oil pan gasket mating surface of the block and oil pan.
NOTE: MoparT Engine RTV must be applied to the 4 T-joints, (area where front cover, rear retainer, block,
and oil pan gasket meet). The bead of RTV should cover the bottom of the gasket. This area is approxi-
mately 4.5 mm x 25 mm in each of the 4 T-joint locations.
2. Apply MoparT Engine RTV at the 4 T- joints.
NOTE: When the oil pan is removed, a new oil pan gasket/windage tray assembly must be installed. The old
gasket cannot be reused.
3. Install a new oil pan gasket/windage tray assembly.

4. If removed, reinstall the oil pump pickup tube with new o-ring. Tighten tube to pump fasteners to 28 N·m (250 in.
lbs.).

nal locations.
NOTE: New M6 fasteners must be used when rein-

stalling the oil pan. Do not reuse the old M6 fas-
teners.
5. Align the rear of the oil pan with the rear face of
the engine block, and install the M10 and M6 oil
pan fasteners finger tight. Using the following
torque sequence, torque the M6 mounting bolts to
5 N·m (44 in.lbs.).
6. Using the following torque sequence, torque the
M10 oil pan fasteners to 54 N·m (39 ft.lbs.).
M6 oil pan fasteners to 12 N·m (106 in.lbs.).
8. Lower the engine into mounts using special tool #
8534.
9. Install the left side engine mount studs (3) and

nuts. Torque the studs and nuts to N·m ( ft. lbs.).
10. Install the right side engine mount studs (4) and
11. Install the engine oil dipstick and tube.
12. Install the steering rack. (Refer to 19 - STEER-
ING/GEAR - INSTALLATION).
13. Remove special tool # 8534.
14. Remove special tool # 8984 (2).

MANIFOLDS/INTAKE MANIFOLD - INSTALLA-
TION).
16. Fill engine oil.
17. Install oil filter, if removed.
18. Reconnect the negative battery cable.
PAN-ENGINE OIL-AWD
REMOVAL
3. Remove the intake manifold. (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - REMOVAL).

4. Install engine lift fixture (2) special tool # 8984 and
adapter # 8984–UPD. Never use air tools when
installing fasteners to engine.
5. Raise vehicle.
7. Remove both left and right side engine mount to
frame fasteners.
9. Unbolt (2,3,4) and lower the steering rack (1) from

the mounts. Do not remove P/S hoses, tie rod
ends or disconnect steering column.
oil pan.
11. Remove the left and right side exhaust at the
manifolds. (Refer to 11 - EXHAUST SYSTEM/
CATALYTIC CONVERTER - REMOVAL).
12. Mark the front driveshaft to the flange at both

ends to ensure correct installation.
13. Remove front drive shaft fasteners from the differ-
ential and transfer case. Remove the driveshaft
from the vehicle.
14. Remove the left (2) and right front drive axles.
15. Remove the differential support bracket (1) from

the differential to the engine block.
16. Unbolt the differential (4) from the oil pan (3).
17. Rotate the differential (4) so the drive flange is
facing forward and the oil pan side is facing up.
Remove the differential out through the opening at
the rear of the cradle.
18. Remove the intermediate shaft (2) from the oil

pan (3).
20. Install engine support fixture special tool # 8534. Do not attempt to fasten fixture to vehicle body, or attach
the third support leg to the radiator support.
21. Raise engine using special tool # 8534 and #8984 to provide clearance to remove oil pan.
22. Raise vehicle.
NOTE: Do not pry on oil pan or oil pan gasket. Gasket is integral to engine windage tray and does not come
out with oil pan.

nal locations.

and engine.


replace.
INSTALLATION
2. Apply MoparT Engine RTV at the 4 T- joints (1,2).


4. If removed, reinstall the oil pump pickup tube with
new o-ring. Tighten tube to pump fasteners to 28
N·m (250 in. lbs.).

nal locations.

teners.
5 N·m (44 in.lbs.).
6. Using the following torque sequence, torque the M10 oil pan fasteners to 54 N·m (39 ft.lbs.).
7. Using the following torque sequence, torque the M6 oil pan fasteners to 12 N·m (106 in.lbs.).
8. Install the intermediate shaft (2) to the oil pan (3).
Torque fasteners to 28N·m (21ft. lbs).
9. Install the front differential through the opening at

the rear of the cradle, and attach to the oil pan..
10. Fasten the differential (4) to the oil pan (3) Torque
to 65 N·m (48 ft. lbs).
11. Install the differential support bracket (1) to the dif-

ferential and the engine block.
12. Install the left (2) and right front drive axles.
(Refer to 3 - DIFFERENTIAL & DRIVELINE/HALF
SHAFT - INSTALLATION).
13. Install front drive shaft into the differential and
transfer case. (Refer to 3 - DIFFERENTIAL &
DRIVELINE/PROPELLER SHAFT - INSTALLA-
TION)
15. Install the steering gear (1). (Refer to 19 -
STEERING/GEAR - INSTALLATION).
8534.
17. Install both the left and right side engine mount
studs and nuts.

19. Remove special tool # 8984 (2,4).
TION).
21. Install the left and right side exhaust at the mani-
folds. (Refer to 11 - EXHAUST SYSTEM/CATA-
LYTIC CONVERTER - INSTALLATION).

PUMP-ENGINE OIL
REMOVAL
1. Remove the oil pan and pick-up tube (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL).
REMOVAL).
3. Remove the four bolts, and the oil pump.
CLEANING
1. Wash all parts in a suitable solvent.
INSPECTION
CAUTION: Oil pump pressure relief valve and
spring should not be removed from the oil pump.
If these components are disassembled and or
removed from the pump the entire oil pump
assembly must be replaced.
1. Remove the pump cover.

2. Clean all parts thoroughly. Mating surface of the oil
pump housing should be smooth. If the pump cover
is scratched or grooved the oil pump assembly
should be replaced.
3. Slide outer rotor into the body of the oil pump.
Press the outer rotor to one side of the oil pump
body and measure clearance between the outer
rotor (2) and the body. If the measurement is
0.235mm (0.009 in.) or more the oil pump assem-
bly must be replaced.
4. Install the inner rotor in the into the oil pump body.
Measure the clearance between the inner (3) and
outer rotors (1). If the clearance between the rotors
is .150 mm (0.006 in.) or more the oil pump
5. Place a straight edge (1) across the body of the oil

pump (between the bolt holes), if a feeler gauge (2)
of .095 mm (0.0038 in.) or greater can be inserted
between the straightedge and the rotors, the pump
must be replaced.
6. Reinstall the pump cover. Torque fasteners to 15
N·m (132 in. lbs.).
NOTE: The 5.7 Oil pump is released as an assem-

bly. There are no DaimlerChrysler part numbers for
Sub-Assembly components. In the event the oil
pump is not functioning or out of specification it
must be replaced as an assembly.
INSTALLATION
1. Position the oil pump onto the crankshaft and install the 4 oil pump retaining bolts.
2. Tighten the oil pump retaining bolts to 28 N·m (250 in. lbs.).
3. Install the timing chain cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) - INSTAL-
LATION).
4. Install the pick-up tube and oil pan (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - INSTALLATION).
COOLER ENGINE OIL

DESCRIPTION
An engine oil cooler is used on the 5.7L engine, equipped with the police package. The cooler is a coolant-to-oil
type and mounted between the oil filter and oil filter adapter.
REMOVAL
1. Raise vehicle on hoist.
2. Drain cooling system. (Refer to 7 - COOLING - STANDARD PROCEDURE).
3. Disconnect oil cooler coolant hoses.
4. Remove oil filter.
5. Remove oil cooler connector bolt.
6. Remove oil cooler.
INSTALLATION
1. Replace oil cooler seal.
2. Lubricate seal and position oil cooler to oil filter adapter, aligning notch to tab.
3. Install oil cooler connector bolt. Torque connector bolt to 55 N·m (41 ft. lbs.).
4. Install oil filter.
5. Connect oil cooler coolant hoses.
6. Lower vehicle.
7. Fill cooling system. (Refer to 7 - COOLING - STANDARD PROCEDURE).
MANIFOLD - INTAKE
DESCRIPTION
The intake manifold is made of a composite material and features long runners which maximizes low end torque.
The intake manifold uses single plane sealing which consist of eight individual press in place port gaskets to prevent
leaks.
DIAGNOSIS AND TESTING - INTAKE MANIFOLD LEAKAGE

An intake manifold air leak is characterized by lower than normal manifold vacuum. Also, one or more cylinders may
not be functioning.
WARNING: USE EXTREME CAUTION WHEN THE ENGINE IS OPERATING. DO NOT STAND IN A DIRECT LINE
WITH THE FAN. DO NOT PUT YOUR HANDS NEAR THE PULLEYS, BELTS OR THE FAN. DO NOT WEAR
LOOSE CLOTHING.
1. Start the engine.

2. Spray a small stream of water at the suspected leak area.
3. If a change in RPM is observed the area of the suspected leak has been found.
4. Repair as required.
REMOVAL
1. Remove engine cover.
2. Bleed fuel system (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY - STANDARD PROCEDURE).
4. Remove air inlet hose.
5. Remove ignition wires from on top of intake manifold.
6. Disconnect electrical connectors for the following components:
• Manifold Absolute Pressure (MAP) Sensor
• Fuel Injectors
• ETC ( Electric Throttle Control )
7. Remove wire harness from intake manifold.
8. Disconnect brake booster hose, purge hose, and MUA hose ( Make Up Air Hose ).
9. Remove EGR tube from intake manifold.
10. Remove intake manifold retaining fasteners in a crisscross pattern starting from the outside bolts and ending at
the middle bolts.
11. Remove intake manifold as an assembly.
CLEANING
NOTE: There is NO approved repair procedure for the intake manifold. If severe damage is found during
inspection, the intake manifold must be replaced.
Before installing the intake manifold thoroughly clean the mating surfaces. Use a suitable cleaning solvent, then air
dry.
INSPECTION
1. Inspect the intake sealing surface for cracks, nicks and distortion.
2. Inspect the intake manifold vacuum hose fittings for looseness or blockage.
INSTALLATION
1. Position intake manifold.
2. Install intake manifold retaining bolts, and tighten in sequence from the middle bolts towards the outside in a
crisscross pattern. Torque fasteners to 12 N·m (105 in. lbs.).
3. Install EGR tube.
4. Install wire harness on intake manifold.
5. Connect electrical connectors for the following components:
• Fuel Injectors
• ETC ( Electronic Throttle Control )
6. Install ignition wires.
7. Connect Brake booster hose, purge hose, and MUA hose ( Make Up Air hose ).
8. Install air inlet hose.
10. Install engine cover.
MANIFOLD - EXHAUST
DESCRIPTION
The exhaust manifolds are log style with a patented flow enhancing design to maximize performance. The exhaust
manifolds are made of high silicon molybdenum cast iron. A multi-layer stainless steel exhaust manifold gasket is
used to improve sealing to the cylinder head. The exhaust manifolds are covered by a three layer laminated heat
shield for thermal protection and noise reduction. The heat shields are fastened with a torque prevailing nut that is
backed off slightly to allow for the thermal expansion of the exhaust manifold, with the exception of the nut, which
also secures the oil dipstick tube bracket. That nut should not be backed off.
OPERATION
The exhaust manifolds collect the engine exhaust exiting the combustion chambers, then channels the exhaust
gases to the exhaust pipes attached to the manifolds.
REMOVAL
EXHAUST MANIFOLD
2. Raise vehicle.
3. Remove exhaust pipe to manifold bolts.
4. Remove engine mount to frame fasteners (3,4).
5. Using suitable jack, raise engine enough to remove
manifolds.
CAUTION: Do not damage engine harness while

raising the engine.
6. Remove the engine mount (Refer to 9 - ENGINE/

ENGINE MOUNTING/FRONT MOUNT -
REMOVAL).
7. Remove heat shield.
8. Remove manifold bolts using sequence provided.
9. Remove manifold and gasket.
CLEANING
Clean mating surfaces on cylinder head and manifold. Wash with solvent and blow dry with compressed air.
INSPECTION
Inspect manifold for cracks.
Inspect mating surfaces of manifold for flatness with a straight edge. Gasket surfaces must be flat within 0.2 mm per
300 mm (0.008 inch per foot).
INSTALLATION
EXHAUST MANIFOLD
1. Install manifold gasket and manifold.
2. Install manifold bolts and tighten to 25 N·m (18 ft.
lbs.).
3. Install heat shield and tighten nuts to 8 N·m (70 in.
lbs.).
4. Install engine mounts (3). (Refer to 9 - ENGINE/
ENGINE MOUNTING/FRONT MOUNT - INSTAL-
LATION)
5. Lower engine.
CAUTION: Do not damage engine harness while

lowering the engine.
6. Install and tighten right and left side engine mount

to frame fasteners (4) (Refer to 9 - ENGINE/EN-
GINE MOUNTING/FRONT MOUNT - INSTALLA-
TION).
7. Install exhaust flange to pipe bolts.
8. Lower vehicle.
COVER-TIMING
REMOVAL
4. Drain cooling system.
5. Remove accessory drive belt.
6. Remove fan and fan drive assembly (Refer to 7 -
COOLING/ENGINE/FAN DRIVE VISCOUS
CLUTCH - REMOVAL).
7. Remove coolant bottle and washer bottle.
8. Remove fan shroud.
NOTE: It is not necessary to disconnect A/C lines

or discharge freon.
9. Remove A/C compressor and set aside.

12. Disconnect both heater hoses at timing cover.
13. Disconnect lower radiator hose at engine.
14. Remove accessory drive belt tensioner and both
idler pulleys.
15. Remove crankshaft damper (2) (Refer to 9 -
REMOVAL).
NOTE: Do not remove the hoses from the power

steering pump.
16. Remove power steering pump and set aside.

17. Remove the dipstick support bolt.

18. Drain the engine oil.
19. Remove the oil pan and pick up tube (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL).
NOTE: It is not necessary to remove water pump for timing cover removal.
20. Remove timing cover bolts and remove cover.

21. Verify that timing cover slide bushings (1) are located in timing cover.
INSTALLATION
1. Clean timing chain cover and block surface.
NOTE: Always install a new gasket on timing cover.
2. Verify that the slide bushings (1) are installed in timing cover.
3. Install cover and new gasket. Tighten fasteners to 28 N·m (250 in. lbs.).
NOTE: The large lifting stud is torqued to 55 N·m (40 ft. lbs.).
4. Install the oil pan and pick up tube (Refer to 9 -

ENGINE/LUBRICATION/OIL PAN - INSTALLA-
TION).
7. Install power steering pump.
8. Install the dipstick support bolt.
9. Install the thermostat housing.
10. Install crankshaft damper (Refer to 9 - ENGINE/
LATION).
11. Install accessory drive belt tensioner assembly
and both idler pulleys.
12. Install radiator lower hose.
13. Install both heater hoses.
14. Install radiator fan shroud.
15. Install the fan and fan drive assembly
16. Install the accessory drive belt.
17. Install the coolant bottle and washer bottle.
18. Install the upper radiator hose.
19. Install the air cleaner assembly.
20. Fill cooling system.
22. Connect the battery negative cable.
TIMING CHAIN & SPROCKETS

REMOVAL

3. Remove Timing Chain Cover (1).
4. Re-install the vibration damper bolt finger tight.
Using a suitable socket and breaker bar, rotate the
crankshaft to align timing chain sprockets and key-
ways as shown.
CAUTION: The camshaft pin and the slot in the

cam sprocket must be clocked at 12:00 (2). The
crankshaft keyway must be clocked at 2:00 (3).
The crankshaft sprocket must be installed so that
the dots and or paint marking is at 6:00.
5. Remove oil pump.
6. Retract tensioner shoe (1) until hole in shoe lines up with hole in bracket..
7. Slide a suitable pin (1) into the holes.
8. Remove camshaft sprocket attaching bolt and

remove timing chain with crankshaft and camshaft
sprockets (2).
9. If tensioner assembly is to be replaced, remove the
tensioner to block bolts and remove tensioner
assembly.
INSTALLATION
1. If tensioner (1) assembly is being replaced, install tensioner and mounting bolts. Torque bolts to 28 N·m (250 in.
lbs.).
2. Retract tensioner (2) if required.
CAUTION: The timing chain must be installed with

the single plated link aligned with the dot and or
paint marking on the camshaft sprocket. The
crankshaft sprocket is aligned with the dot and or
paint marking on the sprocket between two plated
timing chain links.

cam sprocket must be clocked at 12:00. The
crankshaft keyway must be clocked at 2:00. The
crankshaft sprocket must be installed so that the
dots and or paint marking is at 6:00.
3. Place both camshaft sprocket and crankshaft

sprocket on the bench with timing marks on exact
imaginary center line through both camshaft and
crankshaft bores.
4. Place timing chain around both sprockets.
5. Lift sprockets and chain (keep sprockets tight
against the chain in position as shown).
6. Slide both sprockets (2,3) evenly over their respec-
tive shafts and check alignment of timing marks.
7. Install the camshaft bolt. Tighten the bolt to 122 N·m (90 ft. lbs.) torque.
8. Remove tensioner pin. (1) Again, verify alignment

of timing marks.

10. Install the oil pan and pick up (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - INSTALLATION).
11. Install the timing chain cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) -
INSTALLATION).
13. Fill cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE).
15. Start engine and check for oil and coolant leaks.
TENSIONER - TIMING CHAIN

DESCRIPTION
The timing chain tensioner is a stamped steel constant tension mechanical design. It is mounted to the front of the
engine, behind the timing chain drive.
OPERATION
The timing chain tension is maintained by routing the timing chain through the tensioner assembly. A nylon covered
spring steel arm presses on the timing chain maintaining the correct chain tension.
TABLE OF CONTENTS
page page
ENGINE - 6.1L SERVICE INFORMATION ROCKER ARM

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2454 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2505
DIAGNOSIS AND TESTING INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2507
DIAGNOSIS AND TESTING - ENGINE SEALS-VALVE GUIDE
DIAGNOSIS - MECHANICAL . . . . . . . . . . . . . . 2455 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2510
DIAGNOSIS AND TESTING - ENGINE SPRINGS-VALVE
DIAGNOSIS - LUBRICATION. . . . . . . . . . . . . . 2457 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2511
DIAGNOSIS AND TESTING - CYLINDER INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2517
COMBUSTION PRESSURE LEAKAGE . . . . . 2458 ENGINE BLOCK
DIAGNOSIS AND TESTING - CYLINDER CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2522
COMPRESSION PRESSURE . . . . . . . . . . . . . 2459 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2522
DIAGNOSIS AND TESTING - ENGINE CAMSHAFT
DIAGNOSIS - MECHANICAL . . . . . . . . . . . . . . 2459 REMOVAL
DIAGNOSIS AND TESTING - ENGINE REMOVAL - CAMSHAFT CORE HOLE PLUG . . 2523
DIAGNOSIS - PERFORMANCE . . . . . . . . . . . 2460 REMOVAL - CAMSHAFT . . . . . . . . . . . . . . . . . . . 2523
DIAGNOSIS AND TESTING - ENGINE INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2527
DIAGNOSIS - INTRODUCTION. . . . . . . . . . . . 2461 INSTALLATION
STANDARD PROCEDURE INSTALLATION - CAMSHAFT CORE HOLE
STANDARD PROCEDURE - REPAIR PLUG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2527
DAMAGED OR WORN THREADS . . . . . . . . . 2461 INSTALLATION - CAMSHAFT . . . . . . . . . . . . . . 2528
STANDARD PROCEDURE - HYDROSTATIC CRANKSHAFT
LOCK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2461 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2533
REMOVAL - ENGINE . . . . . . . . . . . . . . . . . . . . . . . . 2462 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2537
INSTALLATION - ENGINE . . . . . . . . . . . . . . . . . . . 2468 BEARINGS-CRANKSHAFT MAIN
SPECIFICATIONS STANDARD PROCEDURE - CRANKSHAFT
6.1L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2473 MAIN BEARING - FITTING . . . . . . . . . . . . . . . . 2542
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2478 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2542
SPECIAL TOOLS SEAL-CRANKSHAFT OIL-FRONT
6.1L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2480 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2543
AIR INTAKE SYSTEM INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2544
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2483 SEAL-CRANKSHAFT OIL-REAR
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2485 DIAGNOSIS AND TESTING - REAR SEAL
CYLINDER HEAD AREA LEAKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2545
OPERATION—CYLINDER HEAD . . . . . . . . . . . . . 2487 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2545
DIAGNOSIS AND TESTING - CYLINDER HEAD INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2546
GASKET FAILURE . . . . . . . . . . . . . . . . . . . . . . . 2487 RETAINER-CRANK REAR OIL - SEAL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2488 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2547
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2491 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2547
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2491 FLEX PLATE
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2492 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2548
COVER-CYLINDER HEAD INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2548
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2497 TAPPETS-HYDRAULIC ROLLER
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2500 DIAGNOSIS AND TESTING - HYDRAULIC
VALVES & SEATS - INTAKE/EXHAUST TAPPETS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2549
DESCRIPTION REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2549
DESCRIPTION - VALVE GUIDES . . . . . . . . . . . 2503 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2551
DESCRIPTION - VALVES . . . . . . . . . . . . . . . . . . 2503 PISTON & CONNECTING ROD
STANDARD PROCEDURE - REFACING . . . . . . . 2503 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2552
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2504 STANDARD PROCEDURE - PISTON FITTING . 2552
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2554
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2554 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2578

INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2555 PUMP-ENGINE OIL
RINGS-PISTON REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2582
STANDARD PROCEDURE - PISTON RING CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2582
FITTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2557 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2583
DAMPER-CRANKSHAFT INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2584
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2560 MANIFOLD - INTAKE
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2560 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2585
COVER-STRUCTURAL DIAGNOSIS AND TESTING - INTAKE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2562 MANIFOLD LEAKAGE . . . . . . . . . . . . . . . . . . . . 2585
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2562 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2585
ENGINE MOUNTING-FRONT CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2585
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2563 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2586
MOUNTING-ENGINE REAR MANIFOLD - EXHAUST
LUBRICATION REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2587
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2572 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2588
DIAGNOSIS AND TESTING INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2588
DIAGNOSIS AND TESTING - CHECKING INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2589
ENGINE OIL PRESSURE . . . . . . . . . . . . . . . . . 2572 COVER-TIMING
DIAGNOSIS AND TESTING - ENGINE OIL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2591
LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2572 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2593
OIL TIMING CHAIN & SPROCKETS
STANDARD PROCEDURE - ENGINE OIL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2595
SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2574 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2598
FILTER-ENGINE OIL TENSIONER - TIMING CHAIN
PAN-OIL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2576
DESCRIPTION
The 6.1L engine (370 CID) eight-cylinder engine is a 90° V-Type lightweight, deep skirt cast iron block, aluminum
heads, single cam, overhead valve engine with hydraulic roller tappets. The heads incorporate splayed valves with
a hemispherical style combustion chamber and dual spark plugs. The cylinders are numbered from front to rear; 1,
3, 5, 7 on the left bank and 2, 4, 6, 8 on the right bank. The firing order is 1-8-4-3-6-5-7-2.

ENGINE MECHANICAL DIAGNOSIS CHART
NOISY VALVES/LIFTERS 1. High or low oil level in crankcase 1. Check for correct oil level. Adjust
oil level by draining or adding as
needed
2. Thin or diluted oil 2. Change oil. (Refer to 9 -

ENGINE/LUBRICATION/OIL -
STANDARD PROCEDURE)
DIAGNOSIS AND TESTING) for
engine oil pressure test/
specifications
4. Dirt in tappets/lash adjusters 4. Clean/replace hydraulic
tappets/lash adjusters
5. Bent push rod(s) 5. Install new push rods
6. Worn rocker arms 6. Inspect oil supply to rocker arms
and replace worn arms as needed
7. Worn tappets/lash adjusters 7. Install new hydraulic tappets/lash
adjusters
8. Worn valve guides 8. Inspect all valve guides and
replace as necessary
9. Excessive runout of valve seats 9. Grind valves and seats
or valve faces
CONNECTING ROD NOISE 1. Insufficient oil supply 1. Check engine oil level.
DIAGNOSIS AND TESTING) engine
oil pressure test/specifications
(Refer to 9 - ENGINE/
LUBRICATION/OIL - STANDARD
PROCEDURE) for correct
procedure/engine oil specifications
4. Excessive connecting rod 4. Measure bearings for correct
bearing clearance clearance with plasti-gage. Repair
as necessary
5. Connecting rod journal out of 5. Replace crankshaft or grind
round journals
6. Misaligned connecting rods 6. Replace bent connecting rods
MAIN BEARING NOISE 1. Insufficient oil supply 1. Check engine oil level.

4. Excessive main bearing 4. Measure bearings for correct
clearance clearance. Repair as necessary
5. Excessive end play 5. Check crankshaft thrust bearing
for excessive wear on flanges
6. Crankshaft main journal out of 6. Grind journals or replace
round or worn crankshaft
7. Loose flywheel or torque 7. Inspect crankshaft, flexplate/
converter flywheel and bolts for damage.
Tighten to correct torque
LOW OIL PRESSURE 1. Low oil level 1. Check oil level and fill if
necessary
2. Faulty oil pressure sending unit 2. Install new sending unit

3. Clogged oil filter 3. Install new oil filter
4. Worn oil pump 4. Replace oil pump assembly.
6. Excessive bearing clearance 6. Measure bearings for correct
clearance
7. Oil pump relief valve stuck 7. Remove valve to inspect, clean
and reinstall
8. Oil pickup tube loose, broken, 8. Inspect oil pickup tube and pump,
bent or clogged and clean or replace if necessary
9. Oil pump cover warped or 9. Install new oil pump
cracked
10. Faulty or missing piston cooling 10. Replace piston cooling jets.
jets.
OIL LEAKS 1. Misaligned or deteriorated 1. Replace gasket

gaskets
2. Loose fastener, broken or porous 2. Tighten, repair or replace the part
metal part
3. Front or rear crankshaft oil seal 3. Replace seal
leaking
4. Leaking oil gallery plug or cup 4. Remove and reseal threaded
plug plug. Replace cup style plug
EXCESSIVE OIL CONSUMPTION 1. CCV System malfunction 1. (Refer to 25 - EMISSIONS

OR SPARK PLUGS OIL FOULED CONTROL/EVAPORATIVE
EMISSIONS - DESCRIPTION) for
correct operation
2. Defective valve stem seal(s) 2. Repair or replace seal(s)
3. Worn or broken piston rings 3. Hone cylinder bores. Install new
rings
4. Scuffed pistons/cylinder walls 4. Hone cylinder bores and replace
pistons as required
5. Carbon in oil control ring groove 5. Remove rings and de-carbon
piston
6. Worn valve guides 6. Inspect/replace valve guides as
necessary
7. Piston rings fitted too tightly in 7. Remove rings and check ring end
grooves gap and side clearance. Replace if
necessary
DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - LUBRICATION
OIL LEAKS 1. Gaskets and O-Rings. 1.

(a) Misaligned or damaged. (a) Replace as necessary.
(b) Loose fasteners, broken or (b) Tighten fasteners, Repair or
porous metal parts. replace metal parts.
2. Crankshaft rear seal 2. Replace as necessary.
3. Crankshaft seal flange. 3. Polish or replace crankshaft.
Scratched, nicked or grooved.
4. Oil pan flange cracked. 4. Replace oil pan.
5.Front cover seal, damaged or 5. Replace seal.
misaligned.
6. Scratched or damaged vibration 6. Polish or replace damper.
damper hub.
7. Crankshaft Rear Flange 7. Replace Crankshaft
Microporosity
OIL PRESSURE DROP 1. Low oil level. 1. Check and correct oil level.
2. Faulty oil pressure sending unit. 2. Replace sending unit.
3. Low oil pressure. 3. Check pump and bearing
clearance.
4. Clogged oil filter. 4. Replace oil filter.
5. Worn oil pump. 5. Replace as necessary.
8. Oil pump relief valve stuck. 8. Replace oil pump.
9. Oil pickup tube loose or 9. Replace as necessary.
damaged.
10. Faulty or missing piston cooling 10. Replace piston cooling jets.
jets.
OIL PUMPING AT RINGS; SPARK 1. Worn or damaged rings. 1. Hone cylinder bores and replace
PLUGS FOULING rings.
2. Carbon in oil ring slots. 2. Replace rings.
3. Incorrect ring size installed. 3. Replace rings.
4. Worn valve guides. 4. Ream guides and replace valves.
5. Leaking intake gasket. 5. Replace intake gaskets.
6. Leaking valve guide seals. 6. Replace valve guide seals.
DIAGNOSIS AND TESTING - CYLINDER COMBUSTION PRESSURE LEAKAGE

The combustion pressure leakage test provides an accurate means for determining engine condition.
Combustion pressure leakage testing will detect:
• Exhaust and intake valve leaks (improper seating).
• Leaks between adjacent cylinders or into water jacket.
• Any causes for combustion/compression pressure loss.
1. Check the coolant level and fill as required. DO NOT install the radiator cap.
2. Start and operate the engine until it attains normal operating temperature, then turn the engine OFF.
4. Remove the oil filler cap.
5. Remove the air cleaner hose.
6. Calibrate the tester according to the manufacturer’s instructions. The shop air source for testing should maintain
483 kPa (70 psi) minimum, 1,379 kPa (200 psi) maximum and 552 kPa (80 psi) recommended.
7. Perform the test procedures on each cylinder according to the tester manufacturer’s instructions. Set piston of
cylinder to be tested at TDC compression,While testing, listen for pressurized air escaping through the throttle
body, tailpipe and oil filler cap opening. Check for bubbles in the radiator coolant.
All gauge pressure indications should be equal, with no more than 25% leakage.
FOR EXAMPLE: At 552 kPa (80 psi) input pressure, a minimum of 414 kPa (60 psi) should be maintained in the
cylinder.
Refer to CYLINDER COMBUSTION PRESSURE LEAKAGE DIAGNOSIS CHART .
CYLINDER COMBUSTION PRESSURE LEAKAGE DIAGNOSIS CHART

AIR ESCAPES THROUGH Intake valve bent, burnt, or not Inspect valve and valve seat.
THROTTLE BODY seated properly Reface or replace, as necessary.
necessary.
AIR ESCAPES THROUGH Exhaust valve bent, burnt, or not Inspect valve and valve seat.
TAILPIPE seated properly Reface or replace, as necessary.
necessary.
AIR ESCAPES THROUGH Head gasket leaking or cracked Remove cylinder head and inspect.
RADIATOR cylinder head or block Replace defective part
MORE THAN 50% LEAKAGE Head gasket leaking or crack in Remove cylinder head and inspect.
FROM ADJACENT CYLINDERS cylinder head or block between Replace gasket, head, or block as
adjacent cylinders necessary
MORE THAN 25% LEAKAGE AND Stuck or broken piston rings; Inspect for broken rings or piston.
AIR ESCAPES THROUGH OIL cracked piston; worn rings and/or Measure ring gap and cylinder
FILLER CAP OPENING ONLY cylinder wall diameter, taper and out-of-round.
Replace defective part as necessary
DIAGNOSIS AND TESTING - CYLINDER COMPRESSION PRESSURE

The results of a cylinder compression pressure test can be utilized to diagnose several engine malfunctions.
Ensure the battery is completely charged and the engine starter motor is in good operating condition. Otherwise the
indicated compression pressures may not be valid for diagnosis purposes.
1. Clean the spark plug recesses with compressed air.
3. Disable the fuel system (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY - DESCRIPTION).
4. Remove the ASD relay (Refer to 8 - ELECTRICAL/IGNITION CONTROL/AUTO SHUT DOWN RELAY -
REMOVAL).
5. Insert a compression pressure gauge and rotate the engine with the engine starter motor for three revolutions.
6. Record the compression pressure on the 3rd revolution. Continue the test for the remaining cylinders.
7. (Refer to 9 - ENGINE - SPECIFICATIONS) for the correct engine compression pressures.
NOISY VALVES 1. High or low oil level in 1. (Refer to LUBRICATION &

crankcase. MAINTENANCE -
SPECIFICATIONS)

wear.
4. Dirt in lash adjusters. 4. Replace as necessary.
5. Worn rocker arms. 5. Replace as necessary.
6. Worn lash adjusters 6. Replace as necessary.
7. Worn valve guides. 7. (Refer to 9 - ENGINE/CYLINDER
HEAD/INTAKE/EXHAUST VALVES
& SEATS - STANDARD
PROCEDURE)
8. Excessive runout of valve seats 8. (Refer to 9 - ENGINE/CYLINDER
on valve faces. HEAD/INTAKE/EXHAUST VALVES
& SEATS - STANDARD
PROCEDURE)
CONNECTING ROD NOISE 1. Insufficient oil supply. 1. (Refer to LUBRICATION &

MAINTENANCE -
SPECIFICATIONS)
wear.
5. Connecting rod journal 5. Service or replace crankshaft.
out-of-round.
6. Misaligned connecting rods. 6. Replace bent connecting rods.
MAIN BEARING NOISE 1. Insufficient oil supply. 1. (Refer to LUBRICATION &

MAINTENANCE -
SPECIFICATIONS)
wear.
5. Excessive end play. 5. Check thrust washers for wear.
6. Crankshaft journal out-of round. 6. Service or replace crankshaft.
7. Loose flywheel or torque 7. Tighten to correct torque
converter.
DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - PERFORMANCE
ENGINE WILL NOT START 1. Weak battery 1. Charge or replace as necessary.
2. Corroded or loose battery 2. Clean and tighten battery

connections. connections. Apply a coat of light
mineral grease to the terminals.
3. Faulty starter. 3. (Refer to 8 - ELECTRICAL/
STARTING - DIAGNOSIS AND
TESTING).
4. Incorrect spark plug gap. 4. (Refer to 8 - ELECTRICAL/
IGNITION CONTROL/SPARK PLUG
- CLEANING).
filter.
6. Faulty fuel pump, relay or wiring. 6. (Refer to 9 - ENGINE -
ENGINE STALLS OR ROUGH IDLE 1. Idle speed set to low. 1. (Refer to 9 - ENGINE -
2. Vacuum leak. 2. Inspect intake manifold and
vacuum hoses, repair or replace as
necessary.
3. Incorrect engine timing. 3. (Refer to 9 - ENGINE/VALVE
TIMING - STANDARD
PROCEDURE).
ENGINE LOSS OF POWER 1. Dirty or incorrectly gapped spark 1. Replace spark plugs.
plugs.
filter.
3. Blown cylinder head gasket. 3. Replace cylinder head gasket.
4. Low compression. 4. (Refer to 9 - ENGINE -
5. Burned, warped or pitted valves. 5. Replace as necessary.
6. Plugged or restricted exhaust 6. Inspect and replace as
system. necessary.
DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - INTRODUCTION

Engine diagnosis is helpful in determining the causes of malfunctions not detected and remedied by routine main-
tenance.
These malfunctions may be classified as either performance (e.g., engine idles rough and stalls) or mechanical
(e.g., a strange noise).
(Refer to 9 - ENGINE - DIAGNOSIS AND TESTING) - PERFORMANCE and (Refer to 9 - ENGINE - DIAGNOSIS
AND TESTING)—MECHANICAL for possible causes and corrections of malfunctions. (Refer to 14 - FUEL SYSTEM/
FUEL DELIVERY - DIAGNOSIS AND TESTING) and (Refer to 14 - FUEL SYSTEM/FUEL INJECTION - DIAGNO-
SIS AND TESTING) for the fuel system diagnosis.
Additional tests and diagnostic procedures may be necessary for specific engine malfunctions that can not be iso-
lated with the Service Diagnosis charts. Information concerning additional tests and diagnosis is provided within the
following diagnosis:
• Cylinder Compression Pressure Test (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING).
• Cylinder Combustion Pressure Leakage Test (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING).
• Engine Cylinder Head Gasket Failure Diagnosis (Refer to 9 - ENGINE/CYLINDER HEAD - DIAGNOSIS AND
TESTING).
• Intake Manifold Leakage Diagnosis (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - DIAGNOSIS
AND TESTING).
STANDARD PROCEDURE
STANDARD PROCEDURE - REPAIR DAMAGED OR WORN THREADS
STANDARD PROCEDURE - HYDROSTATIC LOCK

1. Perform the Fuel Pressure Release Procedure (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY - STANDARD
PROCEDURE).
4. Place a shop towel around the spark plugs to catch any fluid that may possibly be under pressure in the cylinder
head. Remove the spark plugs.
5. With all spark plugs removed, rotate the crankshaft using a breaker bar and socket.
10. Install new spark plugs. Tighten the spark plugs to 41 N·m (30 ft. lbs.) torque.
13. Install a new oil filter.
14. Fill engine crankcase with the specified amount and grade of oil. (Refer to LUBRICATION & MAINTENANCE -
SPECIFICATIONS).
16. Start the engine and check for any leaks.
REMOVAL - ENGINE
1. Remove the engine covers (1).
ERY - STANDARD PROCEDURE).
4. Remove the air cleaner resonator and duct work as
an assembly.
5. Remove the cowl top panel (Refer to 23 - BODY/
EXTERIOR/COWL GRILLE - REMOVAL).
REMOVAL).
8. Remove radiator fan shroud (Refer to 7 - COOL-
ING/ENGINE/RADIATOR FAN - REMOVAL).
9. Remove the A/C compressor (3) with the lines
attached. Secure compressor out of the way.
11. Remove generator (2) (Refer to 8 - ELECTRICAL/

CHARGING/GENERATOR - REMOVAL).
12. Remove the intake manifold and IAFM as an
assembly (Refer to 9 - ENGINE/MANIFOLDS/IN-
13. Remove the ground wires from the rear of each
cylinder head.
14. Disconnect the heater hoses (1).
NOTE: It is not necessary to disconnect P/S hoses

from pump, for P/S pump removal.
15. Remove the power steering pump and set aside.

16. Disconnect the fuel supply line (Refer to 14 -
FUEL SYSTEM/FUEL DELIVERY/QUICK CON-
NECT FITTING - STANDARD PROCEDURE).
17. Raise and support the vehicle on a hoist and
drain the engine oil.
18. Remove the belly pan (2) (Refer to 23 - BODY/
19. Remove engine front mount to frame nuts.
20. Disconnect the transmission oil cooler lines from

their retainers at the oil pan bolts.
21. Disconnect exhaust pipe at manifolds.
22. Disconnect the starter wires. Remove starter
motor (1) (Refer to 8 - ELECTRICAL/STARTING/
STARTER MOTOR - REMOVAL).
23. Remove the torque converter access cover (1).
24. Remove drive plate to converter bolts (1).

25. Remove transmission bell housing to engine block

bolts (2).

27. Install engine lift fixture (2), special tool # 8984
and 8984–UPD (4).
28. Separate engine from transmission, remove
engine from vehicle, and install engine assembly
on a repair stand.
INSTALLATION - ENGINE
1. Install engine lift fixture (2) Special tool # 8984 and
8984–UPD (4).
2. Position the engine in the engine compartment.
3. Lower engine into compartment and align engine
with transmission.
4. Mate engine and transmission and install two trans-
mission to engine block mounting bolts finger tight.
5. Lower engine assembly until engine mount studs
rest in frame perches.
6. Install remaining transmission to engine block

mounting bolts (1, 2)and tighten.
7. Install and tighten engine mount to frame nuts.
8. Install drive plate to torque converter bolts (1).
9. Install the torque convertor access cover (1).

10. Install the starter (1) and heat shield (4) and con-
nect the starter wires (Refer to 8 - ELECTRICAL/
STARTING/STARTER MOTOR - INSTALLATION).
11. Install exhaust pipe to manifold.
13. Remove engine lift fixture (2), special tool # 8984

and 8984–UPD (4).
14. Connect the fuel supply line (Refer to 14 - FUEL
SYSTEM/FUEL DELIVERY/QUICK CONNECT
FITTING - STANDARD PROCEDURE).
15. Reinstall the power steering pump.
16. Connect the heater hoses(1, 1,).

17. Reconnect the ground wires to the rear of each
cylinder head.
MANIFOLDS/INTAKE MANIFOLD -
INSTALLATION).
19. Install the generator (2), generator support
bracket (1), and wire connections (Refer to 8 -
ELECTRICAL/CHARGING/GENERATOR -
INSTALLATION).
20. Install a/c compressor (3) (Refer to 24 - HEATING

& AIR CONDITIONING/PLUMBING/A/C COM-
PRESSOR - INSTALLATION).
INSTALLATION).
22. Install the radiator fan shroud (Refer to 7 - COOL-
ING/ENGINE/RADIATOR FAN - INSTALLATION).
23. Connect the radiator lower hose.
24. Connect the transmission oil cooler lines to the
radiator.
25. Connect the radiator upper hose.
26. Install cowl top panel (Refer to 23 - BODY/EXTE-

RIOR/COWL GRILLE - INSTALLATION).
27. Install the air cleaner resonator and duct work.
28. Add engine oil to crankcase (Refer to LUBRICA-
TION & MAINTENANCE/FLUID TYPES - SPECI-
FICATIONS).
30. Install the engine covers (1).

34. Road test vehicle.
SPECIFICATIONS
6.1L ENGINE
GENERAL DESCRIPTION
Engine Type 90° V-8 OHV
Displacement 6.1 Liters
370 ( Cubic Inches)
Bore 103 mm (4.055 in.)
Stroke 90.9 mm (3.58 in.)
Compression Ratio 10.3:1
Firing Order 1-8-4-3-6-5-7-2
Lubrication Pressure Feed - Full Flow
Filtration
Cooling System Liquid Cooled - Forced
Circulation
Cylinder Block Cast Iron
Cylinder Head Aluminum
Crankshaft Forged Steel
Camshaft Hollow Assembled Camshaft
Pistons Aluminum Alloy
Connecting Rods Powdered Metal
CYLINDER BLOCK
Metric Standard
Cylinder Bore Diameter 103 mm 4.055 in.
Out of Round (MAX) 0.008 mm 0003 in.
Taper (MAX) 0.0127 mm 0.0005 in.
Lifter Bore Diameter 21.45 - 21.425 mm 0.8444 - 0.8435 in.
PISTONS
Metric Standard
Clearance 0.0245 - 0.0515 mm 0.00096 - 0.0020 in.
Measured at 38.0 mm ( 1.5 in.)
Below Deck
Ring Groove Diameter
Groove #1 93.1 - 93.4 mm 3.665 - 3.677 in.
Groove #2 91.6 - 91.8 mm 3.606 - 3.614 in.
Weight 435 grams 15.34 oz
Piston Length 54.70 - 55.30 2.153 - 2.177 in.
Ring Groove Width
No. 1 1.51 - 1.54 mm 0.0594 - 0.0606 in
No. 2 1.51 - 1.53 mm 0.0594 - 0.0602 in.
No. 3 3.030 - 3.055 mm 0.1192 - 0.1202 in.
PISTON PINS
Metric Standard
Clearance In Piston 0.006 - 0.015 mm 0.00023 - 0.00059 in.
Diameter 25.0 - 25.003 mm 0.9843 - 0.9844 in.
Length 64.785 - 65.215 mm 2.551 - 2.568 in.
PISTON RINGS
Metric Standard
Ring Gap
Oil Control (Steel Rails) 0.20 - 0.71 mm 0.0079 - 0.028 in.
Side Clearance
Top Compression Ring .02 - .068 mm 0.0007 - 0.0026 in.
Oil Ring (Steel Ring) .019 - .229 mm .0007 - .0091 in.
Ring Width
Oil Ring (Steel Rails) 0.447 - 0.473 mm 0.0175 - 0.0186 in.
CONNECTING RODS
Metric Standard
Piston Pin Bore Diameter 23.955 - 23.975 mm 0.9431 - 0.9438 in.
Side Clearance 0.10 - 0.35 mm 0.003 - 0.0137 in.
CRANKSHAFT
Metric Standard
Main Bearing Journal Diameter 64.988 - 65.012 mm 2.5585 - 2.5595 in.
Taper (MAX) 0.003 mm 0.0001 in.
End Play 0.052 - 0.282 mm 0.002 - 0.011 in.
End Play (MAX) 0.282 mm 0.011 in.
Connecting Rod Journal Diameter 53.992 - 54.008 mm 2.125 - 2.126 in.
Taper (MAX) 0.003 mm 0.0001 in.
CAMSHAFT
Metric Standard
Bearing Journal Diameter
No. 1 58.2 mm 2.29 in.
No. 2 57.8 mm 2.27 in.
No. 3 57.4 mm 2.26 in.
No. 4 57.0 mm 2.24 in.
No. 5 43.633 mm 1.72 in.
Bearing To Journal Clearance
Standard
No. 1 0.040 - 0.080 mm .0015 - .003 in.
No. 2 0.050 -0.090 mm 0.0019 - .0035 in.
No. 3 0.040 - 0.080 mm .0015 - .003 in.
No. 4 0.050 - 0.090 mm 0.0019 - .0035 in.
No. 5 0.040 - 0.080 mm .0015 - .003 in.
Camshaft End Play .080 - 0.290mm 0.0031 - 0.0114 in.
VALVE TIMING @ SAE 0.006”

Intake
Opens (BTDC) 15.0°
Closes (ATDC) 268.0°
Duration 283.0°
Exhaust
Opens (BTDC) 251°
Closes (ATDC) 35°
Duration 286.0°
Valve Overlap 50°
CYLINDER HEAD
Valve Seat Angle 44.5° - 45.0°
Valve Seat Runout (MAX) 0.05 mm (0.0019 in.)
Valve Seat Width (Finish)

Intake 1.18 - 1.62 mm
(0.0464 - 0.0637 in.)
Exhaust 1.48 - 1.92 mm
(0.0582 - 0.0755 in.)
Guide Bore Diameter (Std.) 7.975 - 8.00 mm

(0.313 - 0.314 in.)
HYDRAULIC TAPPETS
Metric Standard
Body Diameter 21.387 - 21.405 mm 0.8420 - 0.8427 in.
Clearance (To Bore) 0.020 - 0.063 mm 0.0007 - 0.0024 in.
Dry Lash 3.0 mm (at the valve) 0.1181 in.
VALVES
Face Angle
Intake 45.5° - 46.0°
Exhaust 45.0° - 45.5°
Head Diameter
Intake 52.67 - 52.93 mm
(2.07 - 2.08 in.)
Exhaust 40.37 - 40.63 mm
(1.57 - 1.60 in.)
Length (Overall From Gage Line)

Intake 124.38 - 124.76 mm
(4.897 - 4.912 in.)
Exhaust 122.47 - 122.85 mm
(4.822 - 4.837 in.)
Stem Diameter
Intake 7.734 - 7.954 mm
(0.312 - 0.313 in.)
Exhaust 7.930 - 7.950 mm
(0.312 - 0.313 in.)
Stem - to - Guide Clearance

Intake 0.021 - 0.066 mm
(0.0008 - 0.0025 in.)
Exhaust 0.025 - 0.070 mm
(0.0010 - 0.0028 in.)
Valve Lift ( @ Zero Lash)

Intake 14.5 mm (0.571 in.)
Exhaust 14.0 mm (0.551 in.)
VALVE SPRING
Spring Force (Valve Closed)

Intake 445.0 N +/- 22.0 N @ 47.5 mm
(99.0 lbs +/- 4.0 - 9.0 lbs. @ 1.870 in.)
Exhaust 445.0 N +/- 22.0 N @ 45 mm
(99.0 lbs +/- 4.0 - 9.0 lbs. @ 1.772 in.)
Spring Force (Valve Open)

Intake 1450.0 N +/- 68.0 N @ 33.0 mm.
( 325.5 lbs. +/- 15.3 lbs. @ 1.3 in. )
Exhaust 1450.0 N +/- 68.0 N @ 31.0 mm.
( 325.5 lbs. +/- 15.3 lbs. @ 1.22 in. )
Free Length (approx)

Intake 54.2 mm (2.133 in.)
Number of Coils
Intake 7.35
Exhaust 7.0
Wire Diameter
Intake and Exhaust 5.65 × 4.51 mm
(0.222 - 0.178 in.)
Installed Height (Spring Seat to Bottom of Retainer)

Intake 47.5 mm (1.870 in.)
OIL PUMP
Clearance Over Rotors (MAX) 0.095 mm (0.0038 in.)
Outer Rotor to Pump Body Clearance (MAX) .235 mm (.009 in.)
Tip Clearance Between Rotors (MAX) 0.150 mm (0.006 in.)
OIL PRESSURE
SPECIFICATION SPECIFICATION
At Curb Idle Speed (MIN)* 25 kPa (4 psi)
@ 3000 rpm 170 - 758 kPa (25 - 110 psi)
* CAUTION: If pressure is zero at curb idle, DO NOT run engine
TORQUE
TORQUE CHART 6.1L ENGINE

Lbs. Lbs.
Block Pipe Plugs 20 — 177
(1/4 NPT)
(3/8 NPT) 27 — 240
Camshaft Sprocket—Bolt 122 90 —
Camshaft Tensioner Plate—Bolts 28 — 250
Timing Chain Case Cover—Bolts 28 — 250
Lifting Stud 55 40 —

Connecting Rod Cap—Bolts 45 33 —
plus 60° Turn plus 60° Turn
Main Bearing Cap—Bolts 28 — —
M-12 plus 90° Turn
Crossbolts 21.5 — —
M-8
Cylinder Head—Bolts
M-12 Bolts
Step 1 34 25 —
Step 2 54 40 —
Step 3 Turn 90° Turn 90° —
M-8 Bolts —
Step 1 20 15 —
Step 2 34 25 —
Cylinder Head Cover—Bolts 8 — 70
Exhaust Manifold to Cylinder Head 31 — 270
Flexplate to crankshaft—Bolts 95 70 —
Flywheel to crankshaft—Bolts 75 55 —
Front Insulator—Through bolt/nut 95 70 —
Front Insulator to Block—Bolts 95 70 —
Generator—Mounting Bolt 55 40 —
Intake Manifold—Bolts Refer to Procedure
Lifter Guide Holder 12 — 106
Oil Pan Bolts 12 - 105
Oil Dipstick Tube 6 — 53
Oil Pan—Drain Plug 27 20 —
Oil Pump—Attaching Bolts 28 — 250
Oil Pump Pickup Tube – Bolt and Nut 28 — 250
Rear Seal Retainer Attaching Bolts 15 — 132
Rear Insulator to Bracket— 68 50 —
Rear Insulator to Crossmember 41 30 —
Rear Insulator to Transmission— 68 50 —
Rear Insulator Bracket—Bolts 68 50 —
Rocker Arm—Bolts 22 — 195
Spark Plugs — — —
Thermostat Housing—Bolts 28 — 250
Throttle Body—Bolts 12 — 105
Vibration Damper—Bolt 176 129 —
Water Pump to Timing Chain 28 — 250
Case Cover—Bolts
SPECIAL TOOLS
6.1L ENGINE
Crankshaft Damper Installer 8512
CRANKSHAFT DAMPER REMOVER INSERT - 8513-A
Combustion Leak Tester C-3685-A
Dial Indicator C-3339
Indicator Bore Size C-119

Puller 1023
Valve Spring Compressor C-3422-B

Pressure Gauge C-3292
Piston Ring Compressor C-385
Cooling System Tester 7700
Valve Spring Tester C-647
Rear Crankshaft Seal Installer 8349
Adapter, Valve Spring Compressor Off-vehicle 8464
Rear Crankshaft Seal Remover 8506

ENGINE SUPPORT FIXTURE 8534 PUSHROD RETAINING PLATE - 9070
FRONT CRANK SEAL REMOVER - 9071

ENGINE LIFT FIXTURE AND ADAPTER
FRONT CRANK SEAL INSTALLER 9072
VALVE SPRING COMPRESSOR 9065A

AIR INTAKE SYSTEM

REMOVAL
Filter Element Only
Housing removal is not necessary for element (filter)
replacement.
cleaner cover (2).
2. Pry over 4 spring clips (5) from housing cover (3)

(spring clips retain cover to housing).
3. Release housing cover (3) from locating tabs (4) on
housing and remove cover (3).
4. Remove air cleaner element (filter) from housing.
5. Clean inside of housing before replacing element.
Housing Assembly

cleaner cover (2).
2. Lift entire housing (1) assembly from the locating

pin (3).
INSTALLATION
1. Install filter element into housing.
2. Position housing cover into housing locating tabs
(4).
3. Pry up 4 spring clips(5) and lock cover to housing.
4. Install the air filter housing (1) into locating pin (3).
5. Install the hold down bolt (2) into the air filter hous-
ing (1).
6. Install air duct (2) to air cleaner cover and tighten
hose clamp to 3 N·m (30 in. lbs.) torque.
7. If any other hose clamps were removed from air
intake system, tighten them to 3.4 N·m (30 in. lbs.)
torque.
CYLINDER HEAD
OPERATION—CYLINDER HEAD
The cylinder head closes the combustion chamber allowing the pistons to compress the air fuel mixture to the cor-
rect ratio for ignition. The valves located in the cylinder head open and close to either allow clean air into the com-
bustion chamber or to allow the exhaust gases out, depending on the stroke of the engine.
DIAGNOSIS AND TESTING - CYLINDER HEAD GASKET FAILURE

A cylinder head gasket leak can be located between adjacent cylinders or between a cylinder and the adjacent
water jacket.
• Possible indications of the cylinder head gasket leaking between adjacent cylinders are:
− Loss of engine power
− Engine misfiring
− Poor fuel economy
• Possible indications of the cylinder head gasket leaking between a cylinder and an adjacent water jacket are:
− Engine overheating
− Loss of coolant
− Excessive steam (white smoke) emitting from exhaust
− Coolant foaming
CYLINDER-TO-CYLINDER LEAKAGE TEST

To determine if an engine cylinder head gasket is leaking between adjacent cylinders, follow the procedures in Cyl-
inder Compression Pressure Test in this section. An engine cylinder head gasket leaking between adjacent cylinders
will result in approximately a 50–70% reduction in compression pressure.
CYLINDER-TO-WATER JACKET LEAKAGE TEST

WARNING: USE EXTREME CAUTION WHEN THE ENGINE IS OPERATING WITH COOLANT PRESSURE CAP
REMOVED.
VISUAL TEST METHOD
With the engine cool, remove the coolant pressure cap. Start the engine and allow it to warm up until thermostat
opens.
If a large combustion/compression pressure leak exists, bubbles will be visible in the coolant.
COOLING SYSTEM TESTER METHOD
WARNING: WITH COOLING SYSTEM TESTER IN PLACE, PRESSURE WILL BUILD UP FAST. EXCESSIVE
PRESSURE BUILT UP, BY CONTINUOUS ENGINE OPERATION, MUST BE RELEASED TO A SAFE PRESSURE
POINT. NEVER PERMIT PRESSURE TO EXCEED 138 kPa (20 psi).
Install Cooling System Tester 7700 or equivalent to pressure cap neck. Start the engine and observe the tester’s
pressure gauge. If gauge pulsates with every power stroke of a cylinder a combustion pressure leak is evident.
CHEMICAL TEST METHOD
Combustion leaks into the cooling system can also be checked by using Bloc-Chek Kit C-3685-A or equivalent.
Perform test following the procedures supplied with the tool kit.
REMOVAL
ERY - STANDARD PROCEDURE). Disconnect the
fuel supply line (Refer to 14 - FUEL SYSTEM/
FUEL DELIVERY/QUICK CONNECT FITTING -
4. Remove the air cleaner resonator and duct work
(Refer to 9 - ENGINE/AIR INTAKE SYSTEM -
REMOVAL).
5. Remove closed crankcase ventilation system.
6. Disconnect the evaporation control system.
7. Unplug the ignition coil (1).

8. Remove ignition coil mounting bolts (3).
9. Disconnect heater hoses.
10. Remove the power steering pump.

11. Disconnect the exhaust at the exhaust manifolds.
12. Remove the ignition coils (1).
13. Unbolt the cylinder head covers using the

sequence provided.
14. Remove the cylinder head cover (1). (Refer to 9 -
15. Remove intake manifold and throttle body as an

assembly. (Refer to 9 - ENGINE/MANIFOLDS/IN-
16. Remove rocker arm assemblies and push rods.
Identify to ensure installation in original locations.
(Refer to 9 - ENGINE/CYLINDER HEAD/
ROCKER ARM / ADJUSTER ASSY - REMOVAL).
17. Remove the head bolts from each cylinder head,

using the sequence provided, and remove cylin-
der heads. Discard the cylinder head gasket.
CLEANING
Clean all surfaces of cylinder block and cylinder heads.
Clean cylinder block front and rear gasket surfaces using a suitable solvent.
INSPECTION
1. Inspect the cylinder head for out-of-flatness, using a straightedge and a feeler gauge. If tolerances exceed
0.0508 mm (0.002 in.) replace the cylinder head.
2. Inspect the valve seats for damage. Service the valve seats as necessary.
3. Inspect the valve guides for wear, cracks or looseness. If either condition exist, replace the cylinder head.
4. Inspect pushrods. Replace worn or bent pushrods.
INSTALLATION
1. Clean all surfaces of cylinder block and cylinder heads.

2. Clean cylinder block front and rear gasket surfaces using a suitable solvent.
CAUTION: The head gaskets (1) are interchangeable between left and right sides. They are marked “UP” to
indicate direction to face up.
NOTE: Rotate crankshaft @ 45°, so that all pistons

are 1⁄2 the way down the cylinder bore to avoid
piston to valve contact.
3. Position new cylinder head gaskets (5) onto the

cylinder block.
4. Position cylinder heads (4) onto head gaskets (5)
and cylinder block.
5. Tighten the cylinder head bolts in three steps using
the sequence provided :
• Step 1— Snug tighten M12 cylinder head bolts,
in sequence, to 34 N·m (25 ft. lbs.) and M8 bolts
• Step 2— Tighten M12 cylinder head bolts, in
sequence, to 54 N·m (40 ft. lbs.) and verify M8
bolts to 20 N·m (15 ft. lbs.) torque..
• Step 3— Turn M12 cylinder head bolts, in
sequence, 90 degrees and tighten M8 bolts to 34
6. Install push rods and rocker arm assemblies in

their original position, using pushrod retaining plate
(1) special tool# 9070. (Refer to 9 - ENGINE/CYL-
INDER HEAD/ROCKER ARM / ADJUSTER ASSY -
INSTALLATION).
7. Install the intake manifold and throttle body assem-
bly (Refer to 9 - ENGINE/MANIFOLDS/INTAKE
MANIFOLD - INSTALLATION).
8. If required, adjust spark plugs to specifications.
Install the plugs.
9. Connect the heater hoses.
10. Install the fuel supply line.
11. Install the power steering pump.
12. Install the drive belt (Refer to 7 - COOLING/AC-
CESSORY DRIVE/DRIVE BELTS -
INSTALLATION).
13. Install cylinder head covers (1) (Refer to 9 -

COVER(S) - INSTALLATION).
14. Install the ignition coils (1) (Refer to 8 - ELECTRI-

CAL/IGNITION CONTROL/IGNITION COIL -
INSTALLATION).
15. Reconnect the ignition coil wiring (1) (Refer to 8 -
ELECTRICAL/IGNITION CONTROL/IGNITION
COIL - INSTALLATION).
16. Connect the evaporation control system.

17. Install the air cleaner duct (2) (Refer to 9 -
ENGINE/AIR INTAKE SYSTEM - INSTALLA-
TION).
20. Start engine check for leaks.
COVER-CYLINDER HEAD
REMOVAL
2. Disconnect ignition coil connector (1).
3. Remove ignition coil retaining bolts (3).
4. Remove ignition coil (1).

5. Remove cylinder head cover retaining bolts.
6. Remove cylinder head cover (1).
NOTE: The gasket (2) may be used again, provided

no cuts, tears, or deformation has occurred.
INSTALLATION
CAUTION: Do not use harsh cleaners to clean the
cylinder head covers. Severe damage to covers
may occur.
CAUTION: DO NOT allow other components

including the wire harness to rest on or against
the engine cylinder head cover. Prolonged contact
with other objects may wear a hole in the cylinder
head cover.
1. Clean cylinder head cover (1) and both sealing sur-

faces (1,4,). Inspect and replace gasket (2) as nec-
essary.
2. Install cylinder head cover and hand start all fas-
teners. Verify that all double ended studs (3) are in
the correct location.

ended studs to 8N·m (70 in. lbs). Begin torque
sequence in the middle of head cover and torque
bolts moving outward in a crisscross pattern from
top to bottom.
4. Before installing coil(s), apply dielectric grease to

inside of spark plug boots (1).
5. Install ignition coils.
6. Torque fasteners (3) to 7N·m (62 in. lbs).
7. Connect, ignition coil electrical connectors (1).
8. Install PCV hose.
VALVES & SEATS - INTAKE/EXHAUST

DESCRIPTION
DESCRIPTION - VALVE GUIDES
The valve guides are made of powered metal and are pressed into the cylinder head. The guides are not replace-
able or serviceable, and valve guide reaming is not recommended. If the guides are worn beyond acceptable limits,
replace the cylinder heads.
DESCRIPTION - VALVES
Both the intake and exhaust valves are made of steel. The intake valve is 52.8 mm (2.08 inches) in diameter and
the exhaust valve is 40.5 mm (1.59 inches) in diameter. All valves use three bead lock keepers to retain the springs
and promote valve rotation.
STANDARD PROCEDURE - REFACING

NOTE: Valve seats that are worn or burned can be reworked, provided that correct angle and seat width are
maintained. Otherwise the cylinder head must be replaced.
NOTE: When refacing valves and valve seats, it is important that the correct size valve guide pilot be used
for reseating stones. A true and complete surface must be obtained.
1. Using a suitable dial indicator measure the center of the valve seat Total run out must not exceed 0.051 mm
(0.002 in).
2. Apply a small amount of Prussian blue to the valve seat, insert the valve into the cylinder head, while applying
light pressure on the valve rotate the valve. Remove the valve and examine the valve face. If the blue is trans-
ferred below the top edge of the valve face, lower the valve seat using a 15 degree stone. If the blue is trans-
ferred to the bottom edge of the valve face, raise the valve seat using a 65 degree stone.
3. When the seat is properly positioned the width of the intake seat must be 1.018 - 1.62 mm (0.0464 - 0.0637 in.)
and the exhaust seat must be 1.48 - 1.92 mm (0.058 - 0.075 in.).
4. Check the valve spring installed height after refacing the valve and seat. The installed height for both intake and
exhaust valve springs must not exceed 46.0 mm (1.81 in.).
VALVE FACE AND VALVE SEAT ANGLE CHART
SEAT WIDTH
INTAKE 1.018 - 1.62 mm
(0.0464 - 0.0637 in.)
EXHAUST 1.48 - 1.92 mm
(0.058 - 0.075 in.)
FACE ANGLE
INTAKE 45 1⁄2° - 46°
EXHAUST 45° - 451⁄2°
SEAT ANGLE
(INT. AND EXT.) 441⁄2° - 45°
5. The valve seat must maintain an angle of 44.5 –
45.0 degrees angle.
6. The valve face must maintain a face angle of 45.5
– 46.0 degrees angle for the Intake, and 45.0 –
45.5 degrees angle for the exhaust .
REMOVAL
2. Compress valve springs using Valve Spring Compressor Tool special tool # C-3422and adapter 8464.
3. Remove valve retaining locks, valve spring retainers, valve stem seals and valve springs.
4. Before removing valves, remove any burrs from valve stem lock grooves to prevent damage to the valve guides.
Identify valves to ensure installation in original location.
INSTALLATION
1. Clean valves thoroughly. Discard burned, warped and cracked valves.
2. Remove carbon and varnish deposits from inside of valve guides with a reliable guide cleaner.
3. Measure valve stems for wear. If wear exceeds 0.051 mm (0.002 inch), replace the valve.
4. Coat valve stems with lubrication oil and insert them in cylinder head.
5. If valves or seats are reground, check valve stem height. If valve is too long, replace cylinder head.
6. Install new seals on all valve guides. Install valve springs and valve retainers.
7. Compress valve springs with Valve Spring Compressor Tool special tool # C- 3422and adapter 8464, install locks
and release tool. If valves and/or seats are ground, measure the installed height of springs. Make sure the mea-
surement is taken from bottom of spring seat in cylinder head to the bottom surface of spring retainer.
ROCKER ARM
REMOVAL
1. Remove cylinder head cover. (Refer to 9 -
2. Install pushrod retaining plate (1)special tool 9070.

3. Loosen the rocker shafts using the sequence pro-
vided.

intake rocker arms are marked with an “I”.
4. Remove the rocker shafts. Note location for reas-

sembly.

intake side.
5. Remove the pushrods. Note pushrod location for

reassembly.
CAUTION: Do not remove the retainers from the rocker shaft. The assembly tangs (1) at the bottom of the
retainers (2) can be damaged, causing the assembly tangs to break off, and get into the engine.
INSTALLATION
intake side.
1. Install the push rods in the same order as

removed.
2. Install the pushrod retaining plate (1) special tool
9070.
CAUTION: Ensure that retainers (2) and rocker arms (4) are not overlapped when torquing bolts.
CAUTION: Verify that pushrod is installed into rocker arm (4) and tappet correctly while installing rocker
shaft assembly. Recheck after rocker shaft has been torqued to specification.
intake rocker arms are marked with the letter “I”.
3. Install rocker shaft assemblies in the same order

as removed.
lbs.) torque,using the sequence provided.
CAUTION: DO NOT rotate or crank the engine dur-

ing or immediately after rocker arm installation.
Allow the hydraulic roller tappets adequate time to
bleed down (about 5 minutes).
5. Remove pushrod retaining plate (1) special tool

9070.

INSTALLATION).
SEALS-VALVE GUIDE
DESCRIPTION
The valve guide seals are made of rubber and incorporate an integral steel valve spring seat. The integral garter
spring maintains consistent lubrication control to the valve stems. The intake valve stem seal has a smaller valve
spring seat compared to the exhaust valve stem seal. The intake and exhaust valve stem seals are identified by
different colors.
SPRINGS-VALVE
REMOVAL
3. Remove air intake resonator.
4. Remove spark plug cables.
5. Remove ignition coil connectors (1).
6. Remove ignition coils (2).
7. Remove one spark plug.
8. Remove cylinder head cover (1) using the

sequence shown (Refer to 9 - ENGINE/CYLINDER
HEAD/CYLINDER HEAD COVER(S) - REMOVAL).
CAUTION: The piston must be at TDC, and both

valves closed on the cylinder to be serviced.
NOTE: If removing intake valve spring, install spe-

cial tool# 9070, pushrod retaining plate (1), to
retain the intake pushrods (2).
9. Remove exhaust/intake rocker arm shafts using the
sequence shown.
10. Install rocker arm shaft (1) special tool# 9065.

11. Install spring compressor (1,3,), special tool#
9065, and exhaust adapter arm (1) tool # 9065if
needed.
NOTE: All valve springs and seals are removed in

the same manner.
12. Insert air hose (1) into spark plug hole and charge cylinder with air.
NOTE: Tap the top of the valve spring retainer to loosen the spring retainers locks.
13. Compress valve spring with valve spring compessor (3) tool # 9065and remove valve retainer locks.
14. Release spring compressor (3) and remove valve spring.
NOTE: The valve springs are interchangeable between intake and exhaust.
15. Remove valve seal.

INSTALLATION
NOTE: The intake seal has a smaller spring seat
diameter compared to the exhaust seal.
1. Install valve seal.
NOTE: The intake spring damper has a longer free

length compared to the exhaust spring damper.
2. Install valve spring.

3. Using special tool# 9065 (1,3,), compress valve
spring and install valve spring retainer and locks.
4. Release air charge in cylinder (1).

5. Remove spring compressor tool # 9065 (3).
CAUTION: Verify that the pushrods are fully seated into lifter and rocker arm. Recheck after rocker arm
shaft has been torqued to specification.
6. Install rocker arm shaft and pushrods (Refer to 9 -

ENGINE/CYLINDER HEAD/ROCKER ARM /
ADJUSTER ASSY - INSTALLATION).
lbs.) torque, using the rocker shaft torque
sequence.
8. Remove special tool# 9070, pushrod retaining plate

(1), if used.
9. Install cylinder head cover (1).

ended studs (Refer to 9 - ENGINE/CYLINDER
HEAD/CYLINDER HEAD COVER(S) - INSTALLA-
TION) .
11. Install spark plugs.
12. Install ignition coil on plug (2), and torque fasten-

ers (3) to 12 N·m (105 in. lbs)
13. Install ignition coil connectors (1).
14. Install spark plug cables.
15. Install air intake resonator.
16. Install air cleaner assembly.
ENGINE BLOCK
CLEANING
Thoroughly clean the oil pan and engine block gasket surfaces.
Use compressed air to clean out:
• The galley at the oil filter adaptor hole.
• The front and rear oil galley holes.
• The feed holes for the crankshaft main bearings.
Once the block has been completely cleaned, apply Loctite PST pipe sealant with Teflon 592 to the threads of the
front and rear oil galley plugs. Tighten the 1/4 inch NPT plugs to 20 N·m (177 in. lbs.) torque. Tighten the 3/8 inch
NPT plugs to 27 N·m (240 in. lbs.) torque.
INSPECTION
1. It is mandatory to use a dial bore gauge to mea-
sure each cylinder bore diameter. To correctly
select the proper size piston, a cylinder bore
gauge, capable of reading in 0.003 mm (.0001 in.)
INCREMENTS is required. If a bore gauge is not
available, do not use an inside micrometer.
2. Measure the inside diameter of the cylinder bore at
three levels below top of bore. Start perpendicular
(across or at 90 degrees) to the axis of the crank-
shaft and then take two additional reading.
3. Measure the cylinder bore diameter crosswise to
the cylinder block near the top of the bore. Repeat
the measurement near the middle of the bore, then
repeat the measurement near the bottom of the
bore.
4. Determine taper by subtracting the smaller diame-
ter from the larger diameter.
5. Rotate measuring device 90° and repeat steps
above.
6. Determine out-of-roundness by comparing the dif-
ference between each measurement.
7. If cylinder bore taper does not exceed 0.025 mm (0.001 inch) and out-of-roundness does not exceed 0.025 mm
(0.001 inch), the cylinder bore can be honed. If the cylinder bore taper or out- of-round condition exceeds these
maximum limits, the cylinder block must be replaced. A slight amount of taper always exists in the cylinder bore
after the engine has been in use for a period of time.
CAMSHAFT
REMOVAL
REMOVAL - CAMSHAFT CORE HOLE PLUG
CAUTION: Do not damage the rear surface of the camshaft or the core plug sealing surface, when removing
the core plug.
1. Remove the rear cam bearing core plug.
REMOVAL - CAMSHAFT
1. Remove the battery negative cable.
2. Remove the air cleaner assembly. (Refer to 9 -
ENGINE/AIR INTAKE SYSTEM - REMOVAL)
3. Drain coolant. (Refer to 7 - COOLING - STAN-
DARD PROCEDURE)
4. Remove the accessory drive belt. (Refer to 7 -
REMOVAL)
6. Remove the A/C compressor, and set aside.
7. Remove the radiator (Refer to 7 - COOLING/EN-
GINE/RADIATOR - REMOVAL).
8. Remove intake manifold (Refer to 9 - ENGINE/
9. Remove cylinder head covers (Refer to 9 -
10. Remove both left and right cylinder heads (4)
(Refer to 9 - ENGINE/CYLINDER HEAD -
REMOVAL).
12. Remove timing case cover (1) (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) -
REMOVAL).
13. Remove the oil pick up tube.

15. Remove timing chain (2) (Refer to 9 - ENGINE/
16. Remove camshaft tensioner/thrust plate assembly.
NOTE: Identify lifters to ensure installation in original location.
17. Remove the tappets (2) and retainer (1) assembly.

18. Install a long bolt into front of camshaft to aid in

removal of the camshaft. Remove camshaft, being
careful not to damage cam bearings with the cam
lobes.
INSPECTION
1. The cam bearings are not serviceable. Do not attempt to replace cam bearings for any reason.
INSTALLATION
INSTALLATION - CAMSHAFT CORE HOLE PLUG
1. Clean core hole in block.
NOTE: Do not apply adhesive to the new core hole plug. A new plug will have adhesive pre-applied.
2. Install a new core hole plug at the rear of camshaft, using suitable flat faced tool. The plug must be fully seated
on the cylinder block shoulder.
INSTALLATION - CAMSHAFT
1. Lubricate camshaft lobes and camshaft bearing
journals and insert the camshaft.
2. Install camshaft Tensioner plate assembly. Tighten

bolts to 28 N·m (250 in. lbs.) torque.
3. Install timing chain and sprockets (Refer to 9 -
ENGINE/VALVE TIMING/TIMING BELT/CHAIN
AND SPROCKETS - INSTALLATION).
4. Measure camshaft end play (Refer to 9 - ENGINE -
SPECIFICATIONS). If not within limits install a new
thrust plate.

7. Each tappet reused must be installed in the same position from which it was removed. When camshaft is
replaced, all of the tappets must be replaced.
8. Install tappets (2) and retaining yoke assembly (1). (Refer to 9 - ENGINE/ENGINE BLOCK/HYDRAULIC LIFT-
ERS (CAM IN BLOCK) - INSTALLATION).
9. Install both left and right cylinder heads (4) (Refer
to 9 - ENGINE/CYLINDER HEAD - INSTALLA-
TION).
10. Install pushrods.
11. Install rocker arms (Refer to 9 - ENGINE/CYLIN-

DER HEAD/ROCKER ARM / ADJUSTER ASSY -
INSTALLATION).
12. Install timing case cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) - INSTAL-
LATION).
13. Install the oil pan (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - INSTALLATION).
14. Install cylinder head covers (Refer to 9 - ENGINE/
INSTALLATION).
15. Install intake manifold (Refer to 9 - ENGINE/MAN-
IFOLDS/INTAKE MANIFOLD - INSTALLATION).
18. Install the accessory drive belt. (Refer to 7 -
INSTALLATION)
19. Install the radiator (Refer to 7 - COOLING/EN-
GINE/RADIATOR - INSTALLATION).
20. Install the air cleaner assembly. (Refer to 9 -
ENGINE/AIR INTAKE SYSTEM - INSTALLATION)
21. Install the battery negative cable.
22. Refill coolant. (Refer to 7 - COOLING - STAN-
DARD PROCEDURE)
CRANKSHAFT
REMOVAL
1. Remove the vibration damper (1) (Refer to 9 -
REMOVAL).
2. Remove the rear oil seal retainer (Refer to 9 -

ENGINE/ENGINE BLOCK/CRANKSHAFT REAR
OIL SEAL RETAINE - REMOVAL).
4. Remove the oil pump pickup.
5. Remove the windage tray/oil pan gasket.
REMOVAL).

8. Remove the timing drive (2) (Refer to 9 - ENGINE/

9. Identify rod bearing caps before removal. Remove rod bearing caps with bearings.
10. Identify main bearing caps (1) before removal.
11. Remove main bearing caps (1) and bearings one
at a time.
12. Remove the thrust washers.

13. Remove the crankshaft out of the block.
INSTALLATION
1. Select the proper main bearings (Refer to 9 -

2. Install main bearings in block and caps, and lubri-
cate bearings.
3. Position the crankshaft into the cylinder block.
4. Install the thrust washers (1).
NOTE: The main cap crossbolts are torqued after
final torque of the main cap bolts. Always use a
new washer/seal on crossbolts.
5. Clean and oil all cap bolts. Install all main bearing
caps (1). Install all cap bolts and alternately tighten
in two steps using the following sequence.
6. • Step 1 – 27 N·m ( 20ft. lbs.) torque.

7. • Step 2 – Turn main cap bolts an additional 90°.
8. Install the crossbolts with new washer/gasket.
Starting with crossbolt A torque each crossbolt to
28 N·m ( 21ft. lbs.)torque.
9. Repeat crossbolt torque procedure.
10. Measure crankshaft end play (Refer to 9 -
11. Position the connecting rods onto the crankshaft and install the rod bearing caps (Refer to 9 - ENGINE/ENGINE
BLOCK/PISTON & CONNECTING ROD - INSTALLATION).
12. Install timing drive (2) (Refer to 9 - ENGINE/
SPROCKETS - INSTALLATION).
13. Install oil pump (Refer to 9 - ENGINE/LUBRICATION/OIL PUMP - INSTALLATION).

14. Install the timing chain cover (1) (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) -
INSTALLATION).
15. Install the rear main seal and retainer (Refer to 9
- ENGINE/ENGINE BLOCK/CRANKSHAFT REAR
OIL SEAL RETAINE - INSTALLATION).
16. Install the windage tray/oil pan gasket.
19. Install the vibration damper (Refer to 9 - ENGINE/
LATION).
20. Install the engine (Refer to 9 - ENGINE -
INSTALLATION).
BEARINGS-CRANKSHAFT MAIN
STANDARD PROCEDURE - CRANKSHAFT MAIN BEARING - FITTING
MAIN BEARING JOURNAL DIAMETER (CRANKSHAFT REMOVED)
Crankshaft removed from the cylinder block.
Clean the oil off the main bearing journal.
Determine the maximum diameter of the journal with a micrometer. Measure at two locations 90° apart at each end
of the journal.
The maximum allowable taper is 0.008mm (0.0004 inch.) and maximum out of round is 0.005mm (0.0002 inch).
Compare the measured diameter with the journal diameter specification (Main Bearing Fitting Chart). Select inserts
required to obtain the specified bearing-to-journal clearance.
CRANKSHAFT MAIN BEARING SELECTION

The main bearings are “select fit” to achieve proper oil clearances. For main bearing selection, the crankshaft coun-
terweight has grade identification marks stamped into it. These marks are read from left to right, corresponding with
journal number 1, 2, 3, 4 and 5.
NOTE: Service main bearings are coded. These codes identify what size (color) the bearing is.
MAIN BEARING SELECTION CHART - 5.7 - 6.1L
COLOR SIZE mm (in.) FOR USE WITH

MARKING JOURNAL SIZE
LOWER 0.008 mm U/S 64.988–64.995 mm

ORANGE (0.0004 in.) U/S (2.5585– 2.5588in.)
LOWER NOMINAL 64.996–65.004 mm

BLACK (2.5588–2.5592 in.)
LOWER 0.008 mm O/S 65.005–65.012 mm

GREEN (0.0004 in.) O/S (2.5592–2.5595 in.)
INSPECTION
Wipe the inserts clean and inspect for abnormal wear
patterns and for metal or other foreign material imbed-
ded in the lining. Normal main bearing insert wear pat-
terns are illustrated.
NOTE: If any of the crankshaft journals are scored,

the crankshaft must be repaired or replaced.
Inspect the back of the inserts for fractures, scrapings

or irregular wear patterns.
Inspect the upper insert locking tabs for damage.
Replace all damaged or worn bearing inserts.
SEAL-CRANKSHAFT OIL-FRONT
REMOVAL
2. Remove accessory drive belt (Refer to 7 - COOL-
REMOVAL).
5. Remove radiator shroud attaching fasteners.
6. Remove radiator cooling fan and shroud (Refer to
7 - COOLING/ENGINE/RADIATOR FAN -
REMOVAL).
(2) and 1023 Three Jaw Puller (1) (Refer to 9 -
REMOVAL).
9. Using Special Tool 9071 (1), remove crankshaft

front seal (2).
INSTALLATION
CAUTION: The front crankshaft seal must be installed dry. Do not apply lubricant to sealing lip or to outer
edge.
1. Using Special Tool 8348 and 8512A, install crankshaft front seal.
CAUTION: To prevent severe damage to the Crankshaft or Damper, thoroughly clean the damper bore and
the crankshaft nose before installing Damper.
2. Install vibration damper (Refer to 9 - ENGINE/ENGINE BLOCK/VIBRATION DAMPER - INSTALLATION).

3. Install radiator cooling fan and shroud (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - INSTALLATION).
4. Install upper radiator hose.
5. Install accessory drive belt refer (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION).
SEAL-CRANKSHAFT OIL-REAR
DIAGNOSIS AND TESTING - REAR SEAL AREA LEAKS
b. Where leakage tends to run straight down, possible causes are a porous block, camshaft bore cup plugs, oil
galley pipe plugs, oil filter runoff, and main bearing cap to cylinder block mating surfaces. See Engine, for
proper repair procedures of these items.
4. If no leaks are detected, pressurized the crankcase as outlined in the section, Inspection (Engine oil Leaks in
general)
CAUTION: Use extreme caution when crankshaft polishing is necessary to remove minor nicks or
scratches. The crankshaft seal flange is specially machined to complement the function of the rear oil seal.
6. For bubbles that remain steady with shaft rotation, no further inspection can be done until disassembled. (Refer
to 9 - ENGINE - DIAGNOSIS AND TESTING), under the Oil Leak row, for components inspections on possible
causes and corrections.
7. After the oil leak root cause and appropriate corrective action have been identified, (Refer to 9 - ENGINE/EN-
GINE BLOCK/CRANKSHAFT OIL SEAL - REAR - REMOVAL).
REMOVAL
NOTE: This procedure can be performed in vehi-
cle.
1. If being performed in vehicle, remove the transmis-

sion.
2. Remove the flexplate (Refer to 9 - ENGINE/EN-
NOTE: The crankshaft oil seal CAN NOT be reused

after removal.
NOTE: The crankshaft rear oil seal remover Spe-

cial Tool 8506 must be installed deeply into the
seal. Continue to tighten the removal tool into the
seal until the tool can not be turned farther. Fail-
ure to install tool correctly the first time will cause
tool to pull free of seal without removing seal from
engine.
3. Using Special Tool 8506 (1), remove the crankshaft rear oil seal (2).
INSTALLATION
CAUTION: The rear seal must be installed dry for
proper operation. Do not lubricate the seal lip or
outer edge.
1. Position the plastic seal guide (2) onto the crank-

shaft rear face. Then position the crankshaft rear
oil seal (3) onto the guide.
2. Using Special Tools 8349 Crankshaft Rear Oil Seal
Installer (1) and C-4171 Driver Handle, with a ham-
mer, tap the seal (3) into place. Continue to tap on
the driver handle until the seal installer seats
against the cylinder block crankshaft bore.
3. Install the flexplate. (Refer to 9 - ENGINE/ENGINE
RETAINER-CRANK REAR OIL - SEAL

REMOVAL
REMOVAL).
3. Remove the flexplate. (Refer to 9 - ENGINE/EN-
4. Remove the oil pan. (Refer to 9 - ENGINE/LUBRI-
CATION/OIL PAN - REMOVAL)
5. Remove the rear oil seal retainer mounting bolts.
6. Carefully remove the retainer from the engine
block.
INSTALLATION
1. Throughly clean all gasket resdue from the engine
block.
2. Use extream care and clean all gasket resdue from
the retainer.
3. Position the gasket onto the retainer.
4. Position the retainer onto the engine block.
5. Install the retainer mounting bolts. Tighten the bolts
to 15 N·m (132 in. lbs.) using the procedure shown.
7. Install the flexplate (Refer to 9 - ENGINE/ENGINE
8. Install the transmission (Refer to 21 - TRANSMIS-
SION/TRANSAXLE/AUTOMATIC - NAG1 -
INSTALLATION).
9. Check and verify engine oil level.
FLEX PLATE
REMOVAL
REMOVAL).
2. Remove the bolts and flexplate (1).
INSTALLATION
1. Position the flexplate or flywheel onto the crank-
shaft and install the bolts hand tight.
2. For automatic transmissions: Tighten the flex-
plate retaining bolts to 95 N·m (70 ft. lbs.).
3. Install the transmission. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - INSTALLATION).

TAPPETS-HYDRAULIC ROLLER
DIAGNOSIS AND TESTING - HYDRAULIC TAPPETS
Before disassembling any part of the engine to correct tappet noise, check the oil pressure. If vehicle has no oil
pressure gauge, install a reliable gauge at the pressure sending-unit. The pressure should be between 207-552 kPa
(30-70 psi) at 3,000 RPM.
Check the oil level after the engine reaches normal operating temperature. Allow 5 minutes to stabilize oil level,
check dipstick. The oil level in the pan should never be above the FULL mark or below the ADD OIL mark on
dipstick. Either of these two conditions could be responsible for noisy tappets.
OIL LEVEL
HIGH
If oil level is above the FULL mark, it is possible for the connecting rods to dip into the oil. With the engine running,
this condition could create foam in the oil pan. Foam in oil pan would be fed to the hydraulic tappets by the oil pump
causing them to lose length and allow valves to seat noisily.
LOW
Low oil level may allow oil pump to take in air. When air is fed to the tappets, they lose length, which allows valves
to seat noisily. Any leaks on intake side of oil pump through which air can be drawn will create the same tappet
action. Check the lubrication system from the intake strainer to the pump cover, including the relief valve retainer
cap. When tappet noise is due to aeration, it may be intermittent or constant, and usually more than one tappet will
be noisy. When oil level and leaks have been corrected, operate the engine at fast idle. Run engine for a sufficient
time to allow all of the air inside the tappets to be bled out.
TAPPET NOISE DIAGNOSIS

1. To determine source of tappet noise, crank over engine with cylinder head covers removed.
2. Feel each valve spring or rocker arm to detect noisy tappet. The noisy tappet will cause the affected spring
and/or rocker arm to vibrate or feel rough in operation.
NOTE: Worn valve guides or cocked springs are sometimes mistaken for noisy tappets. If such is the case,
noise may be dampened by applying side thrust on the valve spring. If noise is not appreciably reduced, it
can be assumed the noise is in the tappet. Inspect the rocker arm push rod sockets and push rod ends for
wear.
3. Valve tappet noise ranges from light noise to a heavy click. A light noise is usually caused by excessive leak-
down around the unit plunger, or by the plunger partially sticking in the tappet body cylinder. The tappet should
be replaced. A heavy click is caused by a tappet check valve not seating, or by foreign particles wedged between
the plunger and the tappet body. This will cause the plunger to stick in the down position. This heavy click will be
accompanied by excessive clearance between the valve stem and rocker arm as valve closes. In either case,
tappet assembly should be removed for inspection and cleaning.
4. The valve train generates a noise very much like a light tappet noise during normal operation. Care must be
taken to ensure that tappets are making the noise. If more than one tappet seems to be noisy, it’s probably not
the tappets.
REMOVAL
1. Disconnect the negative cable from the battery.
2. Remove the air cleaner (Refer to 9 - ENGINE/AIR INTAKE SYSTEM - REMOVAL).
3. Remove intake manifold (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - REMOVAL).
REMOVAL).
5. Remove rocker arm assembly and push rods (Refer to 9 - ENGINE/CYLINDER HEAD/ROCKER ARM /
ADJUSTER ASSY - REMOVAL). Identify push rods to ensure installation in original location.
7. Remove bolt from tappet guide holder.

8. Remove tappet guide holder.
9. Pull tappet out of bore with a twisting motion. If all tappets are to be removed and reused, identify tappets
to ensure installation in original location.
10. Check camshaft lobes for abnormal wear.
INSTALLATION
1. Lubricate tappets.
2. Install tappets in their original positions.

3. Install tappet guide yoke. Install the tappet guide yoke bolt and tighten to 12 N·m (106 in. lbs.) torque.
5. Install pushrods and rocker arm assembly (Refer to 9 - ENGINE/CYLINDER HEAD/ROCKER ARM / ADJUSTER
ASSY - INSTALLATION).
6. Install cylinder head cover (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - INSTALLA-
TION).
7. Install intake manifold (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - INSTALLATION).
8. Install the air cleaner (Refer to 9 - ENGINE/AIR INTAKE SYSTEM - INSTALLATION).
CAUTION: To prevent damage to valve mechanism, engine must not be run above fast idle until all hydrau-
lic tappets have filled with oil and have become quiet.
10. Road test vehicle and check for leaks.

DESCRIPTION
CAUTION: Do not use a metal stamp to mark connecting rods as damage may result, instead use ink or a
scratch awl.
The pistons are made of a high strength aluminum alloy. Piston skirts are coated with a solid lubricant (Molykote) to
reduce friction and provide scuff resistance. The piston top ring groove and land is anodized. The connecting rods
are made of forged powdered metal, with a “fractured cap” design. A floating piston pin is used to attach the piston
and connecting rod.
STANDARD PROCEDURE - PISTON FITTING

1. To correctly select the proper size piston, a cylinder bore gauge, capable of reading in 0.003 mm ( .0001 in.)
INCREMENTS is required. If a bore gauge is not available, do not use an inside micrometer.
2. Measure the inside diameter of the cylinder bore at a point 38.0 mm (1.5 inches) below top of bore. Start per-
pendicular (across or at 90 degrees) to the axis of the crankshaft at point A and then take an additional bore
reading 90 degrees to that at point B.
NOTE: Always install new retaining clips for the piston pin. Never reuse the old clips.
NOTE: Use care not to distort the clip while installing.
3. Once assembled, the piston-rod assembly is specific for the left cylinder bank ( odd numbered) and the right
cylinder bank ( even numbered) and must not be interchanged.
4. The coating material is applied to the piston after
the final piston machining process. Measuring the
outside diameter of a coated piston will not provide
accurate results. Therefore measuring the inside
diameter of the cylinder bore with a dial Bore
Gauge is MANDATORY. To correctly select the
proper size piston, a cylinder bore gauge capable
of reading in 0.003 mm (.0001 in.) increments is
required.
5. Piston installation into the cylinder bore requires
slightly more pressure than that required for non-
coated pistons. The bonded coating on the piston
will give the appearance of a line-to-line fit with the
cylinder bore.
REMOVAL
2. Remove the following components:
• Oil pan and gasket/windage tray (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL).
• Cylinder head covers (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - REMOVAL) and
(Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - REMOVAL).
• Timing chain cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) - REMOVAL).
• Cylinder head(s) (Refer to 9 - ENGINE/CYLINDER HEAD - REMOVAL) and (Refer to 9 - ENGINE/CYLINDER
HEAD - REMOVAL).
3. If necessary, remove top ridge of cylinder bores with a reliable ridge reamer before removing pistons from cyl-
inder block. Be sure to keep tops of pistons covered during this operation. Pistons and connecting rods
must be removed from top of cylinder block. When removing piston and connecting rod assemblies from the
engine, rotate crankshaft so the each connecting rod is centered in cylinder bore.
CAUTION: DO NOT use a number stamp or a punch to mark connecting rods or caps, as damage to con-
necting rods could occur
NOTE: Connecting rods and bearing caps are not

interchangeable and should be marked before
removing to ensure correct reassembly.
4. Mark connecting rod and bearing cap positions

using a permanent ink marker or scribe tool.

fractured rod and cap joint face surfaces, as
engine damage may occur.
5. Remove connecting rod cap. Install Special Tool 8507 Connecting Rod Guides into the connecting rod being
removed. Remove piston from cylinder bore. Repeat this procedure for each piston being removed.
CAUTION: Care must be taken not to nick crankshaft journals, as engine damage may occur
CAUTION: When removing and installing the piston and connecting rod assembly, Do not damage the pis-
ton cooling jets. If the jets are bent, engine damage may occur.
6. Immediately after piston and connecting rod removal, install bearing cap on the mating connecting rod to prevent
damage to the fractured cap and rod surfaces.
7. Carefully remove piston rings from piston(s), starting from the top ring down.
CLEANING
CAUTION: DO NOT use a wire wheel or other abrasive cleaning devise to clean the pistons or connecting
rods. The pistons have a Moly coating, this coating must not be damaged.
1. Using a suitable cleaning solvent clean the pistons in warm water and towel dry.
2. Use a wood or plastic scraper to clean the ring land grooves.
INSPECTION
Check the connecting rod journal for excessive wear, taper and scoring (Refer to 9 - ENGINE/ENGINE BLOCK/
CONNECTING ROD BEARINGS - STANDARD PROCEDURE).
Check the connecting rod for signs of twist or bending.
Use the proper tool when removing the piston clip. If the clip is pried out, a burr may form on the groove that will
inhibit pin removal and installation.
Check the piston for taper and elliptical shape before it is fitted into the cylinder bore (Refer to 9 - ENGINE/ENGINE
BLOCK/PISTON & CONNECTING ROD - STANDARD PROCEDURE).
Check the piston for scoring, or scraping marks in the piston skirts. Check the ring lands for cracks and/or deteri-
oration.
INSTALLATION
1. Before installing piston and connecting rod assemblies into the bore, install the piston rings (Refer to 9 -
ENGINE/ENGINE BLOCK/PISTON RINGS - STANDARD PROCEDURE).
2. Immerse the piston head and rings in clean engine oil. Position a ring compressor over the piston and rings.
Tighten ring compressor. Ensure position of rings do not change during this operation.
3. Position bearing onto connecting rod. Lubricate bearing surface with clean engine oil.
4. Install Special Tool 8507 Connecting Rod Guides into connecting rod bolt threads.
5. The pistons are marked on the piston pin bore sur-
face with an raised “F” or arrow on top of piston
indicating installation position. This mark must be
pointing toward the front of engine on both cylinder
banks.
6. Wipe cylinder bore clean and lubricate with engine
oil.
7. Rotate crankshaft until connecting rod journal is on the center of cylinder bore. Insert rod and piston into cylinder
bore and carefully position connecting rod guides over crankshaft journal.
8. Tap piston down in cylinder bore using a hammer handle. While at the same time, guide connecting rod into
position on rod journal.
CAUTION: Always replace the Rod Bolts whenever they are loosened or removed.
9. Lubricate rod bolts and bearing surfaces with engine oil. Install connecting rod cap and bearing. Tighten bolts to
45 N·m (33 ft. lbs.) plus a 60° turn.
10. Install the following components:
• Cylinder head(s). (Refer to 9 - ENGINE/CYLINDER HEAD - INSTALLATION).
• Cylinder head covers (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COVER(S) - INSTALLA-
TION).
• Install the intake manifold.
• Oil pan and gasket/windage tray. (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - INSTALLATION).
11. Fill crankcase with proper engine oil to correct level.
RINGS-PISTON
Before reinstalling used rings or installing new rings, the ring clearances must be checked.
1. Wipe the cylinder bore clean.
2. Insert the ring in the cylinder bore.
NOTE: The ring gap measurement must be made

with the ring positioned at least 12mm (0.50 inch.)
from bottom of cylinder bore.
3. Using a piston, to ensure that the ring is squared in

the cylinder bore, slide the ring downward into the
cylinder.
4. Using a feeler gauge check the ring end gap.
Replace any rings not within specification.
PISTON RING SIDE CLEARANCE
NOTE: Make sure the piston ring grooves are

clean and free of nicks and burrs.
5. Measure the ring side clearance as shown.Make

sure the feeler gauge fits snugly between the ring
land and the ring. Replace any ring not within
specification.
6. Rotate the ring around the piston, The ring must
rotate in the groove with out binding.
PISTON RING SPECIFICATION CHART

Side Clearance Clearance
(0.0008- 0.0028 in.) (0.004 in.)
Intermediate Ring 0.02-0.06 mm 0.10mm
(0.0008-0.0023 in.) (0.004 in.)
Ring Position Ring Gap Wear Limit
(0.0118-0.0157 in.) (0.0177 in.)
Intermediate Ring 0.35-0.60mm 0.74mm
(0.0137-0.0236 in.) (0.029 in.)
Oil Control Ring 0.020-0.71mm 0.76mm
(Steel Rail) (0.0078- 0.0279 in.) (0.030 in.)
7. The No. 1 and No. 2 piston rings have a different cross section. Ensure No. 1 ring is installed with manufacturers
I.D. mark (Dot) facing up, towards top of the piston.
NOTE: Piston rings are installed in the following order:

• Oil ring expander.
• Lower oil ring side rail.
• Upper oil ring side rail.
• No. 2 Intermediate piston ring.
• No. 1 Upper piston ring.
8. Install the oil ring expander as shown.

9. Install upper side rail by placing one end between
the piston ring groove and the expander ring. Hold
end firmly and press down the portion to be
installed until side rail is in position. Repeat this
step for the lower side rail.
10. Install No. 2 intermediate piston ring using a pis-

ton ring installer.
11. Install No. 1 upper piston ring using a piston ring
installer.
12. Position piston ring end gaps as shown in. It is

important that expander ring gap is at least 45°
from the side rail gaps, but not on the piston pin
center or on the thrust direction.
DAMPER-CRANKSHAFT
REMOVAL
2. Remove accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - REMOVAL).
3. Drain cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE).
4. Remove radiator upper hose.
5. Remove fan shroud (Refer to 7 - COOLING/ENGINE/RADIATOR FAN - REMOVAL).
and 1023 Three Jaw Puller.
INSTALLATION
CAUTION: To prevent severe damage to the Crank-
shaft, Damper or Special Tool 8512–A, thoroughly
clean the damper bore and the crankshaft nose
before installing Damper.
1. Slide damper onto crankshaft slightly.
CAUTION: Special Tool 8512–A, is assembled in a

specific sequence. Failure to assemble this tool in
this sequence can result in tool failure and severe
damage to either the tool or the crankshaft.
2. Assemble Special Tool 8512–A as follows, The nut

is threaded onto the shaft first (2). Then the roller
bearing (1) is placed onto the threaded rod (3) The
hardened bearing surface of the bearing (1) MUST
face the nut (2). Then the hardened washer (5)
slides onto the threaded rod (3). Once assembled coat the threaded rod’s threads with MoparT Nickel Anti-Seize
or (Loctite No. 771).
3. Using Special Tool 8512–A, press damper onto crankshaft.
4. Install then tighten crankshaft damper bolt to 176 N·m (129 ft. lbs.).
5. Install radiator upper hose.
6. Install accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - INSTALLATION).
COVER-STRUCTURAL
DESCRIPTION
The structural dust cover is made of die cast aluminum and joins the lower half of the transmission bell housing to
the engine. The LX uses an integral one piece aluminum oil pan/structural cover.
OPERATION
The structural cover provides additional powertrain stiffness and reduces noise and vibration. The LX uses an inte-
gral structural cover/oil pan.
ENGINE MOUNTING-FRONT
REMOVAL

2. Raise vehicle.
4. Remove hydromount to frame studs (3,4) and nuts.
6. Remove hydromount to bracket fasteners (1,2).
7. Remove hydromount from engine.
8. Remove engine mount brackets (1), if needed.
INSTALLATION
1. Install the engine mount brackets (1), if removed.

3. Install the studs (3,1) to the hydromount (2).
4. Install the generator support bracket (1).

6. Install the nuts on the studs (3,4), and tighten.
7. Lower vehicle.
MOUNTING-ENGINE REAR
REMOVAL
1. Raise the vehicle on a hoist.
2. Using a suitable jack, support transmission.
3. Remove the crossmember (2).
4. Remove the fasteners (1) from the transmission

mount (3) to crossmember.
5. Remove the mount (3).
6. Remove the transmission mount bracket (2), if
required.
INSTALLATION
1. Install the transmission mount bracket (2), if
removed.
2. Position the transmission mount (3) on the trans-
mission mount bracket (2). Install the bolts (1) that
attach the transmission mount (3) to the bracket
(2).
3. Torque the bolts to N·m ( ft.lbs.) torque.
4. Install the crossmember (2).

LUBRICATION
DESCRIPTION
The lubrication system is a full flow filtration pressure feed type.

DIAGNOSIS AND TESTING - CHECKING ENGINE OIL PRESSURE
1. Remove oil pressure sending unit and install gauge assembly C-3292.
2. Run engine until thermostat opens.
3. Oil Pressure:
• Curb Idle–25 kPa (4 psi) minimum
• 3000 rpm–170 - 758 kPa (25 - 110 psi)
4. If oil pressure is 0 at idle, shut off engine. Check for a clogged oil pick-up screen or a pressure relief valve stuck
open.
DIAGNOSIS AND TESTING - ENGINE OIL LEAK

Begin with a thorough visual inspection of the engine, particularly at the area of the suspected leak. If an oil leak
source is not readily identifiable, the following steps should be followed:
1. Do not clean or degrease the engine at this time because some solvents may cause rubber to swell, temporarily
stopping the leak.
2. Add an oil soluble dye (use as recommended by manufacturer). Start the engine and let idle for approximately 15
minutes. Check the oil dipstick to make sure the dye is thoroughly mixed as indicated with a bright yellow color
under a black light.
3. Using a black light, inspect the entire engine for fluorescent dye, particularly at the suspected area of oil leak. If
the oil leak is found and identified, repair per service manual instructions.
4. If dye is not observed, drive the vehicle at various speeds for approximately 24 km (15 miles), and repeat inspec-
tion.If the oil leak source is not positively identified at this time, proceed with the air leak detection test
method.
Air Leak Detection Test Method

1. Remove the PCV valve from the IAFM. Cap or plug the PCV valve grommet.
2. Attach an air hose with pressure gauge and regulator to the dipstick tube.
CAUTION: Do not subject the engine assembly to more than 20.6 kPa (3 PSI) of test pressure.
3. Gradually apply air pressure from 1 psi to 2.5 psi maximum while applying soapy water at the suspected source.
Adjust the regulator to the suitable test pressure that provide the best bubbles which will pinpoint the leak
source. If the oil leak is detected and identified, repair per service manual procedures.
4. If the leakage occurs at the rear oil seal area, refer to the section, Inspection for Rear Seal Area Leak.
5. If no leaks are detected, turn off the air supply and remove the air hose and all plugs and caps. Install the PCV
valve.
6. Clean the oil off the suspect oil leak area using a suitable solvent. Drive the vehicle at various speeds approx-
imately 24 km (15 miles). Inspect the engine for signs of an oil leak by using a black light.
INSPECTION FOR REAR SEAL AREA LEAKS

b. Where leakage tends to run straight down, possible causes are a porous block, distributor seal, camshaft
bore cup plugs oil galley pipe plugs, oil filter runoff, and main bearing cap to cylinder block mating surfaces.
4. If no leaks are detected, pressurize the crankcase as outlined in the, Inspection (Engine oil Leaks in general)
CAUTION: Use extreme caution when crankshaft polishing is necessary to remove minor nicks and
scratches. The crankshaft seal flange is especially machined to complement the function of the rear oil seal.
6. For bubbles that remain steady with shaft rotation, no further inspection can be done until disassembled.
OIL
STANDARD PROCEDURE - ENGINE OIL SERVICE
The engine oil level indicator is located at the right hand of the engine on the 6.1L engines.
CRANKCASE OIL LEVEL INSPECTION

CAUTION: Do not overfill crankcase with engine oil, pressure loss or oil foaming can result.
Inspect engine oil level approximately every 800 kilometers (500 miles). Unless the engine has exhibited loss of oil
pressure, run the engine for about ten minutes before checking oil level. Checking engine oil level on a cold engine
is not accurate.
To ensure proper lubrication of an engine, the engine oil must be maintained at an acceptable level. The acceptable
levels are indicated between the ADD and SAFE marks on the engine oil dipstick.
1. Position vehicle on level surface.
2. With engine OFF, allow approximately five minutes for oil to settle to bottom of crankcase, remove engine oil
dipstick.
3. Wipe dipstick clean.
4. Install dipstick and verify it is seated in the tube.
5. Remove dipstick, with handle held above the tip, take oil level reading.
6. Add oil only if level is below the ADD mark on dipstick.
ENGINE OIL CHANGE

Change engine oil at mileage and time intervals described in Maintenance Schedules (Refer to LUBRICATION &
MAINTENANCE/MAINTENANCE SCHEDULES - DESCRIPTION).
Run engine until achieving normal operating temperature.
1. Position the vehicle on a level surface and turn engine off.
2. Remove oil fill cap.
3. Hoist and support vehicle on safety stands.
4. Remove the belly pan (Refer to 23 - BODY/EXTERIOR/BELLY PAN - REMOVAL).
5. Place a suitable drain pan under crankcase drain.
6. Remove drain plug from crankcase and allow oil to drain into pan. Inspect drain plug threads for stretching or
other damage. Replace drain plug if damaged.
7. Install drain plug in crankcase. Torque to 27 N·m ( 20 ft. lbs.).
8. Lower vehicle and fill crankcase with specified type and amount of engine oil described in this section.
9. Install oil fill cap.
11. Stop engine and inspect oil level.
12. Install the belly pan (Refer to 23 - BODY/EXTERIOR/BELLY PAN - INSTALLATION).
NOTE: Care should be exercised when disposing used engine oil after it has been drained from a vehicle
engine. Refer to the WARNING at beginning of this section.
FILTER-ENGINE OIL
REMOVAL
All engines are equipped with a high quality full-flow, disposable type oil filter. DaimlerChrysler Corporation recom-
mends a MoparT or equivalent oil filter be used.
1. Remove belly pan (Refer to 23 - BODY/EXTERIOR/BELLY PAN - REMOVAL) .
2. Position a drain pan under the oil filter.
3. Using a suitable oil filter wrench loosen filter.
4. Rotate the oil filter counterclockwise to remove it from the cylinder block oil filter boss.
5. When filter separates from cylinder block oil filter boss, tip gasket end upward to minimize oil spill. Remove filter
from vehicle.
NOTE: Make sure filter gasket was removed with filter.
6. With a wiping cloth, clean the gasket sealing surface of oil and grime.
INSTALLATION
1. Lightly lubricate oil filter gasket (2) with engine oil.
2. Thread filter onto adapter nipple. When gasket
makes contact with sealing surface, hand tighten
filter one half turn, or 180°,do not over tighten.
3. Add oil, verify crankcase oil level and start engine.
Inspect for oil leaks.
4. Install belly pan (Refer to 23 - BODY/EXTERIOR/
BELLY PAN - INSTALLATION).
PAN-OIL
REMOVAL
2. Remove the intake manifold. (Refer to 9 - ENGINE/
3. Install engine lift fixture (2)special tool # 8984 and
adapter (4) # 8984–UPD. Never use air tools
when installing fasteners to engine.
4. Raise vehicle.

7. Unbolt and lower the steering rack from the
mounts. Do not remove P/S hoses, tie rod ends
or disconnect steering column.
8. Remove both left and right side engine hydromount

to frame nuts, and studs (3,4).
oil pan.
11. Install engine support fixture special tool # 8534.
Do not use the third leg.
12. Raise engine using special tool # 8534 and #8984
to provide clearance to remove oil pan.
NOTE: Do not pry on oil pan or oil pan gasket.
Gasket is integral to engine windage tray and does
not come out with oil pan.

nal locations.

and engine.


replace.
INSTALLATION
2. Apply MoparT Engine RTV at the 4 T- joints.
NOTE: When the oil pan is removed, a new oil pan gasket/windage tray assembly must be installed. The old
gasket cannot be reused.

4. If removed, reinstall the oil pump pickup tube with new o-ring. Tighten tube to pump fasteners to 28 N·m (250 in.
lbs.).

nal locations.

teners.
5 N·m (44 in.lbs.).
M10 oil pan fasteners to 54 N·m (39 ft.lbs.).
M6 oil pan fasteners to 12 N·m (106 in.lbs.).
8534.
9. Install the left side engine mount studs (3) and

10. Install the right side engine mount studs (4) and
12. Install the steering rack. (Refer to 19 - STEER-
ING/GEAR - INSTALLATION).
14. Remove special tool # 8984 (2).

TION).

PUMP-ENGINE OIL
REMOVAL
1. Remove the oil pan and pick-up tube (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL).
REMOVAL).
3. Remove the four bolts, and the oil pump.
CLEANING
1. Wash all parts in a suitable solvent.
INSPECTION
CAUTION: Oil pump pressure relief valve and
spring should not be removed from the oil pump.
If these components are disassembled and or
removed from the pump the entire oil pump
1. Remove the pump cover.

2. Clean all parts thoroughly. Mating surface of the oil
pump housing should be smooth. If the pump cover
is scratched or grooved the oil pump assembly
should be replaced.
3. Slide outer rotor into the body of the oil pump.
Press the outer rotor to one side of the oil pump
body and measure clearance between the outer
rotor (2) and the body. If the measurement is
0.235mm (0.009 in.) or more the oil pump assem-
bly must be replaced.
4. Install the inner rotor in the into the oil pump body.
Measure the clearance between the inner (3) and
outer rotors (1). If the clearance between the rotors
is .150 mm (0.006 in.) or more the oil pump
5. Place a straight edge (1) across the body of the oil

pump (between the bolt holes), if a feeler gauge (2)
of .095 mm (0.0038 in.) or greater can be inserted
between the straightedge and the rotors, the pump
must be replaced.
6. Reinstall the pump cover. Torque fasteners to 15
N·m (132 in. lbs.).
NOTE: The 6.1L Oil pump is released as an assem-

bly. There are no DaimlerChrysler part numbers for
Sub-Assembly components. In the event the oil
pump is not functioning or out of specification it
must be replaced as an assembly.
INSTALLATION
1. Position the oil pump onto the crankshaft and install the 4 oil pump retaining bolts.
2. Tighten the oil pump retaining bolts to 28 N·m (250 in. lbs.).
3. Install the timing chain cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) - INSTAL-
LATION).
4. Install the pick-up tube and oil pan (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - INSTALLATION).
MANIFOLD - INTAKE
DESCRIPTION
The intake manifold is made of aluminum, and features runners to maximize power. The intake manifold uses single
plane sealing which consist of two edge molded gaskets to prevent leaks.
DIAGNOSIS AND TESTING - INTAKE MANIFOLD LEAKAGE

An intake manifold air leak is characterized by lower than normal manifold vacuum. Also, one or more cylinders may
not be functioning.
WITH THE FAN. DO NOT PUT YOUR HANDS NEAR THE PULLEYS, BELTS OR THE FAN. DO NOT WEAR
LOOSE CLOTHING.

2. Spray a small stream of water at the suspected leak area.
3. If a change in RPM is observed the area of the suspected leak has been found.
4. Repair as required.
REMOVAL
1. Remove engine covers (1).
2. Bleed fuel system (Refer to 14 - FUEL SYSTEM/
FUEL DELIVERY - STANDARD PROCEDURE).
4. Remove air inlet hose.
5. Disconnect electrical connectors for the following
components:
• Fuel Injectors
• ETC ( Electric Throttle Control )
6. Disconnect brake booster hose, purge hose, and
MUA hose ( Make Up Air Hose ).
7. Remove intake manifold retaining fasteners in a
crisscross pattern starting from the outside bolts
and ending at the middle bolts.
8. Remove intake manifold as an assembly.
CLEANING
NOTE: There is NO approved repair procedure for the intake manifold. If severe damage is found during
inspection, the intake manifold must be replaced.
Before installing the intake manifold thoroughly clean the mating surfaces. Use a suitable cleaning solvent, then air
dry.
INSPECTION
1. Inspect the intake sealing surface for cracks, nicks and distortion.
2. Inspect the intake manifold vacuum hose fittings for looseness or blockage.
INSTALLATION
1. Position intake manifold.
2. Install intake manifold retaining bolts, and tighten in
sequence from the middle bolts towards the out-
side in a crisscross pattern. Torque fasteners to
124 N·m (124 in. lbs.).
3. Connect electrical connectors for the following
components:
• Fuel Injectors
• ETC ( Electronic Throttle Control )
4. Connect Brake booster hose, purge hose, and
MUA hose ( Make Up Air hose ).
5. Install air inlet hose.
7. Install engine covers (1).
MANIFOLD - EXHAUST
DESCRIPTION
The exhaust manifolds are tube in shell airgap design to maximize durability and performance. The exhaust man-
ifolds are made of stainless steel stamped shells and stainless steel tubes with a powdered metal outlet. A layered
graphite over perforated steel manifold gasket is used to provide sealing to the cylinder head.
OPERATION
The exhaust manifolds collect the engine exhaust exiting the combustion chambers, then channels the exhaust
gases to the exhaust pipes attached to the manifolds.
REMOVAL
EXHAUST MANIFOLD - LEFT SIDE
2. Remove exhaust pipe to manifold bolts, remove
pipe.
3. Remove knock sensor.
4. Remove air cleaner housing (1).
5. Remove coolant bottle, and set aside without
removing hoses.
6. Remove the top row of bolts from manifold from
under the hood.
7. Remove the bottom row of bolts from manifold from
under vehicle.
8. Remove manifold from under vehicle.
EXHAUST MANIFOLD - RIGHT SIDE

2. Remove exhaust pipe to manifold bolts, remove
pipe.
3. Remove knock sensor.
4. Remove starter (1) and heat shield (4).
5. Remove power distribution box.
6. Loosen the power distribution box mounting
bracket.
7. Unfasten, and relocate the wire harness mounted
on the right hand inner fender panel.
8. Remove the top row of bolts from manifold from
under the hood.
9. Remove the bottom row of bolts from manifold from
under vehicle.
10. Remove the manifold from under vehicle.
CLEANING
Clean mating surfaces on cylinder head and manifold. Wash with solvent and blow dry with compressed air.
INSPECTION
Inspect manifold for cracks.
Inspect mating surfaces of manifold for flatness with a straight edge. Gasket surfaces must be flat within 0.375 mm
(0.0147 in.) around each port opening, and 0.75 mm (0.0295 in.) overall.
INSTALLATION
EXHAUST MANIFOLD - LEFT SIDE
2. Install manifold bolts and torque to 31 N·m (23 ft.
lbs.) using the sequence provided.
3. Install the coolant bottle.
4. Install the air cleaner housing (1).

5. Install the knock sensor.
6. Install the exhaust pipe to manifold bolts.
7. Reconnect negative battery cable.
EXHAUST MANIFOLD - RIGHT SIDE

2. Install manifold bolts and torque to 31 N·m (23 ft.
lbs.) using the sequence provided.
3. Reconnect the wire harness mounted on the right
hand inner fender panel.
4. Reinstall the power distribution box mounting
bracket.
5. Install the power distribution box.
6. Install the starter (1) and heat shield (4).

7. Install the knock sensor.
8. Install the exhaust pipe to manifold bolts.
COVER-TIMING
REMOVAL
5. Remove accessory drive belt.
6. Remove fan and fan drive assembly (Refer to 7 -
COOLING/ENGINE/FAN DRIVE VISCOUS
CLUTCH - REMOVAL).
7. Remove coolant bottle and washer bottle.
8. Remove fan shroud.
NOTE: It is not necessary to disconnect A/C lines

or discharge freon.
9. Remove A/C compressor and set aside.

12. Disconnect both heater hoses at timing cover.
13. Disconnect lower radiator hose at engine.
14. Remove accessory drive belt tensioner and both
idler pulleys.
15. Remove crankshaft damper (2) (Refer to 9 -
REMOVAL).
NOTE: Do not remove the hoses from the power

steering pump.
16. Remove power steering pump and set aside.

17. Remove the dipstick support bolt.

18. Drain the engine oil.
19. Remove the oil pan and pick up tube (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL).
NOTE: It is not necessary to remove water pump for timing cover removal.
20. Remove timing cover bolts and remove cover.

21. Verify that timing cover slide bushings (1) are located in timing cover.
INSTALLATION
1. Clean timing chain cover and block surface.
NOTE: Always install a new gasket on timing cover.
2. Verify that the slide bushings (1) are installed in timing cover.
3. Install cover and new gasket. Tighten fasteners to 28 N·m (250 in. lbs.).
NOTE: The large lifting stud is torqued to 55 N·m (40 ft. lbs.).
4. Install the oil pan and pick up tube (Refer to 9 -

ENGINE/LUBRICATION/OIL PAN - INSTALLA-
TION).
7. Install power steering pump.
8. Install the dipstick support bolt.
9. Install the thermostat housing.
10. Install crankshaft damper (Refer to 9 - ENGINE/
LATION).
11. Install accessory drive belt tensioner assembly
and both idler pulleys.
12. Install radiator lower hose.
13. Install both heater hoses.
14. Install radiator fan shroud.
15. Install the fan and fan drive assembly
17. Install the coolant bottle and washer bottle.
19. Install the air cleaner assembly.
20. Fill cooling system.
TIMING CHAIN & SPROCKETS

REMOVAL

3. Remove Timing Chain Cover (1).
4. Re-install the vibration damper bolt finger tight.
Using a suitable socket and breaker bar, rotate the
crankshaft to align timing chain sprockets and key-
ways as shown.

cam sprocket must be clocked at 12:00 (2). The
crankshaft keyway must be clocked at 2:00 (3).
The crankshaft sprocket must be installed so that
the dots and or paint marking is at 6:00.
5. Remove oil pump.
6. Retract tensioner shoe (1) until hole in shoe lines up with hole in bracket..
7. Slide a suitable pin (2) into the holes.
8. Remove camshaft sprocket attaching bolt and

remove timing chain with crankshaft and camshaft
sprockets (2).
9. If tensioner assembly is to be replaced, remove the
tensioner to block bolts and remove tensioner
assembly.
INSTALLATION
1. If tensioner (1) assembly is being replaced, install tensioner and mounting bolts. Torque bolts to 28 N·m (250 in.
lbs.).
2. Retract tensioner (2) if required.
CAUTION: The timing chain must be installed with

the single plated link aligned with the dot and or
paint marking on the camshaft sprocket. The
crankshaft sprocket is aligned with the dot and or
paint marking on the sprocket between two plated
timing chain links.

cam sprocket must be clocked at 12:00. The
crankshaft keyway must be clocked at 2:00. The
crankshaft sprocket must be installed so that the
dots and or paint marking is at 6:00.
3. Place both camshaft sprocket and crankshaft

sprocket on the bench with timing marks on exact
imaginary center line through both camshaft and
crankshaft bores.
4. Place timing chain around both sprockets.
5. Lift sprockets and chain (keep sprockets tight
against the chain in position as shown).
6. Slide both sprockets (2,3) evenly over their respec-
tive shafts and check alignment of timing marks.
7. Install the camshaft bolt. Tighten the bolt to 122 N·m (90 ft. lbs.) torque.
8. Remove tensioner pin. (1) Again, verify alignment

of timing marks.

10. Install the oil pan and pick up (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - INSTALLATION).
11. Install the timing chain cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) -
INSTALLATION).
13. Fill cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE).
15. Start engine and check for oil and coolant leaks.
TENSIONER - TIMING CHAIN

DESCRIPTION
The timing chain tensioner is a stamped steel constant tension mechanical design. It is mounted to the front of the
engine, behind the timing chain drive.
OPERATION
The timing chain tension is maintained by routing the timing chain through the tensioner assembly. A nylon covered
spring steel arm presses on the timing chain maintaining the correct chain tension.
9 - 2602 ENGINE - 3.0L TD SERVICE INFORMATION LX
ENGINE - 3.0L TD SERVICE INFORMATION
TABLE OF CONTENTS
page page
ENGINE - 3.0L TD SERVICE INFORMATION REMOVAL

DESCRIPTION LEFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2691
3.0L COMMON RAIL DIESEL ENGINE . . . . . . 2604 RIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2694
ENGINE COVER . . . . . . . . . . . . . . . . . . . . . . . . . . 2606 INSTALLATION
DIAGNOSIS AND TESTING LEFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2696
ENGINE DIAGNOSIS - MECHANICAL . . . . . . . 2606 RIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2698
SMOKE DIAGNOSIS CHARTS . . . . . . . . . . . . . 2608 CYLINDER HEAD COVER
STANDARD PROCEDURE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2701
FORM-IN-PLACE GASKETS AND SEALERS . 2610 REMOVAL
REPAIR DAMAGED OR WORN THREADS . . 2611 LEFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2701
HYDROSTATIC LOCK . . . . . . . . . . . . . . . . . . . . . 2611 RIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2704
REMOVAL INSTALLATION
3.0L COMMON RAIL DIESEL ENGINE . . . . . . 2612 LEFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2706
ENGINE COVER . . . . . . . . . . . . . . . . . . . . . . . . . . 2617 RIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2708
INSTALLATION ROCKER ARMS
3.0L COMMON RAIL DIESEL ENGINE . . . . . . 2617 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2710
ENGINE COVER . . . . . . . . . . . . . . . . . . . . . . . . . . 2623 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2710
SPECIFICATIONS REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2710
ENGINE SPECIFICATIONS . . . . . . . . . . . . . . . . 2623 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2711
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2628 HYDRAULIC LIFTERS
SPECIAL TOOLS - 3.0L TURBODIESEL . . . . . . . 2630 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2712
ELEMENT-AIR CLEANER REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2712
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2634 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2712
HOUSING-AIR CLEANER ENGINE BLOCK
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2637 CRANKSHAFT
CYLINDER HEAD DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2716
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2638 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2716
STANDARD PROCEDURE STANDARD PROCEDURE
CYLINDER HEAD BOLT INSPECTION . . . . . . 2638 MEASURE CRANKSHAFT AND BLOCK
VALVE SEALS - IN VEHICLE . . . . . . . . . . . . . . . 2638 JOURNALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2716
VALVE SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . 2640 CHECKING CRANKSHAFT END PLAY . . . . . . 2717
REMOVAL REMOVAL - CRANKSHAFT . . . . . . . . . . . . . . . . . . 2717
LEFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2642 INSTALLATION - CRANKSHAFT . . . . . . . . . . . . . . 2718
RIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2649 CRANKSHAFT MAIN BEARINGS
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2655 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2720
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2655 SEAL - CRANKSHAFT OIL - FRONT
INSTALLATION REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2721
LEFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2656 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2723
RIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2666 CRANKSHAFT OIL SEAL - REAR
CAMSHAFT OIL SEAL(S) DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2725
REMOVAL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2725
RIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2679 FLEX PLATE
INSTALLATION REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2727
RIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2687 CYLINDER LINERS
CAMSHAFT(S) DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2728
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2691 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2728
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2691
LX ENGINE - 3.0L TD SERVICE INFORMATION 9 - 2603
PISTON & CONNECTING ROD INSTALLATION

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2729 OIL PUMP PICKUP TUBE . . . . . . . . . . . . . . . . . 2757
STANDARD PROCEDURE - PISTON RING INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 2757
FITTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2730 OIL JET
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2731 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2758
DAMPER - VIBRATION PCV
VACUUM PUMP INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2761
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2739 OIL COOLER
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2739 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2762
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2740 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2762
LEFT MOUNT INTAKE MANIFOLD
RIGHT MOUNT INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2766
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2742 EXHAUST MANIFOLD
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2742 REMOVAL
LUBRICATION RIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2770
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2743 LEFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2771
OIL INSTALLATION
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2744 RIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2772
OIL FILTER LEFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2773
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2745 TIMING CHAIN COVER
OIL PAN INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2776
REMOVAL TIMING CHAIN AND SPROCKETS
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2746 REMOVAL
OIL PAN - LOWER . . . . . . . . . . . . . . . . . . . . . . . . 2747 REMOVAL - TIMING CHAIN GUIDE - UPPER . . 2780
INSTALLATION REMOVAL - TIMING CHAIN TENSIONING
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 2749 RAIL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2780
OIL PAN - INSTALLATION . . . . . . . . . . . . . . . . . 2751 REMOVAL - TIMING CHAIN . . . . . . . . . . . . . . . . 2780
OIL PRESSURE RELIEF VALVE INSTALLATION
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2753 INSTALLATION - TENSIONING AND SLIDE
OIL PRESSURE SENDING UNIT RAIL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2782
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2754 INSTALLATION - TIMING CHAIN
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2754 TENSIONING RAIL. . . . . . . . . . . . . . . . . . . . . . . 2783
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2754 ADJUSTMENTS
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2755 INSTALLATION - TIMING CHAIN . . . . . . . . . . . 2783
OIL PUMP TIMING CHAIN TENSIONER
REMOVAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2789
OIL PUMP PICKUP TUBE . . . . . . . . . . . . . . . . . 2756 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2789
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2756 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2789
ENGINE - 3.0L TD SERVICE INFORMATION
DESCRIPTION
3.0L COMMON RAIL DIESEL ENGINE
The 3.0L (183 C.I.D.) six - cylinder “common rail” direct injection engine is a 72°, overhead valve design. The engine
utilize a cast aluminum cylinder block molded around cast iron piston sleeves. The engine has aluminum cross flow
cylinder heads, four valves per cylinder, central injectors and dual overhead camshafts. The 3.0L is turbocharged,
intercooled, and also equipped with a EGR cooler.
Additional features are:
• Finger Follower Actuated Valves with Hydraulic Adjusters
• Counter Rotating Balance Shaft
• Oil Jet Cooled Pistons
• Swirl Intake Ports
• Chain driven D.O.H.C. per bank of cylinders, with 4 valves per cylinder
The engine identification stamp (3) for the 3.0L is

located on the left side of the engine block, below the
high pressure pump along with the 4 digit main bear-
ing identifying stamp (2) and the 6 digit cylinder bore
identifying stamp (1).
The engine identification number encompasses the

production number, engine plant code, engine type
and engine model.
ENGINE COVER
The insulated engine cover (1) is made of composite
material and used cosmetically to cover the top of the
engine and greatly reduce engine noise. Three brack-
ets secure the cover to the engine.

ENGINE DIAGNOSIS - MECHANICAL
LUBRICATING OIL 1. Low oil level. 1. (a) Check and fill with clean engine oil.
PRESSURE LOW
(b) Check for a severe oil leak, worn rings
(burning oil), oil leaking from the
turbocharger to the intake, or other root
causes for low oil level.
2. Oil viscosity thin, diluted or wrong 2. (a) Verify the correct engine oil is being
specification. used.
(b) Look for reduced viscosity from fuel
dilution.
3. Improperly operating pressure 3. Verify the pressure switch is functioning
switch/gauge. correctly. If not, replace switch/gauge.
4. Relief valve stuck open. 4. Check/replace valve.
5. If cooler was replaced, shipping 5. Check/remove shipping plugs.
plugs may have been left in cooler
6. Worn oil pump. 6. Check and replace oil pump.
7. Suction tube loose or seal leaking. 7. Check and replace seal.
8. Loose main bearing cap. 8. Check and install new bearing. Tighten
cap to proper torque.
9. Worn bearings or wrong bearings 9. Inspect and replace connecting rod or
installed. main bearings. Check and replace directed
piston cooling nozzles.
10. Directed piston cooling nozzles 10. Check directed piston cooling nozzles
under piston, bad fit into main position.
carrier.
12. Loose directed piston cooling 12. Tighten directed piston cooling nozzle.
nozzle.
LUBRICATING OIL 1. Pressure switch/gauge not 1. Verify pressure switch is functioning

PRESSURE TOO HIGH operating properly. correctly. If not, replace switch/gauge.
ENGINE BREATHER 2. Engine running too cold. 2. Coolant Temperature Below Normal
RESTRICTED
3. Oil viscosity too thick. 3. Make sure the correct oil is being used.
4. Oil pressure relief valve stuck 4. Check and replace valve.
closed or binding
LUBRICATING OIL LOSS 1. External leaks. 1. Visually inspect for oil leaks. Repair as
required.
2. Crankcase overfilled. 2. Verify that the correct dipstick is being
used.
3. Incorrect oil specification or 3. (a) Make sure the correct oil is being
viscosity. used.
(b) Look for reduced viscosity from dilution
with fuel.
(c) Review/reduce oil change intervals.
4. Oil cooler leak 4. Check and replace the oil cooler.
5. High blow-by forcing oil out the 5. Check the breather tube area for signs of
breather. oil loss. Perform the required repairs.
6. Turbocharger leaking oil to the air 6. Inspect the air ducts for evidence of oil
intake. transfer. Repair as required (slight oil
residue is normal).
COMPRESSION KNOCKS 1. Air in the fuel system. 1. Identify location of air leak and repair. Do
not bleed high pressure fuel system.
2. Poor quality fuel or water/gasoline 2. Verify by operating from a temporary
contaminated fuel. tank with good fuel. Clean and flush the
fuel tank. Replace fuel/water separator filter.
3. Engine overloaded. 3. Verify the engine load rating is not being
exceeded.
4. Improperly operating injectors. 4. Check and replace misfiring/inoperative
injectors.
EXCESSIVE VIBRATION 1. Loose or broken engine mounts. 1. Replace engine mounts.

2. Damaged fan or improperly 2. Check and replace the vibrating
operating accessories. components.
3. Improperly operating vibration 3. Inspect/replace vibration damper.
damper
4. Improperly operating balance shaft 4. Inspect/replace balance shaft.
5. Improperly operating electronically 5. Inspect/replace fan drive.
controlled viscous fan drive.
6. Worn or damaged generator 6. Check/replace generator.
bearing.
7. Flywheel housing misaligned. 7. Check/correct flywheel alignment.
8. Loose or broken power 8. Inspect the crankshaft and rods for

component. damage that causes an unbalance
condition. Repair/replace as required.
9. Worn or unbalanced driveline 9. Check/repair driveline components.
components.
EXCESSIVE ENGINE 1. Drive belt squeal, insufficient 1. Check the automatic tensioner and
NOISES tension or abnormally high loading. inspect the drive belt. Make sure water
pump, tensioner pulley, fan hub, generator
and power steering pump turn freely.
2. Intake air or exhaust leaks. 2. Refer to Excessive Exhaust Smoke
(Refer to 9 - ENGINE - DIAGNOSIS AND
TESTING).
3. Excessive valve lash. 3. Adjust valves. Make sure the rocker arms
are not bent. Replace bent or severely worn
components.
4. Turbocharger noise. 4. Check turbocharger impeller and turbine
wheel for housing contact. Repair/replace
as required.
5. Gear train noise. 5. Visually inspect and measure gear
backlash. Replace gears as required.
6. Power function knock. 6. Check/replace rod and main bearings.
SMOKE DIAGNOSIS CHARTS

The following charts include possible causes and corrections for excess or abnormal exhaust smoke. Small
amounts of exhaust smoke (at certain times) are to be considered normal for a diesel powered engine.
EXCESSIVE BLACK SMOKE

POSSIBLE CAUSE CORRECTION
Air filter dirty or plugged. Check and/or replace filter
Air intake system restricted. Check entire air intake system including all hoses and
tubes for restrictions, collapsed parts or damage.
Repair/replace as necessary.
Air Leak in Intake System. Check entire air intake system including all hoses and
tubes for collapse, cracks, loose clamps and/or holes in
rubber ducts. Also check intake manifold for loose
mounting hardware.
Diagnostic Trouble Codes (DTC’s) active or multiple, Refer to Powertrain Diagnostic Procedures Information.
intermittent DTC’s.
Engine Control Module (ECM) has incorrect calibration. Refer to Powertrain Diagnostic Procedures Information.
Exhaust system restriction is above specifications. Check exhaust pipes for damage/restrictions. Repair as
necessary.
Fuel grade is not correct or fuel quality is poor. Temporarily change fuel brands and note condition.
Change brand if necessary.
Fuel injection pump malfunctioning. A DTC may have been set. If so, refer to Powertrain
Diagnostic Procedures Information.
Fuel injector malfunctioning. A DTC may have been set. Perform “Injector
Classification Programming9 using scan tool. Also refer
to Powertrain Diagnostic Procedures Information and,
Return Fuel Quantity Test.
Fuel injector lower washer doubled or missing. Remove and inspect injector washer.
EXCESSIVE BLACK SMOKE

Fuel return system restricted. Check fuel return lines for restriction.
Intake manifold restricted. Remove restriction.
Manifold Air Pressure (Boost) Sensor or sensor circuit A DTC should have been set. Refer to Powertrain
malfunctioning. Diagnostic Procedures Information.
Turbocharger air intake restriction. Remove restriction.
Turbocharger damaged. Refer to Exhaust and Turbochanger Diagnostic
Procedures
Turbocharger has excess build up on compressor Refer to Exhaust and Turbochanger Diagnostic
wheel and/or diffuser vanes. Procedures
Turbocharger wheel clearance out of specification. Refer to Exhaust and Turbochanger Diagnostic
Procedures
EXCESSIVE WHITE SMOKE

Air in fuel supply: Possible leak in fuel supply side. Inspect fuel system
Coolant leaking into combustion chamber. Perform pressure test of cooling system.
Diagnostic Trouble Codes (DTC’s) active or multiple, Refer to Powertrain Diagnostic Procedures Information.
intermittent DTC’s.
In very cold ambient temperatures, engine block heater Refer to In-Block Heater
is malfunctioning (if equipped).
Engine coolant temperature sensor malfunctioning. A DTC should have been set. Refer to Powertrain
Diagnostic Procedures Information. Also check
thermostat operation.
Engine Control Module (ECM) has incorrect calibration. A DTC should have been set. Refer to Powertrain
Fuel filter plugged. Refer to Powertrain Diagnostic Manual for fuel system
testing.
Fuel grade not correct or fuel quality is poor. Temporarily change fuel brands and note condition.
Change brand if necessary.
Fuel heater element or fuel heater temperature sensor Refer to Fuel Heater Testing (Refer to 14 - FUEL
malfunctioning. This will cause wax type build-up in fuel SYSTEM/FUEL DELIVERY/FUEL HEATER -
filter. DIAGNOSIS AND TESTING).
Fuel injector malfunctioning. A DTC should have been set. Perform “Injector
Identification Programming9 or 9Cylinder Cutout Test9
using scan tool to isolate individual cylinders. Also refer
to Powertrain Diagnostic Procedures Information.
Fuel injector hold-down(s) loose. Replace the copper washer(s)(shim) and torque to
specifications.
Fuel injector protrusion not correct. Check washer (shim) at bottom of fuel injector for
correct thickness.
Fuel injection pump malfunctioning. A DTC should have been set. Refer to Powertrain
Fuel supply side restriction. Refer to Powertrain Diagnostic Manual for fuel system
testing.
Intake manifold air temperature sensor malfunctioning. A DTC should have been set. Refer to Powertrain
EXCESSIVE WHITE SMOKE
Intake manifold heater circuit not functioning correctly in A DTC should have been set. Refer to Powertrain
cold weather. Diagnostic Procedures Information. Also check heater
elements for correct operation.
Intake manifold heater elements not functioning A DTC should have been set if heater elements are
correctly in cold weather. malfunctioning. Refer to Powertrain Diagnostic
Procedures Information.
Internal engine damage (scuffed cylinder). Analyze engine oil and inspect oil filter to locate area of
probable damage.
Restriction in fuel supply side of fuel system. Refer to Powertrain Diagnostic Manual for fuel system
testing.
EXCESSIVE BLUE SMOKE

Dirty air cleaner or restricted turbocharger intake duct. Check Air Cleaner Housing for debris and replace filter
as necessary
Air leak in boost system between turbocharger Service charge air system.
compressor outlet and intake manifold.
Obstruction in exhaust manifold. Remove exhaust manifold and inspect for blockage.
Restricted turbocharger drain tube. Remove turbocharger drain tube and remove
obstruction.
Crankcase ventilation system plugged. Inspect oil separator system for function and clear drain
back hole in cylinder head cover/intake manifold
Valve seals are worn, brittle, or improperly installed. Replace valve stem oil seals
Valve stems and/or guides are worn. Remove valves and inspect valves and guides.
Broken or Improperly installed piston rings. Tear down engine and inspect piston rings.
Excessive piston ring end gap. Remove pistons and measure piston ring end gap.
Excessive cylinder liner wear and taper. Remove pistons and measure cylinder liner wear and
taper.
Cylinder damage. Remove pistons and inspect cylinder liner for cracks or
porosity. Repair with new cylinder liner if necessary.
Piston damage. Remove pistons and inspect for cracks, holes. Measure
piston for out-of-round and taper.
Turbocharger failure. Refer to Exhaust and Turbocharger Procedures
STANDARD PROCEDURE
FORM-IN-PLACE GASKETS AND SEALERS
There are numerous places where form-in-place gaskets are used on the engine. Care must be taken when apply-
ing 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, MoparT ATF-RTV, and MoparT Gasket Maker gasket materials, each have different properties and can not
be used in place of the other.
MOPART ENGINE RTV GEN II
MoparT Engine RTV GEN II is used to seal components exposed to engine oil. This material is a specially 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. Always inspect the package for the expiration date before use.
MOPART ATF RTV
MoparT ATF RTV is a specifically designed black silicone rubber RTV that retains adhesion and sealing properties
to seal components exposed to automatic transmission fluid, engine coolants, and moisture. This material is avail-
able 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.
MOPART GASKET MAKER
MoparT Gasket 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.
MOPART GASKET SEALANT
MoparT Gasket Sealant is a slow drying, permanently soft sealer. This material is recommended for sealing
threaded fittings and gaskets against leakage of oil and coolant. Can be used on threaded and machined parts
under all temperatures. This material is used on engines with multi-layer steel (MLS) cylinder head gaskets. This
material also will prevent corrosion. MoparT Gasket Sealant is available in a 13 oz. aerosol can or 4oz./16 oz. can
w/applicator.
FORM-IN-PLACE GASKET AND SEALER APPLICATION

Assembling parts using a form-in-place gasket requires care but it’s easier than using precut gaskets.
MoparT Gasket Maker material should be applied sparingly 1 mm (0.040 in.) diameter or less of sealant to one
gasket surface. Be certain the material surrounds each mounting hole. Excess material can easily be wiped off.
Components should be torqued in place within 15 minutes. The use of a locating dowel is recommended during
assembly to prevent smearing material off the location.
MoparT Engine RTV GEN II or ATF RTV gasket material should be applied in a continuous bead approximately 3
mm (0.120 in.) in diameter. All mounting holes must be circled. For corner sealing, a 3.17 or 6.35 mm (1/8 or 1/4 in.)
drop is placed in the center of the gasket contact area. Uncured sealant may be removed with a shop towel. Com-
ponents should be torqued in place while the sealant is still wet to the touch (within 10 minutes). The usage of a
locating dowel is recommended during assembly to prevent smearing material off the location.
MoparT Gasket Sealant in an aerosol can should be applied using a thin, even coat sprayed completely over both
surfaces to be joined, and both sides of a gasket. Then proceed with assembly. Material in a can w/applicator can
be brushed on evenly over the sealing surfaces. Material in an aerosol can should be used on engines with multi-
layer steel gaskets.
REPAIR DAMAGED OR WORN THREADS

HYDROSTATIC LOCK
3. Place a shop towel around the fuel injectors to catch any fluid that may possibly be under pressure in the cyl-
inder head. Remove the fuel injectors (Refer to 14 - FUEL SYSTEM/FUEL INJECTION/FUEL INJECTOR -
REMOVAL).
4. With all injectors removed, rotate the crankshaft using the crankshaft.
9. Install fuel injectors (Refer to 14 - FUEL SYSTEM/FUEL INJECTION/FUEL INJECTOR - INSTALLATION).
12. Install a new oil filter and tighten to 10 N·m 88 in. lbs.) torque.
13. Fill engine crankcase with the specified amount and grade of oil (Refer to LUBRICATION & MAINTENANCE/
FLUID TYPES - SPECIFICATIONS).
15. Start the engine, allow to warm, turn engine off and check for any leaks. (Refer to 14 - FUEL SYSTEM -
WARNING).
REMOVAL
1. Disconnect negative battery cable. (Refer to 8 - ELECTRICAL/BATTERY SYSTEM/CABLES - REMOVAL)
2. Drain cooling system. (Refer to 7 - COOLING - STANDARD PROCEDURE)
3. Remove engine cover (1).
4. Remove air cleaner housing (Refer to 9 - ENGINE/
AIR INTAKE SYSTEM/AIR CLEANER HOUSING -
REMOVAL).
5. Remove the wiper arms. (Refer to 8 - ELECTRICAL/WIPERS/WASHERS/WIPER ARMS - REMOVAL)

6. Remove the engine cowl.
7. Remove the strut tower support.
8. Remove the turbocharger heat shield.

9. Remove the exhaust pipe from the turbocharger
(2).
10. Remove the EGR air tube (3) at the EGR hous-
ing.
11. Remove the clamp (1) from the exhaust elbow.
12. Remove the EGR valve (1).

13. Remove the upper radiator hose.
14. Remove the coolant bypass hose.
15. Remove the charge air resonator (3) and hose

(1).
16. Remove the accessory belt.

17. Remove the oil dipstick tube and position aside.
18. Remove the power steering pump and position
aside. (Refer to 19 - STEERING/PUMP -
REMOVAL)
19. Remove the vacuum hose from the vacuum pump.

20. Remove the engine harness at the ECM.
21. Remove the dash panel heat shield.
22. Remove the engine harness from the right side of the engine.
23. Remove the fuel lines.

24. Remove the exhaust bracket (1) from the cylinder head.
25. Remove the transmission oil tube.
26. Disconnect the Oxygen Sensor wiring connector.
27. Remove the catalytic converter pressure line.
28. Remove the starter. (Refer to 8 - ELECTRICAL/STARTING/STARTER MOTOR - REMOVAL)
29. Remove the CKP sensor shield (1).
30. Disconnect the CKP sensor (2).
31. Remove the CKP sensor.
32. Remove the lower heater hose.
33. Remove the lower coolant transfer hose.
34. Remove the AC compressor and position aside.
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING/A/C COMPRESSOR - REMOVAL)
35. Paint mark the flex plate to torque converter rela-

tion and remove the torque converter bolts
through the access hole.
36. Remove the torque converter bolts.
37. Support the transmission with a transmission jack.
38. Remove the transmission case to engine bolts.
39. Support the engine by placing a piece of wood
between the engine and the sway bar.
40. Remove the left engine mount shield.

41. Remove the left engine mount from the vehicle
frame.
42. Remove the right engine mount shield.
43. Remove the right engine mount from the vehicle
frame.
45. Connect the engine lift chain to the engine lift fix-
tures.
46. Remove the hood struts and position the hood
aside.
47. Remove the engine from the vehicle.
ENGINE COVER
1. Remove the engine oil cap.
2. Remove the fasteners.
3. Pull the cover (1) forward and away from the rear
mounting brackets.
INSTALLATION
1. Carefully align the engine assembly in the engine
bay area and align with the transmission, Do Not
lower the engine.
2. Align the engine to transmission, and lower the
engine mounts into position.
3. Install left engine mount to the engine. Tighten
bolts to 45 N.m (33 ft. lbs.).
4. Install the left engine mount shield.
5. Install right engine mount to the engine. Tighten
bolts to 45 N.m (33 ft. lbs.).
6. Install the right engine mount shield.
7. Remove engine lifting device.
8. Install the hood support rods.
9. Raise and support the vehicle.
10. Align the flex plate to the torque converter as
marked in the disassembly procedure.
11. Tighten the flex plate bolts to 45 N·m (33 ft. lbs.).
12. Install accessible engine to transmission housing
bolts. Tighten bolts to 83 N·m (62 ft. lbs.).
13. Install the AC compressor. (Refer to 24 - HEAT-
ING & AIR CONDITIONING/PLUMBING/A/C
COMPRESSOR - INSTALLATION)
14. Install the lower coolant transfer hose.

15. Install the lower heater hose.
16. Install the CKP sensor and tighten bolt to 9 N·m
(79 in. lbs.).
17. Connect the CKP sensor.
18. Install the starter. (Refer to 8 - ELECTRICAL/
STARTING/STARTER MOTOR - INSTALLATION)
19. Install the catalytic converter pressure line.
20. Connect the oxygen sensor connector.
21. Install the transmission oil tube and tighten the
bolt to 25 N·m (18 ft. lbs.)
22. Install the fuel lines.
23. lower the vehicle.
24. Install the exhaust bracket (1) to the cylinder head and tighten to 14 N·m (143 in. lbs.).
25. Install the dash panel heat shield.
26. Connect the ECM harness.
27. Install the vacuum hose to the vacuum pump.

28. Install the power steering pump. (Refer to 19 - STEERING/PUMP - INSTALLATION)
29. Install the oil dipstick tube.
30. Install the accessory belt.
31. Install the charge air resonator.

32. Install the coolant bypass hose.

34. Connect the EGR valve connector.
35. Install the clamp (1) on the exhaust elbow.

Tighten the clamp to 20 N·m (15 in. lbs.).
36. Discard the old gasket and clean the EGR tube
sealing surfaces.
37. Install a new gasket on the EGR tube (3).
38. Install the EGR tube (3) and tighten the bolts to 9
N·m (79 in. lbs.)
39. Discard the old gasket and clean the exhaust pipe
and turbocharger sealing surfaces.
40. Install a new gasket between the exhaust pipe
and turbocharger.
41. Install the exhaust pipe (2) to the turbocharger
and tighten the bolts to 20 N·m (15 in. lbs.) and
then an additional 90°.
42. Install the turbocharger heat shield.
43. Install the strut tower support.

44. Install the engine cowl. (Refer to 23 - BODY/EX-
TERIOR/COWL GRILLE - INSTALLATION)
45. Install the air cleaner housing.

46. Install the engine cover.
47. Fill the cooling system. (Refer to 7 - COOLING -
STANDARD PROCEDURE)
48. Connect the negative battery cable. (Refer to 8 -
ELECTRICAL/BATTERY SYSTEM/CABLES -
INSTALLATION)
ENGINE COVER
1. Align the rear of the engine cover (1) with the rear
mounting bracket slots and seat the cover into the
bracket.
2. Push down on the cover (1) and install the fasten-
ers.
3. Tighten fasteners to 5 N·m (44 in. lbs.).
4. Install the oil cap.
SPECIFICATIONS
ENGINE SPECIFICATIONS
GENERAL DESCRIPTION
Displacement 3.0L 3.0L (2985 cc) (182 CID)
Bore 83 mm
Stroke 92 mm
Compression Ratio 18 :1
Weight 215Kg (474 Lbs.)
Power 160Kw (215 HP) @ 4200 RPM
Torque 510 N·m (376 Ft. Lbs.) @ 1800 RPM
Idle Speed - Warm 620 RPM
Belt Tension Automatic Belt Tensioner
Thermostat Opening 80°C ± 2°C
Cooling System Capacity 13.3 Liters (14 qts.)
Engine Oil Capacity 9.5L (10 Qt.) W/Filter Change
Timing System Chain Driven Dual Overhead Camshafts
Air Intake Dry Filter With Turbocharger and Charge Air Cooler
Fuel Supply Electric Pump In The Fuel Tank
Fuel System Direct Fuel Injection Common Rail System
Combustion Cycle 4 Stroke
Cylinder Compression Difference Between Cylinders 5 Bar (72.5 psi.)
Cooling System Water Cooling
Injection Pump CP3 2nd. Generation Common Rail System
Injection Order 1-4-2-5-3-6
Lubrication Pressure Lubricated By Rotary Pump
Oil Pressure 80°C (176°F) 1.1 Bar (16 psi.) at Idle
3.6 Bar (52 psi) at 3200 rpm
Engine Rotation Clockwise Viewed From Front Cover
CRANKSHAFT
Metric Standard
Front Journal Diameter-Nominal 62.985-63.005 mm 2.479-2.480 in
Front Journal Diameter- minus 0.25 62.735-62.755 mm 2.469-2.470 in.
Front Bearing Diameter-Nominal 63.005-63.034 mm 2.480-2.481 in.
Front Bearing Diameter-minus 0.25 62.755-62.784 mm 2.471-2.478 in
Clearance Between the Journal and 0.00-0.049 mm 0.000-0.001 in.
Bearing
Center Journal Diameter-Nominal 63.005-63.020 mm 0.001-0.003 in.
Center Journal Diameter-minus 0.25 62.775-62.770 mm 2.470-2.471
Center Bearing Diameter-Nominal 63.005-63.020 mm 2.480-2.481 in.
Center Bearing Diameter-minus 62.775-62.770 mm 2.470-2.471 in.
0.25
Clearance Between Journal and 0.008-0.051 mm 0.0003-0.0002 in
Bearing
Rear Journal Diameter-Nominal 89.980-90.000 mm 3.542-3.543 in
Rear Journal Diameter- minus 0.25 89.730-99.750 mm 3.532-3.927 in.
Rear Bearing Diameter-Nominal 90.045-90.065 mm 3.545-3.546 in.
Rear Bearing Diameter- minus 0.25 89.795-89.815 mm 3.535-3.536 in.
Clearance Between Journal and 0.045-0.080 mm 0.001-0.003 in.
Bearing
Connecting Rod Journal-Nominal 53.940-53.955 mm 2.123-2.124 in.
Connecting Rod Journal- minus 53.690-53.705 mm 2.113-2.114 in.
0.25
Connecting Rod Bearing-Nominal 53.997-54.016 mm 2.125-2.126 in.
Connecting Rod Bearing- minus 53.727-53.766 mm 2.115-2.116 in.
0.25
Clearance Between Journal and 0.022-0.076 mm 0.0008-0.0029 in.
Bearing
Crankshaft End Play 0.080-0.280 mm 0.003-0.011 in.
Adjustment Thrust Washers Thrust Washers
Thrust Washers Available 2.31-2.36 mm 0.090-0.092 in.
2.41-2.46 mm 0.094-0.096 in.
2.51-2.56 mm 0.098-0.100
Carrier with Thrush Washers 27.670-27.820 mm 1.089-1.095 in.
Installed
MAIN BEARING CARRIERS
Metric Standard
Internal Diameter-Front 67.025-67.050 mm 2.638-2.639 in.
Internal Diameter-Center 66.670-66.690 mm 2.624-2.624 in.
Internal Diameter-Rear 85.985-86.005 mm 3.385-3.386 in.
LINERS
Metric Standard
Internal Diameter 091.997-92.015 mm. 3.621-3.622 in.
Protrusion 0.00-0.05 mm 0.00-0.001 in.
Available Adjustment Shims 0.15 mm 0.005 in.
0.17 mm 0.006 in.
0.20 mm 0.007 in.
0.23 mm 0.009
0.25 mm 0.0098
CYLINDER HEAD
Metric Standard
Minimum Thickness 94.95-95.05 mm. 3.738-3.742 in.
Gasket Thickness 1.32 mm ± 0.08, 0 notches 0.0051 in. ± 0.003, 0 notches
1.42 mm ± 0.08, 1 notch 0.051 in. ± 0.003, 1 notch
1.52 mm ± 0.08, 2 notches 0.059 in. ± 0.003, 1 notches
CONNECTING RODS
Metric Standard
Small end Bearing Internal Diameter 32.035-32.050 mm 1.2612-1.2618 in.
Large End Internal Diameter 53.997-54.016 mm 2.125-2.126 in.
PISTONS
Metric Standard
Skirt Diameter (measured at 93.912-93.928 mm. 3.6973-3.6979 in.
approximately 10 mm above the
bottom of the skirt)
Piston Clearance 0.010-0.22 mm 0.0003-0.0008 in.
Top of Piston to Cylinder Head 0.69-0.83 mm 0.027-0.032 in.
Piston Protrusion 0.460-0.609 mm Fit Gasket, 0.018-0.023 in. Fit Gasket, Number
Number (1.32mm), 0 hole (0.051 in.), 0 notches
0.610-0.709 Fit Gasket, Number 0.024-0.027 in. Fit Gasket, Number
(1.42 mm) 1 hole (0.055 in.) 1 notch or hole
0.710-0.810 Fit Gasket, Number 0.027-0.031 in. Number (0.059 in) 2
(1.52 mm), 2 holes notches or holes
PISTON PINS
Metric Standard
Type Full Floating
Pin Diameter 32.004-32.010 mm 1.259-1.260 in.
Clearance 0.010-0.020 mm 0.0003-0.0007 in.
PISTON RINGS
Metric Standard
Clearance in Groove
Top Compression Ring 0.12-0.16 mm 0.0048-0.0063 in.
Second Compression Ring 0.065-0.11 mm 0.0026-0.0044 in.
Oil Control (Steel Rails) 0.03-0.07 mm 0.0012 - 0.0028 in.
Fitted Gap
Top Compression Ring 0.40-0.55 mm 0.0158-0.0217 in.
Oil Ring (Steel Ring) 0.20 - 0.40 mm 0.0079 -0 .0158 in.
CAMSHAFT
Metric Standard
Journal Diameter-Front 29.960-29.980 mm 1.179-1.180 in.
Bearing Clearance 0.03-0.08 mm 0.001-0.003 in.
Journal Diameter-Center 39.250-39.270 mm 1.545-1.546 in.
Bearing Clearance 0.03-0.08 mm 0.001-0.003 in
Journal Diameter-Rear 39.250-39.270 mm 1.545-1.546 in.
Bearing Clearance 0.03-0.08 mm 0.001-0.003 in.
Camshaft End Play 0.10-0.55mm 0.004-0.021 in.
HYDRAULIC LIFTER
Metric Standard
Outside Diameter 11.994 ± 0.006 mm 0.472 ± 0.0002 in.
VALVES
Metric Standard
Face Angle-Intake 45° 25’-55° 35’ mm -
Face Angle-Exhaust 45° 25’-45° 35’ mm -
Intake Valve Opens 15.6° ± 2° A.T.D.C. -
Intake Valve Closes 64.4° ± 2° A.B.D.C. -
Exhaust Valve Opens 66° ± 2° B.B.D.C. -
Exhaust Valve Closes 32° ± 2° A.T.D.C. -
Head Diameter-Intake 32.30-32.50 mm 1.271-1.279 in.
Head Diameter-Exhaust 30.80-31.00 mm 1.212-1.220 in.
Stem Diameter-Intake 5.952-5.970 mm 0.234-0.235 in.
Stem Diameter-Exhaust 5.942-5.960 mm 0.233-0.234 in.
Clearance in Guide-Intake 0.030-0.060 mm 0.001-0.002 in.
Clearance in Guide-Exhaust 0.040-0.070 mm 0.001-0.002 in.
VALVE GUIDE
Metric Standard
Inside Diameter 6.00-6.012 mm 0.2362-0.2366 in.
Fitted Height-Intake 14.5-15.0 mm 0.570-0.590 in.
Fitted Height-Exhaust 16.5-17.0 mm 0.649-0.669 in.
VALVE SPRING
Metric Standard
Free Length 45.26 mm 1.781 in.
Fitted Length 38.0 mm 1.496 in.
Load at Fitted Length 182 ± 5-10% Kg -
Load at Top of Lift 395 ± 5% Kg -
Number of Coils 8 -
LUBRICATION
Metric Standard
Pressure Relief Valve Opens 6.50 bar 94 psi
Pressure Relief Valve Spring-Free 51.5 mm 2.02 in.
Length
OIL PUMP
Metric Standard
Outer Rotor End Float 0.060-0.160 mm 0.002-0.006 in.
Inner Rotor End Float 0.060-0.160 0.002-0.006 in.
Outer Rotor to Body Diameter Clearance 0.130-0.240 mm 0.005-0.009 in.
Rotor Body to Drive Gear Clearance (pump 0.90-1.50 mm 0.035-0.059 in.
not fitted)
TORQUE
3.0L DIESEL TORQUE SPECIFICATIONS
DESCRIPTION N·m Ft. Lbs. In. Lbs.

Bolts, Oil Pump 11 8 96
Bolts, Vacuum Pump 14 10 124
Vacuum Pump Pipe to Block 57 42 -
Bolts, Crankshaft Gear 11 8 96
Bolts, Crankshaft Position Sensor 11 8 96
Flex Plate Bolts - Refer to the Service Procedure
Cylinder Head Bolts - Refer to the Service Procedure
Bolts, Reluctor Wheel 15 11 130
Bolts, Rear Main Bearing Support 28 21 240
Bolt, Oil Cooler to Engine Block 47 35 -
Engine Block Plug In Front Of Oil Cooler 58 43 -
Stud, Oil Cooler Mounting 50 37 -
Bolt, Oil Level Indicator to Cylinder Head 96
11 -
Cover
Bolt, Oil Level Indicator Tube to Pan 11 - 96
Fasteners, Water Pump Housing 24 18 212
Bolts, Connecting Rod - Refer to the Service Procedure
Bolts, Balance Shaft 32 24 -
Bolts, Oil Jet 11 8 96
Bolt, Oil Pump Pick-up Tube 32 24 -
Bolts, Oil Pan — Refer to the Service Procedure
Structural Support to Engine and -
45 33
Transmission Bolts
Bolt, Crankshaft Hub 303+90° 224+90° -
Bolts, Crankshaft Pulley 32 24 -
Bolts, Front Engine Cover 9 7 -
Bolts, Transmission to Engine 83 62 -
Bolts, Cylinder Head Cover / Intake Manifold — Refer to the Service Procedure
Bolts, Camshaft Timing Access 25 18 -
Camshaft Access Plugs 80 59 -
Bolts, Oil Separator 11 8 96
Bolt, Camshaft Position Sensor 11 8 96
Bolts, Boost Pressure / Intake Air 48
5 -
Temperature. Sensor
Glow Plug 13 - 110
Bolts, Accessory Drive Bracket 45 33 -
Bolt, Accessory Drive Belt Idler Pulley 53 39 -
Bolt, Vacuum Line Fitting 57 42 -
Fasteners, Fuel Pump 28 21 -
Fittings, Fuel Line at Pump 28 21 -
Bolts, Fuel Rail Retaining 25 18 217
Bolts, Inner Timing Belt Cover

8mm 11 8 96
10mm 45 33 -
Bolts, Outer Timing Belt Cover
3mm 6 - 54
8mm 11 8 96
Bolts, Engine Mount Bracket to Cylinder -
45 33
Head
Bolts, Structural Support to Engine and -
45 33
Transmission
Bolts, Intake Inlet Tube 10 8 89
Bolts, Camshaft Sprocket 108 80 -
Bolts, Camshaft Timing Access 25 18 212
Bolt, Timing Belt Idler Pulley 47 35 -
Bolt, Timing Belt Tensioner 29 22 -
Nut, Fuel Injection Pump Gear 88 65 -
Nuts, Fuel Injection Pump Retaining 24 18 212
Bolts, Engine Lift Hook 45 33 -
Bolts, Thermostat Housing 25 18 -
Fitting, Turbocharger Oil Supply Line 25 18 217
Bolts, Turbocharger Oil Return Line 11 - 96
Nuts, Engine Cover 5 - 44
Nuts, Exhaust Manifold 36 27 -
Bolts, Turbocharger Heat Shield 25 18 217
Bolts, Exhaust Manifold Heat shield 28 21 -
Bolts, EGR Valve 25 18 -
EGR Air Control Valve to Cylinder Head 96
11 -
Cover
Bolts, Coolant Pipe to EGR Valve 25 18 -
Nuts, Turbocharger Down pipe 32 24 -
Bolts, Turbocharger Support Bracket 25 18 -
Bolts, Vibration Damper to Crankshaft Hub 28 21 -
Bolts, Crankshaft Support 44 33 -
Nuts, Turbocharger to Exhaust Manifold 32 24 -
SPECIAL TOOLS - 3.0L TURBODIESEL
REMOVER, VIBRATION DAMPER - 8940
INSTALLER, FRONT CRANKSHAFT SEAL - 8936A
INSTALLER, REAR MAIN SEAL - 8944
HAMMER, SLIDE - 8937

TOOL, CHAIN SEPARATOR - 8948 SCREW, PRESSING - 8950
PIECE, THRUST - 8949A LINKS, ASSEMBLY - 8951

ADAPTOR - 9543
INSERTS, ASSEMBLY - 8952A
Wrench, Oil Filter Cap - 9551
TOOL, FLYWHEEL LOCKING - 9102
Remover, Fuel Injector - 9552
PLIERS, FUEL LINE - 9539

ADAPTER, COMPRESSION TESTER - 9553
GUIDE, TIMING CHAIN - 9554
Retainer, Camshafts - 9555

ELEMENT-AIR CLEANER
REMOVAL
NOTE: Housing removal is not necessary for element (filter) replacement.
1. Disconnect the negative battery cable. (Refer to 8 - ELECTRICAL/BATTERY SYSTEM/BATTERY - REMOVAL)

2. Disconnect the mass air flow (MAF) and air pressure sensor electrical connectors.
3. Pry up both spring clips from front of housing cover, (spring clips retain cover to housing).
4. Release housing cover from locating tabs located on rear of housing, and lift cover.
5. Remove air cleaner element from the housing.
INSTALLATION
NOTE: Clean housing and inspect the gasket for damage before installing a clean filter. Replace as neces-
sary.
1. Install element into housing.

2. Position housing cover into rear housing locating tabs and seat cover onto housing.
3. Pry up spring clips and lock cover to housing.
4. Connect air intake duct and tighten clamp to 5 N.m
(44 in. lbs.).
5. Connect the MAF and air pressure sensor electrical
connectors.
6. Connect the negative battery cable.
HOUSING-AIR CLEANER
REMOVAL
1. Disconnect the negative battery cable. (Refer to 8 - ELECTRICAL/BATTERY SYSTEM/CABLES - REMOVAL)

2. Disconnect the MAF and air pressure sensor electrical connectors.
3. Remove the air outlet hose from the air cleaner assembly.
4. Remove the tube from the PCV valve.
5. Pry up both spring clips from front of housing cover (spring clips retain cover to housing).
6. Release housing cover from locating tabs located on rear of housing, and remove cover.
7. Remove the rear lower housing to fender well fastener.
8. Remove the air inlet duct.
9. Pulling upward, remove the air cleaner housing.
INSTALLATION
1. Position the lower housing and attach the air inlet duct.
2. Install the lower housing to fender well fastener. Tighten fastener to 5 N·m (44 in. lbs.).
3. Install the air cleaner element.
4. Position housing cover into housing locating tabs.
5. Pry up spring clips and lock cover to housing.
6. Install the air outlet tube. Tighten clamp to 5 N·m (44 in. lbs.).
7. Install the PCV valve (1).
8. Connect the MAF and air pressure senso wire harness connectors.
9. Connect the negative battery cable. (Refer to 8 - ELECTRICAL/BATTERY SYSTEM/CABLES - INSTALLATION)
CYLINDER HEAD
DESCRIPTION
The 3.0L aluminum, overhead valve cylinder heads
are made of high strength aluminum alloy and are
each equipped with two camshafts, roller finger follow-
ers/lifter assemblies and four valve technology. The
cylinder head itself is not resurfacable. The cylinder
head uses a Multi-layered Steel gasket for sealing.
STANDARD PROCEDURE
CYLINDER HEAD BOLT INSPECTION
1. Measure cylinder head bolts between points shown.
Cylinder Head Bolts Thread Diameter 12 mm

Length When New 205 mm
Maximum Length 207 mm
2. If the cylinder head bolt length is greater than the

maximum allowable measurement, replace the cyl-
inder head bolts.
VALVE SEALS - IN VEHICLE

2. Remove the intake manifold/cylinder head cover (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD
NOTE: Rocker arms and lifters must be kept in order of removal and stored in the up right position.
3. Position the rocker arms aside. (Refer to 9 - ENGINE/CYLINDER HEAD/ROCKER ARM / ADJUSTER ASSY -
REMOVAL).
4. Install special tool VM.1072A, compression tester
adaptor, into the injector hole and retain with an
injector hold down bolt.
5. Prepare special tool MD998772A for usage by

inverting the tool to cylinder head holding screws
so that the thread size matches the cylinder head.
6. Install special tool MD998772A onto cylinder head
and using adaptor MD998772A-15, place the adap-
tor over the valve spring.
7. Connect a regulated shop air supply to VM.1072A,
and pressurize the cylinder.
8. Place shop towels around the working area of the
cylinder head to prevent valve locks from acci-
dently entering the engine.
9. Using adaptor MD998772A-15 adaptor, collapse

the valve spring and remove the locks.
10. Remove the valve spring assembly.
11. Remove the valve seal.
12. Repeat this procedure for all cylinders.
VALVE SERVICE
This procedure is done with the engine cylinder head removed from the block.
DISASSEMBLY
1. Remove the engine cylinder head from the cylinder block (Refer to 9 - ENGINE/CYLINDER HEAD - REMOVAL).
2. Use Valve Spring Compressor Tool and compress each valve spring.
3. Remove the valve locks, retainers, and springs.
4. Use a smooth stone or a jewelers file to remove any burrs on the top of the valve stem, especially around the
groove for the locks.
5. Remove the valves, and place them in a rack in the same order as removed.
VALVE CLEANING
1. Clean all carbon deposits from the combustion chambers, valve ports, valve stems, valve stem guides and head.
2. Clean all residue and gasket material from the engine cylinder head machined gasket surface.
INSPECTION
1. Inspect for cracks in the combustion chambers and valve ports.
2. Inspect for cracks on the exhaust seat.
3. Inspect for cracks in the gasket surface at each coolant passage.
4. Inspect valves for burned, cracked or warped heads.
5. Inspect for scuffed or bent valve stems.
6. Replace valves displaying any damage.
7. Check valve spring height.
VALVE SEAT REFACING

1. Install a pilot of the correct size in the valve guide
bore. Reface the valve seat to the specified angle
with a good dressing stone. Remove only enough
metal to provide a smooth finish.
2. Use tapered stones to obtain the specified seat
width when required.
VALVE GUIDES
1. Valve Guides height requirement.
2. Measurement A : 16.50 - 17.00 mm. Measurment B
: 14.50 - 15.00 mm.
VALVE STEM-TO-GUIDE CLEARANCE

MEASUREMENT
1. Measure and record internal diameter of valve
guides. Valve guide internal diameter is 6.0 to
6.012 mm (0.2362 to 0.2366 in.).
2. Measure valve stems and record diameters. Intake
valve stem diameter 5.952 to 5.97 mm (0.2343 to
0.2350 in). Exhaust valve stem diameter 5.942 to
5.96 mm (0.2339 to 0.2346 in).
3. Subtract diameter of valve stem from internal
diameter of its respective valve guide to obtain
valve stem clearance in valve guide. Clearance of
inlet valve stem in valve guide is 0.03 to 0.06 mm
(.0011 to .0023 in). Clearance of exhaust valve
stem in valve guide is 0.04 to 0.07 mm (.0015 to
.0027 in).
4. If valve stem clearance in valve guide exceeds tol-
erances, new valve guides must be installed.
REMOVAL
LEFT
1. Disconnect negative battery cable. (Refer to 8 -
REMOVAL)
2. Remove engine cover (1).
3. Remove the air cleaner outlet tube.

4. Remove the charge air inlet tube.
5. Drain cooling system. (Refer to 7 - COOLING - STANDARD PROCEDURE)
6. Disconnect the vacuum hose at the vacuum pump and set aside.
8. Disconnect the coolant reservoir hose at thermostat housing and set aside.
9. Disconnect the fuel supply and return hose quick
connects at the left cylinder head cover. (Refer to
14 - FUEL SYSTEM/FUEL DELIVERY/FUEL LINES
- REMOVAL)
10. Loosen the high pressure fuel pipes at the fuel rail
(2) and disconnect the high pressure fuel pipes at
the left injectors.
11. Disconnect the high pressure fuel line at the high
pressure pump.
12. Disconnect the fuel rail solenoid (3) wiring har-
ness connector and remove the left fuel rail (2)
along with the fuel rail transfer pipe (1).
13. Remove the low pressure fuel supply and return
pipe bundle (4) fasteners.
14. Disconnect the right fuel rail pressure sensor and

remove the fuel rail.
15. Disconnect the camshaft position sensor (CMP)
(6), the right fuel injector wiring harness connec-
tors, and the right return fuel hoses from the injec-
tors.
16. Remove the return fuel bundle fasteners (5).
17. Disconnect the water in fuel (WIF) sensor (3) and
the turbocharger servo motor (2) harness connec-
tors.
18. Remove the fuel filter (4) bracket fasteners.
19. Disconnect the fuel return hose bundle (5), and
the engine ground strap at the right front of the
intake manifold.
NOTE: Fuel filter assembly, hoses and lines may

seep fuel. Capture any fuel spillage and store in
appropriately marked containers.
20. Remove the fuel filter (2), hose (1) and pipe (3)
assemblies and position aside.
21. Remove the turbocharger (Refer to 11 -

EXHAUST SYSTEM/TURBOCHARGER SYSTEM/
TURBOCHARGER - REMOVAL).
NOTE: Observe the way the engine oil supply and

return ports in the turbocharger adaptor housing
align to the engine block for oil flow through the
turbocharger. Failure to do so will result in imme-
diate turbocharger failure.
22. Remove turbocharger oil housing adaptor (1).

23. Disconnect the swirl valve actuator (3), glow
plugs, EGR pressure sensor and coolant temper-
ature sensor (4) wiring harness connector.
24. Remove the main engine wiring harness (2) fas-
teners and position the harness aside.
25. Disconnect the EGR coolant pipe (1) from the
rear of the EGR housing.
26. Remove the EGR valve.
NOTE: The intake manifold is of the split design

meaning that there are two halves. Whenever the
intake manifold is removed, inspect the shared
coolant passage (3) in the front of the intake man-
ifold for leaks, repair as necessary.
27. Remove the intake manifold.
28. Remove the accessory drive belt.
CAUTION: The idler pulley retaining bolts are L.H.

thread.
29. Remove the two idler pulleys (1).

30. Remove the belt tensioner (2).
31. Rotate the engine by the vibration damper bolt, to

TDC.
33. Remove right side starter blank.
34. Disconnect the hydraulic cooling fan lines and
capture the fluid in a approved and clearly marked
container.
35. Remove the front oil pan retaining bolts (2).

37. Remove the left rear heater hose retainer.

38. Remove the left fuel injectors (1).
39. Disconnect the vacuum supply hose.
40. Remove the oil filter housing bracket.
CAUTION: The timing cover is sealed with Mopar

sealant that may be difficult when separating com-
ponents. If the component are difficult to separate
heat the sealed edges or area with a heat gun. DO
NOT use any heat source that works with flame.
41. Remove the left cylinder head cover (2).
42. Observe the left camshaft gear alignment marks

(2) on the rear of the camshaft gears (1,3). If they
are together, continue with the next step. If the left
camshaft alignment marks (2) are separated,
rotate the engine by the vibration damper another
360°, until camshaft marks (2) align together and
the vibration damper reaches TDC.
.
44. Install #9102 crankshaft lock into the starter
access blank (2).
46. Remove the cooling fan module.

47. Remove the vibration damper.
CAUTION: The timing cover is sealed with Mopar

sealant that may be difficult when separating com-
ponents. If the component are difficult to separate
heat the sealed edges or area with a heat gun. DO
NOT use any heat source that works with flame.
48. Remove front timing chain cover (1).
49. Paint mark or scribe the balance shaft (2) position

to the engine block (1) and timing chain.
50. Paint mark or scribe the timing chain to crankshaft
gear and camshaft drive gear relation.
52. Remove #9102 crankshaft locking tool.
54. Remove the high pressure fuel pump (4) (Refer to

14 - FUEL SYSTEM/FUEL DELIVERY/FUEL
INJECTION PUMP - REMOVAL).
55. Rotate the engine and remove the left camshaft
drive gear (3) lower bolt.
NOTE: The left exhaust camshaft drive gear (3)

dowel pin should align at approximately the 12
O’clock position when viewing through the cam-
shaft seal access hole.
56. Rotate the engine back to TDC and check the

alignment marks at the balance shaft, camshaft
gear and crankshaft gear.
57. Remove the timing chain tensioner (3).
58. Remove the remaining left camshaft drive gear (3)

retaining bolts.
59. Separate the left camshaft drive gear (3) and
chain from camshaft.
60. Remove the left camshaft retainers (1 and 2) and
camshafts.
61. Remove the left camshaft drive gear.
62. Using a slide hammer (2) and a screw, remove

the left upper timing chain guide (4) retaining pin
(1).
63. Using a slide hammer and a screw, remove the
left lower timing chain guide retaining pin (1).
64. Remove the left lower timing chain guide fastener

(2) and guide (1).
NOTE: Do Not store the cylinder head on the seal-

ing surface. The cylinder surface area may be
damaged.
65. Remove the left cylinder head glow plugs.

66. Remove cylinder head and gasket from engine
block.
RIGHT
2. Remove engine cover (1) and brackets.
4. Remove the turbocharger (Refer to 11 - EXHAUST

SYSTEM/TURBOCHARGER SYSTEM/TURBO-
CHARGER - REMOVAL).
NOTE: Observe the way the engine oil supply and

return ports in the turbocharger adaptor align to
the engine block for oil flow through the turbo-
charger. Failure to do so will result in immediate
turbocharger failure.
5. Remove turbocharger oil housing adaptor (1).

6. Remove the intake manifold.
CAUTION: The idler pulley retaining bolts are L.H.

thread.
8. Remove the two idler pulleys (1).

9. Remove the belt tensioner (2).
10. Rotate the engine by the vibration damper bolt, to

TDC.
12. Remove right side starter blank.
13. Disconnect the hydraulic cooling fan lines and
capture the fluid in a approved and clearly marked
container.
14. Remove the front oil pan retaining bolts.

16. Remove the breather / oil separator (1) assembly

from the right cylinder head cover.
17. Remove the right fuel injectors (6).
18. Remove the fuel rail (3).
19. Disconnect the vacuum supply hose from the vac-
uum pump (4).
20. Remove the vacuum pump (4).
NOTE: If the cylinder head cover is difficult to

remove, DO NOT PRY or damage the cover. Use a
heat gun to warm the sealing surface until the
cover can be removed.
21. Remove the right cylinder head cover.
22. Observe the right camshaft gear alignment marks

(2). If they are together, continue with the next
step. If the right camshaft alignment marks are
separated, rotate the engine by the vibration
damper until camshaft marks align together and
the vibration damper reaches TDC.
24. Install #9102 crankshaft lock (2).

26. Remove the cooling fan module.
27. Remove the vibration damper using 8940 Puller.
28. Remove front timing chain cover (1).

29. Paint mark or scribe the balance shaft (2) position

to the engine block and timing chain.
30. Paint mark or scribe the timing chain to crankshaft
gear and camshaft drive gear relation.

32. Remove #9102 crankshaft locking tool (2).
34. Rotate the engine and remove the right camshaft

drive gear (1) lower bolt.
35. Rotate the engine back to TDC and check the
alignment marks at the balance shaft, camshaft
gear and crankshaft gear.
37. Remove the remaining right camshaft drive gear

(2) retaining bolts.
38. Separate the right camshaft drive gear (2) and
chain from camshaft.
39. Remove the right camshaft drive gear (2).
40. Remove the right camshafts retainers (1,2) and

camshafts.
41. Remove the right upper timing chain upper guide

(3).
42. Remove the right lower timing chain guide (1).
NOTE: Do Not store the cylinder head on the seal-

ing surface. The cylinder surface area and may be
damaged.
43. Remove the right cylinder head glow plugs.

44. Remove cylinder head and gasket from engine
block.
CLEANING
Thoroughly clean the engine cylinder head and cylinder block mating surfaces. Clean the intake and exhaust man-
ifold and engine cylinder head mating surfaces. Clean the injector bores. Remove all gasket material and carbon.
Check to ensure that no fuel injector washer seals are left in the injector bores.
Check to ensure that no coolant or foreign material has fallen into the tappet bore area.
Remove the carbon deposits from the combustion chambers and top of the pistons.
INSPECTION
Use a straightedge and feeler gauge to check the flatness of the engine cylinder head and engine block mating
surfaces.
The minimum cylinder head thickness is 128.35 mm (5.0532 in.).
INSTALLATION
LEFT
CAUTION: Inspect and measure all cylinder head
bolt lengths. If out of specification, replace as nec-
essary (Refer to 9 - ENGINE/CYLINDER HEAD -
1. Clean and inspect gasket mating surfaces (Refer to

9 - ENGINE/CYLINDER HEAD - CLEANING).
2. Position correct head gasket on engine block.
3. Place cylinder head on engine block.
CAUTION: If new cylinder head bolts are used, do

not lubricate the new cylinder head bolts. They
already are coated with an anti scuff treatment.
4. Tighten cylinder head bolts following procedure

below.
a. Tighten M12 cylinder head bolts 1 through 8, in
the sequence shown to 60 N·m (44 ft. lbs.).
b. Tighten M8 bolts 9 and 10 to 20 N·m ( 177 in.
lbs.).
c. Tighten M12 cylinder head bolts 1 through 8, in the sequence shown an additional 90°.
d. Recheck and tighten M8 bolts 9 and 10 to 20 N·m ( 177 in. lbs.).
e. And then again, Tighten M12 cylinder head bolts 1 through 8, in the sequence shown an additional 90°.
NOTE: Followers and tappets assemblies must be

installed in same location as removed.
5. Install the followers (2) and tappets (2) into their

original positions.
6. Install the glow plugs (1). Tighten glow plugs (1) to
15 N·m (133 in. lbs.).
7. Install the left exhaust camshaft. Tighten the retain-

ing (2) fasteners to 8 N·m (71 in. lbs.).
8. Install the left intake camshaft. Tighten the retaining
(1) fasteners to 8 N·m (71 in. lbs.).
NOTE: Care must be taken to assure the proper

exhaust camshaft to intake camshaft alignment is
maintained. Before mating the drive gear to the
camshaft gear a quick check will find the exhaust
camshaft drive gear dowel (3) in the 12 O’clock
position when viewed through the camshaft seal
access hole.
9. Align the camshaft marks (2) so the alignment

marks are facing each other.
10. Insert the timing chain, through the cylinder head,
and on to the camshaft drive gear.
11. Align the balance shaft (2) with the scribe or paint
mark.
12. Once the camshaft drive gear is mated with the
timing chain, install the camshaft drive gear on to
the camshaft and assure the balance shaft is
aligned properly.
13. Install the upper two of the three camshaft drive
gear bolts.
14. Install the left lower timing chain guide (1).
15. Install the left upper timing chain guide (4).

16. Install the timing chain tensioner (3).
17. Rotate the engine by the vibration damper bolt

enough to gain access to the third camshaft drive
gear bolt hole.
18. Install the third camshaft drive gear retaining bolt
and tighten the bolt to 18 N·m (13 ft. lbs.).
WARNING: If the camshaft, balance shaft and or

crankshaft alignment marks are not aligned prop-
erly immediate damage to the engine will occur. If
the camshafts, balance shaft and or crankshaft do
not align properly after rotating the engine to the
original starting point, STOP and begin the align-
ment procedure again.
19. Rotate the engine back to TDC by the vibration

damper bolt until the crankshaft, camshaft and
balance shaft align TDC again.
WARNING: Check that all the timing chain fits

properly on all the timing gears. Failure to do so
will result in immediate engine damage.
20. Apply a 1.5mm continuous bead of Mopar Engine

Sealant RTV around the diameter of the timing
chain cover (1) and Install the cover (1). Tighten
the bolts to 8.4 N·m (74 in. lbs.).
22. Install the 5 front oil pan to timing cover bolts.
Tighten the bolts to 20 N·m (177 in. lbs.).
23. Install #9102 crankshaft lock (2) into the starter

access blank.
25. Install the vibration damper. Tighten the bolts to

200 N·m (148 ft. lbs.) and then an additional 90°.
NOTE: Care must be taken not to get any engine

sealer on the camshaft journals.
26. Apply a 1.5mm continuous bead of Mopar Engine

Sealant RTV (1) around the diameter of the left
cylinder head cover, and install the cover with
new camshaft seals.
27. Tighten the bolts in three stages following the

sequence provided. First to 4 N·m (35 in. lbs.),
then to 6 N·m (53 in. lbs.), and then to 8.4 N·m
(75 in. lbs.).
28. Install the oil filter housing bracket. Tighten the

bolts to 13.8 N·m (122 in. lbs.).
29. Install the high pressure pump. Tighten bolts to
13.5 N·m (120 in. lbs.).
NOTE: Idler pulley bolts are L.H. thread.
30. Install the belt idler pulleys (1). Tighten the bolts
to 58 N·m (43 ft. lbs.).
31. Install the drive belt tensioner (2). Tighten the
bolts to 58 N·m (43 ft. lbs.).
32. Install the drive belt.
CAUTION: The right intake manifold upper thermo-
stat housing bolts should be tightened to 8.4 N·m
(74 in. lbs.).
33. Install the intake manifold (4). Tighten bolts to 16

N·m (142 in. lbs.), starting in the middle and tight-
ening in a cross pattern outward until reaching the
upper thermostat bolts on the right front manifold.
34. Tighten the upper thermostat bolts on the right
cylinder head to 8.4 N·m (74 in.lbs.).
CAUTION: The fuel injector sealing washers MUST

be replaced. DO NOT use the old sealing washers
or double the sealing washers.
35. Lubricate the fuel injector body (1), install the left
fuel injectors (1) and new lower sealing washers.
36. Install the injector retaining claws and tighten the
bolts to 7 N·m plus 180 °(62 in. lbs. plus 180°).
37. Properly route and install the fuel return hoses (5)
and connect them to the injectors.
38. Properly route and connect the engine harness.
39. Install the fuel rail (2). Tighten the bolts to 33 N·m
(24 ft. lbs.).
CAUTION: Inspect the fuel lines for wear or dam-

age, look closely around the flange area. Replace
as necessary. DO NOT over tighten.
40. Install the high pressure fuel lines, including the

fuel rail equalizing line. Tighten the line nuts to 27
N·m (20 ft. lbs.)
41. Install the fuel filter (2) and connect the harnesses
(1) and hoses (3).
CAUTION: Care must be taken when installing the
turbocharger oil housing adaptor (1). The gasket
MUST be aligned properly with the oil housing
passages or immediate damage to the turbo-
charger will occur.
42. Install the turbocharger oil housing adaptor (1)

with the gasket tabs secured to the adaptor (1)
Tighten bolts to 12 N·m (9 ft. lbs.).
43. Install the turbocharger (Refer to 11 - EXHAUST
CHARGER - INSTALLATION).
44. Install the air control valve and resonator.
45. Install the charge air cooler inlet pipe and

resonator.
46. Install the cooling fan module.

47. Install the heater hose bracket and secure hoses.
48. Connect the vacuum pump supply hose.
50. Remove #9102 crankshaft lock (2).
51. Install the starter blank.
52. Connect the cooling fan hydraulic lines.
54. Fill the cooling system.
55. Fill power steering system.
57. Start engine, allow to warm, turn engine off and

inspect for leaks (Refer to 14 - FUEL SYSTEM -
WARNING).
58. Purge the air from the power steering system
using the scan tool.
59. Install the engine cover brackets and engine
cover (1).
RIGHT
1. Clean and inspect gasket mating surfaces.
2. Position head gasket on engine block. Be sure the
coolant passages align (part number should be fac-
ing up).
3. Place cylinder head on engine block.
CAUTION: Inspect and measure all cylinder head

bolt lengths. If out of specification, replace as nec-
essary (Refer to 9 - ENGINE/CYLINDER HEAD -
STANDARD PROCEDURE). Do Not lubricate new
cylinder head bolts. They already are coated with
an anti scuff treatment.
4. Tighten cylinder head bolts following procedure

below.
a. Tighten M12 cylinder head bolts 1 through 8, in
the sequence shown to 60 N·m (44 ft. lbs.).
b. Tighten bolts 9 and 10 to 20 N·m ( 177 in. lbs.).
c. Tighten 12 mm cylinder head bolts, 1 through 8,
in sequence shown, an additional 90 degrees.
d. Recheck and tighten M8 bolts 9 and 10 to 20 N·m ( 177 in. lbs.).
e. And then again, tighten M12 cylinder head bolts, 1 through 8, in sequence an additional 90°.
NOTE: Followers and tappets assemblies must be

installed in same location as removed.
5. Install the followers (2) and tappets (2) into their

original positions.
6. Install the glow plugs (1). Tighten glow plugs to
12.5 N·m (100 in. lbs.).
7. Install the right exhaust camshaft. Tighten the

retaining fasteners to 8 N·m (71 in. lbs.).
8. Install the right intake camshaft. Tighten the retain-
ing fasteners to 8 N·m (71 in. lbs.).
NOTE: Care must be taken to assure the proper

exhaust camshaft to intake camshaft alignment.
9. Align the camshaft marks so the alignment marks

are facing each other.
10. Insert the timing chain, through the cylinder head,
and on to the camshaft drive gear.
11. Align the balance shaft with the scribe or paint

mark.
12. Once the camshaft drive gear is mated with the
timing chain, install the camshaft drive gear on to
the camshaft and assure the balance shaft is
aligned properly.
13. Install the upper two of the three camshaft drive
gear bolts.
14. Install the right lower timing chain guide (2), seat
the guide pin at the top, and tighten the guide bolt
to 12 N·m (9 ft. lbs.).
15. Install the right upper timing chain guide (1), seat
the guide pin at the top, and tighten the guide bolt
to 12 N·m (9 ft. lbs.).


enough to gain access to the third camshaft bolt
hole.
18. Install the third camshaft drive gear retaining bolt
and tighten the bolt to 18 N·m (13 ft. lbs.).
WARNING: If the camshaft, balance shaft and or

crankshaft alignment marks are not aligned prop-
erly, immediate damage to the engine will occur. If
the camshafts, balance shaft and or crankshaft do
not align properly after rotating the engine to the
original starting point, STOP and begin the align-
ment procedure again.
19. Rotate the engine back to TDC by the vibration

damper bolt until the crankshaft, camshaft and
balance shaft align TDC again.
20. Tighten the two remaining camshaft drive gear
WARNING: Check that all the timing chain fits properly on all the timing gears. Failure to do so will result
in immediate engine damage.
21. Add a 1.5 mm continuous bead of Mopar Engine

Sealant RTV (1) to the timing chain cover and the
front portion of the oil pan, then install the timing
chain cover. Tighten the bolts to 8.5 N·m (74 in.
lbs.).
23. Install the 5 front oil pan (2) to timing cover bolts.
24. Install # 9102 crankshaft lock (2).

26. Install the vibration damper. Tighten the bolts to
200 N·m (148 ft. lbs.). and then an additional 90°.

27. Add a 1.5 mm continuous bead of Mopar Engine

Sealant RTV (1) to the cylinder head cover, then
install the right cylinder head cover along with a
new camshaft seal.
28. Tighten the bolts in three stages following the

sequence provided. First to 4 N·m (35 in. lbs.),
then to 6 N·M (53 in. lbs.) and then to 8.5 N·m
(75 in. lbs.).
29. Install the oil separator (1) and housing adaptor

(2) with new camshaft seal. Tighten the bolts to 11
N·m (97 in. lbs.).
30. Align the pump drive gear (1) with the camshaft
drive gear (3) and install the vacuum pump (2)
with new gasket. Tighten bolts to 9 N·m (7 ft.
lbs.).
NOTE: Idler pulley bolts are L.H. thread.
31. Install the belt idler pulleys (1) Tighten the bolts to
58 N·m (43 ft. lbs.).
32. Install the accessory drive belt tensioner (2).
Tighten the bolts to 58 N·m (43 ft. lbs.).

(74 in. lbs.).
34. Install the intake manifold (4). Tighten bolts to 16

N·m (142 in. lbs.), starting in the middle and tight-
ening in a cross pattern outward until reaching the
upper thermostat bolts on the right front manifold.
35. Tighten the upper thermostat bolts on the right
cylinder head to 8.5 N·m (74 in.lbs.).

or double the sealing washers. DO NOT apply
injector body lubricant near the injector nozzles.
36. Lubricate the fuel injector body, install the right

fuel injectors and new sealing washers.
37. Install the injector retaining claws (3) and tighten
the bolts to 7 N·m, plus 180° (62 in. lbs., plus
180°).
38. Properly route and install the fuel return hoses (2)
and connect them to the injectors.
39. Properly route and connect the engine harness
(1).
40. Install the fuel rail (2). Tighten the bolts to 27 N·m
(20 ft. lbs.).
CAUTION: Inspect the fuel lines for wear or dam-

age, look closely around the flange area. Replace
as necessary. DO NOT over tighten.
41. Install the high pressure fuel lines (3), including

the fuel rail transfer line (1). Tighten the line nuts
to 33 N·m (24 ft. lbs.).
42. Install the fuel filter and connect the harnesses and hoses using Fuel Line Pliers 9539 Hose Clamp pliers.
CAUTION: Care must be taken when installing the

turbocharger oil housing adaptor. The gasket
MUST be aligned properly with the oil housing
passages or immediate damage to the turbo-
charger will occur.
43. Install the turbocharger oil housing adaptor with

the gasket tabs secured to the adaptor. Tighten
CHARGER - INSTALLATION).
45. Install the charge air inlet pipe (1) and resonator
(3).
46. Install the air control valve and resonator (4).
47. Install the cooling fan module.

48. Connect the vacuum pump supply hose.
52. Connect the cooling fan hydraulic lines.
54. Fill the cooling system.
55. Fill power steering system.
56. Install the strut tower support (2).
WARNING).
using the scan tool.
60. Install the engine cover brackets and engine

cover (1).
CAMSHAFT OIL SEAL(S)
REMOVAL
LEFT
REMOVAL)
2. Remove engine cover and bracket.
3. Remove air cleaner cover and inlet tube to turbocharger.

4. Remove the high pressure line from the fuel pump

and the fuel rail.
5. Remove the bracket from the oil filter housing.
6. Disconnect the fuel temperature sensor connector.
7. Disconnect the fuel quantity solenoid connector.
8. Remove the wiring harness retaining bolts and
position the engine harness aside.
9. Remove the bolts from the intercooler air chamber.
10. Remove the turbo outlet to intercooler inlet air
tube.
11. Remove the power brake booster vacuum line

from the vacuum pump and position aside.
12. Disconnect the power feed line from the alternator
and position aside.
13. Remove the supply and return fuel lines.
14. Disconnect the EGR solenoid connector.
16. Disconnect the fuel injector electrical connectors.
17. Remove the fuel injector wiring harness from the
cylinder head cover and position aside.
18. Remove the left cylinder head fuel return line.
19. Remove the high pressure fuel lines from the fuel
injectors.
20. Remove the fuel injectors.
CAUTION: Care must be taken when removing the

cylinder head cover. The cover is the camshaft
retainer and end play interface. Do not pry on the
cylinder head cover tabs.
NOTE: Note the different length cylinder head

cover bolts and their position for assembly pur-
poses.
21. Remove the cylinder head cover (2) fasteners and

cover.
22. Remove the left front camshaft oil seal (2).

23. Remove the left rear camshaft oil seal (2).
RIGHT
2. Remove the engine cover.
3. Remove the air inlet tube to the turbocharger along with the air cleaner cover (2).
4. Remove the air control valve resonator (2).
5. Remove the vacuum pump (1).
6. Remove the oil level indicator fastener (4).
7. Remove the PCV (1) and rear housing adaptor (2).
8. Remove the injector cover.

9. Remove the fuel rail (2).
10. Remove the high pressure fuel lines at the injec-
tors (3).
11. Disconnect the return fuel hose from the injectors.
12. Disconnect the fuel injector and camshaft position
sensor wiring harness connectors and set aside.
13. Remove the injectors.
14. Disconnect the heater hose bracket from the cyl-

inder head cover.
cylinder head cover. If the sealant is difficult to
separate, use a hand held heat gun and warm the
area thoroughly along the sealer bead.
NOTE: The rear camshaft seal is located inside the

PCV housing adaptor assembly.
15. Remove the cylinder head cover (3) and front seal
(4).
INSTALLATION
LEFT
1. Install the left front camshaft oil seal (2).
2. Install the left rear camshaft oil seal (2).
3. Clean and inspect all sealing surfaces.

sealant on the camshaft journals of the cylinder
head cover.
4. Install a 1/8 in bead of Mopar Engine RTV Gen II

sealant to the underside of the cylinder head cover
(Refer to 9 - ENGINE - STANDARD
PROCEDURE).
5. Carefully position the cylinder head cover and install the bolts into their original position.
CAUTION: The cylinder head cover bolts are different lengths. Do not use the wrong length bolts or engine
damage may result.
6. Tighten cylinder head cover bolts in sequence, first to 4 N·m (35 in. lbs.), and then repeat the sequence to 8.4
N·m (75 in. lbs).
7. Install the EGR valve.

NOTE: Care must be taken not to apply any lubri-

cant to the fuel injector nozzles.
8. Install the fuel injectors (1). Tighten the injector

retaining claw bolt to 7 N·m (5 ft. lbs.) and then an
additional 180°.
9. Re-position and secure the engine harness.
10. Install the left fuel rail. Tighten the fuel rail bolts to
11 N·m (8 in. lbs.).
11. Position the return fuel lines and secure to the
injectors. Push down on the release lock tab to
secure.
12. Connect the fuel injector electrical connectors.
13. Install the left rear engine cover bracket.
14. Install the high pressure fuel lines from the fuel
rail to injectors. Tighten the line connections to 27
N·m (20 ft. lbs.).
15. Install the fuel line from the high pressure pump
to the left fuel rail. Tighten the retaining bolt to 30
N·m (22 ft. lbs.).
16. Install the fuel supply line to the fuel filter and
high pressure pump.
17. Connect both fuel lines at the high pressure
pump.
18. Install the air filter housing and tube.

20. Start the engine, run until warm, turn engine off and inspect for leaks (Refer to 14 - FUEL SYSTEM - WARN-
ING).
RIGHT
1. Clean all mating surfaces.

2. Apply a 1.5MM bead of Mopar T Engine RTV Seal-

ant (1) to the cylinder head cover.
3. Place the camshaft seal into position.

4. Install the cylinder head cover. Tighten the bolts in
three stages following the sequence provided. First
to 4 N·M (35 in. lbs.), then to 6 N·M (53 in. lbs.),
and then to 8.4 N·M (75 in. lbs.).
5. Install the oil separator housing adaptor (2) with
new camshaft seal. Tighten fasteners to 9 N·m (7
ft. lbs.).
6. Install the oil separator (1). Tighten fasteners to 9
N·m (7 ft. lbs.).
7. Secure the transmission tube fastener to the

engine cover bracket.
8. Secure the heater hose bracket (2) to the cylinder
head cover.
9. Secure the vacuum pump hose pipe to the cylinder

head cover.
10. Install the fuel injectors. Tighten hold down fasten-
ers (3) to 7 N·m, plus 180° (62 in. lbs., plus 180°).
11. Connect the camshaft position sensor (4) and fuel
injector wiring harness connectors.
12. Connect the return fuel hose (2) to each injector.
13. Install the fuel rail, high pressure fuel lines and
injector cover.
14. Secure the engine oil indicator tube (4) to the cyl-
inder head. Tighten fastener to 11 N·m (8 in. lbs.).
15. Install the vacuum pump (1).
16. Install the air control valve resonator (2).
17. Install the air cleaner outlet tube to the turbocharger and secure the air cleaner housing cover (2)
NOTE: (Refer to 14 - FUEL SYSTEM - WARNING).

inspect for leaks.
CAMSHAFT(S)
DESCRIPTION
The camshafts are made of gray cast iron with three bearing journals. Each camshaft has a pressed gear with
alignment mark that is used during base engine timing procedures. The camshafts are retained in place by not only
the front and rear hold downs mounted to the cylinder head, but the cylinder head cover has journals as well. This
design aids in lubrication and also has acoustic advantages. The camshafts are chain driven by a drive gear
mounted to the intake camshaft on the right cylinder head, and a drive gear mounted to the exhaust camshaft on
the left cylinder head. With four valves per cylinder, there is a camshaft for each cylinder bank that drives two intake
and two exhaust valves. The camshafts accomplish this by way of tappets and finger followers that operate the
valves.
OPERATION
When the camshaft rotates the lobes actuate the hydraulic tappets and finger followers. Forcing downward on the
finger followers opens the valves.
REMOVAL
LEFT
3. Rotate the engine to TDC using the vibration
damper bolt.
4. Remove the main engine wiring harness retainers
at the rear of the cylinder head cover.
6. Remove the charge air inlet tube.
7. Disconnect the fuel line hoses at the fuel rail, high
pressure pump using 9539 Pliers.
8. Disconnect the fuel lines at the left cylinder head.
9. Remove the fuel pipe bundle and set aside.

10. Remove the oil filter housing support bracket.
11. Remove the cylinder head cover.
NOTE: The left exhaust camshaft gear alignment

mark is located in the gear tooth valley. The left
intake camshaft gear mark is located on the out-
side of the tooth.
12. Check the camshaft timing gears for alignment.

The alignment marks should be touching and the
exhaust camshaft drive gear alignment pin should
be located at approximately 12 o’clock, when
viewed from the front camshaft seal.
13. Rotate the engine by the vibration damper bolt,
past TDC to gain access to the lower camshaft
drive gear bolt, and remove the bolt.
14. Rotate the engine back to TDC and check cam-
shaft gear alignment.

16. Paint mark or scribe the timing chain to drive gear
relation.
17. Tie strap the timing chain to drive gear.
18. Remove the remaining camshaft drive gear bolts
and separate the drive gear from camshaft gear.
19. Remove the intake and exhaust camshaft retain-

ers.
20. Remove the left cylinder head camshafts.
RIGHT
REMOVAL)
3. Rotate the engine to TDC using the vibration
damper bolt.
4. Remove the intake air resonator.

5. Remove the vacuum pump.
6. Remove the oil level indicator tube (2) retaining
bolt at the right cylinder head cover.
7. Remove the crankcase breather assembly (4) from
the right cylinder head cover.
8. Remove the cylinder head cover. (Refer to 9 -
COVER(S) - REMOVAL)
NOTE: The right exhaust camshaft gear alignment

mark is located in the gear tooth valley. The left
side of the tooth.
9. Check the camshaft timing gears for alignment.

The alignment marks should be touching and the
exhaust camshaft drive gear alignment pin should
be located at approximately 12 o’clock, when
viewed from the front camshaft seal.
10. Rotate the engine by the vibration damper bolt,
past TDC to gain access to the lower camshaft
drive gear bolt, and remove the bolt.
13. Paint mark or scribe the timing chain to drive gear

relation.
14. Tie strap the timing chain to drive gear.
15. Remove the remaining camshaft drive gear bolts
and separate the drive gear from camshaft gear.
16. Remove the intake and exhaust camshaft retain-
ers.
17. Remove the left cylinder head camshafts.
INSTALLATION
LEFT
2. Lubricate camshafts with MoparT Engine Oil Sup-
plement, or equivalent.
3. Carefully install camshafts onto cylinder head jour-
nals and align the camshaft gear timing marks.
4. Install the camshaft retainers and tighten each
retaining bolt to 9 N·m (80 in. lbs.).
5. After camshafts are properly installed in cylinder
head cover check end play of camshafts with a dial
indicator.
CHECKING CAMSHAFT ENDPLAY

•
NOTE: If the camshaft endplay is not within specification, replace the cylinder head cover.
NOTE: The left exhaust camshaft gear alignment mark is located in the gear tooth valley. The left intake
camshaft gear mark is located on the outside of the tooth. The alignment marks should be touching and the
exhaust camshaft drive gear alignment pin should be located at approximately 12 o’clock, when viewed
from the front camshaft seal.
6. Assure the proper positioning of the camshaft gear

alignment marks and install the camshaft driven
gear onto the exhaust camshaft alignment dowel.
7. Install two of the drive gear bolts. Tighten the bolts
to 18 N·m (13 ft. lbs.).
8. Assure proper positioning of the timing chain to
drive gear paint or scribe marks and remove the tie
strap.
enough to install the third camshaft drive gear bolt.
Tighten the bolt to 18 N·m (13 ft. lbs.).
11. Install the timing chain tensioner.
12. Install the camshaft seals into the cylinder head.

13. Install the cylinder head cover. Torque the cylinder
head cover bolts in the sequence shown. Torque
in three stages: 4 N·m (35 in. lbs.). then 6 N·m
(53 in. lbs.) then 8 N·m (70 in. lbs.).
14. Install the oil filter housing bracket. Tighten bolts

to 9 N·m (80 in. lbs.).
15. Install the fuel pipe bundle. Tighten bolts to 11
N·m (97 in. lbs.).
16. Connect the fuel line hoses at the high pressure
pump and fuel rail. Secure the hose clamps with
9539 Pliers.
17. Connect the fuel lines at the left cylinder head.
19. Position and secure the main engine wiring har-
ness. Tighten bolts to 11 N·m (97 in. lbs.).
20. Install the charge air inlet tube. Tighten bolts to 11
N·m (97 in. lbs.).
WARNING).
RIGHT
2. Lubricate camshafts with MoparT Engine Oil Sup-
plement, or equivalent.
3. Carefully install camshafts onto cylinder head jour-
nals and align the camshaft gear timing marks.
4. Install the camshaft retainers and tighten each

retaining bolt to 9 N·m (7 in. lbs.).
NOTE: The right exhaust camshaft gear alignment

mark is located in the gear tooth valley. The right
side of the tooth. The alignment marks should be
touching and the exhaust camshaft drive gear
alignment pin should be located at approximately
12 o’clock, when viewed from the front camshaft
seal.
5. Assure the proper positioning of the camshaft gear

alignment marks and install the camshaft driven
gear onto the exhaust camshaft alignment dowel.
6. Install two of the drive gear bolts. Tighten the bolts

to 18 N·m (13 ft. lbs.).
7. Assure proper positioning of the timing chain to
drive gear paint or scribe marks and remove the tie
strap.
enough to install the third camshaft drive gear bolt.
Tighten the bolt to 18 N·m (13 ft. lbs.).

11. Install the camshaft seals into the cylinder head.
12. Install the cylinder head cover. (Refer to 9 -
COVER(S) - INSTALLATION)
14. Connect negative battery cable. (Refer to 8 -
REMOVAL)
WARNING).
CYLINDER HEAD COVER

DESCRIPTION
The 3.0L cylinder head covers are made of cast alu-
minum and incorporate a oil drain back hole for the
crankcase ventilation (CCV) system. The covers serve
as engine noise inhibitors and are specifically
designed to act as camshaft main caps and thrust
washers. Care must be taken when sealing the cover
as too much sealant, or sealant installed improperly
may effect camshaft main cap clearances.
REMOVAL
LEFT
REMOVAL)

4. Remove the high pressure line from the fuel pump
and the fuel rail.
5. Remove the bracket from the oil filter housing.
6. Disconnect the fuel temperature sensor connector.
7. Disconnect the fuel quantity solenoid connector.
8. Remove the wiring harness retaining bolts and
position the engine harness aside.
10. Remove the turbo outlet to intercooler inlet air
tube.
11. Remove the power brake booster vacuum line

from the vacuum pump and position aside.
12. Disconnect the power feed line from the alternator
and position aside.
14. Disconnect the EGR solenoid connector.

17. Remove the fuel injector wiring harness from the
cylinder head cover and position aside.
19. Remove the high pressure fuel lines from the fuel
injectors.
cylinder head cover. The cover is the camshaft
retainer and end play interface. Do not pry on the
cylinder head cover tabs.
NOTE: Note the different length cylinder head

cover bolts and their position for assembly pur-
poses.
21. Remove the cylinder head cover (2) fasteners and

cover.
RIGHT

4. Remove the wiring harness retaining bolts and position the engine harness aside.
6. Remove the turbo outlet to intercooler inlet air tube (1).
7. Remove the power brake booster vacuum line from the vacuum pump and position aside.
8. Remove the top two bolts (5) from the vacuum pump.
9. Remove the PCV (2).
10. Remove the exhaust system bracket (1) from the right cylinder head.
11. Remove the bolt from the oil level indicator tube and position aside.
12. Disconnect the power feed line from the alternator and position aside.
13. Remove the high pressure line (4) from the right fuel rail.
15. Disconnect the camshaft position sensor (CMP).
16. Remove the CMP (6).
18. Remove the fuel injector wiring harness from the cylinder head cover and position aside.
20. Remove the high pressure fuel lines from the fuel injectors.
CAUTION: Care must be taken when removing the cylinder head cover. The cover is the camshaft retainer
and end play interface. Do not pry on the cylinder head cover tabs.
NOTE: Note the different length cylinder head cover bolts and their position for assembly purposes.
22. Remove the cylinder head cover fasteners and cover.
INSTALLATION
LEFT

sealant on the camshaft journals of the cylinder
head cover.
2. Install a 1/8 in bead of Mopar Engine RTV Gen II

sealant to the underside of the cylinder head cover
(Refer to 9 - ENGINE - STANDARD
PROCEDURE).
CAUTION: The cylinder head cover bolts are different lengths. Do not use the wrong length bolts or engine
damage may result.
N·m (75 in. lbs).

NOTE: Care must be taken not to apply any lubri-

cant to the fuel injector nozzles.
6. Install the fuel injectors. Tighten the injector retain-

ing claw bolt to 7 N·m (5 ft. lbs.) and then an addi-
tional 180°.
7. Re-position and secure the engine harness.
8. Install the left fuel rail. Tighten the fuel rail bolts to
11 N·m (8 in. lbs.).
9. Position the return fuel lines and secure to the
injectors. Push down on the release lock tab to
secure.
10. Connect the fuel injector electrical connectors.
11. Install the left rear engine cover bracket.
12. Install the high pressure fuel lines from the fuel
rail to injectors. Tighten the line connections to 27
N·m (20 ft. lbs.).
13. Install the fuel line from the high pressure pump
to the left fuel rail. Tighten the retaining bolt to 30
N·m (22 ft. lbs.).
14. Install the fuel supply line to the fuel filter and
high pressure pump.
15. Connect both fuel lines at the high pressure
pump.
16. Install the air filter housing and tube.

18. Start the engine, run until warm, turn engine off and inspect for leaks (Refer to 14 - FUEL SYSTEM - WARN-
ING).
RIGHT
NOTE: Care must be taken not to get any engine sealant on the camshaft journals of the cylinder head
cover.
2. Install a 1/8 in bead of Mopar Engine RTV Gen II sealant to the underside of the cylinder head cover (Refer to
9 - ENGINE - STANDARD PROCEDURE).
CAUTION: The cylinder head cover bolts are different lengths. Make sure to install the bolts into their orig-
inal position.
N·m (75 in. lbs).
CAUTION: Make sure to replace the lower copper washer seal on the injector. DO NOT re-use the old seal,
DO NOT double the seals.
5. Install the fuel injectors. Tighten the retaining claw bolts to 7 N·m (5 ft. lbs.) and then an additional 180°.
6. Install the CCV housing. Tighten the fasteners to 9 N·m (80 in. lbs.).
7. Install the vacuum pump. Tighten the fasteners to 9 N·m (80 in. lbs.).
8. Install the EGR air control valve resonator. Tighten the fasteners to 9 N·m (80 in. lbs.).
9. Install the oil level indicator tube fastener. Tighten the bolt to 11 N·m (97 in. lbs.).
10. Install the AC / heater hose bracket. Tighten the bolts to 9 N·m (80 in. lbs.).
11. Install the fuel rail. Tighten bolts to 9 N·m (80 ft. lbs.).
NOTE: Inspect all fuel lines for damage or wear. Replace as necessary. DO NOT over tighten the fuel line
nuts.
12. Install the fuel injector high pressure lines. Tighten line nuts to 33 N·m (24 ft. lbs.).
13. Position the engine wiring harness and connect the CMP, fuel rail pressure sensor and fuel injectors.
14. Connect the fuel return hoses to fuel injectors, pushing down on the hose retainers.
15. Install the air cleaner cover and inlet tube.
16. Install the rear engine cover bracket.
17. Connect the CCV hose to air inlet tube and connect the CCV heater wiring harness connector.
20. Install the coolant reservoir.
22. Start engine, allow to warm, turn engine off and inspect for leaks (Refer to 14 - FUEL SYSTEM - WARNING).
ROCKER ARMS
DESCRIPTION
The rocker arms (1) are located on the top of the
hydraulic lifters (2) and the valves. The rocker arms
are not held rigidly into position; instead they are held
in position by resting on top of the valve and the
hydraulic lifter pivoting ball. A holding clip (3) secures
the rocker arm to the hydraulic lifter.
OPERATION
The rocker arms are used as a link between the camshaft and valves. As the camshaft rotates, the lobes of the
camshafts apply downward pressure on the rocker arms. This pressure is then transmitted to the valves which
causes the valves to open.
REMOVAL
1. Remove the appropriate camshafts. (Refer to 9 -
ENGINE/CYLINDER HEAD/CAMSHAFT(S) - LEFT
- REMOVAL) or (Refer to 9 - ENGINE/CYLINDER
HEAD/CAMSHAFT(S) - RIGHT - REMOVAL).
2. Remove the rocker arm (1) and lifter (2) assembly.
NOTE: When the hydraulic lifters are removed

from the engine, they must be stored upright and
in clean conditions.
3. Separate the rocker arm from the lifter.

INSTALLATION
1. Assemble the rocker arm (1) to the hydraulic lifter
(2) with the retaining clip (3).
2. Install the rocker arm and lifter assembly onto the
cylinder head.
3. Install the camshaft(s). (Refer to 9 - ENGINE/CYL-
INDER HEAD/CAMSHAFT(S) - LEFT - INSTALLA-
TION) or (Refer to 9 - ENGINE/CYLINDER HEAD/
CAMSHAFT(S) - RIGHT - INSTALLATION).
HYDRAULIC LIFTERS
DESCRIPTION
Valve lash is controlled by hydraulic lifters (2) located
inside the cylinder head, in tappet bores below the
camshafts.
REMOVAL
1. Remove the appropriate camshafts. (Refer to 9 -
ENGINE/CYLINDER HEAD/CAMSHAFT(S) - LEFT
- REMOVAL) or (Refer to 9 - ENGINE/CYLINDER
HEAD/CAMSHAFT(S) - RIGHT - REMOVAL).
2. Remove the rocker arm (1) and lifter (2) assembly.
NOTE: When the hydraulic lifters are removed

from the engine, they must be stored upright and
in clean conditions.
3. Separate the lifter from the rocker arm.
INSPECTION
Clean each lifter assembly in cleaning solvent to remove all varnish and sludge deposits. Inspect for indications of
scuffing on the side and base of each lifter body.
INSTALLATION
1. Assemble the hydraulic lifter (2) to the rocker arm
(1) with the retaining clip (3).
2. Install the rocker arm and lifter assembly onto the
cylinder head.
3. Install the camshaft(s). (Refer to 9 - ENGINE/CYL-
INDER HEAD/CAMSHAFT(S) - LEFT - INSTALLA-
TION) or (Refer to 9 - ENGINE/CYLINDER HEAD/
CAMSHAFT(S) - RIGHT - INSTALLATION).
ENGINE BLOCK
DESCRIPTION
The 3.0L engine utilizes a cast aluminum cylinder block (2) molded around cast iron piston sleeves (1). The cylinder
angle is 72 degrees with cylinder spacing at 106 mm (4.173 in.). The cylinder block (2) has increased rigidity that
reduces structural flexing, plus a fractured connecting rod cap design that can not distort connecting rod cap fit. The
liner (1) surface is honed to a cross hatch angle between 40°-60°.
There is a stamped cylinder liner grading identification number located on the left front of the engine block, below
the high pressure pump location. This identification mark (A, X, or B) is used for piston selection. For example, an
“X” cylinder liner can use an “A”, “X” or “B” piston. An “A” cylinder liner can only use an “A” or an “X” piston, and
a “B” cylinder liner can only use a “X” or a “B” cylinder liner.
Cylinders are numbered front to back, beginning with the right bank. The right bank cylinders are numbered 1, 2, 3.
The left bank cylinders 4, 5, 6. The injection order of the engine is 1–4–2–5–3–6.
CRANKSHAFT
DESCRIPTION
The crankshaft (1) for the 3.0L is a forged steel type
design with four main bearing journals. The third
crankshaft support controls crankshaft thrust. The
bearing identification for the upper crankshaft main
journals is etched into the engine block below the high
pressure pump and the proper lower bearing selection
can be found etched in the front of the crankshaft.
OPERATION
The crankshaft transfers force generated by combustion within the cylinder bores to the flexibility. The crankshaft
has six separate throws arranged at different angles (splayed) to reduce second order free movements of inertia.
Following the injection order 1-4-2-5-3-6, the crankshaft throw angles alternate between 48° and 192°.
In the injection order, together with the splayed throws and the 72° V-block, produce injection intervals of 120° (even
fire). After ignition TDC of cylinder number 1, the crankshaft turns 120° to reach TDC of cylinder number 4. The
120° angle (even fire) is the result of the 48° throw angle plus the 72° cylinder block angle.
STANDARD PROCEDURE
MEASURE CRANKSHAFT AND BLOCK JOURNALS
NOTE: After any bearing damage occurred, remove all debris which is present in the main oil gallery, con-
necting rod bores, and in the crankshaft and oil galleries. Include removal of the inserting steel ball of the
main oil gallery before cleaning.
1. Remove crankshaft.
2. Clean all engine parts thoroughly.
CAUTION: Replace all of the connecting rods when ever any of the rod cap bolts are loosened or bearing
caps are removed
3. Inspect crankshaft, replace as necessary.

4. Inspect crankcase for damage.
5. Inspect crankshaft main bearing caps for damage.
6. Install the crankshaft main bearing caps and check for out of round. Replace as necessary.
7. Remove the main bearing caps and install the crankshaft with the correct selected bearings.
NOTE: Radial mounting of the main bearings of standard size crankshaft is possible by assigning the color-
coded bearing shells. The upper main bearings can be identified by the four digit mark etched on the
engine block below the high pressure pump. The lower main bearings can be identified by the code etched
on the front of the crankshaft hub.
ASSIGNING CRANKSHAFT MAIN BEARING SHELLS

The upper main bearings can be identified by the four digit mark etched in the block below the high pressure pump.
The lower main bearings can be identified by the code etched on the front of the crankshaft hub. This color code
indicates which bearing shell halves are to be used.
8. Select the correct bearing shells based upon the crankcase and crankshaft identification marks.
9. Mount crankshaft axially using the thinnest thrust washer.
10. Inspect crankshaft end play. If the crankshaft end play is out of specification, remove the crankshaft and install
the larger thrust shim. repeat the procedure until crankshaft end play is within specification.
11. Mount the crankshaft axially again and check each main bearing oil clearance with plasti-gauge. For bearing
clearance specifications, (Refer to 9 - ENGINE - SPECIFICATIONS).
CHECKING CRANKSHAFT END PLAY

1. Mount a dial indicator to a stationary point at rear of engine. Locate the probe perpendicular against the rear of
the crankshaft.
2. Move the crankshaft all the way to the front of its travel.
3. Zero the dial indicator.
4. Move the crankshaft all the way to the rear of it’s travel and record the reading on the dial indicator. For crank-
shaft end play clearances refer to the engine specification chart (Refer to 9 - ENGINE - SPECIFICATIONS).
REMOVAL - CRANKSHAFT
NOTE: The crankshaft is removed from the rear of
the engine. Make sure to use an appropriate
engine stand.
1. Remove engine from vehicle (Refer to 9 - ENGINE

- REMOVAL).
2. Mount engine on an engine stand.
3. Drain engine oil and remove oil filter.
4. Remove timing belt outer cover (Refer to 9 -
ENGINE/VALVE TIMING/TIMING BELT / CHAIN
5. Remove timing belt (Refer to 9 - ENGINE/VALVE
TIMING/TIMING BELT/CHAIN AND SPROCKETS -
REMOVAL).
6. Remove timing belt inner cover (Refer to 9 -
ENGINE/VALVE TIMING/TIMING BELT / CHAIN
7. Remove cylinder head cover/intake manifold (Refer
to 9 - ENGINE/CYLINDER HEAD/CYLINDER
HEAD COVER(S) - REMOVAL).
8. Remove cylinder head (Refer to 9 - ENGINE/CYL-
INDER HEAD - REMOVAL).
9. Remove flex plate.
NOTE: Paint marking or scribing will assist in properly assembling and aligning oil passage ports in the
crankshaft supports and engine block.
10. Paint mark or scribe the relation of the rear main bearing support and adaptor plate.
NOTE: One of the crankshaft position sensor heat shield fasteners will have to be removed to free the adap-
tor plate for removal.
11. Remove rear main bearing support/adapter plate retaining bolts and remove adapter plate.
12. Paint mark or scribe the rear main bearing support to engine block relation once the adaptor plate is removed.
NOTE: Keep the rear main bearing support and rear crankshaft seal together as an assembly (Refer to 9 -
ENGINE/ENGINE BLOCK/CRANKSHAFT OIL SEAL - REAR - DESCRIPTION).
13. Remove rear main bearing support by threading two retaining bolts in holes provided. Tighten bolts equally to
push main bearing support out of block.
14. Remove front engine cover (Refer to 9 - ENGINE/ENGINE BLOCK/ENGINE COVER - REMOVAL).
15. Paint mark or scribe the crankshaft gear to vacuum pump and oil pump drive gears.
16. Remove crankshaft sprocket.
17. Remove oil pan (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL).
18. Remove oil pump pickup tube (Refer to 9 - ENGINE/LUBRICATION/OIL PUMP - REMOVAL).
19. Remove balance shaft assembly (Refer to 9 - ENGINE/VALVE TIMING/BALANCE SHAFT - REMOVAL).
20. Remove oil jets (Refer to 9 - ENGINE/LUBRICATION/OIL JET - REMOVAL).
21. Remove piston and connecting rod assemblies (Refer to 9 - ENGINE/ENGINE BLOCK/PISTON & CONNECT-
ING ROD - REMOVAL).
22. Slide special tool VM.1069 on the front of the crankshaft.
CAUTION: Failure to properly identify and align each crankshaft support will result in improperly aligned
engine oil passages which will lead to engine failure.
23. Paint mark or scribe each crankshaft support to engine block relation.
24. Using special tool VM.1054, remove crankshaft support retainers and o-rings, discard o-rings.
25. Paint mark or scribe the relation between the crankshaft sensor tone ring and the crankshaft and remove the
tone ring.
26. While holding crankshaft guide VM 1069, carefully guide crankshaft out of the rear of engine block.
INSTALLATION - CRANKSHAFT
CAUTION: IT IS CRITICAL THAT BOTH HALVES OF
THE CRANKSHAFT SUPPORT ARE ALIGNED
PROPERLY WITH THE ENGINE TO SUPPORT
ENGINE OIL MANAGEMENT.
1. Assure that all crankshaft support witness marks

are pointing toward the front of the engine and
install special tool VM.1069 onto the front of the
crankshaft (Refer to 9 - ENGINE/ENGINE BLOCK/
CRANKSHAFT MAIN BEARINGS - INSTALLA-
TION).
CAUTION: If installing a new crankshaft support

retainer, there are two oil passages in the crank-
shaft carrier. One of the passages has an internal
shoulder, that once aligned properly, is used for
installing the crankshaft support retainer/balance
shaft oil supply.
2. Identify the correct positioning of the crankshaft

support oil passage. The bolt heads for the crankshaft support retainers should be facing toward the balance
shaft.
3. Carefully guide the crankshaft into the engine block, aligning the crankshaft support(s) to engine block witness
marks. This will align the crankshaft support oil passages with the crankshaft support retainer access hole(s).
4. Insert and seat the crankshaft support retainers with new o-rings.
5. Remove special tool VM.1069 from crankshaft.
6. Align the crankshaft sensor tone ring witness marks with the crankshaft and install the crankshaft sensor tone
ring. Tighten fasteners to 14.6N·m (124 in. lbs.).
7. Install crankshaft gear
8. Install front engine cover (Refer to 9 - ENGINE/ENGINE BLOCK/ENGINE COVER - INSTALLATION).
9. Install rear main bearing support in engine block aligning witness marks with the engine block. Be sure to align
oil hole in rear main bearing support with the lubrication port in the engine block.
10. Install adapter plate and retaining bolts. Torque bolts to 45.1 N·m (33 ft. lbs.) and screws to 78.5 N·m (58 ft.
lbs.).
11. Install flex plate (Refer to 9 - ENGINE/ENGINE BLOCK/FLEX PLATE - INSTALLATION).
12. Install piston and connecting rod assemblies (Refer to 9 - ENGINE/ENGINE BLOCK/PISTON & CONNECTING
ROD - INSTALLATION).
13. Install oil jets (Refer to 9 - ENGINE/LUBRICATION/OIL JET - INSTALLATION).
14. Install balance shaft assembly (Refer to 9 - ENGINE/VALVE TIMING/BALANCE SHAFT - INSTALLATION).
15. Install oil pump pickup tube (Refer to 9 - ENGINE/LUBRICATION/OIL PUMP - INSTALLATION).
16. Install oil pan (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - INSTALLATION).
18. Install cylinder head cover/intake manifold (Refer to 9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD COV-
ER(S) - INSTALLATION).
19. Install timing belt inner cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) -
INSTALLATION).
20. Install timing belt (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT/CHAIN AND SPROCKETS - INSTALLA-
TION).
21. Connect special tool 6958 to the crankshaft hub. Tighten fastener to 304 N·m (203 ft. lbs.).
22. Install timing belt outer cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) -
INSTALLATION).
23. Install engine in vehicle.
24. Fill engine oil with proper oil to correct level (Refer to LUBRICATION & MAINTENANCE/FLUID TYPES - SPEC-
IFICATIONS).
CRANKSHAFT MAIN BEARINGS
DESCRIPTION
The crankshaft is supported by four main bearing caps
(1) made of cast iron. Each main cap (1) is fastened
to the cylinder block with four bottom bolts (2) and two
cross horizontal bolts (3) to increase the rigidity of the
lower block. The number three main bearing cap
serves as the thrust washer (5) location.
The upper main bearings have a bi-metal construction
and feature oil supply holes and center grooves for
lubrication of the main journals. The lower main bear-
ings have tri-metal construction to provide strength
where it is needed.
MAIN BEARING SELECTION
Stage Color Bearing Thickness Applies To

2.250mm-2.255mm
1 Blue Upper and Lower Bearings
(0.0886-0.0888 in.)
2.255mm-2.260mm
2 Yellow Upper and Lower Bearings
(0.0888-0.0890 in.)
2.260mm-2.265mm
3 Red Upper and Lower Bearings
(0.0890-0.0892 in.)
2.265mm-2.270mm
4 White Lower Bearings
(0.0892-0.0894 in.)
2.270mm-2.275mm
5 Violet Lower Bearings
(0.0894-0.0896 in.)
The upper main bearings are available in three different thicknesses and the lower bearings in five. A color coded
mark on the side of the bearing is used to identify it’s thickness. Each color coded bearing is matched to it’s respec-
tive journal. The select fit is obtained by matching the color coded bearings to grade identification marks on the
cylinder block and crankshaft. Letters marked on the cylinder block identify the color of each upper-half main bear-
ing, while letters marked on the front end of the crankshaft indicate the color of each lower half main bearing.
SEAL - CRANKSHAFT OIL - FRONT

REMOVAL
3. Remove both front lower splash shields.
4. Remove the transmission thermal bypass valve
and the cooler lines between the block and
transmission.
5. Remove the starter blank.

7. Release the accessory drive belt tension by reset-
ting the drive belt tensioner and installing a retain-
ing pin.
8. Remove the vibration damper bolt.

9. Install #9544 (1) vibration damper puller.
10. Remove the vibration damper (2).

crankshaft seal. DO NOT damage or gouge the
timing chain cover.
11. Using suitable seal puller, remove the front crank-

shaft seal.
INSTALLATION
NOTE: To prevent potential oil leaks, DO NOT
touch the front crankshaft inner seal. Always han-
dle the seal from the outer diameter.
1. Clean timing chain cover (1) seal surface.
NOTE: Keep seal centered in the timing chain

cover at all times.
2. Install crankshaft oil seal (2) using Installer 8936A.

3. Align the alignment key in the crankshaft with the
key way in the damper and install the vibration
damper. Torque bolt to 304 N·m, plus 90° (224
ft.lbs., plus 90°).
4. Position the drive belt back onto the pulleys and

release the belt tensioner.
6. Install the transmission thermal bypass valve (2)

and transmission cooler lines (1).
7. Install the intermediate and front underbody splash
shields.
CRANKSHAFT OIL SEAL - REAR

DESCRIPTION
The rear main seal carrier (1) is located behind the
flex plate. The rear main seal carrier is bolted to the
cylinder block and oil pan. The rear main seal (2) is
molded to the carrier and is not serviceable. The rear
main seal carrier must be replaced if an oil leak or
seepage occurs.
REMOVAL
MISSION/AUTOMATIC - NAG1 - REMOVAL)
2. Remove the bolts holding the driveplate to the
crankshaft (3).
3. Remove the driveplate.
4. Remove the bolts holding the rear main seal carrier
(1) to the engine block and oil pan.
5. Remove the rear main seal carrier (1) from the
engine block and oil pan.
6. Clean sealant residue from the engine block and oil
pan.
INSTALLATION
1. Apply sealant 1.5 mm (.059 in) wide, MOPAR
Engine Sealant / RTV Silicone Rubber Adhesive (2)
to the rear main seal carrier (1).
2. Install the rear main seal carrier (1) to the engine

block and oil pan.
3. Install the bolts holding the rear main seal carrier
(1) to the engine block and oil pan. Torque the
4. Install the driveplate. Torque bolts to 45 N·m (33 ft.
lbs.) plus an addition 90°.
5. Install the transmission. (Refer to 21 - TRANSMIS-
SION/AUTOMATIC - NAG1 - INSTALLATION).
FLEX PLATE
REMOVAL
1. Remove the transmission (Refer to 21 - TRANS-
MISSION/AUTOMATIC - NAG1 - REMOVAL).
2. Paint mark the flex plate hub to flex plate relation.
3. Remove the flex plate bolts and flex plate.
4. Inspect flex plate for damage.
INSTALLATION
NOTE: Do Not lubricate new bolts as they are already coated with an anti-scuff treatment. Align the flex
plate to hub paint marks, where applicable.
1. Install the flex plate hub and hand tighten the fasteners.
2. Tighten each flex plate hub fastener to 50 N·m (37 lbs. ft.) in a clockwise cross sequence.
3. At this point, loosen one flex plate adaptor fastener, and with a torque wrench and angle gauge, tighten the
fastener to 25 N·m (19 lbs. ft.), plus 60°.
4. Perform the above procedure for the remaining flex plate adaptor bolts in a clockwise cross sequence.
5. Install the flex plate locating pin.
6. Install the flex plate to the hub and install the fasteners. Tighten the flex plate fasteners in a cross sequence to
44 N·m (32.5 ft. lbs.).
7. Install the transmission (Refer to 21 - TRANSMISSION/AUTOMATIC - NAG1 - REMOVAL).
CYLINDER LINERS
DESCRIPTION
The cylinder liners used in the 3.0L engine are made of cast iron and molded into the aluminum engine block. There
are three size cylinder liners used and they are identified by the markings “A”, “X”, or “B” on the engine block below
the high pressure pump. These markings are used to match piston size with cylinder bore size.
INSPECTION
The cylinder walls should be checked for out-of-round
and taper with a dial bore gauge. If the cylinder walls
are badly scuffed or scored, replace the engine block.
Measure the cylinder bore at three levels in directions
A and B. Top measurement should be 10 mm (3/8 in.)
down and bottom measurement should be 10 mm (3/8
in.) up from the bottom bore.

DESCRIPTION
CAUTION: If the connecting rod bolts are ever
loosened, replace all of the connecting rods.
NOTE: Slight bluing or heat transfer witness

marks around the connecting rod caps and crank-
shaft journal is normal. This is part of the heat
treating process from the factory and Does Not
indicate premature bearing failure.
The pistons are of a free floating design. Oil jets in the

engine block lubricate and cool the piston and pin
assembly. The connecting rods have a pressed in
place wrist pin bushing which is lubricated by the oil
jets. Piston rod and bearing caps have cracked mating
surfaces and are not interchangeable.
Piston numbers are etched on the piston crown for cylinder bank identification. Left cylinder bank pistons are iden-
tified as numbers four through six. Right cylinder bank pistons are identified as numbers one through three. An
orientation arrow points toward the front of the engine.
1. Wipe cylinder bore clean. Insert ring and push
down with piston to ensure it is square in bore. The
ring gap measurement must be made with the ring
positioning at least 12 mm (0.50 in.) from bottom of
cylinder bore. Check gap with feeler gauge (1). Top
compression ring gap .40 to .55mm (.015in to
.0217 in.). Second compression ring gap .25mm to
.50mm (.0099 to .0197 in.). Oil control ring gap .20
to .40mm (.0079 to .0158 in.).
2. If ring gaps exceed dimension given, new rings,
piston and cylinder boring may be necessary. Keep
piston rings in piston sets.
3. Check piston ring to groove clearance. Top com-

pression ring gap 0.12 to 0.16 mm (.0048 to .0063
in.) (A). Second compression ring gap 0.065 to
0.110 mm (.0026 to .0044 in.) (B). Oil control ring
gap 0.03 to 0.07 mm (.0012 to .0028 in.) (C).
REMOVAL
NOTE: Both the connecting rod and the connecting rod cap are paint marked to aid during assembly. Paint
marks disappear after time. If the rod and the cap are not marked with paint, paint mark or scribe them
before disassembly.

2. Remove cylinder head (Refer to 9 - ENGINE/CYLINDER HEAD - REMOVAL).
4. Remove oil pan (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL).
5. Remove oil pump pickup tube. (Refer to 9 - ENGINE/LUBRICATION/OIL PUMP - REMOVAL)
6. Remove balance shaft assembly (Refer to 9 - ENGINE/VALVE TIMING/BALANCE SHAFT - REMOVAL).
7. Remove top ridge of cylinder bores with a ridge reamer before removing pistons from cylinder block. Be sure to
keep top of pistons covered during this operation.
8. Piston and connecting rods must be removed from top of cylinder block. Rotate crankshaft so that each con-
necting rod is centered in cylinder bore.
NOTE: Be careful not to nick or scratch crankshaft journals
9. After removal, install bearing cap on the mating rod and mark pistons with matching cylinder number when
removed from engine block.
PISTON PIN - REMOVAL

1. Secure connecting rods in a soft jawed vice.
2. Remove 2 snap rings securing piston pin.
3. Push piston pin out of piston and connecting rod.
PISTON RING - REMOVAL

1. ID mark on face of top and second piston rings
must point toward piston crown.
2. Using a suitable ring expander, remove top and
second piston rings.
3. Remove upper oil ring side rail, lower oil ring side
rail and then the oil expander from piston.
4. Carefully clean carbon from piston crowns, skirts
and ring grooves ensuring the 4 oil holes in the oil
control ring groove are clear.
INSPECTION
PISTONS
1. Check piston pin bores in piston for roundness.
Make 3 checks at 120° intervals. Maximum out of
roundness .020 mm (.0008 in.).
2. The piston diameter should be measured approxi-
mately 10mm (.394 in.) up from the base.
3. Skirt wear should not exceed 0.1 mm (.00039 in.).
4. The clearance between the cylinder liner and pis-
ton should not exceed 0.010-0.022 mm (.0003
-.0008 in.).
PISTON PINS
1. Measure the diameter of piston pin in the center and both ends. Refer to the engine specification chart (Refer to
9 - ENGINE - SPECIFICATIONS).
CONNECTING RODS
CAUTION: Connecting rods must be replaced once

the end caps are loosened. All six must have the
same weight and the same number. Replacement
connecting rods will only be supplied in sets of
six. When assembling the connecting rod, be sure
to paint mark or scribe mark each of the connect-
ing rods and caps before installation, for align-
ment purposes later.
NOTE: Do Not lubricate the new connecting rod

bolts. They are already coated with a anti scuff
treatment.
Connecting rods are supplied in sets of six since they

all must be of the same weight category. Max allow-
able weight difference is 5 gr.
1. Assemble bearing shells and bearing caps to their
respective connecting rods ensuring that the serra-
tions on the cap and reference marks are aligned.
2. Tighten connecting cap bolts to 20 N·m (15 ft. lbs.).
3. Without loosening connecting rod bolts, tighten all
bolts to 40 N·m (30 ft.lbs.).
4. Using a torque angle gauge, tighten each bolt an additional 90°.
INSTALLATION
PISTON PIN INSTALLATION
1. Secure connecting rod in soft jawed vice.
2. Lubricate piston pin and piston with clean engine oil.
3. Position piston on connecting rod.
CAUTION: Ensure arrow on piston crown and the bearing cap numbers on the connecting rod are on the
opposite side.
4. Install piston pin.

5. Install clips in piston to retain piston pin.
6. Remove connecting rod from vice.
PISTON RINGS - INSTALLATION

1. Install rings on the pistons using a suitable ring
expander.
2. Top compression ring is tapered and chromium
plated. The second ring is of the scraper type and
must be installed with scraping edge facing bottom
of the piston. The third is an oil control ring. Ring
gaps must be positioned, before inserting piston
into the liners, as follows.
3. Top ring gap must be positioned at the #3 position
(looking at the piston crown from above).
4. Second piston ring gap should be positioned at the
#1 position.
5. Oil control ring gap should be positioned at the #2
position.
6. When assembling pistons check that components are installed in the same position as before disassembly,
determined by the numbers stamped on the crown of individual pistons. Engine cylinders are numbered starting
from gear train end of the engine. Face arrow on top of piston toward front of engine. Therefore, the num-
bers stamped on connecting rod big end should face toward the injection pump side of engine. To insert piston
into cylinder use a ring compressor.
INSTALLATION
1. Before installing pistons, and connecting rod
assemblies into the bore, be sure that compression
ring gaps are staggered so that neither is in line
with oil ring rail gap.
2. Before installing the ring compressor, make sure
the oil ring expander ends are butted together.
3. Immerse the piston head and rings in clean engine
oil, slide the piston ring compressor, over the piston
and tighten. Ensure position of rings does not
change during this operation.
4. Face arrow on piston towards front of engine.
CAUTION: Care must be taken not to nick crank-

shaft journal when installing pistons.
5. Rotate crankshaft so that the connecting rod jour-

nal is on the center of the cylinder bore. Insert rod
and piston into cylinder bore and guide rod over
the crankshaft journal.
6. Guide the piston down in cylinder bore, using a
hammer handle. At the same time, guide connect-
ing rod into position on connecting rod journal.
7. Install connecting rod caps. Install rod bolts and torque to 10N·m (88 lbs. in.). Torque bolts the next stage to
30N·m (22 ft.lb.) plus 60°. Then with a torque wrench set at torque to 88N·m (65 ft.lb), make a tightening check.
9. Install balance shaft assembly (Refer to 9 - ENGINE/VALVE TIMING/BALANCE SHAFT - INSTALLATION).
10. Install oil pump pickup tube (Refer to 9 - ENGINE/LUBRICATION/OIL PUMP - INSTALLATION).
11. Install oil pan (Refer to 9 - ENGINE/LUBRICATION/OIL PAN - INSTALLATION).

DAMPER - VIBRATION
REMOVAL
3. Remove both front lower splash shields.
4. Remove the transmission thermo-block (2), and the
cooler lines (1) between the block (2) and
transmission.

7. Release the accessory drive belt tension by reset-

ting the drive belt tensioner (1) and installing a
retaining pin.
8. Remove the vibration damper (2) bolt.

9. Install #9544 vibration damper puller (1)

damper. DO NOT damage or gouge the front
crankshaft seal
10. Remove the vibration damper (2).
INSTALLATION
NOTE: To prevent potential oil leaks, DO NOT touch the front crankshaft inner seal.
1. Align the alignment key in the crankshaft with the
key way in the damper and install the vibration
damper. Torque bolt to 304 N·m, plus 90° (224 ft.
lbs., plus 90°).
2. Position the drive belt back onto the pulleys and
release the belt tensioner.
3. Remove #9102 crankshaft lock.

4. Install the transmission thermal bypass valve and
transmission cooler lines.
5. Install the intermediate and front underbody splash

shields.
VACUUM PUMP
DESCRIPTION
The vacuum pump is a constant displacement, vane-
type pump. Vacuum is generated by vanes mounted in
the pump rotor. The rotor is located in the pump hous-
ing and is pressed onto the pump shaft.
The vacuum pump operates by a slotted extension
attached to the vacuum pump shaft. The vacuum
pump shaft slotted extension fits into, and is driven by,
the exhaust camshaft gear.
The vacuum pump rotating components are internally
lubricated and the vacuum pump has no serviceable
parts. Do not disassemble or attempt to repair the
pump.
OPERATION
Vacuum pump output is transmitted to the Heater,
Electronic, Vacuum, Air Conditioner (HEVAC) and
brake vacuum booster, systems through a supply
hose. The hose is connected to an outlet port on the
pump housing and uses an in-line check valve to
retain system vacuum when vehicle is not running.
Pump output ranges from a minimum of 8.5 to 25
inches vacuum.
The pump rotor and vanes are rotated by the slotted
pump drive gear which fits into the camshaft drive
gear.
REMOVAL
2. Remove vacuum line at vacuum pump.
NOTE: Observe position of driver on rear of pump.
3. Remove vacuum pump and seals.

4. Clean all sealing surfaces.
INSTALLATION
1. Clean all sealing surfaces.
2. Position driver on rear of pump and install vacuum
pump with new seals. Tighten bolts to 14 N·m (124
lbs. in.).
3. Install vacuum line to vacuum pump.
WARNING: Use Extreme Caution When The Engine

Is Operating. Do Not Stand In A Direct Line With
The Fan. Do Not Put Your Hands Near The Pulleys,
Belts Or Fan. Do Not Wear Loose Clothes.
5. Start the engine and inspect for leaks.

LEFT MOUNT
REMOVAL
1. Disconnect the negative battery cable. (Refer to 8 -
REMOVAL)
2. Remove the engine cover. (Refer to 9 - ENGINE -
REMOVAL)
3. Remove the engine cover brackets and transmis-
sion tube retainer.
4. Remove the battery and battery tray.
5. Remove power distribution center (PDC) from
bracket and set aside.
6. Remove PDC bracket.
7. Reposition engine wiring harness.
9. Loosen both right and left engine mount through
bolts.
11. Install clevis brackets through engine lifting fix-
tures.
12. Install engine lifting chain to clevis brackets.
13. Install engine lift and hoist engine.
14. Remove the left engine mount retaining bolts
15. Remove the engine mount.
INSTALLATION
1. Position the engine mount, install the bolts and
tighten the retaining bolts to 20 N·m (15 ft. lbs.)
and then an additional 90°.
2. Lower the engine and remove the engine hoist with
chain.
4. Install the engine mount through bolts. Tighten
bolts to 110 N·m (82 lbs. ft.).
5. Install the splash shield.
7. Install the power distribution center (PDC) bracket
and PDC.
8. Install the battery tray and battery.
9. Install the engine cover bracket and secure the
transmission tube.
10. Install the engine cover front bracket.
12. Install the front structural bracket.
13. Install the coolant recovery container.
RIGHT MOUNT
REMOVAL
3. Remove the front engine cover bracket.
4. Separate the transmission level indicator tube from
bracket and remove the rear engine cover bracket.
5. Install clevis bracket to engine lift brackets.
6. Install engine lifting chain through clevis brackets.
8. Remove the skid plate.
9. Drain engine oil.
10. Loosen both engine mount through bolts.
12. Remove the oil level indicator tube.
NOTE: Care must be taken not to crush the turbo-

charger against the windshield cowl when raising
and supporting the engine.
13. Connect an engine lift and support the engine.

14. Remove the engine mount retaining bolts.
15. Remove the engine mount.
INSTALLATION
1. Position and install the engine mount to engine
bolts. Tighten bolts to 45N·m (33 lbs. ft.).
2. Lower the engine and remove the lifting fixtures.
3. Install the oil level indicator tube.
5. Tighten the engine mount through bolts to 110 N·m
(81 ft. lbs.).
6. Install the skid plate.
8. Install the rear engine cover bracket and secure
the transmission level indicator tube.
9. Install the front engine cover bracket.
10. Fill the engine with the correct viscosity oil to the
proper level.
LUBRICATION
DESCRIPTION
An efficient and acoustically optimized chain drive external gear pump is used for supply.
Oil is circulated through a high volume primary oil filter on the engine to one of the oil/water coolers in the “V” of the
engine. The oil cooler maintains a maximum oil temperature of 140° C (284°F).
After the oil cooler, the oil is directed into the balance shaft tunnel that at the same time is the primary oil duct of
the crankcase. Short passages lead to the crankshaft main bearings. The inlet pressurized piston oil injectors are
located directly on the main oil channel and are supplied there.
Front mounted passages supply the cylinder heads. The hydraulically loaded chain tensioner is supplied via the
right cylinder head in the direction of travel.
The oil supply and return of the turbo charger is integrated in the cast steel turbo charger carrier.
OIL
DESCRIPTION
Refer to the Lube and Maintenance section for oil specifications (Refer to LUBRICATION & MAINTENANCE/FLUID
TYPES - DESCRIPTION).
OIL FILTER
REMOVAL
1. Using 9551 Oil Filter Socket, unscrew the oil filter
cap.
2. Remove clean and inspect cap gasket, replace as
necessary.
3. Remove and discard the oil filter.
INSTALLATION
1. Inspect oil filter cap gasket, lubricate with clean
engine oil.
2. Install oil filter.
3. Screw oil filter cap to housing and tighten to 25
N·m (18 lbs. ft.) using 9551 Oil Filter Socket. Adjust
oil level as necessary.
OIL PAN
REMOVAL
REMOVAL
REMOVAL)
2. Remove the accessory belt.
3. Remove the A/C compressor and position aside.
4. Remove the lower oil pan. (Refer to 9 - ENGINE/

LUBRICATION/OIL PAN - REMOVAL)
REMOVAL)
6. Remove the flex plate. (Refer to 9 - ENGINE/EN-
GINE BLOCK/FLEX PLATE - REMOVAL)
7. Remove the 5 bolts on the bottom of the rear main
seal carrier.
8. Disconnect the oil level sensor wiring harness con-

nector.
9. Remove the oil pickup tube.
10. Remove oil pan bolts.
11. Remove the oil pan.
OIL PAN - LOWER

REMOVAL)
2. Remove the oil level indicator tube (2) bolt, and
position the oil level indicator aside.
4. Remove the skid plate
5. Drain the oil.
6. Remove the steering gear mounting bolts (1).

7. Remove the steering coupling, and position the
steering gear aside.
8. Disconnect the oil temperature sensor.

9. Remove the lower oil pan.
INSTALLATION
INSTALLATION
NOTE: Sealing surfaces must be free of a gasket
material and oil residue.
1. Clean the lower and upper oil pan and sealing sur-
faces. Inspect oil pan sealing surfaces and engine
block.
NOTE: If installing a new oil pan, exchange the oil

temperature sensor and the oil level sensor.
2. Install the upper oil pan, sealant, oil pan retaining

bolts, hand tight.
3. Install the bolts holding the rear main seal carrier

(1) to the oil pan. Torque the bolts to 9 N·m (7 ft.
lbs.).
4. Install the flex plate.
6. Push the oil pan against the transmission and
tighten transmission to oil pan bolts first, including
the rear main seal carrier bolts.
7. Tighten the upper oil pan bolts to 12 N·m (106
lbs.in.) in the sequence provided. Tighten bolts 15
and 16 to 20 N·m (177 in. lbs.).
8. Install the oil pickup tube bolts.

9. Install the oil level sensor.
10. Install the lower oil pan, sealant, lower oil pan
retaining bolts, hand tight.
11. Tighten the bottom oil pan bolts to 12 N·m (106 in.
lbs.) in the sequence provided.
12. Connect the oil temperature and oil level sensor
wiring harness connectors.
13. Lower the vehicle and install the oil level indicator
tube.
14. Fill the oil pan to the appropriate level with the
correct viscosity engine oil.
16. Start the engine, allow to warm.
17. Turn engine off and inspect for leaks.
OIL PAN - INSTALLATION

NOTE: Sealing surfaces must be free of a gasket
material and oil residue.
1. Clean oil pan and sealing surfaces. Inspect the oil

pan sealing surfaces.
NOTE: If installing a new oil pan, exchange the oil

temperature sensor and the oil level sensor.
2. Install oil pan, sealant, oil pan retaining bolts, hand

tight.
3. Tighten the bottom oil pan bolts to 12 N·m (106 in.
lbs.).
4. Connect the oil temperature and sensor wiring har-
ness connector.
CAUTION: Prior to coupling installation, make sure

gear is centered in its travel to match clockspring
centering in steering column.
5. Align coupling (2) with input shaft (3) and install

steering coupling. Install NEW pinch bolt. Tighten
bolt to 54 N·m (40 ft. lbs.) torque.
6. Lower the vehicle and install the oil level indicator
tube.
7. Fill the oil pan to the appropriate level with the cor-
rect viscosity engine oil.
9. Start the engine, allow to warm.
OIL PRESSURE RELIEF VALVE

DESCRIPTION
The oil pressure relief valve is integral to the oil pump and is not serviceable.
OIL PRESSURE SENDING UNIT
DESCRIPTION
The engine oil pressure sensor is mounted on the
front of the oil filter housing. The sensor provides an
output voltage to the ECM that corresponds to the
engine oil pressure. Under certain operating condi-
tions, for example low oil pressure, it may be neces-
sary for the ECM to increase the engine idle speed to
ensue adequate engine lubrication.
The engine oil pressure sensor is a three wire sensor
with a threaded pressure port. The pressure port is
mounted to the oil filter housing through an access
hole. An aluminium seal ring seals the engine oil pres-
sure sensor to the oil filter housing.
OPERATION
The engine oil pressure sensor receives a 5- volt reference from the ECM. The sensor ground is also provided by
the ECM. The sensor output voltage varies from 0.5 to 4.5 volts depending on engine oil pressure.
REMOVAL
1. Open hood and disconnect negative battery cable.
2. Disconnect engine oil pressure sensor connector.
3. Remove engine oil pressure sensor from the
engine.
INSTALLATION
1. Install the engine oil pressure sensor to the engine.
Torque sensor to 15 N·m (11 ft. lbs.).
2. Connect engine oil pressure sensor electrical con-
nector to the sensor.
3. Add engine oil and check engine oil level as
needed.
5. Start vehicle and inspect for leaks.
OIL PUMP
REMOVAL
OIL PUMP PICKUP TUBE
3. Remove oil pan (Refer to 9 - ENGINE/LUBRICA-
TION/OIL PAN - REMOVAL).
4. Remove oil pump pickup tube retaining bolt and
pull pickup tube from engine block. Discard
O-rings.
REMOVAL
1. Remove oil pan. (Refer to 9 - ENGINE/LUBRICA-
TION/OIL PAN - REMOVAL)
2. Remove fasteners at the oil pump cover.
3. Remove oil pump fasteners (1).
4. Remove oil pump from the crankcase.
INSTALLATION
OIL PUMP PICKUP TUBE
1. Lubricate o-rings on oil pump pickup tube with
engine oil.
2. Install pickup tube in engine block and install
retaining bolt. Torque bolt to 32.4 N·m. (24 ft.lbs.).
3. Install oil pan (Refer to 9 - ENGINE/LUBRICATION/
OIL PAN - INSTALLATION).
4. Refill engine oil to proper level.
INSTALLATION
1. Clean the strainer of the oil pump and replace seal-
ing ring. Fill oil pump with engine oil so that oil is
delivered when first starting engine.
2. Install the oil pump.
3. Install fastener for oil pump. Torque fastener to 19
N·m (14 ft. lbs.).
4. Install fastener for oil pump cover (1) with oil pipe
(2) to oil pump. Torque fastener to 12 N·m (9 ft.
lbs.).
5. Install bracket to the oil pump. Torque fastener to 9
N·m (7 ft. lbs.).
6. Install oil pan. (Refer to 9 - ENGINE/LUBRICA-
OIL JET
DESCRIPTION
Three dual-nozzle oil jets are bolted to the cylinder
block underneath the main oil gallery. The jets connect
with an oil-tight fit to the main gallery through lubrica-
tion passages. Each oil jet helps cool two opposite
pistons. Proper oil jet alignment is important. Each
nozzle is designed to alternatively spray oil through
both cooling galleries within the piston. The oil spray is
aimed at one of the cooling galleries as the piston
approaches TDC. As the piston approaches BDC, the
oil spray is aimed at the adjacent cooling gallery.
REMOVAL
CAUTION: Use caution when removing and install-
ing oil jets. Damage to oil jet nozzle could cause
severe engine damage. Care must be taken not to
damage the crankshaft tone ring when removing
cylinder number four oil jet.

3. Remove oil pan.
4. Remove oil jet retaining bolt and remove oil jet
from engine block.
INSTALLATION
CAUTION: Use caution when removing and install-
ing oil jets. Damage to oil jet nozzle could cause
severe engine damage.
1. Lubricate o-ring on oil jet.

2. Install oil jet in engine block
3. Install oil jet retaining bolt. Torque bolt to 11N·m.(96
in.lbs.).
4. Install oil pan.
5. Fill engine oil to proper level.
PCV
DESCRIPTION
Located on the rear of the right cylinder head cover is
a positive crankcase ventilation (PCV) valve (1). Inter-
nal engine vapor is captured, the solid particulates are
separated by a diffuser located on the right exhaust
camshaft, and the vapor is reused during the combus-
tion process.
REMOVAL
NOTE: Inspect the oil drain back access hole in

the intake manifold/cylinder head cover to assure
that it is free of obstruction.
2. Remove the oil separator fasteners and oil

separator.
INSTALLATION
NOTE: Inspect the oil drain back access hole in
the intake manifold/cylinder head cover to assure
that it is free of obstruction.
1. Lubricate the Positive Crankcase Ventilation (PCV)

o-rings with clean engine oil.
2. Carefully position and push down on the PCV to
seat.
3. Install thePCV retaining fasteners. Tighten fasten-
ers to 10.8 N·m (96 lbs. in.).
OIL COOLER
DESCRIPTION
A plate style external oil cooler is mounted in the “V”
of the engine block. Engine coolant is used to cool the
oil. The gasket should be replaced anytime you are
servicing the oil cooler. When replacing the engine
block, inspect the oil cooler for damage or restrictions.
If the oil cooler is not damaged or restricted, it can be
reused.
REMOVAL
2. Drain the cooling system.
3. Remove the air cleaner assembly (Refer to 9 -
ENGINE/AIR INTAKE SYSTEM/AIR CLEANER
HOUSING - REMOVAL).
4. Remove the coolant reservoir and hoses.
5. Remove the charge air cooler hose between turbo-
charger and cooler.
6. Remove the lower radiator hose at the water pump
housing assembly.
7. Remove the water pump housing assembly.
8. Remove the engine oil cooler.
INSTALLATION
1. Clean all engine mating surfaces.
2. Position the oil cooler and gasket. Install the fas-
teners and tighten to 10.8 N·m (96 in. lbs.).
3. Install the water pump housing assembly with new
gasket. Tighten fasteners to 24.5 N·m (18 ft. lbs.).
4. Install the oil cooler coolant hose.
5. Install the power steering reservoir.
6. Install heater hoses at housing.
7. Install lower radiator hose at housing.
8. Install the charge air hose.
9. Install coolant reservoir and hoses.
10. Install air cleaner assembly (Refer to 9 - ENGINE/
INSTALLATION).
11. Fill the coolant system
12. Connect the negative battery cable
13. Start engine, run until warm, turn the engine off,
and inspect for leaks.
INTAKE MANIFOLD
DESCRIPTION
The aluminum intake manifold is a two piece design
joined by a frontal cross coolant passage. Incorpo-
rated into the intake manifold assemblies are swirl and
charge air channels. The swirl channels have blades
that are electronically controlled by PWM signals from
the ECM via a swirl valve actuator. In their normal
resting position the swirl valves are open. Charge air
and cooled EGR exhaust gasses are combined within
the intake manifold. The swirl valve assembly assists
in the mixing of these inlet airs within the cylinder. The
swirl valves themselves are not serviceable separately,
should a failure occur, the intake manifold must be
replaced.
REMOVAL
2. Remove the engine cover. (Refer to 9 - ENGINE - REMOVAL)
4. Remove the coolant reservoir an position aside.
6. Remove the air cleaner housing cover and air inlet tube.
7. Remove the charge air outlet tube.
8. Remove the right rear engine cover bracket and disconnect the transmission oil level indicator tube retaining bolt.
9. Remove the turbo charger. (Refer to 11 - EXHAUST SYSTEM/TURBOCHARGER SYSTEM/TURBOCHARGER -
REMOVAL)
CAUTION: Observe the position of the turbo-

charger oil passage housing and gasket. Failure to
properly position the gasket during assembly will
result in immediate turbocharger failure after
assembly.
10. Remove the turbocharger oil housing adaptor (1)

and gasket.
11. Disconnect the EGR (1) and EGR temperature

sensor wiring harness connectors.
12. Remove the EGR tube to the left cylinder head.
13. Disconnect the coolant hose at the EGR housing.
14. Remove the EGR air control valve assembly.
15. Disconnect the swirl valve module wiring harness
connector.
16. Remove the left fuel rail and high pressure lines.
17. Remove the right fuel rail and high pressure lines.
18. Disconnect the fuel return hoses at the injectors.
19. Disconnect the return fuel hose harness and posi-
tion aside.
20. Remove fuel rail transfer line.
21. Remove the fuel filter assembly.
22. Remove the fuel filter supply and return pipe har-
ness and position aside.
23. Remove the glow plug module.
CAUTION: Do Not rest the intake manifold on the

swirl valve actuator. Care must be taken when
handling the swirl valve assembly.
24. Remove the intake manifold and gasket.
INSTALLATION
NOTE: Before installation, clean cylinder heads and intake manifold surfaces. DO NOT allow oil or solvents
to contact sealing surfaces.
1. Properly position the intake manifold gasket and
install the intake manifold.

(74 in. lbs.).
2. Tighten bolts to 16 N·m (142 in. lbs.), starting in the

middle and tightening in a cross pattern outward
until reaching the upper thermostat bolts on the
right front manifold.
3. Tighten the upper thermostat bolts on the right cyl-
inder head to 8.4 N·m (74 in.lbs.).
4. Install the fuel filter.
5. Position and install the fuel filter supply and return
pipe harness.
6. Position and install the fuel injector return fuel hose
harness.
7. Position and properly route the engine wiring harness.
8. Install the left fuel rail. Tighten bolts to 27 N·m (20
ft. lbs.).
NOTE: Inspect the fuel lines, especially around the

barrel ends for damage. Replace as necessary.
9. Install the fuel rail transfer line along with the right
fuel rail. Tighten fuel rail bolts to 27 N·m (20 ft.
lbs.), and fuel pipe to 33N·m (24 ft. lbs.).
10. Install the fuel injector high pressure lines. Tighten
lines to 27 N·m (20 ft. lbs.).
11. Connect the swirl valve motor electrical connector.
12. Connect the EGR and EGR temperature sensor

wiring harness connectors.
13. Connect the coolant hose at the EGR housing.
14. Install the EGR tube to the EGR housing.
CAUTION: Observe the positioning of the oil hous-

ing to block gasket. This gasket must be attached
to the housing and both oil passages aligned
properly. Failure to do so will result in immediate
turbocharger damage upon start up.
15. Install the turbocharger oil housing adaptor.

16. Install the turbocharger.
17. Install the right rear engine cover bracket and
connect the transmission oil level indicator tube.
18. Install the change air outlet tube.
19. Install the EGR air control valve assembly.
20. Install the glow plug module.
21. Install the air cleaner cover and air inlet tube.
24. Fill the engine with coolant.
NOTE: Observe the fuel system warning (Refer to 14 - FUEL SYSTEM - WARNING).
26. Start the engine, allow to warm, turn the engine off and inspect for leaks.
EXHAUST MANIFOLD
REMOVAL
RIGHT
REMOVAL)
REMOVAL)
3. Remove the turbo heat shield.
4. Remove the exhaust elbow (4) at the turbo.
5. Remove the right exhaust manifold.

LEFT
REMOVAL)
REMOVAL)
4. Remove the EGR tube (3).
5. Remove the exhaust elbow (4) at the turbo.
6. Remove the left exhaust manifold.

INSTALLATION
RIGHT
1. Discard the old gasket and clean the cylinder head
and manifold sealing surfaces.
2. Install a new exhaust manifold gasket.
3. Install the right exhaust manifold to cylinder head
nuts. Torque the nuts to 25 Nm ( 222 in. lbs.)
4. Install the exhaust elbow to turbocharger bolts.

Torque to 20 Nm (177 in. lbs.). and then add
another 90° of rotation.
5. Install the strut tower brace.
6. Install the engine cowl. (Refer to 23 - BODY/EXTE-
RIOR/COWL GRILLE - INSTALLATION)
7. Install the engine cover. (Refer to 9 - ENGINE -
INSTALLATION)
INSTALLATION)
LEFT
1. Discard the old gasket and clean the cylinder head
and manifold sealing surfaces.
2. Install a new exhaust manifold gasket.
3. Install the left exhaust manifold to cylinder head
nuts. Torque the nuts to 25 Nm ( 222 in. lbs.)
4. Install the exhaust elbow to turbocharger bolts.

Torque to 20 Nm (177 in. lbs.). and then add
another 90° of rotation.
5. Install the turbocharger heat shield. Torque to 25
Nm ( 222 in. lbs.).
6. Install the engine cover. (Refer to 9 - ENGINE -
INSTALLATION)
INSTALLATION)
TIMING CHAIN COVER
REMOVAL
REMOVAL)
3. Remove the front engine cover bracket.
5. Drain the power steering into a suitable and appro-
priately marked container.
6. Remove the power steering hose between the
pump and cooling fan.
7. Remove the power steering hose between the
cooling fan and suspension.
8. Remove the lower cooling fan module retaining
bolts.
9. Disconnect the cooling fan wiring harness connec-
tor.
10. Remove the power steering line between the
retainer and cooling fan module.
11. Remove the front splash shield.
12. Remove the front oil pan to timing cover bolts.

14. Remove the hoses at the power steering reser-
voir.
15. Remove the cooling fan module upper bolts and
remove the fan assembly.
16. Remove the charge air outlet tube.

18. Disconnect the charge air inlet hose at the EGR
air control valve.
19. Remove the glow plug module.
20. Remove the EGR air control valve.
NOTE: Idler pulley fasteners are L. H. thread.
21. Remove both accessory drive belt idler pulleys.

22. Remove the accessory drive belt tensioner.
23. Rotate the engine to TDC by the crankshaft bolt.

26. Install special tool 9102 crankshaft lock.
28. Remove the vibration damper and pulley.
29. Remove the front timing cover seal.
30. Remove the front timing cover bolts and cover.
INSTALLATION
NOTE: Component mating surfaces must be clean and free of all oil residue.
1. Install the front crankshaft seal in the timing cover

(1).
2. Install the timing cover (1). Tighten bolts to 9 N·m
(7 ft. lbs.).
4. Install the front oil pan bolts. Tighten bolts to 14
N·m (10 ft. lbs.).
6. Install the vibration damper and pulley. Tighten bolt

to 200 N·m (148 ft. lbs.), and then an additional 90°
7. Install the accessory drive belt tensioner. Tighten
bolt to 58 N·m (43 ft. lbs.).
NOTE: Idler pulley bolts are L. H. thread.
8. Install the idler pulleys. Tighten bolts to 58 N·m (43

ft. lbs.).
10. Install the EGR air control valve assembly.

11. Install the glow plug module.
12. Install the charge air outlet tube.
13. Install the cooling fan module. Tighten upper bolts
to 14 N·m (10 ft. lbs.).
15. Remove special tool 9102 crankshaft lock.

17. Install the lower cooling fan module bolts. Tighten
lower bolts to 14 N·m (10 ft. lbs.).
18. Install the power steering line between the
retainer and cooling fan module.
19. Connect the cooling fan wiring harness connector.
20. Install the power steering hose between the cool-
ing fan and suspension.
21. Install the power steering hose between the pump
and cooling fan.
22. Install the front splash shield.
24. Install the hoses at the power steering reservoir.
25. Fill the power steering reservoir.
26. Install the front engine cover bracket.

before starting by raising the vehicle and rotating
the steering wheel back and forth 20 times.
30. Start the engine and follow the bleed procedure
with the scan tool.
TIMING CHAIN AND SPROCKETS
REMOVAL
REMOVAL - TIMING CHAIN GUIDE - UPPER
NOTE: When servicing the timing chain guides, both the upper and the lower guide should be replaced in
pairs.

2. Remove the cylinder head cover.
3. Remove the timing chain cover.
4. Remove the upper timing chain guide.
REMOVAL - TIMING CHAIN TENSIONING RAIL

2. Remove cylinder head (Refer to 9 - ENGINE/CYL-
INDER HEAD - REMOVAL).
NOTE: Remove timing case cover carefully. Care

must be taken not to damage oil pan gasket.
3. Remove timing chain cover (Refer to 9 - ENGINE/

VALVE TIMING/TIMING BELT / CHAIN COVER(S)
- REMOVAL).
4. Remove tensioning rail from bearing pin
REMOVAL - TIMING CHAIN

REMOVAL).
NOTE: Cover the timing chain area. Care must be taken not to drop any repair debris or pieces into the
engine when separating the timing chain links.
2. Install special tool # 9525 using two of the cylinder head cover bolts.
3. Assemble special tool #9312–1 using 9312– 3 and

9312–4. Install insert #9312–13 and retain with
screw provided..
CAUTION: Care must be taken not to drop the tim-

ing chain plates into the engine once the timing
chain is separated.
NOTE: When installing special tool #9312–1 onto

timing chain link, be sure to back off the smaller
nut of the thrust pin #9312–3 until the pin is
recessed inside of the spindle, #9312–4. Screw the
thrust spindle #9312–4 in until it is seated and
aligned properly over the rivet of the timing chain.
NOTE: When fitting the thrust spindle, ensure that

the thrust pin is positioned at the left timing chain
pin of a chain link.
4. Install special tool #9312 onto timing chain link

.
NOTE: Cover the timing chain area. Care must be

taken not to drop any repair debris or pieces into
the engine when separating the timing chain links.
5. Carefully turn the thrust pin #9312–3 of special tool

#9312–1 clockwise while holding the handle until
the rivet is pressed out and the chain is separated.
Discard the loose link and plates.
NOTE: One whole timing chain link must be

removed.
NOTE: Care must be taken not to drop any repair
debris or pieces into the engine when separating
the timing chain links.
6. Connect new timing chain with the oil holes facing

up, and old timing chain with the assembly link,
assembly plate and locking element, and secure.
CAUTION: IT IS ESSENTIAL that the installation

procedure for the timing chain is followed exactly.
Failure to do so will result in severe engine
damage.
INSTALLATION
INSTALLATION - TENSIONING AND SLIDE RAIL
NOTE: Carefully clean all mating surfaces with appropriate solvents to assure that no grease or oil is
present during reassembly.
CAUTION: ENSURE THAT THE SPRING IS CORRECTLY INSTALLED ON THE TENSIONING CLAMP AND
SLIDE RAIL.
1. Install rail on bearing pin.

2. Install timing cover (Refer to 9 - ENGINE/VALVE TIMING/TIMING BELT / CHAIN COVER(S) - INSTALLATION).
3. Install oil pan bolts. Tighten M6 bolts to 9N·m (80 lbs.in.) and M8 bolts to 20N·m (15 lbs. ft.).
WITH THE FAN. DO NOT PUT YOUR HANDS NEAR THE PULLEYS, BELTS OR FAN. DO NOT WEAR LOOSE
CLOTHES.
6. Start the engine, allow to warm, turn engine off and inspect for leaks. Care must be take to observe the fuel
system warning (Refer to 14 - FUEL SYSTEM - WARNING).
INSTALLATION - TIMING CHAIN TENSIONING RAIL

NOTE: Carefully clean all mating surfaces with
appropriate solvents to assure that no grease or
oil is present during reassembly.
1. Install tensioning rail on bearing pin

2. Install timing cover (Refer to 9 - ENGINE/VALVE
TIMING/TIMING BELT / CHAIN COVER(S) -
INSTALLATION).
3. Install oil pan and bolts. Tighten M6 bolts to 9N·m
(80 lbs.in.) and M8 bolts to 20N·m (15 lbs. ft.).
4. Install cylinder head (Refer to 9 - ENGINE/CYLIN-
DER HEAD - INSTALLATION).
WARNING: USE EXTREME CAUTION WHEN THE

ENGINE IS OPERATING. DO NOT PUT YOUR
HANDS NEAR THE PULLEYS, BELTS OR FAN. DO
NOT WEAR LOOSE CLOTHES.
6. Start the engine and inspect for leaks. Care must be taken to observe the fuel system warning (Refer to 14 -
FUEL SYSTEM - WARNING).
ADJUSTMENTS
INSTALLATION - TIMING CHAIN
CAUTION: IT IS ESSENTIAL that the installation procedure is followed exactly. Failure to do so will result in
severe engine damage.
CAUTION: Cover timing case recesses to prevent foreign material from entering engine.
1. Connect new timing chain, oil hole side up and old timing chain with the assembly link, the assembly plate and
the assembly locking element, and secure.
CAUTION: Always install the new timing chain with
the oil holes pointing up. Failure to do so will
result in severe engine damage.
NOTE: Always keep new timing chain meshed with

camshaft sprocket.
CAUTION: DO NOT CRANK ENGINE and DO NOT

ROTATE ENGINE BACKWARD. Engine rotation is
clockwise, as you are looking at the engine.
Rotate engine at crankshaft only.
NOTE: Draw out the end of old timing chain evenly

as it becomes free, to the same extent that new
timing chain is drawn in.
2. Draw in new timing chain with the oil holes facing

up, by rotating the crankshaft slowly in direction of
rotation of engine.
.
3. Rotate the engine until the ends of the new timing
chain meet and can be connected.
NOTE: Assembly link is only an assembly aid and

NOT designed for engine running.
4. Remove assembly locking element, assembly outer

plate and assembly link.
CAUTION: Cover timing case recesses to prevent

foreign material from entering engine.
5. Insert new riveted link with the oil hole up, and new
middle plate into ends of timing chain using the
guide link to hold the middle plate in position.
NOTE: When assembling riveting tool, piece

#9312–7 is secured by a screw and #9312–10 can
move loosely on thrust spindle
6. Assemble riveting tool by inserting pieces #9312–7

and #9312–10.
NOTE: Ensure that the riveted link and riveting
tool are aligned.
7. Press in new riveted link as far as the stop.
8. Remove guide link and riveting tool to change

inserts.
9. Install insert #9312–6 on riveting tool and secure
with screw.
10. Install insert 9312–8 on riveting tool.
NOTE: The outer plate is held magnetically by riv-

eting tool.
11. Insert new outer plate into the moving assembly

insert.
12. Position riveting tool so that spacer webs of the
guide are side by side.
13. Ensure that riveted link and outer plate are
aligned.
NOTE: When turning spindle of riveting tool, be

sure that pins of riveted link are inserted into
holes of outer plate
14. Screw in spindle of riveting tool until firm resis-

tance is felt.
15. Remove riveting tool.

16. Install moving assembly insert #9312–11 to
#9312–1.
17. Position riveting tool exactly over middle of pin.
18. Tighten riveting tool spindle to end of travel.
19. Repeat procedure for both riveting pins.
20. Inspect riveting, re-rivet if required.

INSTALLATION).
22. Install engine cover (Refer to 9 - ENGINE -
INSTALLATION).
24. Start engine and inspect for leaks. Care must be
taken to observe the fuel system warning (Refer
to 14 - FUEL SYSTEM - WARNING).
TIMING CHAIN TENSIONER

DESCRIPTION
The timing chain tensioner is located on the right cyl-
inder head. The tensioner is hydraulically operated
with the adjusting portion riding on the right timing
chain guide. Hydraulic support for the tensioner is
supplied by forward oil passages in the right cylinder
head.
REMOVAL
2. Open hood.
3. Remove engine cover (Refer to 9 - ENGINE - REMOVAL)
4. Remove the engine intake air duct.
5. Remove air cleaner housing (Refer to 9 - ENGINE/AIR INTAKE SYSTEM/AIR CLEANER HOUSING -
REMOVAL).
6. Remove the cable strap from the engine wiring harness.
7. Remove the timing chain tensioner.
INSTALLATION
NOTE: Carefully clean all mating surfaces with appropriate solvents to assure that no grease or oil is
present during reassembly.
1. Install timing chain tensioner with new gasket. Tighten to 80N·m (59 lbs.ft.).
2. Install cable strap on the engine wiring harness.
3. Install air cleaner housing.
4. Install intake air duct.
WARNING: Use extreme caution when the engine is operating. Do not put your hands near the pulleys, belts
or fan. Do not wear loose clothes.
6. Start the engine and inspect for leaks.

LX EXHAUST SYSTEM 11 - 1
EXHAUST SYSTEM
TABLE OF CONTENTS
page page
EXHAUST SYSTEM INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 PARTICULATE FILTER
DIAGNOSIS AND TESTING DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
EXHAUST SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . 3 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
SPECIFICATIONS TURBOCHARGER SYSTEM
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
CATALYTIC CONVERTER TURBOCHARGER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 DIAGNOSIS AND TESTING -
REMOVAL TURBOCHARGER . . . . . . . . . . . . . . . . . . . . . . . . . 24
RIGHT HAND CATALYTIC CONVERTER . . . . . . . . 7 REMOVAL - TURBOCHARGER . . . . . . . . . . . . . . . . . 24
LEFT HAND CATALYTIC CONVERTER . . . . . . . . . 8 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
REMOVAL - DIESEL . . . . . . . . . . . . . . . . . . . . . . . . . . 9 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
INSTALLATION - DIESEL . . . . . . . . . . . . . . . . . . . . 10 CHARGE AIR COOLER AND PLUMBING
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
INSTALLATION OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
RIGHT HAND CATALYTIC CONVERTER . . . . . . . 11 DIAGNOSIS AND TESTING - CHARGE AIR
LEFT HAND CATALYTIC CONVERTER . . . . . . . . 12 COOLER SYSTEM - LEAKS . . . . . . . . . . . . . . . . . 30
HEAT SHIELDS REMOVAL - CHARGE AIR COOLER . . . . . . . . . . . . 30
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 INSTALLATION - CHARGE AIR COOLER . . . . . . . . 31
MUFFLER MOTOR-BOOST PRESSURE SERVO
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 REMOVAL
RESONATOR - 5.7L SERVOMOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 INSTALLATION
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 SERVOMOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
RESONATOR - 6.1L
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
11 - 2 EXHAUST SYSTEM LX
EXHAUST SYSTEM
DESCRIPTION
EXHAUST SYSTEM - V6 SINGLE SYSTEM
1 - BALL FLANGE
2 - CATALYTIC CONVERTER ASSEMBLY
3 - CROSS BRACE
4 - BAND CLAMPS
5 - RH REAR MUFFLER AND RESONATOR
6 - ISOLATORS
The exhaust system consists of two front close coupled catalytic converters, a RH rear muffler and resonator
assembly (5), and on vehicles equipped with dual exhaust, LH resonator and tailpipe assembly (4).
EXHAUST SYSTEM - V8 DUAL SYSTEM
1 - LH REAR RESONATOR AND TAIL PIPE

2 - ISOLATOR
3 - BALL FLARE FLANGE 5.7L / BALL FLARE BAND CLAMP 6.1L
5 - BAND CLAMPS
7 - BALL FLANGE
Both catalytic converters attach directly to the exhaust manifold using studs and nuts. The exhaust down pipes exit
the converters and connect into the rear muffler and resonator (1 and 4). On the 2.7L/3.5L equipped vehicles, there
is a flex coupler directly behind the LH catalytic converter. The upstream oxygen sensors are located in each
exhaust manifold. On 5.7L equipped vehicles there is a flex coupler behind both LH and RH catalytic converters.
The downstream oxygen sensors are located behind the flex couplers. The 6.1L does not use flex couplers. The
downstream oxygen sensors are located behind the catalytic converters.
For the single exhaust systems, the RH muffler, resonator and tailpipe (4) are one single unit.

EXHAUST SYSTEM
EXCESSIVE EXHAUST NOISE 1. Exhaust manifold cracked or 1. Replace manifold.

(UNDER HOOD) broken.
2. Manifold to cylinder head leak. 2. Tighten manifold and/or replace
gasket.
3. EGR tube to manifold gasket 3. Tighten fasteners or replace
leakage. gasket.
4. EGR Valve to EGR tube gasket 4. Tighten fasteners or replace
leakage. gasket.
5. Exhaust to manifold leak. 5. Tighten or replace nuts
6. Pipe and shell noise from front 6. Characteristic of single wall pipe.
exhaust pipe.
EXCESSIVE EXHAUST NOISE 1. Leak at exhaust pipe joints. 1. Tighten clamps at leaking joints.
2. Burned or rusted out muffler 2. Replace muffler and resonator

assembly or exhaust pipe. assembly and/or LH rear resonator
and tailpipe assembly as necessary.
3. Burned or rusted out 3. Replace replace RH muffler and
resonator(s). resonator assembly and/or RH
resonator and tailpipe as necessary.
4. Restriction in exhaust system. 4. Remove restriction if possible, or
replace components as necessary.
5. Converter material in muffler or 5. Replace replace RH muffler and
resonators. resonator assembly and/or RH
resonator and tailpipe as necessary.
Check fuel injection and ignition
systems for proper operation.
INSPECTION
Inspect the exhaust pipes, catalytic converters, muffler, and resonators for cracked joints, broken welds and corro-
sion damage that would result in a leaking exhaust system. Inspect the clamps, support brackets, and insulators for
cracks and corrosion damage.
NOTE: Slip joint band clamps are spot/tack welded to exhaust system. If a band clamp must be replaced,
the spot/tack weld must be ground off.
ADJUSTMENTS
A misaligned exhaust system is usually indicated by a vibration, rattling noise, or binding of exhaust system com-
ponents. These noises are sometimes hard to distinguish from other chassis noises. Inspect exhaust system for
broken or loose clamps, heat shields, isolators, and brackets. Replace or tighten as necessary. It is important that
exhaust system clearances and alignment be maintained.
Perform the following procedures to align the exhaust system:
1. Loosen clamps and support brackets.
2. Align the exhaust system starting at the front, working rearward.
3. Tighten all clamps and brackets once alignment and clearances are achieved.
SPECIFICATIONS
TORQUE

Nut - Catalytic Converter
12 - 106
to Ball Flange Snug fit
34 25 -
to Ball Flange
Band Clamp 50 36 -
55 40 -
to Support Bracket
Fasteners - Exhaust
25 - 215
Support Bracket
Retainers - Heat Shield 10 - 98
Nuts - Tunnel 25 - 215
Reinforcement
SPECIAL TOOLS
Back Pressure Test Adapter - CH8519
DRB III & PEP Module - OT-CH6010A
Pressure Transducer CH7063

CATALYTIC CONVERTER
DESCRIPTION
The close coupled, three-way catalytic converter inlets
are connected to the exhaust manifolds by the use of
ball flange (1). The 2.7L and 3.5L RWD vehicles incor-
porate a flex joint downstream of the LH catalytic con-
verter to improve NVH. The 5.7L equipped RWD
vehicles incorprate a flex joint downstream of the LH
and RH catalytic converters. The 6.1L equipped RWD
vehicles do use a flex joint downstream of the LH and
RH catalytic converters.The left (4) and right (2) side
converter outlet pipe connects to the exhaust system.
REMOVAL
RIGHT HAND CATALYTIC CONVERTER
WARNING: The normal operating temperature of
the exhaust system is very high. therefore, never
work around or attempt to service any part of the
exhaust system until it is cooled. special care
should be taken when working near the catalytic
converter. The temperature of the converter rises
to a high level after a short period of engine oper-
ation time.

3. Disconnect downstream oxygen sensor (2) connec-
tors.
4. Remove muffler and resonator (Refer to 11 -
EXHAUST SYSTEM/MUFFLER - REMOVAL).
5. 2.7L/3.5L Only - Remove nuts and cross-brace (2).
6. Remove catalytic converter to ball flange nuts (1).
7. Remove catalytic converter (3).
LEFT HAND CATALYTIC CONVERTER

2. Hoist vehicle.

ation time.
3. Disconnect downstream oxygen sensor electrical

connectors.
4. Remove muffler and resonator assembly (Refer to
11 - EXHAUST SYSTEM/MUFFLER - REMOVAL).
5. Remove ball flange nuts.
6. Remove catalytic converter ball fange nut.
7. Remove catalytic converter.
REMOVAL - DIESEL
exhaust system until it is cooled. Special care
ation time.

3. Disconnect differential pressure ports (2).
4. Disconnect exhaust temperature sensors (3).
5. Disconnect downstream oxygen sensor connectors
(4).
6. Remove exhaust from the diesel particulate filter

(5).
7. Remove mounting bolts (4) and (7).
8. Remove the nuts from the down pipe (2).
9. Remove the catalyst assembly.
INSTALLATION - DIESEL
exhaust system until it is cooled. Special care
ation time.
1. Install the catalyst assembly.

2. Install the nuts to the down pipe (2).
3. Install mounting bolts (4) and (7).
4. Install exhaust onto the diesel particulate filter (5).
5. Connect downstream oxygen sensor connectors

(4).
6. Connect exhaust temperature sensors (3).
7. Connect differential pressure ports (2).
INSPECTION
WARNING: THE NORMAL OPERATING TEMPERATURE OF THE EXHAUST SYSTEM IS VERY HIGH. THERE-
FORE, NEVER ATTEMPT TO SERVICE ANY PART OF THE EXHAUST SYSTEM UNTIL IT IS COOLED. SPE-
CIAL CARE SHOULD BE TAKEN WHEN WORKING NEAR THE CATALYTIC CONVERTER. THE
TEMPERATURE OF THE CONVERTER RISES TO A HIGH LEVEL AFTER A SHORT PERIOD OF ENGINE
OPERATION TIME.
Check catalytic converter for a flow restriction. (Refer to 11 - EXHAUST SYSTEM - DIAGNOSIS AND TESTING)
Exhaust System Restriction Check for procedure.
Visually inspect the catalytic converter element by using a borescope or equivalent. Remove oxygen sensor(s) and
insert borescope. If borescope is not available, remove converter and inspect element using a flashlight. Inspect
element for cracked or melted substrate.
NOTE: Before replacing a catalytic converter, determine the root cause of failure. Most catalytic converter
failures are caused by air, fuel or ignition problems. (Refer to Appropriate Diagnostic Information) for test
procedures.
INSTALLATION
RIGHT HAND CATALYTIC CONVERTER
1. Install catalytic converter (3) onto exhaust manifold
ball flange. Only finger tighten nuts at this time.
2. Install muffler and resonator assembly (Refer to 11
- EXHAUST SYSTEM/MUFFLER - REMOVAL).
3. Install bolts and cross brace (3). Tighten bolts to 55

N·m (40 ft. lbs.).
4. TIghten manifold ball flange nut to 12 N·m (106 in.
lbs.).
5. Check clearance between exhaust module and fuel
tank. Clearance is 14mm (.55 in.) for V8 engine
and 16mm (.62 in.) for V6 engine.
6. Check clearance at rear tunnel reinforcement.
Clearance is 15 - 20mm (.59 - .78 in.).
7. Adjust clearance as necessary.
8. Tighten ball flange nuts to 34 N·m (25 ft. lbs.).
9. Connect oxygen sensor (2) connectors.
10. Lower vehicle.
12. Start the engine and inspect for exhaust leaks.
Repair exhaust leaks as necessary.
LEFT HAND CATALYTIC CONVERTER
1. Install catalytic converter (3) onto exhaust manifold
ball flange. Only finger tighten nuts at this time.
2. Install muffler and resonator assembly (Refer to 11
- EXHAUST SYSTEM/MUFFLER - INSTALLA-
TION).
3. Install bolts and cross brace. Tighten bolts to 55
N·m (40 ft. lbs.).
4. Tighten manifold ball flange nut to 12 N·m (106 in.
lbs.).
5. Check clearance between exhaust module and fuel
tank. Clearance is 14mm (.55 in.) for V8 engine
and 16mm (.62 in.) for V6 engine.
8. Tighten ball flange nuts to 34 N·m (25 ft. lbs.).
9. Lower vehicle.
11. Start the engine and inspect for exhaust leaks. Repair exhaust leaks as necessary.
HEAT SHIELDS
REMOVAL
WARNING: THE NORMAL OPERATING TEMPERA-
TURE OF THE EXHAUST SYSTEM IS VERY HIGH.
THEREFORE, NEVER WORK AROUND OR
ATTEMPT TO SERVICE ANY PART OF THE
EXHAUST SYSTEM UNTIL IT IS COOLED. SPECIAL
CARE SHOULD BE TAKEN WHEN WORKING
NEAR THE CATALYTIC CONVERTER. THE TEM-
PERATURE OF THE CONVERTER RISES TO A
HIGH LEVEL AFTER A SHORT PERIOD OF ENGINE
OPERATION TIME.
1. Raise vehicle.
2. Remove nuts (2).
3. Remove heat shields (1).
INSTALLATION
1. Position heat shields (1).
2. Install nuts (2). Tighten nuts to 10 N·m (98 in. lbs.).
MUFFLER
DESCRIPTION
EXHAUST PIPE ASSEMBLY V6
1 - BALL FLANGE
3 - CROSS BRACE
4 - BAND CLAMPS
6 - ISOLATORS
The 2.7L/3.5L exhaust pipe assembly consists of:

• Muffler and resonator assembly module (5)
• Isolators (6)
The muffler and resonator assembly is serviced as an assembly.
1 - BALL FLANGE
2 - FRONT EXHAUST PIPE MUFFLER AND RESONATOR ASSEMBLY
3 - BAND CLAMPS
4 - ISOLATOR
5 - RH REAR RESONATOR AND TAILPIPE ASSEMBLY
The 5.7L RH muffler and tailpipe assembly consists of:

• Front exhaust pipe and muffler (2) and resonator (5)
• Ball flange (1)
• Isolators (4)
• Band clamps (3)
1 - BALL FLARE BAND CLAMP

2 - FRONT EXHAUST PIPE MUFFLER AND RESONATOR ASSEMBLY
3 - BAND CLAMPS
4 - ISOLATOR
5 - RH REAR RESONATOR AND TAILPIPE ASSEMBLY
The 6.1L RH muffler and tailpipe assembly consists of:

• Front exhaust pipe and muffler (2) and resonator (5)
• Band clamp(1)
• Isolators (4)
• Band clamps (3)
REMOVAL
1. Raise vehicle.
2. Remove catalytic converter to muffler and resona-
tor clamps (2).
3. Remove nuts (1) and tunnel reinforcement (2).

4. 5.7L/6.1L Engine - Remove LH resonator and tailpipe assembly (Refer to 11 - EXHAUST SYSTEM/RESONATOR
- REMOVAL).
5. Remove isolators (4).
6. Remove muffler and tailpipe assembly (5) by twisting/turning while pulling assembly out of catalytic converters.
INSTALLATION
1. Position front exhaust pipe module clamps (2) on
exhaust pipe assembly.
2. Install exhaust pipe assembly into catalytic convert-
ers (3 and 4).
NOTE: Isolators will have an approximately 10°

forward angle when installed.
3. Install isolators.
4. 5.7L/6.1L Engine - Install LH rear resonator and tailpipe assembly (Refer to 11 - EXHAUST SYSTEM/RESONA-
TOR - INSTALLATION).
NOTE: Check for proper alignment and clearance to underbody and engine compartment components
before tightening clamps.
5. Tighten band clamps to 61 N·m (45 ft. lbs.).

6. Install tunnel reinforcement (2) and nuts (1).
Tighten nuts to 25 N·m (215 in. lbs.)
7. Check clearance between muffler and resonator
assembly and fuel tank. Clearance is 14mm (.55
in.) for V8 engine and 16mm (.62 in.) for V6
engine.
9. The tailpipe should be centered in the rear fascia
opening.
11. Lower vehicle.
RESONATOR - 5.7L
REMOVAL
OPERATION TIME.
1. Raise vehicle.
2. Remove two nuts (2).
4. Remove LH resonator and tailpipe assembly (5).
INSTALLATION
1. Position LH resonator and tailpipe assembly (5) in
vehicle.
2. Install isolators (1).
3. install ball flange nuts (2). Tighten nuts finger tight.
4. Check clearance between muffler and tailpipe
in.) for V8 engine and 16mm (.62 in.) for V6
engine.
opening.
7. Tighten ball flange nuts (2) to 47 N·m (35 ft. lbs.).
8. Lower vehicle.
RESONATOR - 6.1L
REMOVAL
OPERATION TIME.
1. Raise vehicle.
2. Remove the bolt (2).
4. Remove LH resonator and tailpipe assembly (5).
INSTALLATION
1. Position LH resonator and tailpipe assembly (5) in
vehicle.
2. Install isolators (1).
3. install ball clamp bolt (2). Tighten bolt finger tight.
4. Check clearance between muffler and tailpipe
in.) for V8 engine.
opening.
7. Tighten ball clamp bolt (2) to 47 N·m (35 ft. lbs.).
8. Lower vehicle.
PARTICULATE FILTER
DESCRIPTION
A diesel particulate filter (1) DPF is installed for
exhaust gas after-treatment. The DPF is located
downstream of the main oxidation catalyst (5). The
DPF filters, stores and burns particulate matter (soot)
that is generated during the combustion process. The
soot is oxidized to carbon dioxide CO2 at exhaust
temperatures over 600° C (1,112° F).
OPERATION
The oxidation catalysts raise the exhaust gas temper-
atures to regenerate the DPF (1), which is passive
regeneration. If the passive regeneration cannot keep
up with the build up of soot in the DPF, the ECM will
actively regenerate the DPF to burn off the soot. Res-
idue remains inside the DPF in the form of non burn-
able ash. Ash comes from the oils and other materials
that are trapped in the oils and are present in the
soot. Ash is not eliminated by the regeneration cycle.
Excessive ash accumulation requires the replacement
of the DPF. The DPF uses a silicon carbide wall-flow
monolith with a platinum coating to trap particulates.
The monolith contains a large number of square par-
allel channels, which run in the axial direction and are
separated by thin porous walls. The channels are
alternatively open at one end, but plugged at the
other. The exhaust gases flow through the walls and
escape through the pores in the wall material. Partic-
ulates, however, are too large to escape and are
trapped in the monolith walls. The ECM starts the
regeneration of the DPF if the soot load exceeds a performance map value. The ECM determines the load condition
of the DPF based upon the exhaust gas pressure upstream (2) and downstream (2) of the DPF. A pressure differ-
ential sensor (2) provides the pressure input to the ECM. During the regeneration process, the ECM raises the
temperature in the DPF to burn off the soot accumulated. Under normal operation, the engine does not produce
enough heat to oxidize the soot inside the DPF. This process requires temperatures above 550 °C (1,022 °F). After
regeneration, the ECM reads the actual pressure difference at the DPF and compares it with a reference value.
From this comparison, the ECM determines the ash quantity inside the DPF.
REMOVAL
ation time.

2. Disconnect differential pressure ports (2).
3. Remove exhaust from the diesel particulate filter
(1).
4. Remove the catalyst to diesel particulate filter fas-
teners.
5. Remove the diesel particulate filter assembly.
INSTALLATION
ation time.
1. Install the diesel particulate filter assembly (1).

2. Install the catalyst to diesel particulate filter fasten-
ers.
3. Reconnect the exhaust to the diesel particulate fil-
ter (1).
4. Connect differential pressure ports (2).
TURBOCHARGER SYSTEM
DESCRIPTION
CAUTION: The turbocharger is a performance part and must not be tampered with. The actuator bracket is
an integral part of the turbocharger. Tampering with the actuator or other components can reduce durability
by increasing cylinder pressure and thermal loading due to incorrect inlet and exhaust manifold pressure.
Poor fuel economy and failure to meet regulatory emissions laws may result. Increasing the turbocharger
boost WILL NOT increase engine power.
The turbocharger used on this vehicle is of the variable turbine type. These turbochargers use the entire exhaust
energy to boost efficiency of the turbocharger and the engine.
The advantages of a turbocharger with variable turbine geometry are:
• Higher charge pressure already in the lower and in upper engine speed ranges.
• Higher torque as a result of improved cylinder charge.
• Reduction in exhaust emissions as a result of an improvement in the air supply of the engine.
• Increased power output as a result of the higher charge pressure combined with a reduced exhaust back pres-
sure and thus improved charge cycle.
OPERATION
The exhaust gases of the engine are directed through
the exhaust manifold into the turbine housing (6) onto
the turbine wheel (7). The flow energy of the exhaust
gases cause the turbine wheel (7) to rotate. Conse-
quently, the compressor wheel, which is connected
through the turbine shaft with the turbine wheel (7), is
driven at the same speed. The fresh air (A) inducted
by the compressor wheel is compressed and passed
to the engine.
The charge pressure is controlled by varying the posi-
tion of the guide vanes (2). The guide stud (3) of the
control linkage of the boost pressure actuator turns
the adjusting ring (5) in the turbine housing (6). As a
result, all the guide vanes (3) whose guide studs (4)
likewise mesh into the adjusting ring (5), are also
turned.
At low speeds, the flow cross-section is reduced by
closing the guide vanes (2). Consequently the speed
at which the exhaust gas impacts on the turbine wheel
(7) is increased, as a result of which the speed of the turbocharger and thus the charge pressure rises.
At high engine speeds the guide vanes (2) are increasingly opened and the flow cross-section is thus enlarged, as
a result of which the speed of the turbocharger reduces and the charge pressure drops.
The turbocharger guide veins are controlled by the electronic actuator. The ECM monitors the boost and charge air
changes to the turbocharger system during operation. The ECM sends a PWM signal to the actuator. The actuator
will then respond to the signal adjusting the guide veins.
TURBOCHARGER
DIAGNOSIS AND TESTING - TURBOCHARGER
NOTE: Some horizontal and lateral movement of the turbine wheel is normal operation and should not be
confused with premature turbocharger bearing failure.
The turbocharger is not adjustable and has no replacable internal components. If a failure is determined, replace the
turbocharger.

CONDITION A Possible Cause 1 Correction 1
Possible Cause 2 Correction 2

CONDITION B Possible Cause 1 Correction 1
Possible Cause 2 Correction 2
REMOVAL - TURBOCHARGER
NEVER WORK AROUND OR ATTEMPT TO SER-
VICE ANY PART OF THE EXHAUST SYSTEM UNTIL
IT IS COOL. CARE SHOULD BE TAKEN WHEN
WORKING NEAR THE TURBOCHARGER. THE
TEMPERATURE OF THE TURBOCHARGER RISES
TO A HIGH LEVEL AFTER A SHORT PERIOD OF
ENGINE OPERATION TIME.
NOTE: THERE IS NO PROCEDURE FOR REPAIR-

ING THE TURBOCHARGER. IF DAMAGE IS FOUND
DURING INSPECTION, THE TURBOCHARGER
MUST BE REPLACED.

2. Remove the engine trim cover.
3. Remove air intake tube (air cleaner to turbo) (1).
4. Remove engine cover front bracket (2).
5. Remove air tube (turbo to cooler) (3).
6. Remove the turbo heat shield (4).
7. Remove the exhaust clamp (elbow to converter)
(1).
8. Remove the turbo front bracket retaining bolts (1).

9. Drain cooling system (Refer to 7 - COOLING/EN-
GINE/COOLANT - STANDARD PROCEDURE).
10. Disconnect the downstream catalytic converter at
the extension pipe.
11. Disconnect the extension pipe to muffler.
12. Disconnect O2 sensor wire connector.
13. Reposition extension pipe and catalytic converter.
14. Lower vehicle and disconnect catalytic converter
to downstream catalytic converter clamp.
15. Remove upstream catalytic converter.
16. Disconnect transmission fill tube and trim cover
17. Disconnect exhaust elbow at turbo (2).

18. Disconnect EGR tube at manifold to left cylinder
head (3).
19. Remove left and right exhaust manifold retaining
bolts and gaskets (4).
20. Remove front turbo retaining bolts (1).
21. Remove turbo mount retaining bolts.
22. Remove turbo.
23. Disconnect turbo boost pressure servo connector
(2).
INSPECTION
Visually inspect the turbocharger and exhaust manifold
gasket surfaces. Replace stripped or eroded mounting
studs.
1. Visually inspect the turbocharger for cracks. The
following cracks are NOT acceptable:
• Cracks in the turbine and compressor housing
that go completely through.
• Cracks in the mounting flange that are longer
than 15 mm (0.6 in.).
• Cracks in the mounting flange that intersect bolt
through-holes.
• Two (2) Cracks in the mounting flange that are
closer than 6.4 mm (0.25 in.) together.
2. Visually inspect the impeller and compressor wheel
fins for nicks, cracks, or chips. Note: Some impel-
lers may have a factory placed paint mark which, after normal operation, appears to be a crack. Remove this
mark with a suitable solvent to verify that it is not a crack.
3. Visually inspect the turbocharger compressor housing for an impeller rubbing condition. Replace the turbocharger
if the condition exists.
4. Measure the turbocharger end play:
a. Install a dial indicator (1) as shown. Zero the
indicator at one end of travel.
b. Move the impeller shaft fore and aft and record
the measurement. Allowable end play is 0.026
mm (0.0001 in.) MIN. and 0.127 mm (0.005 in.)
MAX. If the recorded measurement falls out-
side these parameters, replace the turbo-
charger assembly.
5. Measure the turbocharger bearing radial clearance:

a. Insert a narrow blade or wire style feeler gauge
(1) between the compressor wheel and the
housing.
b. Gently push the compressor wheel toward the
housing and record the clearance.
c. With the feeler gauge in the same location,
gently push the compressor wheel away from
the housing and again record the clearance.
d. Subtract the smaller clearance from the larger
clearance. This is the radial bearing clearance.
e. Allowable radial bearing clearance is 0.076 mm
(0.003 in.) MIN. and 0.102 mm (0.040 in.)
MAX. If the recorded measurement falls out-
side these specifications, replace the turbo-
charger assembly.
INSTALLATION
1. Reconnect turbo boost pressure servo connector
(2).
2. Position and install the turbocharger on the exhaust
manifold, tighten the retainers to 30N.m (22 lbs.ft.).
CAUTION: Make sure the gasket is installed prop-

erly or the turbo oil feed hole will be blocket.
3. Install front turbo retaining bolts and gasket and

install turbo (1).
4. Install left and right exhaust manifold retaining bolts

and gaskets (4).
5. Reconnect EGR tube at manifold to left cylinder
head (3).
6. Reconnect EGR tube at manifold to left cylinder
head (3).
7. Reconnect transmission fill tube and trim cover
8. Install upstream catalytic converter.
9. Raise vehicle and reconnect catalytic converter to
downstream catalytic converter clamp.
10. Install extension pipe and catalytic converter.
11. Reconnect O2 sensor wire connector.
12. Reconnect the extension pipe to muffler.
13. Reconnect the downstream catalytic converter at
the extension pipe.
14. Refill cooling system (Refer to 7 - COOLING/EN-
GINE/COOLANT - STANDARD PROCEDURE).
15. Lower vehicle, install the turbo front bracket retaining bolts (2).
16. Install the exhaust clamp (elbow to converter) (1).
17. Install the turbo heat shield (4).

18. Install air tube (turbo to cooler) (3).
19. Install engine cover front bracket (2).
20. Install air intake tube (air cleaner to turbo) (1).
21. Install the engine trim cover.
CHARGE AIR COOLER AND PLUMBING
DESCRIPTION
The charge air system consists of a inlet air compressor which is part of the turbocharger housing, charge air cooler
locate in front of the radiator, and charge air cooler plumbing. The is also a electronic control valve placed after the
charge air cooler, inline, that assists with air flow during the EGR operating mode.
The charge air cooler is a heat exchanger that uses air flow from vehicle motion to dissipate heat from the intake
air. As the turbocharger increases air pressure, the air temperature increases. Lowering the intake air temperature
increases engine efficiency and power. Refer to (Refer to 11 - EXHAUST SYSTEM/TURBOCHARGER SYSTEM -
OPERATION).
OPERATION
Intake air is drawn through the air cleaner and into the turbocharger compressor housing. Once inside the housing
the air is compressed by the rotation of the turbine wheel. The turbine wheel is driven by exhaust gasses, Refer to
(Refer to 11 - EXHAUST SYSTEM/TURBOCHARGER SYSTEM - OPERATION) to understand the turbine speed
operation.
This air compression process causes heat. Pressurized air (charge air) from the turbocharger then flows forward
through the charge air cooler, located in front of the radiator, to be cooled by the air flow from vehicle motion rush-
ing past the cooler fins. From the charge air cooler the air flows back into the intake manifold, past an air control
valve that assists in EGR mode. There are also resonators located in the charge air stream that assist with air flow
and noise suppression.
DIAGNOSIS AND TESTING - CHARGE AIR COOLER SYSTEM - LEAKS

NOTE: Slight engine oil pooling in the charge air inlet hose IS NOT premature turbocharger failure. Slight
pooling is the normal result of the breather system. Test the air breather tube for normal operation by refer-
ring to the appropriate diagnostic manual.
Low turbocharger boost pressure and low engine performance can be caused by leaks in the charge air cooler or
it’s plumbing. The following procedure outlines how to check for leaks in the charge air cooler system.
1. Loosen clamp and remove turbocharger to air inlet duct rubber sleeve from turbocharger.
2. Insert Special Tool 9556 Adapter into the rubber sleeve. Tighten existing clamp to 8 N·m (72 in. lbs.).
3. Separate the breather hose at the breather heater and block off.
4. Remove the oil level indicator and block off tube.
CAUTION: Do not apply more then 0.6 bar (10 psi) air pressure to the charge air cooler system, sever dam-
age to the charge air cooler system may occur.
5. Connect regulated air supply to air fitting on Special Tool 9556 Adapter. Set air pressure to approximately 0.6 bar
(10 psi).
6. Using soapy water check the air inlet ducts, rubber sleeves, charge air cooler and intake manifold for leaks.
REMOVAL - CHARGE AIR COOLER

WARNING: IF THE ENGINE WAS JUST TURNED OFF, THE AIR INTAKE SYSTEM TUBES MAY BE HOT.
NOTE: Note the location of the rubber air charge cooler to A/C condenser and air charger cooler to radiator
air seals. The seals are use to prevent overheating and improve charge air and A/C efficiency.
1. Disconnect the battery negative cables.

2. Remove cooling module (Refer to 7 - COOLING/ENGINE/RADIATOR - REMOVAL).
3. Remove the front grill.
4. Mark the position of the radiator upper cross member and remove cross member.
5. Unbolt the transmission auxiliary cooler and power steering cooler from the charge air cooler and set aside.
6. Remove the boost tubes from the charge air cooler.
7. Remove power steering reservoir retaining bolt, and set reservoir aside.
8. Remove the charge air cooler bolts.
NOTE: Care must be taken not to damage the charge air cooler fins and the fins of other ancillary cooler
components.
9. Pivot the charge air cooler rearward and up to remove.
INSPECTION
Visually inspect the charge air cooler and plumbing for cracks, holes, loose clamps, or damage. Inspect the tubes,
fins, and welds for tears, breaks, or other damage. Replace the charge air cooler if damage is found.
Pressure test the charge air cooler, using Charge Air Cooler Tester Kit.
INSTALLATION - CHARGE AIR COOLER

1. Position the power steering reservoir along with charge air cooler. Install the bolts and tighten to 2 N·m (17 in.
lbs.).
2. Install cooling module (Refer to 7 - COOLING/ENGINE/RADIATOR - INSTALLATION) (Refer to 7 - COOLING/
ENGINE/RADIATOR FAN - INSTALLATION).
3. Install the transmission auxiliary cooler (if equipped) (Refer to 7 - COOLING/TRANSMISSION/TRANS COOLER
- INSTALLATION).
4. Install the power steering cooler.
5. Install the boost tubes to the charge air cooler. With the clamps in position, tighten the clamps to 11 N·m (95 in.
lbs.)
6. Align and install upper cross member.
7. Install the front grill (Refer to 23 - BODY/EXTERIOR/GRILLE - INSTALLATION).
MOTOR-BOOST PRESSURE SERVO
DESCRIPTION
The turbocharger boost pressure servomotor is bolted to the side of the turbocharger housing and is responsible for
controlling turbocharger boost pressure. It controls the boost pressure by varying the position of the guide vanes.
The servomotor operates in response to a PWM signal from the ECM.
OPERATION
The turbocharger boost pressure servomotor receives
a PWM signal from the ECM.
At low speed, the turbocharger boost pressure servo-
motor reduces the flow cross section of the guide
vanes(2). The speed at which the exhaust gas impacts
on the turbine wheel is increased, as a result of which
the speed of the turbocharger and thus the charge
pressure rises.
At high engine speed, the turbocharger servomotor
increases the flow cross section of the guide vanes(2).
The speed at which the exhaust gas impacts on the
turbine wheel is reduced, as a result of which the
speed of the turbocharger reduces and the charge
pressure drops.
REMOVAL
SERVOMOTOR
2. Remove the air cleaner housing.
4. Remove circlip from actuator rod at turbocharger
end (2).
5. Remove mounting bolts and remove servomotor
and actuator rod(3).
6. Remove circlip and actuator rod from servomo-
tor(1).
INSTALLATION
SERVOMOTOR
1. Install actuator rod onto servomotor (4).
2. Install circlip (1).
3. Position servomotor and actuator rod onto turbo-
charger (5).
4. Install mounting bolts (3). Tighten bolts to 8 N·m
(70 lbs.in).
5. Install circlip on the actuator rod at the turbo-
charger end (2).
6. Connect electrical connector (6).
7. Install the turbo heat shield.
9. Install air cleaner housing.
LX FRAME & BUMPERS 13 - 1
FRAME & BUMPERS
TABLE OF CONTENTS
page page
BUMPERS INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
SPECIFICATIONS - TIGHTENING . . . . . . . . . . . . . . . . 2 BUSHING-REAR CROSSMEMBER FRONT
BUMPER-FRONT MOUNT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
BUMPER-REAR BUSHING-REAR CROSSMEMBER REAR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 MOUNT
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
FASCIA-FRONT INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 BUSHING-REAR CROSSMEMBER SPRING
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 LINK
FASCIA-REAR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 CROSSMEMBER-ENGINE CRADLE
FRAME REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
SPECIFICATIONS INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
FRAME DIMENSIONS . . . . . . . . . . . . . . . . . . . . . . . 15 CROSSMEMBER-REAR
FASTENER TORQUE . . . . . . . . . . . . . . . . . . . . . . . . 18 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
SPECIAL TOOLS INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
FRAME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
BUSHING-DIFFERENTIAL MOUNT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
13 - 2 FRAME & BUMPERS LX
BUMPERS
SPECIFICATIONS - TIGHTENING

Front bumper bolts 28 21 —
Rear bumper bolts 28 21 —
BUMPER-FRONT
REMOVAL
NOTE: 300 Shown. Magnum and Charger similar.
1. Remove fascia assembly. (Refer to 13 - FRAME &

BUMPERS/BUMPERS/FASCIA-FRONT -
REMOVAL)
2. Drill out the four spot welds (2 per side) between
the bumper bracket and rail end cap (1).
3. Remove the eight screws (4 per side) and remove
the bumper.
INSTALLATION
1. Position the bumper.
NOTE: It is not necessary to spot weld the bumper

back into place.
2. Install the bolts and tighten to 28 N·m (21 ft. lbs.).

3. Install the fascia. (Refer to 13 - FRAME &
BUMPERS/BUMPERS/FASCIA-FRONT - INSTAL-
LATION)
BUMPER-REAR
REMOVAL
1. Remove the fascia assembly. (Refer to 13 -

FRAME & BUMPERS/BUMPERS/FASCIA-REAR -
REMOVAL)
2. Remove the six nuts and washers and remove the
bumper.
INSTALLATION
1. Position the bumper.
2. Install the nuts and washers and tighten to 28 N·m
(21 ft. lbs.).
3. Install the fascia assembly. (Refer to 13 - FRAME
& BUMPERS/BUMPERS/FASCIA-REAR - INSTAL-
LATION)
FASCIA-FRONT
REMOVAL
2. Remove the three push-pin retainers (1) that
secure each front wheel house splash shield (2) to
the front fascia assembly (3).
3. Remove the nine screws (1) that secure the belly pan (2) to the underbody.
NOTE: 300 Shown. Magnum and SRT8 similar

4. Remove the screw (5) that secures the front fascia
assembly (4) to the nut insert (1) in each front
fender.
5. Partially lower the vehicle and remove the push-pin
retainers (2) (four-sedan, six-wagon, eight-Charger)
that secure the front fascia assembly to the upper
radiator support.
6. If equipped, disconnect the headlamp washer sys-
tem hose from washer reservoir. (Refer to 8 -
ELECTRICAL/WIPERS/WASHERS/HEADLAMP
WASHER - REMOVAL)
7. On all three SRT8 models, disconnect the Tire
Pressure Monitoring System connector. (Refer to
22 - TIRES/WHEELS/TIRE PRESSURE MONI-
TORING/TRANSPONDER - REMOVAL)
8. Carefully pull the front fascia assembly forward to
disengage the push-pin retainer (6) from the slot in
each side the fascia and position the fascia to gain
access to the fog lamp wire harness connectors (3), if equipped.
Charger
1. Remove the screw (6) that secures the front fascia assembly (5) to the nut insert (1) in each front fender.
2. Partially lower the vehicle and remove the push-pin retainers (4) (four-sedan, six-wagon, eight-Charger) that
secure the front fascia assembly to the upper radiator support.
3. Carefully pull the front fascia assembly forward to disengage the push-pin retainer (6) from the slot in each side
the fascia and position the fascia to gain access to the fog lamp wire harness connectors (7), if equipped.
9. If equipped, disconnect each fog lamp wire harness

connector (1) from the headlamp wire harness (2)
and remove the front fascia assembly (3) from the
vehicle.
10. If equipped and if required, remove the fog lamps
from the front fascia assembly (Refer to 8 -
ELECTRICAL/LAMPS/LIGHTING - EXTERIOR/
LAMP-FOG - REMOVAL).
11. If required on SRT8 models, remove the lower
fascia from the front fascia assembly and discard
the metal retaining clips.
12. If required, remove and discard the nut insert (1)

from each front fender and remove the push-pin
retainer (2).
INSTALLATION
1. If removed, install the push-pin retainer (2) and a
new nut insert (1) into each front fender.
NOTE: 300 Shown. Magnum and SRT8 similar.
2. If removed on SRT8 models, install the lower fascia

onto the front fascia assembly (4) using new metal
retaining clips.
3. If equipped and removed, install the fog lamps onto
the front fascia assembly (Refer to 8 - ELECTRI-
CAL/LAMPS/LIGHTING - EXTERIOR/LAMP-FOG -
INSTALLATION).
4. Position the front fascia assembly to the vehicle
and connect each fog lamp wire harness connector
(3), if equipped.
5. If equipped, connect the headlamp washer system
hose to washer reservoir. (Refer to 8 - ELECTRI-
CAL/WIPERS/WASHERS/HEADLAMP WASHER -
INSTALLATION)
6. On all three SRT8 models, connect the Tire Pres-
sure Monitoring connector. (Refer to 22 - TIRES/
WHEELS/TIRE PRESSURE MONITORING/
TRANSPONDER - REMOVAL)
7. Engage the push-pin retainer (6) into the slot in each side of the front fascia assembly by pushing the fascia
rearward.
8. Install the push-pin retainers (2) (four-sedan, six-wagon, eight Charger) that secure the front fascia assembly to
the upper radiator support.
10. Install the screw (5) that secures the front fascia assembly to the nut insert (1) in each front fender. Tighten the
screws securely.
11. Position belly pan to front of vehicle. Install and tighten screws.
Charger
1. Install the screw (6) that secures the front fascia assembly (5) to the nut insert (1) in each front fender.
2. Partially lower the vehicle and install the push-pin retainers (4) (four-sedan, six-wagon, eight-Charger) that
secure the front fascia assembly to the upper radiator support.
3. Carefully pull the front fascia assembly rearward to engage the push-pin retainer (6) from the slot in each side
the fascia and position the fascia to gain access to the fog lamp wire harness connectors (7), if equipped.
12. Position the belly pan (1) to the front of the vehi-
cle underbody and install the nine screws (1).
Tighten the screws securely.
13. Position each front wheel house splash shield (2)
to the front fascia assembly (3) and install the
push-pin retainers (1).
FASCIA-REAR
REMOVAL
secure each rear wheel house splash shield (2) to
the rear fascia assembly (3).
3. Remove the screw (2) that secures the rear fascia

assembly (3) to the nut insert (1) in each quarter
panel.
4. Partially lower the vehicle and remove the push-pin

retainers (5) (three-sedan, three-wagon, one-
Charger) that secure the rear fascia assembly (6)
to the decklid sill.
5. On all models, remove the two deck lid bumper
stops (1).
6. Carefully pull the rear fascia assembly rearward to
disengage the two push-pin retainers (2) from the
slots (3) in each side of fascia and position the fas-
cia to gain access to the license lamp and park
assist.
7. If equipped, disconnect the park assist sensor wire

harness connector (2) from the tail lamp wire har-
ness connector (1) and remove the rear fascia
assembly (3) from the vehicle.
8. If equipped and if required, remove the park assist
senors from the rear fascia assembly. (Refer to 8 -
ELECTRICAL/CHIME/BUZZER/SENSOR-PARK
ASSIST - REMOVAL).
9. If required on SRT8 models, remove the lower fas-
cia from the rear fascia assembly and discard the
metal retaining clips.
10. If required, remove and discard the nut insert (1)

from each quarter panel and remove the two
INSTALLATION
1. If removed, install the two push-pin retainers (2)
and a new nut insert (1) into each quarter panel.
2. If removed on SRT8 models, install the lower fascia

onto the rear fascia assembly (6) using new metal
retaining clips.
3. If equipped and removed, install the park assist
sensors into the rear fascia assembly (Refer to 8 -
ELECTRICAL/CHIME/BUZZER/SENSOR-PARK
ASSIST - INSTALLATION).
4. Position the rear fascia assembly to the vehicle
and connect the license plate lamp and park assist
wire harness connector (4), if equipped.
5. Engage the two push-pin retainers (2) into the two
slots (3) in each side of the rear fascia assembly
by pushing the fascia forward.
6. Install the push-pin retainers (5) (three-sedan,
three-wagon, one-charger) that secure the rear fas-
cia assembly to the decklid sill.
7. On sedan models, install the two bumper stops (1).
9. Install the screw (2) that secures the rear fascia
assembly to the nut insert (1) in each quarter
panel. Tighten the screws securely.
10. Position each rear wheel house splash shield (2)

to the rear fascia assembly (3) and install the
FRAME
SPECIFICATIONS
FRAME DIMENSIONS
Frame dimensions are listed in metric scale then converted to inch scale listed in parenthesis. All dimensions are
from center to center of Principal Locating Point (PLP), or from center to center of PLP and fastener location. Ver-
tical dimensions can be taken from the work surface to the locations indicated.
INDEX
DESCRIPTION FIGURE
FRAME DIMENSIONS 1
ENGINE BOX DIMENSIONS 2
Fig. 1 FRAME DIMENSIONS

LX
FRAME & BUMPERS
13 - 17
Fig. 2 ENGINE BOX DIMENSIONS
FASTENER TORQUE

Front Suspension Crossmember Front Attaching Bolts 109 80 —
Front Suspension Crossmember Rear Attaching Bolts 102 75 —
Radiator Support Crossmember Attaching Bolts 51 45 —
Rear Bumper Reinforcement Attaching Nuts 28 21 —
Rear Crossmember Mounting Bolts 180 133 —
SPECIAL TOOLS
FRAME
Remover/Installer, Bushing 9031A
Remover/Installer, Bushing 9520

BUSHING-DIFFERENTIAL MOUNT
REMOVAL
1. Disconnect and isolate battery negative cable (2)
from battery post. (Refer to 8 - ELECTRICAL/BAT-
TERY SYSTEM - STANDARD PROCEDURE)
2. Raise and support vehicle. (Refer to LUBRICATION
& MAINTENANCE/HOISTING - STANDARD
PROCEDURE)
3. On each side of vehicle rear, remove wheel mount-

ing nuts (3), then tire and wheel assembly (1).
4. On each side of vehicle rear, while a helper applies

brakes to keep hub from rotating, remove hub nut
(1) from half shaft (2).
5. Remove rear exhaust system (2) (dual-outlet

exhaust shown in figure). (Refer to 11 - EXHAUST
SYSTEM - REMOVAL)
6. Remove rear axle differential. (Refer to 3 - DIF-
FERENTIAL & DRIVELINE/REAR AXLE - 198 MM
- REMOVAL) (Refer to 3 - DIFFERENTIAL & DRIV-
ELINE/REAR AXLE - 210 MM - REMOVAL) (Refer
to 3 - DIFFERENTIAL & DRIVELINE/REAR AXLE -
215RII - REMOVAL)
7. Slide each axle half shaft from hub and bearing
and remove from vehicle.
NOTE: Due to short travel and low spring tension,

it is not necessary to lock-out parking brake lever
to service parking brake components.
8. Disconnect front parking brake cable (5) at connec-

tor (3) to right rear parking brake cable (4) above
axle differential.
9. Remove front parking brake cable (3) from equal-
izer (2).
10. Remove screw (2) fastening front parking brake

cable (1) routing bracket to rear crossmember
front flange (3).
11. If equipped with standard or premium disc brakes,

on each rear disc brake:
a. While holding guide pins from turning, remove
disc brake caliper guide pin bolts (2).
b. Remove brake caliper (1) from brake adapter
(3) and pads.
c. Guide brake caliper up through suspension, fol-
lowing brake hose path. Support caliper above
rear suspension using with bungee cord or wire
to keep caliper from overextending brake hose
when crossmember is lowered.
CAUTION: When pushing pistons back into caliper

bores, use only a trim stick as shown or other
suitable soft tool. Never use a screwdriver or other
metal pry bar due to potential damage to braking
surface of rotor, caliper, pistons or dust boots.
12. If equipped with SRT8 disc brakes, on each rear

disc brake, place trim stick (4) between brake pad
(2) and outer edge of rotor (3).
disc brake, using trim stick, slowly apply pressure
against brake pad (2) until both pistons (on that
side of caliper) are completely bottomed in bores
of caliper half.
NOTE: Repeat above procedure to opposite brake

pad (1) and pistons as necessary.

disc brake, support spring link (1) using a trans-
mission jack (5) or other appropriate jack. Raise
spring link just enough to access brake caliper
lower mounting bolt (4) from above compression
link (2).
disc brake, remove the lower and upper caliper
mounting bolts (1).
disc brake, remove brake caliper (2) with pads
from knuckle and brake rotor. Hang assembly out
of way using wire or a bungee cord. Use care not
to overextend brake hose when doing this.
17. If equipped with SRT8 disc brakes, remove jack
from under spring link.
NOTE: To remove wheel speed sensor connector

from body wiring harness connector, move retain-
ing clip (2) and pull sensor connector outward.
18. Remove wheel speed sensor connectors (3 and

4) from body wiring harness connector (1) located
in luggage compartment floor pan (2).
19. Unclip left wheel speed sensor cable (3) from

routing clip (1) near body connector.
20. On each side of vehicle, remove shock absorber

(1) lower mounting bolt (2) and nut (4).
21. Carefully mark location of rear crossmember on

body at all four mount (bushing) locations using a
marker or crayon. Do not use a scratch awl to
mark location.
22. Position an extra pair of jack stands under and
support forward end of engine cradle to help sta-
bilize vehicle during rear suspension
removal/installation.
23. Position under-hoist utility jack or transmission
jack (2) under center of rear crossmember (1).
Raise jack head to contact crossmember and
secure in place.
WARNING: Before opening fuel system, review all

Warnings and Cautions.
24. Remove fuel filler tube. (Refer to 14 - FUEL SYS-

TEM/FUEL DELIVERY/FUEL TANK FILLER TUBE
- REMOVAL)
NOTE: If equipped with AWD, when removing

crossmember mounting bolts in following step, be
sure to not to misplace spacers (1) between cross-
member mounts (2) and body.
25. Remove both front (3) and both rear (2) mounting
bolts fastening crossmember (1) in place.
26. Slowly lower crossmember using jack until crossmember is at a comfortable working level.
27. Remove coil springs and isolators (1, 2 and 5)
from spring links.
28. Remove bolt (1) from bushing prior to removal.

NOTE: Prior to using Special Tool 9520, lubricate
Bolt (1) threads to provide ease of use and pro-
mote tool longevity.
NOTE: When installing Thrust Bearing (6), be sure

to place hardened side toward Bolt head.
29. Assemble tools (See following list) over bushing

as shown.
• (1) Bolt
• (2) Nut
• (3) Washer
• (4) Receiver 9520-4
• (5) Remover 9520-3
• (6) Thrust Bearing
30. While holding Nut (2) from rotating, using hand
tools, tighten Bolt (1) until Remover (5) comes in
contact with bushing and Receiver (4) sets squarely against crossmember.
31. Continue to tighten Bolt (1), pressing bushing out of crossmember.
32. Remove tools with bushing.
INSTALLATION
NOTE: It is important that tapered end (3) of bush-
ing be installed first into forward end of cross-
member to ease installation.
NOTE: When installing Thrust Bearing (7), be sure

to place hardened side toward Bolt head.
1. Insert tapered end of NEW bushing (3) into forward

end of crossmember bushing bore.
2. Assemble tools (See following list) through cross-
member and bushing as shown.
• (1) Bolt
• (2) Disc 9520-1
• (3) Bushing
• (4) Nut
• (5) Washer
• (6) Installer 9520-2
• (7) Thrust Bearing
3. Insert Installer (6) into end of bushing and Disc (2) into opposite end of crossmember bushing bore.
4. While holding Nut (4) from rotating, tighten Bolt (1) using hand tools, pressing bushing into crossmember. Stop
when Installer (6) bottoms against bushing bore.
5. Remove tools.
CAUTION: Differential mounting bolts (1) must be
installed through bushings prior to crossmember
installation in vehicle. Bolts cannot be inserted
through bushings once crossmember is installed.
6. Insert differential mounting bolt (1) through mount

bushing from rear (198 mm axle differential shown
in figure. Other axles differ, but similar).
NOTE: Do not install coil springs on spring links at this time.
7. Raise crossmember to body mounting points. As

crossmember is raised, align shocks (3) with pock-
ets in spring links. Do not install bolts at this
time.
NOTE: There are four crossmember mounting

bolts. Rear mounting bolts (2) are longer than
front mounting bolts (3). Do not interchange
mounting bolts.
8. Continue to raise crossmember (1) with jack until

crossmember mounting bolts (2 and 3) can be
installed. Install left side crossmember mounting
bolts, but not the right side bolts. It is not neces-
sary to tighten bolts at this point.
CAUTION: To avoid damaging other components
of vehicle, do not lower crossmember any further
than necessary to install coil spring (2).
9. Slowly lower jack allowing right side of crossmem-

ber to drop. Do not lower jack at a fast rate.
Lower jack just enough to allow spring (2) Installa-
tion. Do not lower jack any further than neces-
sary.
NOTE: Before installing coil spring, make sure iso-

lators (1 and 5) are completely installed on ends of
spring.
10. Install coil spring (2) with isolators into spring

pocket of spring link fitting the lower isolator to the
shape of the pocket, then align top of spring with
body mount.
11. Carefully raise jack, guiding coil spring and lower

end of shock absorber (1) into mounted positions.
Once shock absorber (1) lower mounting hole
lines up with hole in spring link (3), stop jacking.
12. Install lower shock mounting bolt (2) and nut (4).
Do not tighten at this time.
13. If vehicle is equipped with AWD, insert spacers (1)

on top of right crossmember mount bushings (2)
before crossmember is raised into place.

mounting bolts.
14. Raise right side of crossmember (1) into mounted

position. Install right side crossmember mounting
bolts (2 and 3). Snug, but do not fully tighten
bolts at this time.
15. Remove both front and rear crossmember mount-
ing bolts (2 and 3) on left side of vehicle.

16. Slowly lower jack allowing left side of crossmem-

Lower jack just enough to allow spring (2) Instal-
lation. Do not lower jack any further than nec-
essary.

spring.

body mount.

on top of left crossmember mount bushings (2)

mounting bolts.
21. Raise left side of crossmember (1) into mounted

position. Install left side crossmember mounting
bolts at this time.
22. Shift crossmember as necessary to line up

mounts (3) with location marks drawn on body (1)
before removal.
23. Once mounts are lined up with location marks, on

both sides of vehicle, measure distance (1)
between the tension link (2) and weld flange (3)
on body directly in front of it, just outboard of the
front mount bushing (4). This distance must be
at least 12 mm to allow proper clearance for
suspension movement. If distance is less than
12 mm on either side of vehicle, shift that side of
rear crossmember directly rearward until distance
is 12 mm or greater. To do so, loosen 3 mounting
bolts slightly, leaving one on opposite side of shift
snugged to pivot off of. Shift crossmember rear-
ward and snug loosened bolts. Remeasure oppo-
site side to be sure it still maintains minimum 12
mm distance.
24. Tighten all four crossmember mounting bolts (2

and 3) to 180 N·m (133 ft. lbs.).
25. Remove jack (3) from under rear crossmember.

26. Install fuel filler tube. (Refer to 14 - FUEL SYS-
- INSTALLATION)
27. Clip left rear wheel speed sensor cable (3) to

28. Match left rear wheel speed sensor connector (4)

to right sensor connector (3) to make one connec-
tor.
29. Insert speed sensor connectors (3 and 4) into
body wiring harness connector (1) located in lug-
gage compartment floor pan (2). When installing
connector, make sure retaining clip on body con-
nector is properly in place and sensor connector
cannot be pulled out.
CAUTION: Extreme caution should be taken not to

cross-thread caliper guide pin bolts (2) when they
are installed.

a. Push caliper guide pins into caliper adapter to
clear caliper mounting bosses when installing.
b. Guide caliper and brake hose down through
rear suspension, then slide caliper over brake
pads and onto caliper adapter (3).
c. Align caliper mounting holes with guide pins,
then install guide pin bolts (2). While holding
guide pins from turning, tighten bolts to 31 N·m
(23 ft. lbs.) torque.
d. Make sure brake hose is properly routed and
will not come in contact with suspension com-
ponents.
31. If equipped with SRT8 disc brakes, at each rear disc brake, support spring link using a transmission jack or
other appropriate jack as indicated in removal procedure. (Refer to 13 - FRAME & BUMPERS/FRAME/BUSH-
ING - REMOVAL)
disc brake, slide caliper with pads (2) over brake
rotor and align with knuckle.
disc brake, install caliper mounting bolts (1).
Tighten bolts to 130 N·m (96 ft. lbs.) torque.
disc brake, remove jack from under spring link.
35. Route parking brake cable above rear crossmem-
ber, then slide cable (1, 3) through equalizer (2)
above rear axle differential (once installed).

36. Connect front parking brake cable (5) at connec-

tor (3) to right rear parking brake cable (4).
37. Insert front parking brake cable routing bracket

locating pin into front flange of crossmember (3),
then install screw (2) fastening cable (1) routing
bracket to rear crossmember.
38. On each side of vehicle, slide an axle half shaft

(2) through hub and bearing and install hub nut
(1). Do not tighten hub nuts at this time.
39. Install rear axle differential. (Refer to 3 - DIFFER-
ENTIAL & DRIVELINE/REAR AXLE - 198 MM -
INSTALLATION) (Refer to 3 - DIFFERENTIAL &
DRIVELINE/REAR AXLE - 210 MM - INSTALLA-
TION) (Refer to 3 - DIFFERENTIAL & DRIV-
ELINE/REAR AXLE - 215RII - INSTALLATION)
40. While a helper applies brakes to keep hub from

turning, tighten hub nut to 213 N·m (157 ft. lbs.).
41. Install rear exhaust system (2) (dual-outlet
SYSTEM - INSTALLATION)
42. Install tire and wheel assemblies (1). Tighten

wheel mounting nuts (3) to 150 N·m (110 ft. lbs.).
(Refer to 22 - TIRES/WHEELS - INSTALLATION)
43. Lower vehicle.
44. Connect battery negative cable (2) to battery post.

It is important that this is performed properly.
(Refer to 8 - ELECTRICAL/BATTERY SYSTEM -
STANDARD PROCEDURE)
45. Pump brake pedal several times to ensure vehicle
has a firm brake pedal before moving vehicle.
46. Position vehicle on alignment rack/drive-on lift.
Raise vehicle as necessary to access mounting
bolts.
47. Tighten shock absorber lower mounting bolt nuts

(4) to 72 N·m (53 ft. lbs.).
48. Perform wheel alignment, paying special attention
to thrust angle. If rear crossmember needs to be
shifted to align thrust angle, try to avoid compro-
mising tension link clearance (Refer to Step 23).
(Refer to 2 - SUSPENSION/WHEEL ALIGNMENT
- STANDARD PROCEDURE)
BUSHING-REAR CROSSMEMBER FRONT MOUNT
REMOVAL
from battery post.
PROCEDURE)


SYSTEM - REMOVAL)
5. Apply alignment index marks (3) to the propeller

shaft rubber coupler (1) and axle flange (2).
6. Remove three (four if equipped with 215 MM axle)

propeller shaft coupler-to-axle flange bolts and
nuts.
7. Support propeller shaft (2) using a bungee cord (1).
Attach ends of cord to fuel tank straps as shown.


axle differential.

izer (2).

front flange (3).
(3) and pads.


of caliper half.


link (2).

mounting bolts (1).




mark location.

jack (3) under center of rear axle differential (1).
Raise jack head to contact differential and secure
in place. When securing crossmember to jack,
be sure not to secure stabilizer bar.


- REMOVAL)

26. Slowly lower crossmember using jack. Do not lower jack at a fast rate. Lower just enough to allow propeller
shaft removal from rear axle differential. Do not lower jack any further than necessary. Slide propeller shaft
out of rear axle differential and allow bungee cord previously installed to support.
27. Lower crossmember until crossmember is at a comfortable working level to access bushings. Support rear sus-
pension assembly using jack stands to help stabilize assembly during bushing service.
28. Remove coil springs (2) with isolators (1 and 5)
from spring links (4).
29. As an installation reference, carefully mark loca-

tion of bushing requiring removal on crossmember
(around bushing can flange) using a marker or
crayon. Do not use a scratch awl to mark
location.
30. Remove nut and bolt (1) fastening compression

link (3) to crossmember.
31. Remove travel limiter (2) from bushing inner metal

sleeve (1). To do so, use an appropriate grinding
tool to remove inner metal sleeve material until
limiter can be safely removed.
32. Slide Support (2), Special Tool 9031-9, into end of
crossmember (3) surrounding bushing bore as
shown.
33. Snug set-screws (1) securing Support (2) to
crossmember.
34. Insert Brace (1), Special Tool 9031-10, between

Support 9031-9 (3) and bushing bore flange (2)
matching step in Brace to bore flange.
35. Snug set-screws (2) against Brace 9031-10. Do

not overtighten set-screws as they will distort
and bend bushing bore flange.
NOTE: Prior to using Press (1), Special Tool

C-4212F, lubricate screw-drive threads to provide
ease of use and promote tool longevity.

as shown. Ensure Remover lies between ridges
(3) on bushing to properly contact bushing can.
• (1) Press C-4212F
• (2) Remover 9031-5A
• (4) Receiver 9031-8A
37. Tighten Press (1) screw-drive, pressing bushing
out of crossmember.
38. Remove all tools.
INSTALLATION
CAUTION: Prior to bushing installation, inspect
the bushing to make sure it is the correct side
bushing for the job. Left side bushings have the
travel limiter (1) tipped to the right in relationship
to the bushing (4) can flange as shown. Right side
bushings have the travel limiter (2) tipped to the
left in relationship to the bushing (3) can flange as
shown. Once installed, the travel limiters with face
slightly outward from straight-ahead position.
CAUTION: It is very important that bushing be installed in same position as original to maintain vehicle ride
quality and bushing longevity. That is why bushing, once installed, needs to closely match reference marks
applied upon removal of original bushing.
1. Position bushing on crossmember bushing bore aligning bushing can flange with reference marks applied during
removal.
and crossmember as shown.
• (2) Receiver 9031-6
• (3) Press C-4212F
• (4) Installer 9031-7A
NOTE: Ensure Installer (3), Special Tool 9031-7, is

positioned that it will clear compression link
bracket (1) while bushing is being installed.

into crossmember. Install bushing until bushing can
flange contacts surface of crossmember.
4. Remove tools.
5. Verify bushing closely lines up with reference
marks applied during removal.
6. Install bolt and nut as shown (1) fastening com-

pression link (3) to crossmember. Do not tighten
bolt at this time.
NOTE: Do not reinstall coil springs on spring links at this time. Install as directed in later steps.

crossmember is raised, slide propeller shaft (1)
onto rear axle differential flange (2) and align shock
absorbers with pockets in spring links.

mounting bolts.


sary.

spring.

body mount.



mounting bolts.

bolts at this time.


essary.

spring.

body mount.


mounting bolts.

bolts at this time.

before removal.

mm distance.

and 3) to 180 N·m (133 ft. lbs.).
25. Remove jack (3) from under rear axle differential.

26. Remove bungee cord (1) supporting propeller
shaft (2).
27. Align propeller shaft index marks (3) placed upon

removal. Install propeller shaft rear coupler-to-axle
flange bolts and nuts by hand. Tighten propeller
shaft rear coupler-to-axle flange bolts to 81 N·m
(60 ft. lbs.).

- INSTALLATION)


tor.

c.

are installed.Align caliper mounting holes with
guide pins, then install guide pin bolts (2). While
holding guide pins from turning, tighten bolts to
31 N·m (23 ft. lbs.) torque.

will not come in contact with suspension
components.
ING - REMOVAL)





42. Lower vehicle until rear wheels are just above
floor level.
43. Apply parking brake lever. Release lever, then
reapply.
44. Check to make sure rear wheels will not rotate
with lever applied.
45. Lower vehicle.

STANDARD PROCEDURE)
bolts.

(4) to 72 N·m (53 ft. lbs.).
50. Tighten compression link bolt and nut (1) at cross-

member to 85 N·m (63 ft. lbs.).
BUSHING-REAR CROSSMEMBER REAR MOUNT
REMOVAL
from battery post.
PROCEDURE)


SYSTEM - REMOVAL)
5. Apply alignment index marks (3) to the propeller

shaft rubber coupler (1) and axle flange (2).
6. Remove three (four if equipped with 215MM axle)

propeller shaft coupler-to-axle flange bolts and
nuts.
7. Support propeller shaft (2) using a bungee cord (1).
Attach ends of cord to fuel tank straps as shown.


axle differential.

izer (2).

front flange (3).
(3) and pads.


of caliper half.


link (2).

mounting bolts (1).




mark location.

jack (3) under center of rear axle differential (1).
Raise jack head to contact differential and secure
in place. When securing crossmember to jack,
be sure not to secure stabilizer bar.


- REMOVAL)

26. Slowly lower crossmember using jack. Do not lower jack at a fast rate. Lower just enough to allow propeller
shaft removal from rear axle differential. Do not lower jack any further than necessary. Slide propeller shaft
out of rear axle differential and allow bungee cord previously installed to support.
27. Lower crossmember until crossmember is at a comfortable working level to access bushings. Support rear sus-
pension assembly using jack stands to help stabilize assembly during bushing service.
28. Remove coil springs (2) with isolators (1 and 5)
from spring links (4).
29. As an installation reference, carefully mark loca-

tion of bushing requiring removal on crossmember
(around bushing can flange) using a marker or
crayon. Do not use a scratch awl to mark
location.
30. Slide Support (2), Special Tool 9031-11, into end

of crossmember (3) surrounding bushing bore as
shown.
31. Snug set-screws (1) securing Support (2) to
crossmember.
32. Insert Brace (1), Special Tool 9031-12, between

Support 9031-11 (3) and bushing bore flange (2)
matching angle cut in Brace to bore flange.
33. Snug set-screws (1) against Brace 9031-12. Do
not overtighten set-screws as they will distort
and bend bushing bore flange.


as shown.
• (1) Press C-4212F
• (2) Remover 9031-2
• (3) Receiver 9031-1
out of crossmember.
36. Remove all tools.
INSTALLATION
CAUTION: It is very important that bushing be installed in same position as original to maintain vehicle ride
quality and bushing longevity. That is why bushing, once installed, needs to closely match reference marks
applied upon removal of original bushing.
1. Position bushing on crossmember bushing bore
aligning bushing can flange (3) with reference
2. Assemble tools (See following list) over bushing (3)
and crossmember as shown.
• (1) Press C-4212F
• (2) Receiver 9031-3
• (4) Installer 9031-4
into crossmember. Install bushing until bushing can
flange contacts surface of crossmember.
4. Remove tools.
5. Verify bushing closely lines up with reference
NOTE: Do not reinstall coil springs on spring links at this time. Install as directed in later steps.

crossmember is raised, slide propeller shaft (1)
onto rear axle differential flange (2) and align shock
absorbers with pockets in spring links.

mounting bolts.


sary.

spring.

body mount.



mounting bolts.

bolts at this time.


essary.

spring.

body mount.


mounting bolts.

bolts at this time.

before removal.

mm distance.

and 3) to 180 N·m (133 ft. lbs.).
24. Remove jack (3) from under rear axle differential.

25. Remove bungee cord (1) supporting propeller
shaft (2).
26. Align propeller shaft index marks (3) placed upon

removal. Install propeller shaft rear coupler-to-axle
flange bolts and nuts by hand. Tighten propeller
shaft rear coupler-to-axle flange bolts to 81 N·m
(60 ft. lbs.).

- INSTALLATION)


tor.

c.


will not come in contact with suspension
components.
ING - REMOVAL)





41. Lower vehicle until rear wheels are just above
floor level.
42. Apply parking brake lever. Release lever, then
reapply.
43. Check to make sure rear wheels will not rotate
with lever applied.
44. Lower vehicle.

STANDARD PROCEDURE)
bolts.

(4) to 72 N·m (53 ft. lbs.).
BUSHING-REAR CROSSMEMBER SPRING LINK

REMOVAL
1. Raise and support vehicle. (Refer to LUBRICATION & MAINTENANCE/HOISTING - STANDARD PROCEDURE)
2. Access and remove rear spring on side of repair. (Refer to 2 - SUSPENSION/REAR/SPRING - REMOVAL)
3. Export Only – If servicing right side bushing, dis-
connect headlamp leveling sensor (1) link at spring
link (3).
4. Remove bolt and nut (1) fastening spring link (4) to

crossmember.
5. Position spring link downward, away from bushing
in crossmember.
6. Assemble tools over bushing as shown (See list).

Ensure Receiver, Special Tool 9032-1, sets against
crossmember and not welds.
• (2) Remover 9032-2
• (3) Press C-4212F
• (4) Receiver 9032-1
7. Tighten Press screw-drive, pressing bushing out of
crossmember.
INSTALLATION
1. Position bushing (1) over rear of crossmember
bushing bore.
2. Assemble tools over bushing and crossmember as
shown (See list). Ensure Receiver, Special Tool
9032-3, is positioned to avoid welds on rear of
crossmember bushing bore.
• (2) Remover/Installer 9032-2
• (3) Press C-4212F
• (4) Receiver 9032-3
3. Tighten Press screw-drive, pressing bushing into
crossmember. Install bushing until screw-drive
stops, when bushing contacts Receiver on opposite
side of crossmember.
4. Remove tools.
5. Swing spring link up to bushing in crossmember

and install bolt and nut (1) fastening spring link (4)
to crossmember. Do not tighten bolt at this time.
6. Export Only – If servicing right side bushing, con-
nect headlamp leveling sensor (1) link at spring link
(3).
7. Install rear spring as well as all components neces-
sary to access it. (Refer to 2 - SUSPENSION/
REAR/SPRING - INSTALLATION)
8. Lower vehicle.
bolt.
10. Tighten spring link bolt (1) at crossmember to 108

N·m (80 ft. lbs.).
11. Perform wheel alignment. (Refer to 2 - SUSPEN-
SION/WHEEL ALIGNMENT - STANDARD
PROCEDURE)
CROSSMEMBER-ENGINE CRADLE
REMOVAL
from battery post. (Refer to 8 - ELECTRICAL/BAT-
TERY SYSTEM - STANDARD PROCEDURE).
2. Siphon power steering fluid from pump reservoir.
3. Raise and support the vehicle. (Refer to LUBRICA-

TION & MAINTENANCE/HOISTING - STANDARD
PROCEDURE)
1 - DRIVE ON LIFT
2 - SAE HOISTING SYMBOLS
2 - FRAME CONTACT LIFT (SINGLE POST)
2 - CHASSIS LIFT (DUAL LIFT)
2 - OUTBOARD LIFT (DUAL LIFT)
2 - FLOOR JACK
3 - HOISTING PADS
3 - FRAME CONTACT LIFT (SINGLE POST)
3 - CHASSIS LIFT (DUAL LIFT)
3 - OUTBOARD LIFT (DUAL LIFT)
3 - FLOOR JACK
4. Remove the left and right front wheels (1). (Refer

to 22 - TIRES/WHEELS - REMOVAL)
5. Remove outer tie rod (2) end nut (1) at each

knuckle (3).
6. Using Remover (2), Special Tool 9630, separate

outer tie rod (1) from each knuckle.
7. On each side of vehicle, remove nut (5) fastening
stabilizer link (3) to stabilizer bar (4). Slide link ball
joint stem (1) from bar.
8. Back off nut (3) from bolt (1) attaching shock clevis
bracket (2) to lower control arm (7) until it is flush
with end of bolt.
9. Using a brass drift punch, tap the bolt out of the
clevis bracket until bolt serrations clear bracket.
10. Remove nut (3) and bolt (1) for clevis bracket and
control arm.
11. Install engine support tool #8534.
12. Remove upper airbox inlet tube.
13. Install left and right engine lift bracket to cylinder
head.
14. Remove the front belly pan. (Refer to 23 - BODY/

EXTERIOR/BELLY PAN - REMOVAL)
15. Remove two pressure line retainer bolts (1) from

cradle (2).
16. Remove mounting screws, then heat shield (3)

above each inner tie rod bellows (2).
17. Remove steering gear upper mounting bolt (4)

and nut.
18. Remove steering gear lower mounting bolts (2
and 3).
19. Remove steering gear (1) and support from the
exhaust system.
20. Loosen nut (4) attaching lower control arm ball
joint stud to knuckle (3). Back nut off until nut is
even with end of stud. Keeping nut on at this
location will help keep end of stud from dis-
torting while using Puller in next step.
CAUTION: In following step, use care not to dam-

age ball joint seal boot while sliding Puller, Special
Tool 9360, into place past seal boot.
21. Using Puller (2), Special Tool 9360, separate ball

joint stud from knuckle.
22. Remove tool.
23. Remove left and right engine mount nut.
24. Remove nut (1) from end of ball joint stud.
25. On each side of vehicle, remove bolts (2) fasten-

ing stabilizer bar isolator retainer (3) in place.
26. Remove stabilizer bar with isolators and retainers
from vehicle.
27. Support the engine cradle (special tool #8534)
with a suitable lifting device.
28. Using a grease pencil or equivalent, mark the
position of the engine cradle to aid installation.
29. Remove the four engine cradle bolts and lower
the cradle.
30. Remove the control arms, if required.
INSTALLATION
NOTE: Although AWD and RWD upper control arms are similar in appearance, they are not interchangeable.
1. Install control arms. (Refer to 2 - SUSPENSION/FRONT/LOWER CONTROL ARM - INSTALLATION)

2. To aid installation, raise engine cradle to marked location.
3. Install four engine cradle bolts (4) and raise cradle. Tighten cradle bolts to 185 N·m (136 ft. lbs.).
4. Install stablizer with isolators and retainers onto cradle. (Refer to 2 - SUSPENSION/FRONT/STABILIZER BAR -
INSTALLATION)
5. On each side of vehicle, install bolts (2) fastening
stablizer bar isolator retainer (3) in place. Tighten
6. Tighten engine mount nuts to 60 N·m (44 ft. lbs.).
7. Tighten left and right ball joint nut (4) to 122 N·m (90 ft. lbs.) attatching lower control arm ball joint stud to
knuckle (3).
8. Install steering gear (1) and support from the

exhaust system. (Refer to 19 - STEERING/GEAR -
INSTALLATION)
9. Install steering gear lower mounting bolts (2 and 3).
Tighten to 142 N·m (105 ft. lbs.).
10. Install steering gear upper mounting bolt (4) and
nut.
11. Install heat shield (3) and mounting screws above

each inner tie rod bellow.
12. Install two pressure line retainer bolts (1) on cra-

dle (2).
13. Install front belly pan. (Refer to 23 - BODY/EXTE-
RIOR/BELLY PAN - INSTALLATION)
14. Install nut (3) and bolt (1) attatching shock clevis
bracket (2) to lower control arm (7). Tighten to
174 N·m (128 ft. lbs.).
15. On each side of vehicle, install nut (5) fastening
stablizer link (3) to stablizer bar (4). Slide link ball
joint stem on to bar. Tighten link nut to 81N·m (60
ft. lbs.).
16. Install outer tie rod (2) end nut (1) at each knuckle
(3). Tighten end nut to 86 N·m (63 ft. lbs.).
17. Install tire and wheel assembly (1). (Refer to 22 -

TIRES/WHEELS - INSTALLATION).
18. Lower vehicle from hoist.
19. Install power steering fluid into pump reservoir.
(Refer to 19 - STEERING/PUMP/FLUID - STAN-
DARD PROCEDURE)
20. Connect negative battery cable (2) to battery post.

STANDARD PROCEDURE)
21. Perform vehicle alignment. (Refer to 2 - SUSPEN-
SION/WHEEL ALIGNMENT - STANDARD PRO-
CEDURE)
CROSSMEMBER-REAR
REMOVAL
from battery post.
PROCEDURE)

4. On each side of vehicle rear, while a helper applies

brakes to keep hub from rotating, remove hub nut
(1) from half shaft (2).

SYSTEM - REMOVAL)
6. Remove rear axle differential. (Refer to 3 - DIF-
FERENTIAL & DRIVELINE/REAR AXLE - 198MM -
REMOVAL) (Refer to 3 - DIFFERENTIAL & DRIV-
ELINE/REAR AXLE - 210MM - REMOVAL) (Refer
to 3 - DIFFERENTIAL & DRIVELINE/REAR AXLE -
215RII - REMOVAL)
7. Slide each axle half shaft from hub and bearing
and remove from vehicle.

8. Disconnect right rear parking brake cable (4) at

connector (3) to front parking brake cable (4).
9. Disconnect left rear parking brake cable (1) at
equalizer (2). Leave equalizer on front cable.
front flange (3). Remove J-nut from crossmember.

(3) and pads.


of caliper half.


link (2).

mounting bolts (1).


20. Unclip left sensor cable (1) from routing clips (2)
along rear of crossmember near rear differential
(3).
21. Unclip left sensor cable (2) from routing clip (1)
above toe link mount on rear crossmember.


mark location.
jack (2) under center of rear crossmember (1).
Raise jack head to contact crossmember and
secure in place. When securing crossmember
to jack, be sure not to secure stabilizer bar.


- REMOVAL)

28. Slowly lower crossmember using jack until crossmember is at a comfortable working level to access link and
stabilizer bar fasteners.
29. On each end, remove bolt (3) and nut fastening
stabilizer bar (4) to stabilizer link (2).
30. Remove bolts (1) fastening each stabilizer bar
cushion retainer to crossmember.
31. Remove stabilizer bar (4) with cushions and
retainers.
32. Remove coil springs and isolators (1, 2 and 5)
from spring links.
33. For each parking brake cable, place 13 mm

12-point box wrench (4) over cable strand and
completely onto cable retainer (3) as shown at
crossmember bracket (1 - left)(2 - right). It may be
necessary to wiggle wrench around somewhat to
collapse retainer fingers. With wrench in place,
pull cable from bracket.
34. On each side, remove screw fastening parking

brake cable routing guide (1) to crossmember.
Remove J-nuts from crossmember.
NOTE: For installation purposes, when removing

fasteners for any rear suspension links, it is
important to note which bolt fastens what compo-
nent and in what direction it is installed in.
35. On each side of crossmember, remove bolt and

nut (1) fastening spring link (4) to crossmember.
36. On each side of crossmember, while holding toe

adjustment cam bolt from rotating, remove nut (3)
securing toe link at crossmember (1).
37. On each side of crossmember, slide cam bolt (2)

attaching toe link rearward, out of crossmember
and link (1).
38. On each side of crossmember, remove bolt and
nut (1) mounting link (3) at crossmember.
39. On each side of crossmember, remove nut and

bolt (4) mounting tension link to crossmember (1).
40. On each side of crossmember, remove nut and
bolt (2) mounting camber link to crossmember (1).
41. Carefully lift knuckle with links and parking brake
cable attached from rear suspension crossmem-
ber.
42. Remove crossmember from jack.
INSTALLATION
1. Install rear crossmember (1) on jack (2) head in
same position in which it was removed and secure
in place.
2. Carefully place one side knuckle with links and

parking brake cable attached as an assembly into
mounted position on rear suspension crossmem-
ber. Install nut and bolt (2) mounting camber link to
crossmember (1) to hold assembly in place. Do
not tighten at this time.
3. Carefully place opposite side knuckle with links and
parking brake cable attached as an assembly into
mounted position on rear suspension crossmem-
ber. Install nut and bolt (2) mounting camber link to
crossmember (1) to hold assembly in place. Do
4. On each side of crossmember, install nut and bolt
(4) mounting each tension link to crossmember (1).
5. On each side of crossmember, Install bolt and nut
(1) mounting each compression link (3) at cross-
member. Do not tighten at this time.
6. On each side of crossmember, slide cam bolt (2)

attaching toe link through crossmember and link (1)
from rear.
7. On each side of crossmember, while holding toe

adjustment cam bolt from rotating, install cam
washer (2) and nut (3) securing toe link at cross-
member (1). Do not tighten at this time.
8. On each side of crossmember, install bolt and nut

(1) fastening spring link (4) to crossmember. Do
9. On each side of crossmember rear, guide leading

end of rear parking brake through crossmember
bracket (1 - left)(2 - right) near equalizer and press
cable housing retainer into bracket allowing retainer
fingers to lock cable in place.
10. On each side of crossmember rear, install J-nut

for parking brake cable guide.
11. On each side, install screw fastening parking
brake cable routing guide (1) to crossmember.
12. Install stabilizer bar (4) with cushions and retain-
ers on crossmember.
13. Install cushion retainer mounting bolts (1). Do not
tighten at this time.
14. Install bolt (3) and nut fastening stabilizer bar
ends to each stabilizer link (2). Do not tighten at
this time.
15. Tighten cushion retainer mounting bolts (1) to 60
N·m (44 ft. lbs.).
CAUTION: Differential mounting bolts (1) must be

installed through bushings prior to crossmember
installation in vehicle. Bolts cannot be inserted
through bushings once crossmember is installed.
16. Transfer differential mounting bolts (1) from origi-

nal crossmember differential mount bushings to
bushings in replacement crossmember. Install
bolts from rear. Be sure to insert bolts through
correct mount bushings in crossmember depend-
ing on rear axle differential (198 mm axle differen-
tial shown in figure).
NOTE: Do not install coil springs on spring links at this time.

crossmember is raised, align shocks (3) with
pockets in spring links. Do not install bolts at
this time.

mounting bolts.


19. Slowly lower jack allowing right side of cross-

member to drop. Do not lower jack at a fast
rate. Lower jack just enough to allow spring (2)
Installation. Do not lower jack any further than
necessary.

spring.

body mount.


mounting bolts.

bolts at this time.


essary.

spring.

body mount.



mounting bolts.

bolts at this time.
before removal.

mm distance.

and 3) to 180 N·m (133 ft. lbs.).
35. Remove jack (3) from under rear crossmember.

- INSTALLATION)

routing clip (1) above toe link mount on rear
crossmember.
routing clips (2) along rear of crossmember near
rear differential (3).


tor.

c.


will not come in contact with suspension com-
ponents.
other appropriate jack as indicated in removal procedure. (Refer to 13 - FRAME & BUMPERS/FRAME/REAR
CROSSMEMBER - REMOVAL)
Tighten bolts to 130 N·m (96 ft. lbs.).
47. Route front parking brake cable with equalizer
above rear crossmember.

48. Connect left rear parking brake cable (1) to equal-

izer (2).
49. Connect right rear parking brake cable (4) to con-
nector (3) already attached to front parking brake
cable (5).
50. Install J-nut for mounting parking brake cable

routing bracket to crossmember.
52. On each side of vehicle, slide an axle half shaft

(2) through hub and bearing and install hub nut
(1). Do not tighten hub nuts at this time.
53. Install rear axle differential. (Refer to 3 - DIFFERENTIAL & DRIVELINE/REAR AXLE - 198MM - INSTALLA-
TION) (Refer to 3 - DIFFERENTIAL & DRIVELINE/REAR AXLE - 210MM - INSTALLATION) (Refer to 3 - DIF-
FERENTIAL & DRIVELINE/REAR AXLE - 215RII - INSTALLATION)
54. While a helper applies brakes to keep hub from
turning, tighten hub nut to 213 N·m (157 ft. lbs.).

56. Lower vehicle until front tires contact floor but rear
is still suspended. Place jack stands under each
rear suspension spring link. Place an appropriate
wooden block between stand and link to avoid
damaging spring link, then lower vehicle until full
vehicle weight is supported by suspension.
57. Tighten camber link bolt (2) at crossmember to 85

N·m (63 ft. lbs.).
58. Tighten tension link bolt nut (2) at crossmember to
85 N·m (63 ft. lbs.).
59. Tighten compression link bolt (2) at crossmember

60. Tighten spring link bolt (1) at crossmember to 108

N·m (80 ft. lbs.).
61. Tighten shock absorber lower mounting bolt nut

(4) to 72 N·m (53 ft. lbs.).
62. Tighten stabilizer link bolts (3) to 61 N·m (45 ft.

lbs.).
63. Raise vehicle and remove jack stands (3).

65. Lower vehicle.

STANDARD PROCEDURE)
69. On each side of crossmember, while holding cam

bolt from turning, tighten toe link cam bolt nut (2)
LX FUEL SYSTEM 14 - 1
FUEL SYSTEM
TABLE OF CONTENTS
page page
FUEL DELIVERY . . . . . . . . . . . . . . . . . . . . . . . . . . 1 FUEL INJECTION . . . . . . . . . . . . . . . . . . . . . . . 168

FUEL DELIVERY - DIESEL . . . . . . . . . . . . . . . . . 99 FUEL INJECTION - DIESEL . . . . . . . . . . . . . . . 228
FUEL DELIVERY
TABLE OF CONTENTS
page page
FUEL DELIVERY INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 RAIL-FUEL
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 REMOVAL
DIAGNOSIS AND TESTING - FUEL DELIVERY 2.7L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 3.5L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
STANDARD PROCEDURE 5.7L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
STANDARD PROCEDURE - FUEL SYSTEM 6.1L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
PRESSURE RELEASE PROCEDURE . . . . . . . . . 2 INSTALLATION
STANDARD PROCEDURE - DRAINING FUEL 2.7L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 3.5L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
SPECIFICATIONS 5.7L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 6.1L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
FUEL SYSTEM PRESSURE . . . . . . . . . . . . . . . . . . . 8 TANK-FUEL
FUEL TANK CAPACITY . . . . . . . . . . . . . . . . . . . . . . . 8 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
SPECIAL TOOLS INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 FUEL TANK FILLER TUBE
SENSOR-FUEL LEVEL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
REMOVAL INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
LEFT SIDE MODULE . . . . . . . . . . . . . . . . . . . . . . . . 10 QUICK CONNECT FITTING
RIGHT SIDE MODULE . . . . . . . . . . . . . . . . . . . . . . . 14 STANDARD PROCEDURE - QUICK-CONNECT
INSTALLATION FITTINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
LEFT SIDE MODULE . . . . . . . . . . . . . . . . . . . . . . . . 23 FUEL LINES
RIGHT SIDE MODULE . . . . . . . . . . . . . . . . . . . . . . . 27 DESCRIPTION - FUEL LINES/HOSES AND
REGULATOR-FUEL PRESSURE CLAMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 STANDARD PROCEDURE - HOSES AND
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 CLAMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
MODULE-FUEL PUMP
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
14 - 2 FUEL DELIVERY LX
FUEL DELIVERY
DESCRIPTION
The front wheel drive car uses a plastic fuel tank located rear center of the vehicle.
The Fuel Delivery System consists of: the following items:
• Electric fuel pump module
• Fuel filter
• Tubes/lines/hoses
• Fuel injectors
The in-tank fuel pump module contains the fuel pump. The pump is serviced as part of the fuel pump module. Refer
to Fuel Pump Module.
The fuel filter is replaceable only as part of the fuel pump module.
OPERATION
The fuel system provides fuel pressure by an in-tank pump module. The Powertrain Control Module (PCM) controls
the operation of the fuel system by providing battery voltage to the fuel pump through the fuel pump relay. The PCM
requires only three inputs and a good ground to operate the fuel pump relay. The three inputs are:
• Ignition voltage
• Crankshaft Position (CKP) sensor
• Camshaft Position (CMP) sensor
DIAGNOSIS AND TESTING - FUEL DELIVERY SYSTEM

(Refer to Group 9 Engine for all Powertrain Diagnostic Information)
STANDARD PROCEDURE
STANDARD PROCEDURE - FUEL SYSTEM PRESSURE RELEASE PROCEDURE
1. Remove Fuel Pump relay from Power Distribution Center (PDC). For location of relay, refer to label on underside
of PDC cover.
2. Start and run engine until it stalls.
3. Attempt restarting engine until it will no longer run.
4. Turn ignition key to OFF position.
5. Return fuel pump relay to PDC.
6. One or more Diagnostic Trouble Codes (DTC’s) may have been stored in PCM memory due to fuel pump relay
removal. The scan tool must be used to erase a DTC.
STANDARD PROCEDURE - DRAINING FUEL TANK

1. Release the fuel pressure, refer to the Fuel Pressure Release Procedure in this section.
NOTE: The fuel level of the vehicle must be below 5/8 of a tank before you remove the module lock-rings.
If it is above that you can spill fuel in the vehicle.
LX FUEL DELIVERY 14 - 3
3. Drain partial fuel from fuel tank through the filler
tube. Use a hard nylon tube, with a 30° cut on the
end, to push the check valve open to drain fuel
from tank.
4. Remove the rear lower seat cushion.

5. Push seat back and up to remove seat cushion.
6. Fold back the foam pad covering access cover for

modules.
7. Remove plastic access covers from floor pan left

side.
8. Disconnect the electrical connector from left side

module.
9. Mark the module orientation.
10. Use special tool #9340 to remove left side module

lock ring.
11. Drain fuel from left side of fuel tank. Lift module
up enough to push hose into tank and drain. Do
not spill fuel in interior of vehicle.
NOTE: Push drain hose through opening inside of tank to right side to drain fuel from right side of tank.
This will not drain all the fuel from this side of tank.
12. Push drain tube over center hump of fuel tank into the right side of tank and drain fuel from right side of tank.
13. Remove plastic access covers from floor pan right
side.
14. Disconnect the fuel supply line from module.

16. Use special tool #9340 to remove right side mod-

ule lock ring.
17. Drain fuel from right side of fuel tank. Lift module
SPECIFICATIONS
TORQUE

Accelerator Pedal to Dash 12 8.8 106
Nuts
Fuel Tank Strap Bolts 27 20
Hose Clamps 3.5 31
Fuel Rail Mounting 11 - 100
Bolts-5.7L
FUEL SYSTEM PRESSURE

400 kpa ±34 kpa (58 psi ± 5 psi)
FUEL TANK CAPACITY
Vehicle Liters U.S. Gallons

LX V-6 Engine RWD 68 18
LX V-6 Engine AWD 72 19
LX V-8 Engine 72 19
Nominal refill capacities are shown. A variation may be observed from vehicle to vehicle due
to manufacturing tolerance and refill procedure.
SPECIAL TOOLS
FUEL
O2S (OXYGEN SENSOR) REMOVAL/INSTALLER-

C4907
Test Kit, Fuel
Oxygen sensor tool
Adapters, Fuel Pressure Test - 6539 and/or 6631
Fuel Line Adapter 1/4

SENSOR-FUEL LEVEL
REMOVAL
LEFT SIDE MODULE

from tank.


modules.
module.

lock ring.
11. Disconnect the electrical connector for the left side

fuel level card from bottom of the module top.
12. Disconnect the electrical connector for the right
side fuel level sending card.
13. Lift module top half off and tip lower half on its
side to drain remaining fuel from the reservoir.
14. Remove wire from module.
15. Use a screwdriver to separate the locking tabs on

the level sending card.
16. Lift level sending card straight up and out of
module.
17. Disconnect the electrical wiring from module.

18. Remove level sending card.
RIGHT SIDE MODULE


from tank.


modules.

module.

lock ring.
11. Lift module up and out of tank as far as possible.
12. Disconnect the electrical connector from the bot-
tom of the left side module.
13. Pump module left side.

15. Push in on the release tab on the fuel line fitting

to release the fuel line from the fuel pump fitting.
16. Remove the Fuel supply line from the top of the
bottom half of the module.
17. Fuel return line (1) and Saipan return line (2). Just
pull tube up to release from module.
18. Remove the fuel return and Siphon return hoses

from the bottom module.
side.


ule lock ring.
24. Pull module up and out of fuel tank.
25. Unlatch the fuel level sending card from module.

26. Fuel level sending card released.
27. Remove the ground wire from the check valve

and fuel pressure regulator.
28. Remove fuel level sending card from module.

29. Cut tie straps from hoses to remove wiring har-
ness for fuel level card.
INSTALLATION
LEFT SIDE MODULE
1. Install level sending card, make sure that the lock-
ing tabs are locked on the card.
2. Route wires in the proper location.

3. Install module top to module bottom.
4. Connect the electrical connectors for right side fuel

level sending card, left side module card and fuel
pump.
5. Install module and align marks on the module for

proper orientation.
6. Install module lock-ring.

7. Use special tool #9340 to tighten left side module
lock ring.
8. Connect the electrical connector to left side module
and install plastic access cover.
9. Fold the foam pad covering access cover for mod-

ules back into place.
10. Install rear lower seat cushion
11. Rear lower seat cushion installed.

12. Fill fuel tank.

14. Fill fuel tank. Use the scan tool to pressurize the
fuel system. Check for leaks.
RIGHT SIDE MODULE

3. Tie strap the wires harness to the hoses.
4. Feed hoses and wiring harness into fuel tank and

over the center hump in tank.

proper orientation.

7. Use special tool #9340 to tighten right side module
lock ring.
8. Connect the fuel supply line to module.
9. Install plastic access covers to floor pan right side.
10. Install the fuel return hoses to module.

11. Install fuel supply line to module.
12. Make sure that wires are routed properly.
13. Make sure that the level sending card wire is tie
straped to the fuel supply line at the module.
14. Install left side module top to module bottom.

15. Connect the electrical connectors for right side

fuel level sending card, left side module card.
Make sure that wires are routed properly.

proper orientation.

lock ring.
19. Connect the electrical connector to left side mod-
ule and install plastic access cover.
20. Fold the foam pad covering access cover for
modules back into place.

23. Fill fuel tank.

REGULATOR-FUEL PRESSURE
REMOVAL

from tank.


modules.
side.


ule lock ring.
13. Fuel Pressure regulator location.

14. Note location of ground wire tab location.
15. Remove ground wire.
16. Use a screwdriver and pry up on retaining clip.

17. Clip in the off position.
18. Fuel pressure regulator removed.
19. Remove o-ring from module.

INSTALLATION
1. Install o-ring.
2. Install ground ring.

3. Install Fuel Regulator and ground ring. Note loca-

tion of ground ring.
4. Install ground wire.
5. Install Fuel Pressure Regulator retaining clip.

6. Install module into tank.
7. Align marks on the module for proper orientation.

lock ring.


15. Fill fuel tank.

MODULE-FUEL PUMP
REMOVAL

from tank.


modules.
module.

lock ring.
11. Disconnect the electrical connectors from the

module top.
12. Remove the module top half.
13. The module fuel level sending card (1). The fuel
return lines (2). The fuel supply line (3).
14. Fuel line release tab, press in the tab and pull up
on fuel line.
15. Remove fuel line.
16. Remove fuel return line from lower module. Line

unsnap from module.
17. Return line removed.

18. Tip module on its side to drain remaining fuel from

reservoir and remove module from vehicle.
INSTALLATION
1. Install pump module into tank.
2. Connect fuel return lines to module.
3. Lines connected.
4. Connect fuel supply line to module and make sure

it is locked in place.
5. Connect electrical connectors to bottom of module

top, Install module top to module bottom.

proper orientation.

lock ring.
9. Connect the electrical connector to left side
module.
10. Install plastic access cover.


14. Fill fuel tank.

RAIL-FUEL
REMOVAL
2.7L
WARNING: RELEASE FUEL SYSTEM PRESSURE BEFORE SERVICING FUEL RAIL. SERVICE VEHICLES IN
WELL VENTILATED AREAS AND AVOID IGNITION SOURCES. NEVER SMOKE WHILE SERVICING THE VEHI-
CLE.
1. Release fuel system pressure. Refer to Fuel System Pressure Release Procedure in this section.
3. Remove intake manifold plenum. (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - REMOVAL).
4. Cover intake manifold to prevent foreign material from entering engine.
5. Disconnect fuel supply tube quick connect fitting at the rear of the fuel rail, (Refer to 14 - FUEL SYSTEM/FUEL
DELIVERY/QUICK CONNECT FITTING - STANDARD PROCEDURE).
6. Disconnect electrical connectors at fuel injectors.
Refer to graphic. Push red colored slider away
from injector (1). While pushing slider, depress tab
(2) and remove connector (3) from injector. The
factory fuel injection wiring harness is numerically
tagged (INJ 1, INJ 2, etc.) for injector position iden-
tification. If harness is not tagged, note wiring loca-
tion before removal.
7. Remove mounting bolts on both sides of fuel rail.

8. Lift fuel rail straight up off of cylinder head.
9. Remove retaining clips from fuel injectors at fuel
rail.
10. Remove fuel injector from fuel rail.
3.5L
WARNING: Release fuel system pressure before servicing fuel rail. Service vehicles in well ventilated areas
and avoid ignition sources. Never smoke while servicing the vehicle.
3. Remove intake manifold plenum. (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - REMOVAL).
5. Disconnect fuel supply tube quick connect fitting at the rear of the fuel rail, (Refer to 14 - FUEL SYSTEM/FUEL
DELIVERY/QUICK CONNECT FITTING - STANDARD PROCEDURE).
6. Disconnect electrical connectors at fuel injectors.
Refer to graphic. Push red colored slider away
from injector (1). While pushing slider, depress tab
(2) and remove connector (3) from injector. The
factory fuel injection wiring harness is numerically
tagged (INJ 1, INJ 2, etc.) for injector position iden-
tification. If harness is not tagged, note wiring loca-
tion before removal.
7. Remove mounting bolts on both sides of fuel rail.
8. Lift fuel rail straight up off of cylinder head.
rail.
10. Remove fuel injector from fuel rail.
5.7L
1. Disconnect electrical connectors at all 8 fuel injec-
tors. Push red colored slider away from injector (1).
While pushing slider, depress tab (2) and remove
connector (3) from injector. The factory fuel injec-
tion wiring harness is numerically tagged (INJ 1,
INJ 2, etc.) for injector position identification. If har-
ness is not tagged, note wiring location before
removal.
2. Disconnect electrical connectors at all throttle body
sensors.
3. Remove four fuel rail mounting bolts (1) and hold-

down clamps.
4. Gently rock and pull left side of fuel rail until fuel
injectors just start to clear machined holes in intake
manifold. Gently rock and pull right side of rail until
injectors just start to clear intake manifold head
holes. Repeat this procedure (left/right) until all
injectors have cleared machined holes.
5. Remove fuel rail (with injectors attached) from
engine.
6. If fuel injectors are to be removed, (Refer to 14 -
FUEL SYSTEM/FUEL INJECTION/FUEL INJEC-
TOR - REMOVAL).
6.1L
WARNING: THE FUEL SYSTEM IS UNDER CONSTANT PRESSURE EVEN WITH ENGINE OFF. BEFORE SER-
VICING FUEL RAIL, FUEL SYSTEM PRESSURE MUST BE RELEASED.
CAUTION: The left (3) and right (1) fuel rails are
replaced as an assembly. Do not attempt to sepa-
rate rail halves at connector tube (2). Due to
design of tube, it does not use any clamps. Never
attempt to install a clamping device of any kind to
tube. When removing fuel rail assembly for any
reason, be careful not to bend or kink tube.
1. Remove fuel tank filler tube cap.

2. Perform Fuel System Pressure Release Procedure.
3. Remove negative battery cable at battery.
4. Remove flex tube (air cleaner housing to engine).
5. Remove electrical connector from MAP sensor (2)
at rear of intake manifold (1).
6. Disconnect vacuum hose from fitting (3) at rear of
intake manifold (1).
7. Disconnect fuel line (1) at fuel rail fitting. Refer to

Quick-Connect Fittings for procedures.
8. Disconnect electrical connectors at all 8 fuel injec-

tors. First, pry up on red colored tab (2)...........
9. .........then press on black colored tab (1) while

removing connector (2) from fuel injector (3).
10. Remove four fuel rail mounting bolts (1).
11. Gently rock and pull left side of fuel rail until fuel
injectors just start to clear machined holes in
intake manifold. Gently rock and pull right side of
rail until injectors just start to clear intake manifold
head holes. Repeat this procedure (left/right) until
all injectors have cleared machined holes.
12. Remove fuel rail (with injectors attached) from
engine.
13. If fuel injectors are to be removed, refer to Fuel
Injector Removal/Installation.
INSTALLATION
2.7L
1. Lightly lubricate the fuel injector O-rings with a cou-
ple drops of clean engine oil.
2. Install retaining clips on fuel injectors.
3. Push injectors into fuel injector rail until clips are in
the correct position.
4. Position fuel rail over cylinder heads, and push rail
into place. Tighten fuel rail mounting bolts to 11
N·m (100 in. lbs.) torque.
5. Connect the fuel supply tube quick connect fitting to the fuel rail, (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY/
QUICK CONNECT FITTING - STANDARD PROCEDURE).
6. Connect the electrical connectors to the fuel injectors.
7. Install intake manifold plenum, (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - INSTALLATION).
9. Use the scan tool to pressurize the fuel system. Check for leaks.
3.5L
4. Position fuel rail over cylinder heads, and push rail
5. Connect the fuel supply tube quick connect fitting to the fuel rail, (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY/
QUICK CONNECT FITTING - STANDARD PROCEDURE).
6. Connect the electrical connectors to the fuel injectors.
7. Install intake manifold plenum, (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - INSTALLATION).
9. Use the scan tool to pressurize the fuel system. Check for leaks.
5.7L
1. If fuel injectors are to be installed, (Refer to 14 -
FUEL SYSTEM/FUEL INJECTION/FUEL INJEC-
TOR - INSTALLATION).
2. Clean out fuel injector machined bores in intake
manifold.
3. Apply a small amount of engine oil to each fuel
injector O-ring. This will help in fuel rail installation.
4. Position fuel rail/fuel injector assembly to machined
injector openings in intake manifold.
5. Guide each injector into intake manifold. Be careful
not to tear injector O-rings.
6. Push right side of fuel rail down until fuel injectors
have bottomed on shoulders. Push left fuel rail
down until injectors have bottomed on shoulders.
7. Install 4 fuel rail holddown clamps and 4 mounting
bolts (1) (Refer to 14 - FUEL SYSTEM/FUEL
DELIVERY - SPECIFICATIONS).
8. Connect electrical connector to throttle body.
9. Connect electrical connectors at all fuel injectors.
Push connector onto injector (1) and then push and
lock red colored slider (2). Verify connector is
locked to injector by lightly tugging on connector.
10. Connect fuel line latch clip and fuel line to fuel
rail. (Refer to 14 - FUEL SYSTEM/FUEL DELIV-
ERY/QUICK CONNECT FITTING - STANDARD
PROCEDURE).
11. Install air resonator to throttle body (2 bolts).
12. Install flexible air duct to air box.
13. Connect battery cable to battery.
6.1L
1. If fuel injectors are to be installed, refer to Fuel Injector Removal/Installation.
2. Clean out fuel injector machined bores in intake manifold.
3. Apply a small amount of engine oil to each fuel injector o-ring. This will help in fuel rail installation.
4. Position fuel rail/fuel injector assembly to machined injector openings in intake manifold.
5. Guide each injector into intake manifold. Be careful not to tear injector o-rings.
6. Push right side of fuel rail down until fuel injectors have bottomed on shoulders. Push left fuel rail down until
injectors have bottomed on shoulders.
7. Install and tighten four fuel rail mounting bolts (1).
Refer to Torque Specifications.
8. Connect electrical connectors at all fuel injectors. Push electrical connector onto injector. After connection has
been made, lock connector by pushing red colored slider tab downward. Verify connector is locked to injector by
lightly tugging on connector.
9. Connect fuel line (1) to fuel rail. Refer to Quick-
Connect Fittings for procedures.
10. Connect vacuum hose to fitting (3).

11. Connect electrical connector to MAP sensor (2).
12. Install air resonator to throttle body.
13. Connect battery cable to battery.
TANK-FUEL
REMOVAL

from tank.


modules.
side.


ule lock ring.

module.

lock ring.
16. Install both module temporally, hand tighten the
lock ring to hold modules in place.
17. Raise vehicle and support.
18. Remove left rear tire.
19. Remove the inner splash shield.
20. Disconnect the filler tube vent line.

21. Remove clamp from filler tube.
22. Remove metal filler tube from rubber tube on fuel

tank.
23. Remove the exhaust system, (Refer to 11 -
EXHAUST SYSTEM/EXHAUST PIPE -
REMOVAL)
24. Remove the drive shaft, (Refer to 3 - DIFFEREN-
TIAL & DRIVELINE/PROPELLER SHAFT -
REMOVAL)
25. Remove the left underbody splash shield.

26. Remove the right underbody splash shield.
27. Disconnect the EVAP line in the right rear wheel

well.
28. Disconnect vapor line.

29. Disconnect the fuel supply line.
30. Support fuel tank with transmission jack.

31. Fuel tank strap bolt locations.
32. Remove bolt for fuel tank strap.

34. Lower tank and pull filler tube vent line through
bracket.
35. Lower Fuel tank and remove from vehicle.

36. Left Side Module (Fuel Pump Module).
37. Right Side Module.
38. Control Valve and lines.

INSTALLATION
2. Raise tank and push filler tube vent line through

bracket.
4. Install bolt for fuel tank strap and tighten.

6. Connect vapor line.
7. Connect the fuel supply line.
8. Connect the EVAP line in the right rear wheel well.

9. Install the drive shaft, (Refer to 3 - DIFFERENTIAL
& DRIVELINE/PROPELLER SHAFT - INSTALLA-
TION)
10. Install the exhaust system, (Refer to 11 -
EXHAUST SYSTEM/EXHAUST PIPE - INSTAL-
LATION)
11. Install metal filler tube to rubber tube on fuel tank.
12. Install clamp to filler tube and tighten
13. Connect the filler tube vent line.

14. Install the inner splash shield.
15. Install the left underbody splash shield.
16. Install the right underbody splash shield.

17. Install left rear tire.
18. Lower vehicle.

proper orientation.

lock ring.

proper orientation.
25. Use special tool #9340 to tighten right side mod-
ule lock ring.
27. Install plastic access covers to floor pan right

side.


31. Fill fuel tank.

FUEL TANK FILLER TUBE

REMOVAL
2. Drain fuel from tank.
3. Fuel filler tube assembly.
4. Open filler tube door.

5. Remove retaining wire from inside filler tube
rubber.
6. Start removing rubber from body sheet metal.
7. Squeeze rubber and push in.

8. Filler tube and rubber removed from body sheet

metal.

10. Remove the left rear tire.
11. Remove the left inner splash shield.

13. Remove the filler tube mounting bolt.
14. Remove the under body splash shield.
15. Loosen the filler tube hose clamp. Leave the

clamp tight on the hose and fuel tank location.
16. Move clamp toward the fuel tank.
17. Remove the filler tube assembly from the vehicle.

INSTALLATION
1. Filler tube assembly.
2. Groove in filler tube rubber is for the body sheet

metal.
3. Insert filler tube into the fuel tank rubber hose.
4. Slide hose clamp into place and tighten.
5. Hose clamp in place and tighen.

6. Install filler tube mounting bolt.
7. Install Filler tube vent line.
8. Install the underbody splash shield.

9. Install the left inner splash shield.

10. Install the left rear tire.
11. Lower vehicle.
12. Filler tube rubber at body opening.

13. Pull rubber through opening and install to body.
Make sure that the sheet metal is in the groove in
the rubber.
14. Start the metal wire retaining wire in the groove

on the inside of the filler tube rubber.
15. Work wire retaining wire around the rubber.
16. Wire retainer install.

18. Fill fuel tank.
QUICK CONNECT FITTING

STANDARD PROCEDURE - QUICK-CONNECT FITTINGS
REMOVAL
When disconnecting a quick-connect fitting, the retainer will remain on the fuel tube nipple.
WARNING: RELEASE FUEL SYSTEM PRESSURE BEFORE DISCONNECTING A QUICK-CONNECT FITTINGS.

REFER TO THE FUEL PRESSURE RELEASE PROCEDURE. THIS MAY RESULT IN PERSONAL INJURY OR
DEATH.
1. Perform Fuel Pressure Release Procedure. Refer to the Fuel Pressure Release Procedure in this section.
2. Disconnect negative cable from battery or auxiliary jumper terminal.
3. Squeeze retainer tabs together and pull fuel tube/quick-connect fitting assembly off of fuel tube nipple. The
retainer will remain on fuel tube.
INSTALLATION
CAUTION: Make sure that the o-ring in installed in fitting. Never install a quick-connect fitting without the
retainer being either on the fuel tube or already in the quick-connect fitting. In either case, ensure the
retainer locks securely into the quick-connect fitting by firmly push-pulling-push on fuel tube and fitting to
ensure it is secured.
1. Using a clean lint free cloth, clean the fuel tube nipple and retainer.
2. Prior to connecting the fitting to the fuel tube, coat the fuel tube nipple with clean engine oil.
3. Push the quick-connect fitting over the fuel tube until the retainer seats and a click is heard.
4. The plastic quick-connect fitting has windows in the sides of the casing. When the fitting completely attaches to
the fuel tube, the retainer locking ears and the fuel tube shoulder are visible in the windows. If they are not
visible, the retainer was not properly installed. Do not rely upon the audible click to confirm a secure con-
nection.
5. Connect negative cable to battery or auxiliary
jumper terminal.
CAUTION: When using the ASD Fuel System Test,

the Auto Shutdown (ASD) Relay remains energized
for several minutes, until the test is stopped, or
until the ignition switch is turned to the Off posi-
tion.
6. Use the DRB IIIT scan tool ASD Fuel System Test
to pressurize the fuel system. Check for leaks.
Single–Button Type Fitting

1. This type of fitting is equipped with a single push-
button located on the quick-connect fitting. The push-button is attached to two internal latches. To disconnect,
press on button with your thumb and unlatch fitting from fuel line. Special tools are not required for disconnec-
tion. DO NOT ATTEMPT TO PRY OR PULL UP ON PUSH-BUTTON. LATCHES WILL BE BROKEN.
TWO-TAB TYPE FITTING
This type of fitting is equipped with tabs located on
both sides of the fitting. These tabs are supplied for
disconnecting the quick-connect fitting from compo-
nent being serviced.
CAUTION: The interior components (O-rings, spac-

ers) of this type of quick-connect fitting are not
serviced separately, but new plastic retainers are
available. Do not attempt to repair damaged fit-
tings or fuel lines/tubes. If repair is necessary,
replace the complete fuel tube assembly.
WARNING: THE FUEL SYSTEM IS UNDER A CON-

STANT PRESSURE (EVEN WITH THE ENGINE
OFF). BEFORE SERVICING ANY FUEL SYSTEM
HOSES, FITTINGS OR LINES, THE FUEL SYSTEM
PRESSURE MUST BE RELEASED. REFER TO THE
FUEL PRESSURE RELEASE PROCEDURE IN THIS
GROUP. THIS MAY RESULT IN PERSONAL INJURY
OR DEATH.
DISCONNECTION/CONNECTION
1. Perform fuel pressure release procedure. Refer to
Fuel Pressure Release Procedure in this group.
2. Disconnect negative battery cable from battery or
auxiliary jumper terminal.
3. Clean fitting of any foreign material before disas-
sembly.
4. To disconnect quick-connect fitting, squeeze plastic
retainer tabs against sides of quick-connect fitting
with your fingers. Tool use is not required for
removal and may damage plastic retainer. Pull fit-
ting from fuel system component being serviced.
The plastic retainer will remain on component
being serviced after fitting is disconnected. The
O-rings and spacer will remain in quick-connect fit-
ting connector body.
5. Inspect quick-connect fitting body and component
for damage. Replace as necessary.
CAUTION: When the quick-connect fitting was dis-

connected, the plastic retainer will remain on the
component being serviced. If this retainer must be
removed, very carefully release the retainer from
the component with two small screwdrivers. After
removal, inspect the retainer for cracks or any
damage.
6. Prior to connecting quick-connect fitting to compo-

nent being serviced, check condition of fitting and
component. Clean parts with a lint-free cloth. Lubri-
cate with clean engine oil.
7. Insert quick-connect fitting to component being serviced and into plastic retainer. When a connection is made, a
click will be heard.
8. Verify a locked condition by firmly push-pulling-push on fuel tube and fitting (15-30 lbs.).
9. Connect negative cable to battery or auxiliary jumper terminal.

10. Use the DRB IIIT scan tool ASD Fuel System Test to pressurize the fuel system. Check for leaks.
PLASTIC RETAINER RING TYPE FITTING

This type of fitting can be identified by the use of a full-round plastic retainer ring usually black in color.
CAUTION: The interior components (O-rings, spac-

ers, retainers) of this type of quick-connect fitting
are not serviced separately. Do not attempt to
repair damaged fittings or fuel lines/tubes. If repair
is necessary, replace the complete fuel tube
assembly.
WARNING: THE FUEL SYSTEM IS UNDER A CON-

STANT PRESSURE (EVEN WITH THE ENGINE
OFF). BEFORE SERVICING ANY FUEL SYSTEM
HOSES, FITTINGS OR LINES, THE FUEL SYSTEM
PRESSURE MUST BE RELEASED. REFER TO THE
FUEL SYSTEM PRESSURE RELEASE PROCE-
DURE IN THIS GROUP. THIS MAY RESULT IN PER-
SONAL INJURY OR DEATH.
DISCONNECTION/CONNECTION
1. Perform fuel pressure release procedure. Refer to
Fuel Pressure Release Procedure in this section.
2. Disconnect negative battery cable from battery or
auxiliary jumper terminal.
3. Clean fitting of any foreign material before disassembly.
4. To release fuel system component from quick-connect fitting, firmly push fitting towards component being ser-
viced while firmly pushing plastic retainer ring into fitting. With plastic ring depressed, pull fitting from component.
The plastic retainer ring must be pressed squarely into fitting body. If this retainer is cocked during
removal, it may be difficult to disconnect fitting. Use an open-end wrench on shoulder of plastic retainer
ring to aid in disconnection.
5. After disconnection, plastic retainer ring will remain with quick-connect fitting connector body.
6. Inspect fitting connector body, plastic retainer ring and fuel system component for damage. Replace as neces-
sary.
7. Prior to connecting quick-connect fitting to component being serviced, check condition of fitting and component.
Clean parts with a lint-free cloth. Lubricate with clean engine oil.
8. Insert quick-connect fitting into component being serviced until a click is felt.
9. Verify a locked condition by firmly push-pulling-push on fuel tube and fitting (15-30 lbs.).
10. Connect negative battery cable to battery or auxiliary jumper terminal.
11. Use the DRB IIIT scan tool ASD Fuel System Test to pressurize the fuel system. Check for leaks.
FUEL LINES
DESCRIPTION - FUEL LINES/HOSES AND CLAMPS
Also refer to Quick-Connect Fittings.
WARNING: THE FUEL SYSTEM IS UNDER A CONSTANT PRESSURE (EVEN WITH THE ENGINE OFF).
BEFORE SERVICING ANY FUEL SYSTEM HOSES, FITTINGS OR LINES, THE FUEL SYSTEM PRESSURE
MUST BE RELEASED. REFER TO THE FUEL SYSTEM PRESSURE RELEASE PROCEDURE IN THIS GROUP.
THIS MAY RESULT IN PERSONAL INJURY OR DEATH.
The lines/tubes/hoses used on fuel injected vehicles are of a special construction. This is due to the higher fuel
pressures and the possibility of contaminated fuel in this system. If it is necessary to replace these lines/tubes/
hoses, use new original equipment lines/tubes/hoses.
If equipped: The hose clamps used to secure rubber hoses on vehicles are of a special rolled edge construction.
This construction is used to prevent the edge of the clamp from cutting into the hose. Only these rolled edge type
clamps may be used in this system. All other types of clamps may cut into the hoses and cause leaks.
Use new original equipment type hose clamps.
STANDARD PROCEDURE - HOSES AND CLAMP

Inspect all hose connections (clamps and quick connect fittings) for completeness and leaks. Replace cracked,
scuffed, or swelled hoses. Replace hoses that rub against other vehicle components or show sign of wear.
Fuel injected vehicles use specially constructed hoses. When replacing hoses, only use hoses marked EFM/EFI.
When installing hoses, ensure that they are routed away from contact with other vehicle components that could rub
against them and cause failure. Avoid contact with clamps or other components that cause abrasions or scuffing.
Ensure that rubber hoses are properly routed and avoid heat sources.
The hose clamps have rolled edges to prevent the clamp from cutting into the hose. Only use clamps that are
original equipment or equivalent. Other types of clamps may cut into the hoses and cause high pressure fuel leaks.
Tighten hose clamps to 1 N·m (9 in. lbs.) torque.
Inspect all hose connections such as clamps, couplings and fittings to make sure they are secure and leaks are not
present. The component should be replaced immediately if there is any evidence of degradation that could result in
failure.
Never attempt to repair a plastic fuel line/tube. Replace as necessary.
Avoid contact of any fuel tubes/hoses with other vehicle components that could cause abrasions or scuffing. Be sure
that the plastic fuel lines/tubes are properly routed to prevent pinching and to avoid heat sources.
LX FUEL DELIVERY - DIESEL 14 - 99
FUEL DELIVERY - DIESEL

TABLE OF CONTENTS
page page
FUEL DELIVERY - DIESEL FITTING-QUICK CONNECT

STANDARD PROCEDURE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
FUEL CONTAMINATION . . . . . . . . . . . . . . . . . . . . 100 STANDARD PROCEDURE - QUICK-CONNECT
BLEEDING AIR FROM FUEL SYSTEM . . . . . . . 100 FITTINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
DRAINING FUEL TANK - DIESEL . . . . . . . . . . . . 101 LINES-HIGH PRESSURE
SPECIFICATIONS REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
TORQUE - DIESEL . . . . . . . . . . . . . . . . . . . . . . . . . 101 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
SEPARATOR-FILTER FUEL AND WATER TANK-FUEL
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 MODULE-FUEL PUMP
PUMP-HIGH PRESSURE FUEL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103 SENSOR-FUEL LEVEL SENDING UNIT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104 REMOVAL
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105 LEFT SIDE MODULE . . . . . . . . . . . . . . . . . . . . . . . 144
SENSOR-WATER IN FUEL RIGHT SIDE MODULE . . . . . . . . . . . . . . . . . . . . . 148
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107 INSTALLATION
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107 LEFT SIDE MODULE . . . . . . . . . . . . . . . . . . . . . . . 157
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107 RIGHT SIDE MODULE . . . . . . . . . . . . . . . . . . . . . 161
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
14 - 100 FUEL DELIVERY - DIESEL LX
FUEL DELIVERY - DIESEL
STANDARD PROCEDURE
FUEL CONTAMINATION
If a diesel engine’s fuel supply has been contaminated with gasoline, the following procedure must be followed:
1. Remove all fuel from the fuel tank. (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY - STANDARD PROCEDURE-
DRAINING FUEL TANK) Use an appropriate fuel container. Dispose of the contaminated fuel using the proper
procedures.
CAUTION: Dispose of petroleum based products in a manner consistent with all applicable Local, State,
Federal, and Provincial regulations.
2. Remove and clean fuel tank. (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY/FUEL TANK - REMOVAL)
3. Install the fuel tank. (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY/FUEL TANK - INSTALLATION)
4. Fill fuel tank with fresh diesel fuel.
5. Drain and remove the fuel filter. (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY/FUEL FILTER / WATER SEP-
ARATOR - REMOVAL)
6. Install a new fuel filter. (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY/FUEL FILTER / WATER SEPARATOR -
INSTALLATION)
7. Check the engine control module for any diagnostic trouble codes (DTCs). Record and clear any DTCs that are
present.
8. Start and run the engine. Run the engine for up to 15 minutes to allow time for any DTCs to reset and shut off
the engine.
9. Check the engine control module for any diagnostic trouble codes (DTCs). Record any DTCs that are present.
Refer to the appropriate engine electrical diagnostics to diagnose any DTCs that were set.
CAUTION: With the high pressure fuel system in this vehicle, any residual contaminated fuel will be
removed very quickly. Shut off the engine immediately if signs of engine damage are noted.
The engine should then be evaluated to determine if the contaminated fuel has caused any damage to the fuel
system and/or engine. Indicators that the fuel system has been damaged include the following:
• Unstable fuel rail pressure. This can manifest itself as instability of idle speeds, excessive undershoot/over-
shoot at engine start-up, or excessive undershoot/overshoot when the engine operating conditions change. A
typical engine response to a large rail pressure undershoot would be a decrease in engine speed or engine
stall.
• Excessive noise from the engine. This could indicate poor rail pressure control or the inability of the injection
system to inject the proper amount of fuel.
• Excessive smoke (black or white). This could indicate the inability of the fuel system to inject the proper
amount of fuel.
NOTE: If any of these conditions are exhibited after cleaning the fuel system, proceed to the appropriate
engine electrical diagnostic information. Repair the fuel system and/or engine as necessary.
BLEEDING AIR FROM FUEL SYSTEM

WARNING: No sparks, open flames or smoking. Risk of poisoning from inhaling and swallowing fuel. Risk
of injury to eyes and skin from contact with fuel. Pour fuels only into suitable and appropriately marked
containers. Wear protective clothing.
1. Turn the ignition off.

3. Connect a hose to the fuel filter air bleed port and insert the remaining end into a approved and appropriately
marked container.
4. Turn the air bleed counterclockwise to open the air bleed.
CAUTION: Turning the ignition to the on position will engage the in tank fuel pump. Be sure that the bleed
hose and the fuel capture container is secure.
5. Turn the ignition to the on position and observe the container until fuel flows free of bubbles.
6. Turn the ignition off.
7. Tighten the bleed valve on the fuel filter.
8. Remove the bleed hose and container.
DRAINING FUEL TANK - DIESEL

A one-way check valve is located within the fuel fill fitting on the fuel tank. Because of this valve, the tank cannot
be drained the conventional way through the fuel fill opening.
To drain the tank, the fuel pump module must be removed.
1. Remove fuel tank (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY/FUEL TANK - REMOVAL).
2. Remove fuel pump module (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY/FUEL PUMP MODULE - REMOVAL).
3. After fuel pump module has been removed, drain fuel into an approved diesel fuel oil draining station.
SPECIFICATIONS
TORQUE - DIESEL

Screw, Water in Fuel 1.5 - 13
Sensor
Nut, High Pressure Fuel 22 - 195
Line
Bolt, Fuel Rail 14 - 124
SEPARATOR-FILTER FUEL AND WATER
DESCRIPTION
The fuel filter has a 5 micron element and was designed for improved high altitude operation. Another design fea-
ture is better re-start after the fuel tank has been completely emptied. The water drain and water in fuel (WIF)
sensor are located on the top of the filter. Water is drained by using the in-tank electric fuel pump to generate flow
(attach a hose to the drain and capture fuel in appropriately marked containers). The filter has a pressure differential
of 200–300 mbar (2.9 psi.) when new. When dirty, the pressure differential rises to 800 mbar (11.6 psi.)
REMOVAL

2. Insert a suitable hose into the fuel drain port in rear of filter, turn drain port counterclockwise and drain fuel into
a suitable and appropriately marked container.
3. Disconnect fuel feed and return lines at fuel filter and set aside.
4. Disconnect fuel heater electrical connector at fuel filter.
5. Remove fuel filter retaining bracket bolt and remove fuel filter.
INSTALLATION
NOTE: Assure fuel filter drain port is closed.
1. Connect fuel heater electrical connector.

2. Position fuel filter in bracket and tighten retaining bolt.
3. Connect fuel feed and return lines.
PUMP-HIGH PRESSURE FUEL

DESCRIPTION
WARNING: High pressure fuel lines deliver diesel fuel under extreme pressure from the injection pump to
the fuel injectors. This may be as high as 1600 bar (23,200 psi). Use extreme caution when inspecting for
high pressure fuel leaks. Fuel under this amount of pressure can penetrate skin causing personal injury or
death. Inspect for high pressure fuel leaks with a sheet of cardboard. Wear safety goggles and adequate
protective clothing when servicing fuel system.
The high pressure pump (1) is mounted to the front of

the left bank cylinder head.
NOTE: The high pressure pump must not be dis-

assembled or opened. The only serviceable items
are the temperature sensor and the fuel quantity
solenoid.
CAUTION: Cranking the engine for an extended

time without a fuel supply may damage the high
pressure pump.
OPERATION
The high pressure pump (1) is driven by the camshaft
and requires no timing. Fuel that enters the high pres-
sure pump (1) is pressurized between 200-1600 bar
(2,900 - 23,205 psi). The pressurized fuel is then sup-
plied to the fuel rail. The high pressure pump (1) and
flange located behind the pump are supplied as an
assembly. Fuel passages and control elements in the
flange regulate the flow of fuel to the high pressure
pumping chambers, and control the lubrication of the
pump.
NOTE: The high pressure pump must not be dis-

assembled or opened. The only serviceable items
are the temperature sensor and the fuel quantity
solenoid.
CAUTION: Cranking the engine for an extended

time without a fuel supply may damage the high
pressure pump.
REMOVAL

2. Remove negative battery cable.
3. Release fuel pressure.
4. Remove high pressure line support bracket.
5. Remove high pressure line retaining nut.
6. Remove the return line clamp using Fuel Line Pli-
ers 9539.
7. Remove the inlet supply clamp using Fuel Line Pli-
ers 9539.
8. Remove both rubber lines at the pump.
9. Disconnect the pump electrical connectors.
10. Remove the pump mounting bolts.
11. Remove the pump assembly.
CAUTION: Do not crimp or bend fuel line. Capture

all fluids that flow out of connections.
INSTALLATION
the fuel injectors. This may be as high as 1600 bar (23,200 psi). use extreme caution when inspecting for
1. Install high pressure pump to the left cylinder head.

Torque mounting bolts to 14 N·m (10 ft. lbs.).
2. Connect the pump electrical connectors.
3. Install fuel lines at pump.
4. Install inlet supply line clamp using Fuel Line Pliers
9539.
5. Install return line clamp using Fuel Line Pliers
9539.
CAUTION: Do not crimp or bend fuel line. Inspect

sealing cone at line; replace line if compression
exists.
6. Install high pressure fuel line retaining nuts. Torque

nuts to 33 N·m (24 ft.lbs.).
7. Install high pressure line support bracket.
8. Install negative battery cable.
SENSOR-WATER IN FUEL
DESCRIPTION
The water in fuel sensor (WIF) is located in the fuel filter housing The sensor detects the presence of water in the
fuel. If water is present in the fuel, a signal is sent to the ECM and the ECM signals the instrument cluster, over the
CAN bus, to illuminate the water in fuel warning.
OPERATION
The non-dielectric properties of the water allow the sensors probes to close the electronic circuit when water is
present in the system. When diesel fuel is present in the system, it’s dielectric (does not conduct electricity well)
properties do not allow any electrical contact between the probes. A 12V power signal is always present in order to
illuminate the indicator on the instrument cluster.
REMOVAL
NOTE: Capture and store any fuel spillage in appropriate containers
3. Disconnect the water in fuel (WIF) electrical connector.

4. Remove the WIF sensor retaining screws.
5. Twist the WIF sensor so the tabs clear the retaining bracket.
6. Gently pry up on the sensor and remove.
INSTALLATION
NOTE: Remove any dirt and debris around the fuel filter assembly using a suitable solvent or compressed
air. Area around the fuel filter assembly must be clean and dry.
1. Lubricate the water in fuel (WIF) sensor Orings with clean diesel fuel.
2. Insert the WIF sensor into the fuel filter assembly and twist the sensor until the retaining holes align with the
retaining bracket on the fuel filter assembly.
3. Install the retaining screws. Tighten to 1.5 N·m (13 in. lbs.).
4. Connect the WIF wiring harness connector.
6. Start the engine, allow to warm, turn engine off and inspect for leaks.
FITTING-QUICK CONNECT
DESCRIPTION
Different types of quick-connect fittings are used to attach the various fuel system components, lines and tubes.
These are: a single-button type shown above. a two-button type, a pinch type, a single-tab type, a two-tab type or
a plastic retainer ring type. Some are equipped with safety latch clips. Some may require the use of a special tool
for disconnection and removal. Refer to Quick-Connect Fittings Removal/Installation for more information.
CAUTION: Before separating a quick-connect fitting, pay attention to what type of fitting is being used by
referring to Quick-Connect Fitting Removal. This will prevent unnecessary fitting or fitting latch breakage.
CAUTION: The interior components (o-rings, clips) of quick-connect fittings are not serviced separately, but
new plastic spacers and latches are available for some types. If service parts are not available, do not
attempt to repair the damaged fitting or fuel line (tube). If repair is necessary, replace the complete fuel line
(tube) assembly.
STANDARD PROCEDURE - QUICK-CONNECT FITTINGS

Different types of quick-connect fittings are used to attach the various fuel system components, lines and tubes.
These are: a single-button type, a two-button type, a pinch type, a single-tab type, a two-tab type or a plastic
retainer ring type. Some are equipped with safety latch clips. Some may require the use of a special tool for dis-
connection and removal.
DISCONNECTING
WARNING: The fuel system is under a constant pressure (even with engine off). Before servicing any fuel
system hose, fitting or line, fuel system pressure must be released. Refer to fuel system pressure release
procedure.
CAUTION: Before separating a quick-connect fitting, pay attention to what type of fitting is being used by
referring to Quick-Connect Fitting Removal. This will prevent unnecessary fitting or fitting latch breakage.
CAUTION: The interior components (o-rings, clips) of quick-connect fittings are not serviced separately, but
new plastic spacers and latches are available for some types. If service parts are not available, do not
attempt to repair the damaged fitting or fuel line (tube). If repair is necessary, replace the complete fuel line
(tube) assembly.
1. Perform fuel pressure release procedure. (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY - STANDARD PRO-
CEDURE).
2. Disconnect negative battery cable from battery.
3. Clean fitting of any foreign material before disassembly.
4. Single-Button Type Fitting: This type of fitting is
equipped with a single push-button (2) located on
the quick-connect fitting.
5. The push-button is attached to two internal latches

(1). To disconnect, press on push-button with your
thumb and unlatch fitting from fuel line. Tools are
not required for disconnection. DO NOT ATTEMPT
TO PRY OR PULL UP ON PUSH-BUTTON.
LATCHES WILL BE BROKEN.
6. Perform fuel pressure release procedure. (Refer to
14 - FUEL SYSTEM/FUEL DELIVERY - STAN-
DARD PROCEDURE).
7. Disconnect negative battery cable from battery.
8. Clean fitting of any foreign material before disas-
sembly.
9. 2-Button Type Fitting: This type of fitting (1) is
equipped with a push-button located on each side
of quick-connect fitting (2). Press on both buttons
simultaneously for removal. Tools are not required
for disconnection.
10. Pinch-Type Fitting: This fitting (1) is equipped

with two finger tabs (2). Pinch both tabs together
while removing fitting. Tools are not required for
disconnection.
11. Single-Tab Type Fitting: This type of fitting (3) is

equipped with a single pull tab (1). The tab is
removable. After tab is removed, quick-connect fit-
ting can be separated from fuel system compo-
nent. Tools are not required for disconnection.
12. Press release tab on side of fitting to release pull

tab (1). If release tab is not pressed prior to
releasing pull tab, pull tab will be damaged.
13. While pressing release tab on side of fitting, use
screwdriver (2) to pry up pull tab.
14. Raise pull tab until it separates from quick-con-
nect fitting.
15. Two-Tab Type Fitting: This type of fitting (2) is

equipped with tabs located on both sides of fitting
(1). The tabs are supplied for disconnecting quick-
connect fitting from component being serviced.
a. To disconnect quick-connect fitting, squeeze
plastic retainer tabs (1) against sides of quick-
connect fitting with your fingers. Tool use is not
required for removal and may damage plastic
retainer.
b. Pull fitting from fuel system component being
serviced.
c. The plastic retainer will remain on component
being serviced after fitting is disconnected. The
o-rings and spacer will remain in quick-connect
fitting connector body.
16. Plastic Retainer Ring Type Fitting: This type of
fitting can be identified by the use of a full-round
plastic retainer ring (4) usually black in color.
a. To release fuel system component from quick-
connect fitting, firmly push fitting towards com-
ponent being serviced while firmly pushing
plastic retainer ring into fitting (6). With plastic
ring depressed, pull fitting from component.
The plastic retainer ring must be pressed
squarely into fitting body. If this retainer is
cocked during removal, it may be difficult
to disconnect fitting. Use an open-end
wrench on shoulder of plastic retainer ring
to aid in disconnection.
b. After disconnection, plastic retainer ring will
remain with quick-connect fitting connector
body.
c. Inspect fitting connector body, plastic retainer
ring and fuel system component for damage. Replace as necessary.
17. Latch Clips - Type 1: Depending on vehicle
model and engine, 2 different types of safety latch
clips are used. Type-1 (4) is tethered to fuel line
and type-2 is not. A special tool will be necessary
to disconnect fuel line after latch clip is removed.
The latch clip may be used on certain fuel line/
fuel rail connection, or to join fuel lines together.
18. Pry up on latch clip with a screwdriver (3).
19. Slide latch clip toward fuel rail while lifting with
screwdriver.
20. Insert fuel line removal tool (Snap-On number FIH

9055-1 or equivalent) into fuel line (1). Use tool to
release locking fingers in end of line.
21. With tool still inserted, pull fuel line from fuel rail.
22. After disconnection, locking fingers will remain
within quick-connect fitting at end of fuel line.
23. Disconnect quick-connect fitting from fuel system
component being serviced.
24. Latch Clips - Type 2: Depending on vehicle

model and engine, 2 different types of safety latch
clips are used. Type-1 is tethered to fuel line and
type-2 is not. A tool will be necessary to discon-
nect fuel line after latch clip is removed. The latch
clip may be used on certain fuel line/fuel rail con-
nection, or to join fuel lines together.
25. Type 2: Separate and unlatch 2 small arms (1) on
end of clip and swing away from fuel line.
26. Slide latch clip toward fuel rail while lifting with
screwdriver.
27. Insert fuel line removal tool (Snap-On number FIH

9055-1 or equivalent) into fuel line (1). Use tool to
release locking fingers in end of line.
28. With tool still inserted, pull fuel line from fuel rail.
29. After disconnection, locking fingers will remain
within quick-connect fitting at end of fuel line.
30. Disconnect quick-connect fitting from fuel system
component being serviced.
CONNECTING
1. Inspect quick-connect fitting body and fuel system component for damage. Replace as necessary.
2. Prior to connecting quick-connect fitting to component being serviced, check condition of fitting and component.
Clean parts with a lint-free cloth. Lubricate with clean engine oil.
3. Insert quick-connect fitting into fuel tube or fuel system component until built-on stop on fuel tube or component
rests against back of fitting.
4. Continue pushing until a click is felt.
5. Single-tab type fitting: Push new tab down until it locks into place in quick-connect fitting.
6. Verify a locked condition by firmly pulling on fuel tube and fitting with 67-133 N (15-30 lbs. force).
7. Latch Clip Equipped: Install latch clip (snaps into position). If latch clip will not fit, this indicates fuel line is
not properly installed to fuel rail (or other fuel line). Recheck fuel line connection.
LINES-HIGH PRESSURE
REMOVAL
WARNING: High-pressure fuel lines deliver diesel fuel under extreme pressure from the injection pump to
high-pressure fuel leaks. Fuel under this amount of pressure can penetrate skin causing personal injury or
death. Inspect for high-pressure leaks with a sheet of card board. Wear safety goggles and adequate pro-
tective clothing when servicing fuel system.

2. Remove engine cover (Refer to 9 - ENGINE - REMOVAL).
CAUTION: Counterhold with wrench at threaded connections of injectors. DO NOT EXCEED the tightening
torque in order to avoid damaging the threaded connection.
CAUTION: Do not crimp or bend lines.
NOTE: After removing injection lines, seal connections and ensure cleanliness.
3. Unscrew union nuts of injection lines.

4. Remove injection lines.
INSTALLATION
WARNING: (Refer to 14 - Fuel System - Warning).
No sparks, open flames or smoking. Risk of poi-
soning from inhaling and swallowing fuel. Risk of
injury to eyes and skin from contact with fuel.
Pour fuels only into suitable and appropriately
marked containers. Wear protective clothing.
1. Loosen the fuel rail mounting bolts to install lines

free of stress.
CAUTION: Inspect sealing cone at lines. Replace if

compression points exist. Ensure lines are exactly
located.
2. Position and install fuel lines. Tighten to 22 N·m

(195 lbs. in.).
3. Tighten fuel rail to 14 N·m (124 lbs. in.).
6. Start engine, allow to warm, turn engine off and inspect for leaks.
TANK-FUEL
REMOVAL

from tank.


modules.

side.


ule lock ring.

module.

lock ring.
16. Install both module temporally, hand tighten the
lock ring to hold modules in place.
18. Remove left rear tire.

21. Remove clamp from filler tube.
22. Remove metal filler tube from rubber tube on fuel

tank.
23. Remove the exhaust system, (Refer to 11 -
EXHAUST SYSTEM/EXHAUST PIPE -
REMOVAL)
24. Remove the drive shaft, (Refer to 3 - DIFFEREN-
TIAL & DRIVELINE/PROPELLER SHAFT -
REMOVAL)
25. Remove the left underbody splash shield.

26. Remove the right underbody splash shield.
27. Disconnect the EVAP line in the right rear wheel

well.
28. Disconnect vapor line.

29. Disconnect the fuel supply line.


34. Lower tank and pull filler tube vent line through
bracket.
35. Lower Fuel tank and remove from vehicle.

36. Left Side Module (Fuel Pump Module).
37. Right Side Module.
38. Control Valve and lines.

INSTALLATION
2. Raise tank and push filler tube vent line through

bracket.

6. Connect vapor line.
7. Connect the fuel supply line.
8. Connect the EVAP line in the right rear wheel well.

9. Install the drive shaft, (Refer to 3 - DIFFERENTIAL
& DRIVELINE/PROPELLER SHAFT - INSTALLA-
TION)
10. Install the exhaust system, (Refer to 11 -
EXHAUST SYSTEM/EXHAUST PIPE - INSTAL-
LATION)
11. Install metal filler tube to rubber tube on fuel tank.
12. Install clamp to filler tube and tighten
13. Connect the filler tube vent line.

15. Install the left underbody splash shield.
16. Install the right underbody splash shield.

17. Install left rear tire.
18. Lower vehicle.
proper orientation.

lock ring.

proper orientation.

25. Use special tool #9340 to tighten right side mod-
ule lock ring.
27. Install plastic access covers to floor pan right

side.

31. Fill fuel tank.

MODULE-FUEL PUMP
REMOVAL

from tank.


modules.
module.

lock ring.
11. Disconnect the electrical connectors from the

module top.
12. Remove the module top half.
13. The module fuel level sending card (1). The fuel
return lines (2). The fuel supply line (3).
14. Fuel line release tab, press in the tab and pull up
on fuel line.
15. Remove fuel line.
16. Remove fuel return line from lower module. Line

unsnap from module.
17. Return line removed.

18. Tip module on its side to drain remaining fuel from

reservoir and remove module from vehicle.
INSTALLATION
1. Install pump module into tank.
2. Connect fuel return lines to module.
3. Lines connected.
4. Connect fuel supply line to module and make sure

it is locked in place.
5. Connect electrical connectors to bottom of module

top, Install module top to module bottom.

proper orientation.

lock ring.
9. Connect the electrical connector to left side
module.
10. Install plastic access cover.


14. Fill fuel tank.

SENSOR-FUEL LEVEL SENDING UNIT
REMOVAL
LEFT SIDE MODULE

from tank.


modules.
module.

lock ring.
11. Disconnect the electrical connector for the left side

fuel level card from bottom of the module top.
12. Disconnect the electrical connector for the right
side fuel level sending card.
14. Remove wire from module.
15. Use a screwdriver to separate the locking tabs on

the level sending card.
16. Lift level sending card straight up and out of
module.
17. Disconnect the electrical wiring from module.

18. Remove level sending card.
RIGHT SIDE MODULE


from tank.


modules.

module.

lock ring.
11. Lift module up and out of tank as far as possible.
12. Disconnect the electrical connector from the bot-
tom of the left side module.
13. Pump module left side.

15. Push in on the release tab on the fuel line fitting

to release the fuel line from the fuel pump fitting.
16. Remove the Fuel supply line from the top of the
bottom half of the module.
17. Fuel return line (1) and Saipan return line (2). Just
pull tube up to release from module.
18. Remove the fuel return and Siphon return hoses

from the bottom module.
side.


ule lock ring.
25. Unlatch the fuel level sending card from module.

26. Fuel level sending card released.
27. Remove the ground wire from the check valve

and fuel pressure regulator.
28. Remove fuel level sending card from module.

29. Cut tie straps from hoses to remove wiring har-
ness for fuel level card.
INSTALLATION
LEFT SIDE MODULE

3. Install module top to module bottom.
4. Connect the electrical connectors for right side fuel

level sending card, left side module card and fuel
pump.

proper orientation.

lock ring.
8. Connect the electrical connector to left side module
and install plastic access cover.


12. Fill fuel tank.

RIGHT SIDE MODULE

3. Tie strap the wires harness to the hoses.
4. Feed hoses and wiring harness into fuel tank and

over the center hump in tank.

proper orientation.

lock ring.
10. Install the fuel return hoses to module.

11. Install fuel supply line to module.
12. Make sure that wires are routed properly.
13. Make sure that the level sending card wire is tie
straped to the fuel supply line at the module.
14. Install left side module top to module bottom.

15. Connect the electrical connectors for right side

fuel level sending card, left side module card.
Make sure that wires are routed properly.

proper orientation.

lock ring.

23. Fill fuel tank.

14 - 168 FUEL INJECTION LX
FUEL INJECTION
TABLE OF CONTENTS
page page
FUEL INJECTION ACTUATOR-MANIFOLD TUNE VALVE

OPERATION REMOVAL
INJECTION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 169 2.7L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 196
MODES OF OPERATION . . . . . . . . . . . . . . . . . . . 169 3.5L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197
FUEL CORRECTION or ADAPTIVE INSTALLATION
MEMORIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172 2.7L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199
SYSTEM DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . 174 3.5L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200
SPECIFICATIONS SENSOR-MANIFOLD ABSOLUTE PRESSURE
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174 REMOVAL
SPECIAL TOOLS 2.7L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175 3.5L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
PEDAL-ACCELERATOR 5.7L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176 6.1L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177 INSTALLATION
SENSOR-CRANKSHAFT POSITION 2.7L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
REMOVAL 3.5L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
2.7L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178 5.7L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
3.5L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179 6.1L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
5.7L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 SENSOR-OXYGEN
6.1L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 REMOVAL
INSTALLATION 2.7L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
2.7L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181 3.5L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
3.5L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181 5.7L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
5.7L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182 6.1L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
6.1L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182 INSTALLATION
INJECTOR-FUEL 2.7L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
REMOVAL 3.5L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
2.7L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183 5.7L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
3.5L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183 6.1L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
5.7L/6.1L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184 SHORT RUNNER VALVE
INSTALLATION OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216
2.7L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185 REMOVAL - 3.5L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216
3.5L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185 INSTALLATION - 3.5L . . . . . . . . . . . . . . . . . . . . . . . . 217
5.7L/6.1L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186 THROTTLE BODY
SENSOR-INLET AIR TEMPERATURE REMOVAL
REMOVAL 2.7L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218
2.7L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187 3.5L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219
3.5L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188 5.7L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221
5.7L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190 6.1L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
6.1L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190 INSTALLATION
INSTALLATION 2.7L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
2.7L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191 3.5L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 224
3.5L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193 5.7L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 225
5.7L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194 6.1L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226
6.1L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195
LX FUEL INJECTION 14 - 169
FUEL INJECTION
OPERATION
INJECTION SYSTEM
All engines used in this section have a sequential Multi-Port Electronic Fuel Injection system. The MPI system is
computer regulated and provides precise air/fuel ratios for all driving conditions. The Powertrain Control Module
(PCM) operates the fuel injection system.
The PCM regulates:
• Ignition timing
• Air/fuel ratio
• Emission control devices
• Cooling fan
• Charging system
• Idle speed
• Vehicle speed control
Various sensors provide the inputs necessary for the PCM to correctly operate these systems. In addition to the
sensors, various switches also provide inputs to the PCM.
The PCM can adapt its programming to meet changing operating conditions.
Fuel is injected into the intake port above the intake valve in precise metered amounts through electrically operated
injectors. The PCM fires the injectors in a specific sequence. Under most operating conditions, the PCM maintains
an air fuel ratio of 14.7 parts air to 1 part fuel by constantly adjusting injector pulse width. Injector pulse width is the
length of time the injector is open.
The PCM adjusts injector pulse width by opening and closing the ground path to the injector. Engine RPM (speed)
and manifold absolute pressure (air density) are the primary inputs that determine injector pulse width.
MODES OF OPERATION
As input signals to the PCM change, the PCM adjusts its response to output devices. For example, the PCM must
calculate a different injector pulse width and ignition timing for idle than it does for Wide Open Throttle (WOT).
There are several different modes of operation that determine how the PCM responds to the various input signals.
There are two different areas of operation, OPEN LOOP and CLOSED LOOP.
During OPEN LOOP modes the PCM receives input signals and responds according to preset PCM programming.
Inputs from the upstream and downstream heated oxygen sensors are not monitored during OPEN LOOP modes,
except for heated oxygen sensor diagnostics (they are checked for shorted conditions at all times).
During CLOSED LOOP modes the PCM monitors the inputs from the upstream and downstream heated oxygen
sensors. The upstream heated oxygen sensor input tells the PCM if the calculated injector pulse width resulted in
the ideal air-fuel ratio of 14.7 to one. By monitoring the exhaust oxygen content through the upstream heated oxy-
gen sensor, the PCM can fine tune injector pulse width. Fine tuning injector pulse width allows the PCM to achieve
optimum fuel economy combined with low emissions.
For the PCM to enter CLOSED LOOP operation, the following must occur:
1. Engine coolant temperature must be over 35°F.
• If the coolant is over 35°F the PCM will wait 38 seconds.
2. For other temperatures the PCM will interpolate the correct waiting time.
3. O2 sensor must read either greater than 0.745 volts or less than 0.29 volt.
4. The multi-port fuel injection systems has the following modes of operation:
• Ignition switch ON (Zero RPM)
• Engine start-up
• Engine warm-up
• Cruise
• Idle
• Acceleration
• Deceleration
• Wide Open Throttle
• Ignition switch OFF
5. The engine start-up (crank), engine warm-up, deceleration with fuel shutoff and wide open throttle modes are
OPEN LOOP modes. Under most operating conditions, the acceleration, deceleration (with A/C on), idle and
cruise modes, with the engine at operating temperature are CLOSED LOOP modes.
IGNITION SWITCH ON (ZERO RPM) MODE

When the ignition switch activates the fuel injection system, the following actions occur:
• The PCM monitors the engine coolant temperature sensor and throttle position sensor input. The PCM deter-
mines basic fuel injector pulse width from this input.
• The PCM determines atmospheric air pressure from the MAP sensor input to modify injector pulse width.
When the key is in the ON position and the engine is not running (zero rpm), the Auto Shutdown (ASD) and fuel
pump relays de-energize after approximately 1 second. Therefore, battery voltage is not supplied to the fuel pump,
ignition coil, fuel injectors and heated oxygen sensors.
ENGINE START-UP MODE

This is an OPEN LOOP mode. If the vehicle is in park or neutral (automatic transaxles) or the clutch pedal is
depressed (manual transaxles) the ignition switch energizes the starter relay when the engine is not running. The
following actions occur when the starter motor is engaged.
• If the PCM receives the camshaft position sensor and crankshaft position sensor signals, it energizes the Auto
Shutdown (ASD) relay and fuel pump relay. If the PCM does not receive both signals within approximately one
second, it will not energize the ASD relay and fuel pump relay. The ASD and fuel pump relays supply battery
voltage to the fuel pump, fuel injectors, ignition coil, (EGR solenoid and PCV heater if equipped) and heated
oxygen sensors.
• The PCM energizes the injectors (on the 69° degree falling edge) for a calculated pulse width until it deter-
mines crankshaft position from the camshaft position sensor and crankshaft position sensor signals. The PCM
determines crankshaft position within 1 engine revolution.
• After determining crankshaft position, the PCM begins energizing the injectors in sequence. It adjusts injector
pulse width and controls injector synchronization by turning the individual ground paths to the injectors On and
Off.
• When the engine idles within ±64 RPM of its target RPM, the PCM compares current MAP sensor value with
the atmospheric pressure value received during the Ignition Switch On (zero RPM) mode.
Once the ASD and fuel pump relays have been energized, the PCM determines injector pulse width based on the
following:
• MAP
• Engine RPM
• Battery voltage
• Engine coolant temperature
• Inlet/Intake air temperature (IAT)
• Throttle position
• The number of engine revolutions since cranking was initiated
During Start-up the PCM maintains ignition timing at 9° BTDC.
ENGINE WARM-UP MODE

This is an OPEN LOOP mode. The following inputs are received by the PCM:
• Manifold Absolute Pressure (MAP)
• Crankshaft position (engine speed)
• Inlet/Intake air temperature (IAT)
• Camshaft position
• Knock sensor
• A/C switch status
• Battery voltage
• Vehicle speed
• Speed control
• O2 sensors
The PCM adjusts injector pulse width and controls injector synchronization by turning the individual ground paths to
the injectors On and Off.
The PCM adjusts ignition timing and engine idle speed. Engine idle speed is adjusted through the idle air control
motor.
CRUISE OR IDLE MODE

When the engine is at operating temperature this is a CLOSED LOOP mode. During cruising or idle the following
inputs are received by the PCM:
• Manifold absolute pressure
• Inlet/Intake air temperature
• Camshaft position
• Knock sensor
• Exhaust gas oxygen content (O2 sensors)
• A/C switch status
• Battery voltage
• Vehicle speed
The PCM adjusts injector pulse width and controls injector synchronization by turning the individual ground paths to
the injectors On and Off.
The PCM adjusts engine idle speed and ignition timing. The PCM adjusts the air/fuel ratio according to the oxygen
content in the exhaust gas (measured by the upstream and downstream heated oxygen sensor).
The PCM monitors for engine misfire. During active misfire and depending on the severity, the PCM either contin-
uously illuminates or flashes the malfunction indicator lamp (Check Engine light on instrument panel). Also, the PCM
stores an engine misfire DTC in memory, if 2nd trip with fault.
The PCM performs several diagnostic routines. They include:
• Oxygen sensor monitor
• Downstream heated oxygen sensor diagnostics during open loop operation (except for shorted)
• Fuel system monitor
• EGR monitor (if equipped)
• Purge system monitor
• Catalyst efficiency monitor
• All inputs monitored for proper voltage range, rationality.
• All monitored components (refer to the Emission section for On-Board Diagnostics).
The PCM compares the upstream and downstream heated oxygen sensor inputs to measure catalytic convertor
efficiency. If the catalyst efficiency drops below the minimum acceptable percentage, the PCM stores a diagnostic
trouble code in memory, after 2 trips.
During certain idle conditions, the PCM may enter a variable idle speed strategy. During variable idle speed strategy
the PCM adjusts engine speed based on the following inputs.
• A/C status
• Battery voltage
• Battery temperature or Calculated Battery Temperature
• Engine run time
• Vehicle mileage
ACCELERATION MODE
This is a CLOSED LOOP mode. The PCM recognizes an abrupt increase in Throttle Position sensor output voltage
or MAP sensor output voltage as a demand for increased engine output and vehicle acceleration. The PCM
increases injector pulse width in response to increased fuel demand.
• Wide Open Throttle-open loop
DECELERATION MODE
This is a CLOSED LOOP mode. During deceleration the following inputs are received by the PCM:
• A/C status
• Battery voltage
• Exhaust gas oxygen content (upstream heated oxygen sensor)
• Knock sensor
• Throttle position sensor
• IAC motor (solenoid) control changes in response to MAP sensor feedback
The PCM may receive a closed throttle input from the Throttle Position Sensor (TPS) when it senses an abrupt
decrease in manifold pressure. This indicates a hard deceleration (Open Loop). In response, the PCM may momen-
tarily turn off the injectors. This helps improve fuel economy, emissions and engine braking.
WIDE-OPEN-THROTTLE MODE
This is an OPEN LOOP mode. During wide-open-throttle operation, the following inputs are used by the PCM:
• Engine speed
• Knock sensor
When the PCM senses a wide-open-throttle condition through the Throttle Position Sensor (TPS) it de-energizes the
A/C compressor clutch relay. This disables the air conditioning system and disables EGR (if equipped).
The PCM adjusts injector pulse width to supply a predetermined amount of additional fuel, based on MAP and RPM.
IGNITION SWITCH OFF MODE

When the operator turns the ignition switch to the OFF position, the following occurs:
• All outputs are turned off, unless 02 Heater Monitor test is being run. Refer to the Emission section for On-
Board Diagnostics.
• No inputs are monitored except for the heated oxygen sensors. The PCM monitors the heating elements in the
oxygen sensors and then shuts down.
FUEL CORRECTION or ADAPTIVE MEMORIES

DESCRIPTION
In Open Loop, the PCM changes pulse width without feedback from the O2 Sensors. Once the engine warms up to
approximately 30 to 35° F, the PCM goes into closed loop Short Term Correction and utilizes feedback from the
O2 Sensors. Closed loop Long Term Adaptive Memory is maintained above 170° to 190° F unless the PCM
senses wide open throttle. At that time the PCM returns to Open Loop operation.
OPERATION
Short Term
The first fuel correction program that begins functioning is the short term fuel correction. This system corrects fuel
delivery in direct proportion to the readings from the Upstream O2 Sensor.
The PCM monitors the air/fuel ratio by using the input voltage from the O2 Sensor. When the voltage reaches its
preset high or low limit, the PCM begins to add or remove fuel until the sensor reaches its switch point. The short
term corrections then begin.
The PCM makes a series of quick changes in the injector pulse-width until the O2 Sensor reaches its opposite
preset limit or switch point. The process then repeats itself in the opposite direction.
Short term fuel correction will keep increasing or decreasing injector pulse-width based upon the upstream O2 Sen-
sor input. The maximum range of authority for short term memory is 25% (+/-) of base pulse-width. Short term is
violated and is lost when ignition is turned OFF.
Long Term
The second fuel correction program is the long term adaptive memory. In order to maintain correct emission
throughout all operating ranges of the engine, a cell structure based on engine rpm and load (MAP) is used.
Ther number of cells varies upon the driving conditions. Two cells are used only during idle, based upon TPS and
Park/Neutral switch inputs. There may be two other cells used for deceleration, based on TPS, engine rpm, and
vehicle speed. The other twelve cells represent a manifold pressure and an rpm range. Six of the cells are high rpm
and the other six are low rpm. Each of these cells has a specific MAP voltage range Typical Adaptive Memory Fuel
Cells .
As the engine enters one of these cells the PCM looks at the amount of short term correction being used. Because
the goal is to keep short term at 0 (O2 Sensor switching at 0.5 volt), long term will update in the same direction as
short term correction was moving to bring the short term back to 0. Once short term is back at 0, this long term
correction factor is stored in memory.
The values stored in long term adaptive memory are used for all operating conditions, including open loop and cold
starting. However, the updating of the long term memory occurs after the engine has exceeded approximately 170°-
190° F, with fuel control in closed loop and two minutes of engine run time. This is done to prevent any transitional
temperature or start-up compensations from corrupting long term fuel correction.
Long term adaptive memory can change the pulse-width by as much as 25%, which means it can correct for all of
short term. It is possible to have a problem that would drive long term to 25% and short term to another 25% for a
total change of 50% away from base pulse-width calculation.
Typical Adaptive Memory Fuel Cells
Open Open Open Open Open Open

Throttle Throttle Throttle Throttle Throttle Throttle Idle Decel
Vacuum 20 17 13 9 5 0
Above 1,984 1 3 5 7 9 11 13 Drive 15
rpm
Below 1,984 0 2 4 6 8 10 12 14
rpm Neutral
MAP volt = 0 1.4 2.0 2.6 3.3 3.9
Fuel Correction Diagnostics
There are two fuel correction diagnostic routines:

• Fuel System Rich
• Fuel System Lean
A DTC is set and the MIL is illuminated if the PCM detects either of these conditions. This is determined based on
total fuel correction, short term times long term.
SYSTEM DIAGNOSIS
OPERATION
The PCM can test many of its own input and output circuits. If the PCM senses a fault in a major system, the PCM
stores a Diagnostic Trouble Code (DTC) in memory.
For DTC information see On-Board Diagnostics (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/
POWERTRAIN CONTROL MODULE - DESCRIPTION) .
SPECIFICATIONS
TORQUE

Camshaft Position Sensor 12 8.8 105
Mounting Bolts
Crankshaft Position 12 8.8 105
Sensor Mounting Bolts
Engine Coolant 28 20 -
Temperature Sensor
Idle Air Control Motor— 5.5 - 49
2.7L
Idle Air Control Motor— 7.3 - 65
3.5L
Knock Sensor bolt—2.7L 10 7 88.5
Knock Sensor bolt—3.5L 10 7 88.5
Manifold Tuning 2.8 - 25
Valve—2.7L
Manifold Tuning 2.8 - 25
Valve—3.5L
Oxygen Sensor 28 20
Powertrain Control Module 4 - 35
Throttle Body Mounting— 11.9 - 105
2.7L
3.5L
5.7L
Throttle Position 6.2 - 55
Sensor—2.7L
Throttle Position 6.2 - 55
Sensor—3.5L
Short Runner Valve 6.7 - 60
Fuel Rail Bolts—2.7L 11 - 100
SPECIAL TOOLS
FUEL
O2S (OXYGEN SENSOR) REMOVAL/INSTALL
TEST KIT, FUEL
OXYGEN SENSOR TOOL
ADAPTERS, FUEL PRESSURE TEST - 6539 AND/OR

6631
SPANNER WRENCH; 6856
FUEL LINE ADAPTER 1/4

PEDAL-ACCELERATOR
REMOVAL
2. Disconnect electrical connectors, if equipped with
adjustable pedals remove the adjuster cable (1) at
accelerator adjuster motor (2).
3. Remove 3 mounting nuts.
4. Remove pedal assembly.
INSTALLATION
1. Install pedal assembly to mounting studs.
2. Install nuts.
3. Tighten mounting nuts to 34 N·m (25 ft. lbs.).
4. Connect electrical connector to assembly, if

equipped with adjustable pedals perform the Syn-
chronization of brake pedal to accelerator pedal.
6. Synchronize brake pedal to accelerator pedal, then
connect adjuster cable (1) to adjuster motor (2).
(Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/
PEDAL - STANDARD PROCEDURE).
SENSOR-CRANKSHAFT POSITION
REMOVAL
2.7L
3. Unlock and disconnect the electrical connector.

4. Remove mounting bolt.
5. Remove sensor.
3.5L
3. Unlock and disconnect the electrical connector.

4. Remove mounting bolt.
5. Remove sensor.
5.7L
The Crankshaft Position (CKP) sensor (4) is located at
the right-rear side of the engine cylinder block (1). It is
positioned and bolted into a machined hole in the
engine block.
1. If equipped with AWD (All Wheel Drive) disconnect
and isolate negative battery cable.
2. Raise vehicle.
3. If equipped with AWD (All Wheel Drive) remove
starter motor.
4. Disconnect CKP electrical connector (2) at sensor.
5. Remove CKP mounting bolt (3).
6. Carefully twist sensor from cylinder block.
7. Remove sensor from vehicle.
8. Check condition of sensor o-ring.
6.1L
The Crankshaft Position (CKP) sensor (4) is located at
the right-rear side of the engine cylinder block (1). It is
positioned and bolted into a machined hole in the
engine block.
1. IF STARTER IS MOUNTED TO RIGHT SIDE OF
ENGINE: Disconnect and isolate negative battery
cable.
2. Raise vehicle.
ENGINE: Remove starter motor.
4. Disconnect CKP electrical connector (2) at sensor.
5. Remove CKP mounting bolt (3).
6. Carefully twist sensor from cylinder block.
7. Remove sensor from vehicle.
INSTALLATION
2.7L
1. Install sensor.
2. Install mounting bolt and tighen to 12 N·m (105 in.
lbs.).
3. Connect the electrical connector and lock.
4. Lower vehicle.
3.5L
1. Install sensor.
2. Install mounting bolt and tighen to 12 N·m (105 in.
lbs.).
3. Connect the electrical connector and lock.
4. Lower vehicle.
5.7L
1. Clean out machined hole in engine block.
2. Apply a small amount of engine oil to sensor
o-ring.
3. Install sensor (4) into engine block with a slight
rocking and twisting action.
CAUTION: Before tightening sensor mounting bolt

(3) , be sure sensor is completely flush to cylinder
block. If sensor is not flush, damage to sensor
mounting tang may result.
4. Install mounting bolt (3) and tighten to 12 N·m (106

in. lbs.) torque.
5. Connect electrical connector (2) to sensor.
6. Lower vehicle.
6.1L
1. Clean out machined hole in engine block.
2. Apply a small amount of engine oil to sensor
o-ring.
3. Install sensor (4) into engine block with a slight
rocking and twisting action.
CAUTION: Before tightening sensor mounting bolt

(3) , be sure sensor is completely flush to cylinder
block. If sensor is not flush, damage to sensor
mounting tang may result.
4. Install mounting bolt (3) and tighten to 12 N·m (106

in. lbs.) torque.
5. Connect electrical connector (2) to sensor.
ENGINE: Install starter motor.
7. Lower vehicle.
ENGINE: Install negative battery cable.
INJECTOR-FUEL
REMOVAL
2.7L
VICING FUEL INJECTOR(S), FUEL SYSTEM PRESSURE MUST BE RELEASED.
To remove one or more fuel injectors, the fuel rail assembly must be removed from engine.
2. Disconnect negative cable to battery.
3. Remove intake manifold plenum, (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - REMOVAL).
4. Lift Plenum up off of engine. Cover intake manifold to prevent foreign material from entering engine.
5. Disconnect fuel supply tube quick connect fittings at the rear of intake manifold, (Refer to 14 - FUEL SYSTEM/
FUEL DELIVERY/QUICK CONNECT FITTING - STANDARD PROCEDURE).
6. If the injector connectors are not tagged with their
cylinder number, tag them to identify the correct
cylinder
7. Remove electrical connectors from the fuel injec-
tors.
8. Remove fuel rail (1) mounting bolts.
9. Lift fuel rail straight up off of the cylinder head.
10. Remove retaining clips from fuel injectors (2) at fuel rail.
11. Remove fuel injectors (2).
12. Repeat for remaining injectors.
13. Check injector O-ring for damage. If O-ring is damaged, it must be replaced. Replace the injector clip if it is
damaged.
3.5L
VICING FUEL INJECTOR(S), FUEL SYSTEM PRESSURE MUST BE RELEASED.
To remove one or more fuel injectors, the fuel rail assembly must be removed from engine.
2. Disconnect negative cable to battery.
3. Remove intake manifold plenum, (Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD - REMOVAL).
5. Disconnect fuel supply tube quick connect fittings at the rear of intake manifold, (Refer to 14 - FUEL SYSTEM/
FUEL DELIVERY/QUICK CONNECT FITTING - STANDARD PROCEDURE).
6. If the injector connectors are not tagged with their
cylinder number, tag them to identify the correct
cylinder
7. Remove electrical connectors from the fuel injec-
tors.
8. Remove fuel rail mounting bolts.
9. Lift fuel rail straight up off of the cylinder head.
rail.
11. Remove fuel injectors.
12. Repeat for remaining injectors.
13. Check injector O-ring for damage. If O-ring is
damaged, it must be replaced. Replace the injec-
tor clip if it is damaged.
5.7L/6.1L
WARNING: THE FUEL SYSTEM IS UNDER CON-
STANT PRESSURE EVEN WITH ENGINE OFF.
BEFORE SERVICING FUEL INJECTOR(S), FUEL
SYSTEM PRESSURE MUST BE RELEASED.
To remove one or more fuel injectors, the fuel rail

assembly must be removed from engine.
1. Perform Fuel System Pressure Release Procedure.
2. Remove fuel injector rail (Refer to 14 - FUEL SYS-
TEM/FUEL DELIVERY/FUEL RAIL - REMOVAL) .
3. Remove clip(s) (3) retaining injector(s) (4) to fuel
rail.
4. Remove injector(s) from fuel rail.
INSTALLATION
2.7L
4. Position fuel rail over cylinder head, and push rail
5. Connect fuel supply tube quick connect fittings at
the rear of intake manifold, (Refer to 14 - FUEL
SYSTEM/FUEL DELIVERY/QUICK CONNECT FIT-
TING - STANDARD PROCEDURE).
6. Connect electrical connectors to fuel injectors.
7. Install intake manifold plenum, (Refer to 9 -
ENGINE/MANIFOLDS/INTAKE MANIFOLD -
INSTALLATION).
9. Use the scan tool to pressurize the fuel system.
Check for leaks.
3.5L
4. Position fuel rail over cylinder head, and push rail
5. Connect fuel supply tube quick connect fittings at
the rear of intake manifold, (Refer to 14 - FUEL
SYSTEM/FUEL DELIVERY/QUICK CONNECT FIT-
TING - STANDARD PROCEDURE).
6. Connect electrical connectors to fuel injectors.
7. Install intake manifold plenum, (Refer to 9 -
INSTALLATION).
9. Use the scan tool to pressurize the fuel system.
Check for leaks.
5.7L/6.1L
1. Apply a small amount of engine oil to each fuel
injector o-ring. This will help in fuel rail installation.
2. Install injector(s) (4) and injector clip(s) (3) to fuel
rail.
3. Install fuel rail assembly (Refer to 14 - FUEL SYS-
TEM/FUEL DELIVERY/FUEL RAIL - INSTALLA-
TION) .
SENSOR-INLET AIR TEMPERATURE

REMOVAL
2.7L
1. Sensor location.
3. Unlock electrical connector.

4. Remove electrical connector from sensor.
5. Note the orientation of the sensor.
6. Remove sensor from air inlet hose.
3.5L
1. Sensor location.
3. Unlock the electrical connector.

4. Remove electrical connector from sensor.
5. Note sensor orientation.

6. Remove sensor.
5.7L
The Inlet Manifold Air Temperature (IAT) sensor is
installed into the rubber air intake hose near front of
throttle body.
1. Disconnect electrical connector from IAT sensor.
2. Clean dirt from sensor base.
3. Pull sensor from rubber hose.
6.1L
The Inlet Manifold Air Temperature (IAT) sensor (1) is
installed into the rubber air intake hose (2) near front
of throttle body.
1. Pull sensor from rubber hose.

2. Disconnect electrical connector (1) from IAT sensor
(2).
3. Check sensor probe (3) for damage.
4. Clean dirt from sensor base.
INSTALLATION
2.7L
1. Install sensor. Rotate for proper orientation.
2. Proper orientation of sensor.
3. Install electrical connector and lock.

3.5L
1. Install sensor. Rotate for proper orientation
2. Proper orientation of sensor.

3. Install electrical connector and lock.
5.7L
1. Press sensor into rubber air hose.
2. Rotate sensor into position as shown in illustration.
For proper system operation, sensor must be
positioned as shown in illustration.
3. Connect electrical connector to sensor.
6.1L
1. Connect electrical connector (1) to sensor (2).
2. Press sensor into rubber air hose. Mate the
notches. Be careful not to bend or damage probe
(3).
ACTUATOR-MANIFOLD TUNE VALVE
REMOVAL
2.7L
2. Unlock and remove the electrical connector.
3. Remove the 2 mounting bolts.
4. Remove the Short Runner Valve.

3.5L
1. Manifold Tuning Valve location.

3. Remove the electrical connector.
5. Remove the Manifold Tuning Valve.

INSTALLATION
2.7L
1. Install the Manifold Tuning Valve.
2. Install the 2 mounting bolts.
3. Tighten bolts to 2.8 N·m (25 in. lbs.).
4. Connect the electrical connector and lock connec-

tor.
3.5L
1. Install the Manifold Tuning Valve.
4. Connect the electrical connector.

SENSOR-MANIFOLD ABSOLUTE PRESSURE

REMOVAL
2.7L
1. Sensor location.
3. Remove electrical connector.

4. Turn sensor 1/4 turn counterclockwise.
5. Pull sensor straight up.
6. Remove sensor.
7. Inspect o-ring.
3.5L
1. Sensor location.

4. Disconnect the electrical connector.
5. Rotate sensor 1/4 turn clockwise.

6. Pull up on sensor.
7. Remove sensor.
5.7L
The Manifold Absolute Pressure (MAP) sensor (3) is
mounted into the top/rear of the intake manifold (4)
near the cowl/hood seal (1).
1. Disconnect electrical connector at sensor by sliding

release lock out (1). Press down on lock tab (2) for
removal.
2. Rotate sensor 1/4 turn counter-clockwise for
removal.
6.1L
The Manifold Absolute Pressure (MAP) sensor (2) is
located at the rear of the intake manifold (1).
1. Disconnect electrical connector at sensor.

2. Remove two sensor mounting bolts (3).
3. Check condition of sensor o-ring (2).
INSTALLATION
2.7L
1. Clean MAP sensor mounting hole at intake mani-
fold.
2. Check MAP sensor o-ring seal for cuts or tears.
3. Position sensor into intake manifold.

4. Rotate sensor 1/4 turn clockwise for installation.

6. Lock electrical connector.
3.5L
fold.
3. Position sensor into intake manifold.


6. Lock electrical connector.
5.7L
fold.
3. Position sensor (3) into intake manifold.
5. Connect electrical connector (2) to sensor (3).
6.1L
1. Clean MAP sensor mounting hole at rear of intake
manifold.
2. Check MAP sensor o-ring seal (2) for cuts or tears.
3. Position sensor (1) into intake manifold.
4. Install two sensor mounting bolts (3).
SENSOR-OXYGEN
REMOVAL
2.7L
The engines uses two heated oxygen sensors, one in
each exhaust manifold.
CAUTION: Never apply any type of grease to the

oxygen sensor electrical connector, or attempt any
soldering of the sensor wiring harness.
WARNING: THE EXHAUST MANIFOLD, EXHAUST

PIPES AND CATALYTIC CONVERTER BECOME
VERY HOT DURING ENGINE OPERATION. ALLOW
ENGINE TO COOL BEFORE REMOVING OXYGEN
SENSOR.
CAUTION: When disconnecting sensor electrical

connector, do not pull directly on wire going into
sensor.
1. Remove the negative battery cable.

3. Disconnect the heated oxygen sensor electrical connector.
4. Use a socket such as Snap-On YA8875 or a crow foot wrench to remove oxygen sensor.
3.5L


SENSOR.

sensor.
1. Remove the negative battery cable.

3. Disconnect the heated oxygen sensor electrical connector.
4. Use a socket such as Snap-On YA8875 or a crow foot wrench to remove oxygen sensor.
5.7L
Refer to graphic for typical O2S (oxygen sensor) loca-
tions if equipped with four oxygen sensors.


SENSOR.
1. Raise and support vehicle.

2. Disconnect wire connector from O2S sensor.

sensor.
3. Remove O2S sensor with an oxygen sensor removal and installation tool.
4. Clean threads in exhaust pipe using appropriate tap.
6.1L
Refer to graphic for typical O2S (oxygen sensor) loca-
tions if equipped with four oxygen sensors.


SENSOR.

2. Disconnect wire connector from O2S sensor.

sensor.
3. Remove O2S sensor with an oxygen sensor removal and installation tool.
4. Clean threads in exhaust pipe using appropriate tap.
INSTALLATION
2.7L
NOTE: When replacing an O2 Sensor, the PCM
RAM memory must be cleared, either by discon-
necting the PCM C-1 connector or momentarily
disconnecting the Battery negative terminal. The
NGC learns the characteristics of each O2 heater
element and these old values should be cleared
when installing a new O2 sensor. The customer
may experience driveability issues if this is not
performed.


1. After removing the sensor, the exhaust manifold
threads must be cleaned with an 18 mm X 1.5 +
6E tap. If reusing the original sensor, coat the sen-
sor threads with an anti-seize compound such as Loctite 771- 64 or equivalent. New sensors have compound on
the threads and do not require an additional coating. Tighten the sensor to 28 N·m (20 ft. lbs.) torque.
2. Connect the heated oxygen sensor electrical connector.
3. Lower vehicle.
4. Install the negative battery cable.
3.5L
NOTE: When replacing an O2 Sensor, the PCM
RAM memory must be cleared, either by discon-
necting the PCM C-1 connector or momentarily
disconnecting the Battery negative terminal. The
NGC learns the characteristics of each O2 heater
element and these old values should be cleared
when installing a new O2 sensor. The customer
may experience driveability issues if this is not
performed.


1. After removing the sensor, the exhaust manifold
threads must be cleaned with an 18 mm X 1.5 +
6E tap. If reusing the original sensor, coat the sen-
sor threads with an anti-seize compound such as Loctite 771- 64 or equivalent. New sensors have compound on
the threads and do not require an additional coating. Tighten the sensor to 28 N·m (20 ft. lbs.) torque.
2. Connect the heated oxygen sensor electrical connector.
3. Lower vehicle.
4. Install the negative battery cable.
5.7L
NOTE: When replacing an O2 Sensor, the PCM’s
RAM memory must be cleared. This can be done
by either by disconnecting the PCM’s C-1 connec-
tor, or by momentarily disconnecting the negative
battery cable. The PCM learns the characteristics
of each O2 heater element, and these old values
should be cleared when installing a new O2 sen-
sor. Driveability problems may be experienced if
this step is not performed.

Threads of new oxygen sensors are factory coated

with anti-seize compound to aid in removal. DO NOT
add any additional anti-seize compound to threads
of a new oxygen sensor.
1. Install O2S sensor. Tighten to 30 N·m (22 ft. lbs.)
torque.
2. Connect O2S sensor wire connector.
3. Lower vehicle.
6.1L
NOTE: When replacing an O2 Sensor, the PCM’s
RAM memory must be cleared. This can be done
by either by disconnecting the PCM’s C-1 connec-
tor, or by momentarily disconnecting the negative
battery cable. The PCM learns the characteristics
of each O2 heater element, and these old values
should be cleared when installing a new O2 sen-
sor. Driveability problems may be experienced if
this step is not performed.

Threads of new oxygen sensors are factory coated

with anti-seize compound to aid in removal. DO NOT
add any additional anti-seize compound to threads
of a new oxygen sensor.
1. Install O2S sensor. Tighten to 30 N·m (22 ft. lbs.)
torque.
2. Connect O2S sensor wire connector.
3. Lower vehicle.
SHORT RUNNER VALVE
OPERATION
The SRV system operates under WOT conditions above 5000 rpm to maximize engine performance. When actuated
by the PCM, the SRV solenoid energizes, allowing mechanical linkage to redirect the intake air flow to six short
runners. The PCM looks for a current spike when actuating the solenoid. If the spike is not present, the PCM sets
the DTC.
REMOVAL - 3.5L
2. Remove the electrical connector.

4. Remove the Short Runner Valve.
INSTALLATION - 3.5L
1. Install the Sort Runner Valve. Align the slot in the
valve with the tab on the intake manifold shaft.

THROTTLE BODY
REMOVAL
2.7L
1. Disconnect negative cable from battery
2. Disconnect inlet hose from from throttle body.
3. Disconnect electrical connectors.

4. Disconnect vacuum hose.
5. Remove 3 throttle body bolts.
6. Remove throttle body.
7. Clean mating surfaces.
3.5L
1. Disconnect negative cable from battery
2. Remove the inlet hose from throttle body.
3. Disconnect electrical connectors.
4. Disconnect vacuum hose.
5. Remove the throttle body support bracket.
6. Remove throttle body bolts.
7. Clean mating surfaces.

5.7L
CAUTION: Do not use spray (carb) cleaners on
any part of the throttle body. Do not apply silicone
lubricants to any part of the throttle body.
1. Remove rubber air duct at front of throttle body.

2. Disconnect electrical connector (3) at throttle body
(1).
3. Remove four throttle body mounting bolts (2).
4. Remove throttle body from intake manifold.
5. Check condition of throttle body o-ring (2) at front

of intake manifold (1).
6.1L
1. Remove rubber air duct at front of throttle body.

2. Disconnect electrical connector (2) at throttle body
(1).
3. Remove four throttle body mounting bolts (3).
4. Remove throttle body from intake manifold.
5. Check condition of throttle body o-ring (2) at front

of intake manifold (1).
INSTALLATION
2.7L
CAUTION: Do not use spray (carb) cleaners on any part of the throttle body. Do not apply silicone lubri-
cants to any part of the throttle body.
1. Install throttle body gasket.
2. Install throttle body and bolts.

3. Tighten bolts to 11.9 N·m (105 in. lbs.) torque.
4. Connect electrical connectors.
5. Connect vacuum hoses.
6. Install inlet hose and tighten clamp.

8. A Scan Tool may be used to learn electrical param-
eters. Go to the Miscellaneous menu, and then
select ETC Relearn. If the relearn is not preformed,
a Diagnostic Trouble Code (DTC) will be set. If
necessary, use a scan tool to erase any Diagnostic
Trouble Codes (DTC’s) from PCM.
3.5L
CAUTION: Do not use spray (carb) cleaners on any part of the throttle body. Do not apply silicone lubri-
cants to any part of the throttle body.
1. Install throttle gasket.
2. Install throttle body and bolts.

3. Tighten bolts to 11.9 N·m (105 in. lbs.) torque.
4. Install the throttle body support bracket to the bot-
tom of the throttle body. Tighten the bolts to 27.1
5. Install inlet hose and tighten clamp.

5.7L
1. Clean and check condition of throttle body-to-intake
manifold o-ring (2).
2. Clean mating surfaces of throttle body and intake
manifold (1).
3. Install throttle body to intake manifold by position-

ing throttle body to manifold alignment pins.
4. Install and tighten four mounting bolts (2). Refer to
Torque Specifications.
5. Install electrical connector (3).
6. Install rubber air hose to throttle body.
6.1L
1. Clean and check condition of throttle body-to-intake
manifold o-ring (2).
2. Clean mating surfaces of throttle body and intake
manifold (1).

3. Install throttle body to intake manifold by position-

ing throttle body to manifold alignment pins.
4. Install and tighten four mounting bolts (3). Refer to
5. Install electrical connector (2). To lock connector,
slide the red colored tab towards throttle body. Pull
firmly on connector to verify a good lock.
6. Install rubber air hose to throttle body.
14 - 228 FUEL INJECTION - DIESEL LX
FUEL INJECTION - DIESEL
TABLE OF CONTENTS
page page
FUEL INJECTION - DIESEL SENSOR-MASS AIR FLOW (MAF)

SPECIFICATIONS DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 245
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 245
SPECIAL TOOLS REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 245
3.0L DIESEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 246
ACTUATOR-INTAKE PORT SWIRL SENSOR-BOOST PRESSURE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231 DIAGNOSIS AND TESTING - BOOST
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232 PRESSURE SENSOR . . . . . . . . . . . . . . . . . . . . . 247
INJECTOR-FUEL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233 SENSOR-INTAKE AIR TEMPERATURE
STANDARD PROCEDURE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249
CLEANING FUEL INJECTORS . . . . . . . . . . . . . . 234 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249
INJECTOR CLASSIFICATION . . . . . . . . . . . . . . . 235 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249
REMOVAL INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250
LEFT CYLINDER HEAD . . . . . . . . . . . . . . . . . . . . 235 SENSOR-FUEL TEMPERATURE
RIGHT CYLINDER HEAD . . . . . . . . . . . . . . . . . . . 235 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 251
INSTALLATION OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 251
LEFT CYLINDER HEAD . . . . . . . . . . . . . . . . . . . . 236 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 251
RIGHT CYLINDER HEAD . . . . . . . . . . . . . . . . . . . 236 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 251
SENSOR-ACCELERATOR PEDAL POSITION SOLENOID-FUEL PRESSURE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 238 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 252
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 252
SENSOR-CAMSHAFT POSITION INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 252
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240 SOLENOID - FUEL QUANTITY
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253
SENSOR-CRANKSHAFT POSITION INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 242 RAIL-FUEL
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 243 REMOVAL
SENSOR-FUEL PRESSURE LEFT FUEL RAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . 255
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244 RIGHT FUEL RAIL . . . . . . . . . . . . . . . . . . . . . . . . . 255
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244 INSTALLATION
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244 LEFT FUEL RAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . 256
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244 RIGHT FUEL RAIL . . . . . . . . . . . . . . . . . . . . . . . . . 256
LX FUEL INJECTION - DIESEL 14 - 229
FUEL INJECTION - DIESEL

SPECIFICATIONS
TORQUE

Bolt, Intake Swirl Port 12 - 106
Actuator
Bolt, Fuel Injector 7+180° - 62+180°
Tensioning Claw
Nut, High Pressure Fuel 27 20 -
Line
Bolt, Camshaft Position 8 - 71
Sensor
Bolt, Crankshaft Position 9 - 80
Sensor
Bolt, Fuel Pressure 22 - 194
Sensor
Bolt, Boost Pressure 9 - 80
Sensor
Sensor, Fuel Temperature 25 18 -
Bolt, Fuel Rail 11 - 97
Nut, High Pressure Line to 33 24 -
Fuel Rail
Nut, High Pressure Fuel 27 19 -
Rail Transfer Pipe
Nut, High Pressure Line 27 20 -
from Injector to Fuel Rail
Bolt, Wiring Harness Hold 11 - 97
Down
SPECIAL TOOLS
3.0L DIESEL
Pliers, Fuel Line - 9539

ACTUATOR-INTAKE PORT SWIRL
DESCRIPTION
The intake manifold swirl actuator is located between
the two intake manifolds.
The intake manifolds have a charge air passage (3)

which are ovate, and swirl passage (2) which are
round, for each cylinder. The swirl blades (2) are
mounted in each intake manifold swirl passage (2)
and are not serviceable. The actuator (5) is PWM con-
trolled by the ECM and is constantly adjusting while
the engine is running to optimize the air/fuel mixture
and create the best possible air turbulence. The result
is Improved combustion, improved engine perfor-
mance and a reduction in exhaust particulates. The
swirl blades (2) in the intake manifold are held in the
open position by an internal spring in an un-powered
state.
OPERATION
There are two channels in each intake manifold for
each cylinder. A charge air intake passage (3) and a
swirl intake passage (2). The swirl passage (2) incor-
porates a blade (2) that is continually adjusted through
linkage (4) and an actuator (5) when ever the engine
is running. The actuator (5) is controlled by the ECM
through a PWM signal. As engine speed and load
increase the swirl channels adjust for optimized air tur-
bulence and air mass requirements. When the engine
is not running, the swirl channel blades (2) are held
open by and integrated spring.
REMOVAL
5. Remove the intake manifold (Refer to 9 - ENGINE/
6. Position the intake manifolds on a work bench.
CAUTION: Care must be taken when disconnect-

ing the actuator and rod assembly. Failure to do
so will result in poor connections during assembly
or intake manifold replacement.
7. Pinch together the actuating rod retaining clip and

carefully separate the rod from the actuator.
8. Remove the actuator fasteners and actuator (1)
from the intake manifold.
INSTALLATION
1. Position the actuator (1) on the intake manifold and
tighten fasteners to 12N·m (106 in. lbs.).
CAUTION: Care must be taken when connecting

the actuator and rod assembly. Failure to do so
will result in poor connections during assembly or
intake manifold replacement.
2. Carefully connect the relationship rod to the actua-

tor. Do Not Force.
3. Install the intake manifold (Refer to 9 - ENGINE/
TION).
SYSTEM/TURBOCHARGER SYSTEM - INSTAL-
LATION).
5. Fill the cooling system using the appropriate
H.O.A.T. coolant.
WARNING: (Refer to 14 - FUEL SYSTEM - WARN-

ING)
6. Start the engine, allow to warm, turn engine off and inspect for leaks.
INJECTOR-FUEL
DESCRIPTION
There are individual fuel injectors for all six cylinders. These fuel injectors are used to spray fuel into the combustion
chamber. The injectors are indirectly controlled by piezo actuators that allow precise timing of up to five injections
with minimal drift values and stable minimum amounts. The injector nozzles have eight injection orifices which
allows for optimum fuel atomization. Each injector has a six digit alphanumeric code on the injector top which must
be entered into to ECM using the scan tool. Specific moving parts inside the injector are graphite coated to assist
with the lubrication process.
OPERATION
The injector operation can be subdivided into four
operating states with the engine running and the high-
pressure pump generating pressure:
• Injector closed (with high pressure applied)
• Injector opens (start of injection)
• Injector opened fully
• Injector closes (end of injection)
Injector closed (with high pressure applied)

With the injector closed (at-rest state), the solenoid valve is not energized and is therefore closed. With the bleed
orifice closed, the valve spring forces the armature’s ball onto the bleed-orifice seat. The rail’s high pressure build
up in the valve control chamber, and the same pressure is also present in the nozzle’s chamber volume. The rail
pressure applied at the control plunger’s end face, together with the force of the nozzle spring, maintain the nozzle
in the closed position against the opening forces applied to its pressure stage.
Injector opens (start of injection)
The solenoid valve is energized with the pickup current which serves to ensure that it open quickly. The force
exerted by the triggered solenoid now exceeds that of the valve spring and the armature opens the bleed orifice.
Almost immediately, the high-level pick-up current is reduced to the lower holding current required for the electro-
magnet. This is possible due to the magnetic circuit’s air gap now being smaller. When the bleed orifice opens, fuel
can flow from the valve control chamber into the cavity situated above it, and from there via the fuel return to the
tank. The bleed orifice prevents complete pressure balance, and the pressure in the valve control chamber sinks as
a result. This leads to the pressure in the valve-control chamber being lower than that in the nozzle’s chamber
volume which is still at the same pressure level as the rail. The reduced pressure in the valve-control chamber
causes a reduction in the force exerted on the control plunger, the nozzle needle open as a result, and injection
starts.
Injector opens fully

The control plunger reaches its upper stop where it remains supported by a cushion of fuel which is generated by
the flow of fuel between the bleed and feed orifices. The injector nozzle has now opened fully, and the fuel is
injected into the combustion chamber at a pressure almost equal to that in the fuel rail.
Injector closes (end of injection)

As soon as the solenoid valve is no longer triggered, the valve spring forces the armature downwards and the ball
closes the bleed orifice. The armature is a 2–piece design. Here, although the armature plate is guided by a driver
shoulder in its downward movement, it can “overspring” with the return spring so that it exerts no downwards-acting
forces on the armature and the ball. The closing of the bleed orifice lead to pressure build up in the control chamber
via the input from the feed orifice. This pressure is the same as that in the rail and exerts an increased force on the
control plunger through its end face. This force, together with that of the spring, now exceeds the force exerted by
the chamber volume and the nozzle needle closes. Injection ceases as soon as the nozzle needle comes up against
its bottom stop again .
STANDARD PROCEDURE
CLEANING FUEL INJECTORS
NOTE: Before cleaning the injector recesses, seal
the injector holes in the injector recesses with the
appropriate pin to prevent debris from falling into
the recesses and entering the motor.
1. Using a lint-free rag, wipe the cylinder head around

the fuel injector.
2. Wipe out injector recesses with a lint-free cloth,
then clean with a cylinder brush.
3. Clean the bottom of the cylinder recess with a
round brush.
4. Blow out the recess and clean again with a lint-free
cloth and cover over.
5. Perform these steps for each injector recess.
NOTE: DO NOT clean the tip of the injector with a

wire brush. Use a lint—free cloth.
6. Clean injector body with a wire brush.

7. Clean injector tips with a lint-free cloth.
NOTE: Do Not apply antiseize lubricant to the injector nozzle, apply only to the injector body.
8. Grease injector body with antiseize lubricant.

NOTE: Always replace the seals that seal off the injectors at the cylinder head to the combustion chamber.
INJECTOR CLASSIFICATION
The classification of injectors describes the quantity characteristic of the injector. This will make it possible to match
the engine software to the tolerances of the injector within a more narrowly graduated range. Classification can be
clearly recognized, and assigned only by means of a scantool.
Classified injectors can be recognized by the six-digit alphanumeric code or part number and identification on the
magnetic head. The number corresponds to the classification stage.
These general conditions equally apply if, as a result of replacing an engine, carrying out repairs to the cylinder
head etc., the cylinder selective assignment of the injectors or the engine control module assignment may have
changed. If proper attention is not paid to the classification on these vehicles driveability and smoking concerns
could result.
If an injector(s) is replaced, or if there is any concern that an injector may not be installed in its original location, it
is then necessary to assign the classification number to the corresponding cylinder with the scantool in the control
module.
INJECTOR CLASSIFICATION PROCEDURE

1. Turn ignition switch “ON”.
2. Using a scantool, select ENGINE then MISCELLANEOUS.
3. Select LEARN INJECTORS.
4. Using the up and down arrows, scroll to the appropriate injector.
5. Using the right and left arrows, set injector to proper classification.
6. Once injectors are classified, cycle ignition to complete.
REMOVAL
LEFT CYLINDER HEAD
WARNING: (Refer to 14 - FUEL SYSTEM - WARNING). No sparks, open flames or smoking. Risk of poisoning
from inhaling and swallowing fuel. Risk of injury to eyes and skin from contact with fuel. Pour fuels only
into suitable and appropriately marked containers. Wear protective clothing.

3. Disconnect the fuel return hose at the injector by lifting up on retaining tab and wiggling hose free.
4. Loosen the high pressure fuel lines at the fuel rail.
5. Disconnect the high pressure line at the fuel injector.
6. Disconnect the fuel injector electrical connector.
7. Remove the fuel injector hold down.
NOTE: If injectors are tight, remove with special tool 9552.
8. Remove injectors and discard lower sealing washer.

9. Clean injectors and recesses.
RIGHT CYLINDER HEAD


3. Disconnect the fuel return hose at the injector by lifting up on retaining tab and wiggling hose free.
4. Loosen the high pressure fuel lines at the fuel rail.
5. Disconnect the high pressure fuel lines at the fuel injector.
6. Disconnect the fuel injector electrical connector.
7. Remove the fuel injector hold down.
NOTE: If injectors are tight, remove with special tool 9552.
8. Remove injectors and discard lower sealing washer.

INSTALLATION
LEFT CYLINDER HEAD
NOTE: Do Not apply any lubricant to the fuel injector nozzle. Care must be taken not to restrict the dis-
charge orifices in the nozzle.
2. Coat injector body with anti seize lubricant then install injectors with new sealing washers.
3. Install tensioning claws. Tighten fasteners in two stages, 7 N·m (62 lbs. in.) then 180°.
CAUTION: Inspect both ends of the fuel line and fittings. If there is any damage to the sealing surface,
replace the fuel line.
4. Position fuel return line at injectors, hand tighten the high pressure fuel line at the fuel rail and at the injector.
5. Tighten the fuel line fitting at the fuel rail to 27 N·m ( 20ft. lbs.), and tighten the fuel line at the injector to 27 N·m
(20 ft. lbs.).
6. Reconnect the fuel injector electrical connector.
NOTE: For the left rear injector, position the engine wiring harness and tighten the harness fasteners to 8.5
N·m (75 in. lbs.).
7. Install the return fuel hose on the injector and push down on the retaining ring.
RIGHT CYLINDER HEAD

NOTE: Do Not apply any lubricant to the fuel injector nozzle. Care must be taken not to restrict the dis-
charge orifices in the nozzle.
2. Coat injector body with anti seize lubricant then install injectors with new sealing washers.
3. Install tensioning claws. Tighten fasteners in two stages, 7 N·m (62 lbs. in.) then 180°.
CAUTION: Inspect both ends of the fuel line and fittings. If there is any damage to the sealing surface,
replace the fuel line.
4. Position fuel return line at injectors, hand tighten the high pressure fuel line at the fuel rail and at the injector.
5. Tighten the fuel line fitting at the fuel rail to 27 N·m ( 20 ft. lbs.), and tighten the fuel line at the injector to 27 N·m
(20 ft. lbs.).
6. Reconnect the fuel injector electrical connector.
7. Install the return fuel hose on the injector and push down on the retaining ring
SENSOR-ACCELERATOR PEDAL POSITION
DESCRIPTION
The accelerator pedal position sensor (1) is located on
the accelerator pedal assembly (2). The driver sup-
plies the torque requirements for the engine by oper-
ating the accelerator pedal in accordance with the
desired speed or acceleration. The pedal sensor con-
verts the mechanical operation of the pedal into an
electrical signal and sends the information to the
ECM. The ECM adjusts the quantity of the fuel that is
injected into the engine.
The accelerator pedal position sensor (1) is serviced
as an assembly with the accelerator pedal assembly
(2).
REMOVAL
2. Remove the drivers side lower dash board close
out panel.
3. Disconnect the APP sensor electrical connector (1).
4. Remove the accelerator pedal assembly fasteners
(2) and the accelerator pedal assembly (3).
INSTALLATION
1. Connect the accelerator pedal position sensor wir-
ing harness connector (1) to the sensor.
2. Position the accelerator pedal assembly (3) and
install the fasteners (2).
3. Install the drivers lower dash board close out
panel.
SENSOR-CAMSHAFT POSITION
DESCRIPTION
The camshaft position sensor is mounted on the right cylinder head cover (1). The hall effect sensor supplies a
signal to the Electronic Control Module (ECM). The ECM uses the signals sent by the CMP and the crankshaft
sensor to determine injection timing.
OPERATION
The signal circuit of the camshaft sensor has a voltage of approximately 5V. If the segment machined into the intake
camshaft sprocket is positioned opposite the camshaft sensor, the camshaft signal is approximately 0V. This 0V to
5V signal is used by the engine control module (ECM) for detecting ignition TDC of cylinder 1 as the engine rotates.
If no signal is supplied by the camshaft position sensor, the vehicle will not start.
REMOVAL
1. Disconnect negative battery cable. (Refer to 8 - ELECTRICAL/BATTERY SYSTEM/BATTERY - REMOVAL)

2. Remove engine cover. (Refer to 9 - ENGINE - REMOVAL)
3. Disconnect camshaft position sensor electrical connector.
4. Remove retaining bolt and remove sensor.
INSTALLATION
1. Install camshaft position sensor and tighten bolt to 8 N·m (71 in.lbs.).
2. Reconnect electrical connector.
SENSOR-CRANKSHAFT POSITION
DESCRIPTION
The crankshaft position sensor is located at the left rear of the engine just above the starter motor. The sensor
detects the crankshaft position contactlessly (hall effect) by means of missing segments on thetone wheel behind
flex plate. The electronic control module (ECM) detects TDC position of cylinder 1 by means of the signal supplied
by the sensor. Injection timing is synchronized by means of the camshaft signal and the crankshaft signal. This
sensor is used to detect engine speed.
OPERATION
The crankshaft position and engine speed are detected contactless signal (hall effect). The distance between the
crankshaft position sensor and the gaps of the tone wheel is fixed by the installation position.
When the crankshaft rotates, an alternating voltage is generated in the crankshaft position sensor by the gaps of the
tone wheel located behind the flex plate.
In this case, the metal portion of the tone wheel generates a positive voltage pulse and the gap in the tone wheel
a negative voltage pulse. The distance from the positive to the negative voltage peak equals the length of the gap.
The gap created by 3 missing teeth has the effect that no voltage is generated in the crankshaft position sensor.
This gap, or time without a signal from the crankshaft sensor, is analyzed by the ECM in order to detect the TDC
position of cylinder 1
REMOVAL
3. Remove the crankshaft position sensor heat shield
(1).
4. Disconnect the crankshaft sensor wiring harness
connector.
5. Remove the bolt and sensor (2).
INSTALLATION
1. Clean the crankshaft sensor bore and install the
sensor (2). Tighten the bolt to 9 N·m (80 in. lbs.).
2. Connect the engine harness connector.
3. Install the heat shield (1).
SENSOR-FUEL PRESSURE
DESCRIPTION
The fuel rail pressure sensor monitors and passes on the current fuel rail pressure to the ECM. The non-constant
system pressure influences the position of the sensor diaphragm which alters the sensors electrical resistance.
OPERATION
The fuel rail pressure sensor measures the current fuel rail pressure and supplies an appropriate voltage signal to
the Engine Control Module (ECM). A fuel pressure solenoid is then actuated by the ECM through a control loop until
the desired rail pressure is reached.
REMOVAL
WARNING: (Refer To 14 - Fuel System - Warning). No sparks, open flames or smoking. Risk of poisoning
NOTE: To avoid leakage problems, the rail pressure sensor should not be removed unless it is to be
replaced.

3. Unplug electrical connector at fuel rail pressure sensor.
4. Remove the right fuel rail.
5. Position the fuel rail in a soft jawed vise.
6. Remove rail pressure sensor.
INSTALLATION
NOTE: The installation of the pressure sensor must be performed out of vehicle so that the sensor can be
tightened properly.
1. Install the fuel rail pressure sensor and new seal. Tighten to 22 N·m (194 lbs. in.).
2. Install the fuel rail.
3. Connect rail sensor electrical connector.
SENSOR-MASS AIR FLOW (MAF)

DESCRIPTION
The Mass Air Flow (MAF) Sensor is located in the air
intake port between the air filter and the turbocharger.
The MAF sensor uses semiconductor technology
throughout, and is used to calculate the air mass flow-
ing past it per time unit. This mass is important for
determining the exhaust gas recirculation rate. The
MAF sensor sends a corresponding signal to the
ECM, which evaluates the signal to adjust the exhaust
gas recirculation valve.
OPERATION
The ECM uses the mass air flow (MAF) sensor to measure air density. The temperature resistor located at the front
of the MAF sensor measures the temperature of the inlet air. By varying the voltage, the electronic circuit regulates
the temperature of the heating resistor in the rear so that it is 320° F (160°C) higher than the temperature of the
intake air. The temperature at the heating resistor is measured by a sensor resistor in-between.
Because the incoming air has a cooling effect, the greater the amount of air that flows in, then the higher the volt-
age of the heating resistor. The heating resistor is therefore a measure of mass of air flowing past. If a temperature
change occurs as a result of a increase or reduction of air flow, the ECM corrects the voltage at the heating resistor
until the temperature difference is again achieved. This control voltage is use by the ECM as a unit measure for
metered air mass.
REMOVAL
2. Detach the air hose at the Mass Air Flow (MAF) sensor
3. Unplug the MAF wiring harness connector.
4. Remove the screws retaining the MAF sensor to the air cleaner housing, and remove MAF sensor.
INSTALLATION
1. Position the MAF sensor (4) to air cleaner housing
(5) and install the retaining screws.
2. Connect the air intake hose (2) to the MAF sensor
and tighten clamp (3).
3. Connect the MAF wiring harness connector (1).
SENSOR-BOOST PRESSURE
DESCRIPTION
The boost pressure sensor is mounted in the charge
air cross over air tube, just past the air control valve.
The sensor allows the ECM to monitor air pressure
down stream of the turbocharger.
OPERATION
When the intake manifold pressure is low (high vacuum) sensor voltage output is 0.25-1.8 volts at the ECM. When
the intake manifold pressure is high due to turbo boost, sensor voltage output is 2.0-4.7 volts. The sensor receives
a 5-volts reference from the ECM. Sensor ground is also provides by the ECM. The ECM uses boost pressure
combined with intake air temerature to determine the volume of air entering the engine.
DIAGNOSIS AND TESTING - BOOST PRESSURE SENSOR

If the boost pressure sensor fails, the ECM records a DTC into memory and continues to operate the engine in one
of the three limp-in modes. When the ECM is operating in this mode, a loss of power will be present, as if the
turbocharger was not operating. The best method for diagnosing faults with the boost pressure sensor is with the
scan tool. Refer to the Diesel Powertrain Diagnostic Manual for more information.
REMOVAL
2. Disconnect the boost pressure sensor (2) electrical
connector.
3. Remove the sensor (2) fasteners from the charge
air cross over tube (3), and remove sensor (2).
INSTALLATION
1. Position the boost pressure sensor onto the charge
air cross over tube and install the fasteners.
Tighten the fasteners to 9 N·m (80 in. lbs.).
2. Connect the sensor wiring harness connector.
SENSOR-INTAKE AIR TEMPERATURE

DESCRIPTION
The intake air temperature sensor (1) is located before
the air flow control valve in the rear of the air inlet
tube. The intake air temperature sensor (1) measures
the temperature of the air as it is supplied to the cyl-
inders and transmits the value to the ECM. This is
required in order to determine the density of the air
being supplied for the combustion process. The value
range is from minus 40°F up to 302°F (minus 40°C to
150°C).
OPERATION
The Negative Temperature Coefficient (NTC) resister located within the intake air temperature sensor alters it’s
resistance in line with the charge air temperature. If the engine is cold, the value equals ambient temperature. For
a temperature of 68°F (20°C) the resistance is approximately 6000 ohms. For a temperature of 104°F (40°C) the
resistance is approximately 3300 ohms.
REMOVAL
2. Unplug the wiring harness connector at the intake
air temperature sensor (1).
3. Press together the sensor locking arms and
remove the sensor (1) from the air control valve
extention (3).
INSTALLATION
1. Position the intake air temperature sensor along
side of the air control valve extention (3) access
hole.
2. Press together the sensor (1) locking tabs, seat the
sensor (1) to the extention (3) and release tabs.
SENSOR-FUEL TEMPERATURE
DESCRIPTION
The fuel temperature sensor is integrated in the high pressure fuel pump next to the fuel quantity valve. The sensor
detects the temperature of the fuel and supplies that information to the ECM. The sensor ranges from - 40°F (- 40C)
to 284°F (140°C). If the engine is cold, the actual value sent will read ambient temperature. The value rises after the
engine has been started.
OPERATION
An negative temperature coefficient (NTC) resistor integrated in the fuel temperature sensor alters it’s electrical
resistance in line with the fuel temperature (the resistance drops as the temperature rises). The ECM uses this
reading to calculate optimum engine performance under all driving conditions. If the fuel is to warm, the rail pressure
in the system is lowered. The controller quantity of the pressure regulating valve is reduced and the fuel tempera-
ture is lowered.
REMOVAL
NOTE: Capture and properly store all fluid seep-
age in appropriately marked containers.

2. Disconnect the fuel quantity solenoid wiring har-
ness connector.
3. Disconnect the temperature sensor wiring harness
connector.
4. Remove the fuel temperature sensor from the high
pressure pump.
INSTALLATION
1. Clean sealing surfaces.
2. Install new seal on sensor.
3. Screw the sensor into the high pressure pump and
tighten to 25 N·m (18 lbs.ft.).
4. Connect the temperature sensor wiring harness
connector.
5. Connect the fuel quantity solenoid wiring harness
connector.
7. Start engine, allow to warm, shut engine off and
inspect for leaks (Refer to 14 - FUEL SYSTEM/
FUEL INJECTION - WARNING).
SOLENOID-FUEL PRESSURE
DESCRIPTION
The fuel pressure solenoid is attached to the rear of the left fuel rail. The solenoid controls and maintains the rail
pressure constant along with a control current transmitted by the engine control module (ECM).
OPERATION
High pressure which is present in the fuel rail flows to
the ball seat of the solenoid (5). The specified pres-
sure required by the system is built up in the rail by
the fuel pressure solenoid building up a magnetic
force which corresponds to this specific pressure by
means of a control current from the electronic control
module (ECM). This magnetic force equals a certain
outlet cross section at the ball seat of the solenoid.
The rail pressure is altered as a result of the quantity
of fuel which flows off. The current fuel pressure is
signaled by the fuel pressure sensor to the engine
control module (ECM). The controlled fuel flows back
along the return fuel line, into the tank.
In a de-energized state, the fuel pressure solenoid is
closed as the spring force presses the ball into the
ball seat. When driving, the fuel pressure solenoid is
constantly open. When engine is started, the fuel
pressure solenoid is held closed by magnetic force.
When driving, the pressure of the fluid counteracts the
magnetic force of the coil and the slight spring force.
REMOVAL
WARNING: (Refer To 14 - Fuel System - Warning). No sparks, open flames or smoking. Risk of poisoning
NOTE: The fuel pressure solenoid is serviced with the left fuel rail only.

3. Remove the left fuel rail (Refer to 14 - FUEL SYSTEM/FUEL INJECTION/FUEL INJECTOR - REMOVAL).
INSTALLATION
WARNING: (Refer to 14 - Fuel System - Warning). No sparks, open flames or smoking. Risk of poisoning
NOTE: The fuel pressure solenoid is serviced with the left fuel rail only.
SOLENOID - FUEL QUANTITY

DESCRIPTION
The fuel quantity solenoid mounts to front of the high
pressure pump and is controlled by the ECM. The
solenoid assists in maintaining proper fuel quantity in
all three of the pumping elements, inside the high
pressure pump, under all operating conditions. Fuel
tank heat protection is also provided by the fuel quan-
tity solenoid. The solenoid meters the exact amount of
fuel to prevent excess heated fuel from returning to
the tank.
OPERATION
The ECM monitors the fuel system and measures for pressure vibrations. The ECM will then send a pulse width
signal to the fuel quantity solenoid to regulate the amount of fuel to the high pressure pump plunger and barrel
assemblies. The valve then adjusts the injection correction quantity for each individual cylinder in line with the firing
order, there by eliminating the pressure resonance in the fuel rail and improving each independent injectors oper-
ation. The fuel quantity solenoid also interrupts the fuel supply to the high pressure pump plunger and barrel assem-
blies when the engine is switched off.
The ECM detects the operating state which exists at the engine by means of the sensors. In order to adapt the
quantity injected, either the rail pressure can be adjusted by way of the fuel pressure solenoid and the fuel quantity
solenoid, or the actuation time of the piezo actuators in the fuel injectors can be extended or shortened.
Fuel quantity control is performed under the following operating conditions:
• Engine temperature above 10°C (50°F)
• Approximately 30 seconds after the engine has started
• Fuel temperature > 20°C (68°F)
• Engine not in deceleration mode
REMOVAL
2. Disconnect the fuel quantity solenoid wiring har-
ness connector.
3. Remove the solenoid fasteners and remove the
solenoid.
INSTALLATION
1. Clean sealing surfaces.
2. Install new seal on sensor.
3. Position the solenoid on to the high pressure pump
and install fasteners.
4. Connect wiring harness connector to the solenoid.
6. Start the engine, allow to run, turn engine off and
inspect for leaks (Refer to 14 - FUEL SYSTEM/
FUEL INJECTION - WARNING).
RAIL-FUEL
DESCRIPTION
The fuel rail acts like a high pressure store. It is available to all injectors for drawing fuel which has been com-
pressed by the injection pump. The rail pressure sensor, rail pressure solenoid, high pressure line, and the return
flow line are attached to the fuel rail.
OPERATION
The stored fuel volume inside the rail acts as a damper for pressure fluctuations which result because of pulsating
supply and brief large extractions of fuel during injector firing. The rail primarily influences the atomization of fuel at
the injector nozzle, and the accuracy of injected quantity during injection.
REMOVAL
LEFT FUEL RAIL

3. Disconnect the fuel rail solenoid.
4. Remove the charge air cooler inlet tube.
5. Unfasten the fuel supply and return hose clamps at the high pressure pump, fuel filter and fuel rail using Fuel
Line Pliers 9539.
6. Remove the fuel supply and return pipe bundle and position aside.
7. Remove the main engine wiring harness fasteners at the left rear cylinder head.
8. Loosen the high pressure lines at the left fuel injectors.
9. Disconnect the high pressure lines at the fuel rail.
10. Remove the left fuel rail.
RIGHT FUEL RAIL


4. Loosen the high pressure lines at the fuel injectors.
5. Disconnect the high pressure lines at the fuel rail.
6. Disconnect the fuel rail pressure sensor.
7. Remove the right fuel rail.
INSTALLATION
LEFT FUEL RAIL
CAUTION: Inspect sealing cones at the lines. Replace as necessary. Ensure that all fuel pressure lines are
exactly located in original position.
1. Carefully position the fuel rail and hand tighten all of the high pressure fuel lines.
2. Install the fuel rail fasteners and tighten to 11 N·m (97 in. lbs.).
3. Tighten the high pressure line to the fuel rail to 33 N-m (24 ft. lbs.)
4. Tighten the high pressure fuel rail transfer pipe to 27 N·m (19 ft. lbs.).
5. Tighten the high pressure fuel lines at the fuel rail to 27 N·m (19 ft. lbs.).
6. Tighten the high pressure fuel lines at the fuel injectors to 27 N·m (19 ft. lbs.).
7. Reposition the main engine wiring harness and install the fasteners. Tighten fasteners to 11 N·m (97 in. lbs.).
8. Connect the fuel supply and return pipe bundle, connect the fuel hoses to the high pressure pump, fuel filter, fuel
rail and clamp with Fuel Line Pliers 9539.
9. Connect the fuel rail pressure solenoid.
10. Install the charge cooler inlet air pipe.
RIGHT FUEL RAIL

CAUTION: Inspect sealing cones at the lines. Replace as necessary. Ensure that all fuel pressure lines are
exactly located in original position.
1. Carefully position the fuel rail and hand tighten all of the high pressure fuel lines.
2. Install the fuel rail fasteners and tighten to 11 N·m (97 in. lbs.).
3. Tighten the high pressure line to the fuel rail to 33 N·m (24 ft. lbs.)
4. Tighten the high pressure fuel rail transfer pipe to 27 N·m (19 ft. lbs.).
5. Tighten the high pressure fuel lines at the fuel rail to 27 N·m (19 ft. lbs.).
6. Tighten the high pressure fuel lines at the fuel injectors to 27 N·m (19 ft. lbs.).
7. Connect the fuel rail pressure sensor.
LX STEERING 19 - 1
STEERING
TABLE OF CONTENTS
page page
STEERING SPECIFICATIONS
DESCRIPTION POWER STEERING FASTENER TORQUE . . . . 12
STEERING SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . 2 SPECIAL TOOLS
WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
CAUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 COLUMN ELECTRICAL DIAGNOSIS . . . . . . . . . . 14
DIAGNOSIS AND TESTING COLUMN SERVICE INFORMATION . . . . . . . . . . 111
HYDRAULIC FLOW AND PRESSURE TEST . . . . 4 GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197
STEERING DIAGNOSIS CHARTS . . . . . . . . . . . . . . 5 PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218
19 - 2 STEERING LX
STEERING
DESCRIPTION
STEERING SYSTEMS
RWD Power steering systems consist of:

• Steering column
• Rack and pinion steering gear (9)
• Belt driven hydraulic steering pump (7)
• Pump pressure (8), return (1&3) and supply (6) hoses
• Oil Cooler (2)
• Remote Reservoir (5)
• Inner & Outer tie rod ends (4)
LX STEERING 19 - 3
AWD Power steering systems consist of:

• Steering column
• Rack and pinion steering gear (5)
• Belt driven hydraulic steering pump (8)
• Pump pressure (9), return (1&3) and supply (7) hoses
• Oil Cooler (2)
• Remote Reservoir (6)
• Inner & Outer tie rod ends (4)
WARNING
WARNING: Power steering fluid, engine parts and exhaust system may be extremely hot if engine has been
running. Do not start engine with any loose or disconnected hoses. Do not allow hoses to touch hot
exhaust manifold or catalyst.
WARNING: Fluid level should be checked with the engine off to prevent personal injury from moving parts.
19 - 4 STEERING LX
CAUTION
CAUTION: Anytime the battery has been disconnected and is reconnected it is important that this be per-
formed properly. The vehicle may be equipped with systems that require special calibration processes.
(Refer to 8 - ELECTRICAL/BATTERY SYSTEM - STANDARD PROCEDURE)
CAUTION: When the power steering system is open, cap all open ends of the hoses, power steering pump
fittings or power steering gear ports to prevent entry of foreign material into the components.
CAUTION: When servicing power steering components, do not pinch off power steering hoses in any way to
stop fluid flow. Damage to hoses may result.
CAUTION: If the steering wheel is excessively off-center, outside of Chassis specifications, inadvertent ESP
activations may occur on a vehicle so equipped.

HYDRAULIC FLOW AND PRESSURE TEST
The following procedure is used to test the operation of the power steering system on this vehicle. This test will
provide the gallons per minute (GPM) or flow rate of the power steering pump along with the maximum relief pres-
sure. Perform this test anytime a power steering system problem is present. This test will determine if the power
steering pump or power steering gear is not functioning properly. The following test is performed using the Power
Steering Analyzer Kit 6815 (with appropriate hoses) and Adapters from Power Steering Analyzer Adapter Kit 6893.
(Refer to 19 - STEERING - SPECIAL TOOLS)
1. Check power steering belt to ensure it is in good
condition and adjusted properly.
2. Assemble Power Steering Analyzer as follows:
a. Gauge end (inlet) of Flow Meter And Gauge
6800 (3) – Hose 6905 (6), Hose 6713 (4),
Adapter Tube 6844 (5)
b. Valve end (outlet) of Flow Meter And Gauge
6800 (3) – Hose 6959 (1), Adapter Fitting 6826
(2)
3. Unthread pressure hose tube nut at power steering
pump.
4. Connect Adapter Tube 6844 to pressure fitting on
power steering pump. Tighten tube nut to specifica-
tions. (Refer to 19 - STEERING - SPECIFICA-
TIONS)
5. Connect power steering pressure hose to Adapter
Fitting 6826. Tighten tube nut to specifications.
(Refer to 19 - STEERING - SPECIFICATIONS)
6. Open Analyzer test valve completely.
7. Start engine and allow to idle long enough to circulate power steering fluid through Analyzer flow meter and
hoses.
8. Shut off engine and check fluid level; add fluid as necessary. Repeat Step 7 and Step 8 until air is bled from
system.
9. Start engine and allow to idle.
10. Check Analyzer gauge (3) pressure. Initial pressure reading should be 50-125 psi (345-862 kPa). If pressure is
higher, inspect hoses for restrictions and repair as necessary.
11. Increase engine speed to 1,100 rpm (1,200 rpm for SRT8) and read Analyzer Flow Meter. The reading should
be 2.2 GPM (8.2 LPM) minimum. If flow reading is below specification, replace power steering pump.
LX STEERING 19 - 5
CAUTION: The following test procedure involves testing maximum pump pressure output and flow control
valve operation. Do not leave valve closed for more than five seconds as the pump could be damaged.
12. Close valve fully three times and record highest pressure indicated each time. All three readings must be
above specifications and within 50 psi (345 kPa) of each other.
NOTE: Power steering pump maximum relief pressure is 1640-1740 psi (11307 to 11997 kPa).
• Power steering pump pressures above specifications but not within 50 psi (345 kPa) of each other, replace
pump.
• Pressures within 50 psi (345 kPa) of each other but below specifications, replace pump.
CAUTION: Do not force the pump to operate against the stops for more than 2 to 4 seconds at a time
because, pump damage will result.
13. Completely open the valve on the Power Steering Analyzer. Turn the steering wheel to the extreme left until the
stop in the steering gear is met, then turn the steering wheel to the right until the right stop is met. Record the
highest indicated pressure at each position. Compare the recorded readings to the specifications. If the highest
recorded output pressure reading against one stop is not within 50 psi (345 kPa) of the highest recorded read-
ing at the other stop, the steering gear is leaking internally and must be replaced.
STEERING DIAGNOSIS CHARTS

NOTE: There are three diagnosis charts following that cover POWER STEERING NOISE, STEERING WHEEL
FEEL, and POWER STEERING FLUID.
POWER STEERING NOISE
OBJECTIONABLE HISS 1. Damaged or mis-positioned 1. Reposition or replace steering

OR WHISTLE* steering column shaft/coupling dash column shaft/coupling dash panel seal.
panel seal.
2. Noisy valve in power steering 2. Replace power steering gear.
gear.
19 - 6 STEERING LX
RATTLE OR CLUNK 1. Power steering gear loose on front 1. Inspect power steering gear
suspension crossmember. mounting bolts. Replace as necessary.
Tighten bolts to specified torque. (Refer
to 19 - STEERING - SPECIFICATIONS)
2. Front suspension crossmember 2. Tighten front suspension

mounting fasteners loose at frame. crossmember mounting fasteners to
specified torque. (Refer to 2 -
SUSPENSION/FRONT -
SPECIFICATIONS)
3. Loose tie rod (outer or inner). 3. Check tie rod pivot points for wear.
Replace worn/loose parts as required.
4. Loose lower control arm mounting 4. Tighten control arm mounting bolts to
bolts at front suspension specified torque. (Refer to 2 -
crossmember. SUSPENSION/FRONT -
SPECIFICATIONS)
5. Lower control arm pivot bushing 5. Replace lower control arm pivot
worn. bushing.
6. Lower control arm tension strut 6. Replace lower control arm tension
bushing worn. strut bushing.
7. Loose strut assembly mounting 7. Tighten strut assembly fasteners to
fasteners at tower. specified torque. (Refer to 2 -
SUSPENSION/FRONT -
SPECIFICATIONS)
8. Power steering fluid pressure 8. Adjust hose to proper position by
hose touching the body of the loosening, repositioning, and tightening
vehicle. fitting to specified torque (Do not bend
tubing). (Refer to 19 - STEERING -
SPECIFICATIONS)
9. Internal power steering gear 9. Replace power steering gear.
noise.
10. Damaged front suspension 10. Replace front suspension
crossmember. crossmember.
11. Stabilizer bar link ball joints worn. 11. Replace stabilizer bar link.
POPPING NOISE 1. Worn outer tie rod. 1. Replace outer tie rod.
CHIRP OR SQUEAL 1. Loose power steering pump drive 1. Check and adjust power steering
(POWER STEERING belt. pump drive belt to specifications.
PUMP) Replace belt if worn or glazed.
LX STEERING 19 - 7
WHINE OR GROWL 1. Low fluid level. 1. Fill power steering fluid reservoir to
(POWER STEERING proper level and check for leaks (make
PUMP)** sure all air is bled from the system
fluid).
2. Power steering hose touching 2. Adjust hose to proper position by

vehicle body or frame. loosening, repositioning, and tightening
fitting to specified torque. Do not bend
tubing. Replace hose if damaged.
3. Extreme wear of power steering 3. Replace power steering pump and
pump internal components. flush system as necessary.
4. Loose power steering pump drive 4. Check and adjust power steering
belt. pump drive belt to specifications.
Replace belt if worn or glazed.
5. Extremely cold temperatures 5. Noise is typical when starting vehicle
below -18°C (0°F). in extremely cold temperature. Normal
duration of noise at start-up is less than
one minute. If noise persists for
extended time, verify proper fluid level.
If fluid is low, inspect for leaks.
SUCKING AIR SOUND 1. Loose clamp on power steering 1. Tighten or replace hose clamp.
fluid return hose.
2. Missing O-Ring on power steering 2. Inspect connection and replace

hose connection. O-Ring as required.
3. Low power steering fluid level. 3. Fill power steering fluid reservoir to
proper level and check for leaks.
4. Air leak between power steering 4. Replace power steering pump (with
fluid reservoir and power steering reservoir).
pump.
SQUEAK OR RUBBING 1. Steering column shaft rubbing. 1. Move or realign item rubbing shaft.
SOUND
2. Clockspring noisy. 2. Remove clockspring. Reinstall wheel.
If noise is gone, replace clockspring.
3. Steering gear internally noisy. 3. Replace steering gear.
SCRUBBING OR 1. Incorrect tire or wheel size. 1. Replace incorrect size tire or wheel
KNOCKING NOISE with size used as original equipment.
2. Interference between steering 2. Check for bent or misaligned
gear and other vehicle components. components and correct as necessary.
3. Steering gear internal stops worn 3. Replace steering gear.
excessively allowing tires to be
steered excessively far.
* NOTE: There is some noise in all power steering systems. One of the most common is a hissing sound
evident when turning the steering wheel when at a standstill or when parking and the steering wheel is at
the end of its travel. Hiss is a very high frequency noise similar to that experienced while slowly closing a
water tap. The noise is present in every valve and results when high velocity fluid passes valve orifice
edges. There is no relationship between this noise and the performance of the steering system.
19 - 8 STEERING LX
** NOTE: Power steering pump growl results from the development of high pressure fluid flow. Normally
this noise level should not be high enough to be objectionable.
STEERING WHEEL FEEL
STEERING WHEEL/ 1. Loose steering coupling pinch 1. Replace pinch bolt and tighten to
COLUMN CLICKING, bolt. specified torque. (Refer to 19 - STEERING/
CLUNKING OR RATTLING COLUMN - SPECIFICATIONS)
2. Steering column bearings. 2. Replace steering column.
STEERING WHEEL HAS 1. Steering wheel retaining bolt not 1. Tighten steering wheel retainer bolt to
FORE AND AFT properly tightened/torqued. specified torque. (Refer to 19 - STEERING/
MOVEMENT COLUMN - SPECIFICATIONS)
STEERING WHEEL OR 1. Air in the fluid of the power 1. Bleed air from system following the
DASH VIBRATES DURING steering system. power steering pump initial operation
LOW SPEED OR service procedure.*
STANDSTILL STEERING 2. Tires not properly inflated. 2. Inflate tires to the specified pressure.
MANEUVERS
3. Excessive engine vibration. 3. Ensure that the engine is running
properly.
4. Loose tie rod end jam nut. 4. Tighten the inner to outer tie rod jam nut
to the specified torque. (Refer to 19 -
STEERING - SPECIFICATIONS)
5. Overcharged air conditioning 5. Check air conditioning pump head
system. pressure and correct as necessary.
LX STEERING 19 - 9
STEERING CATCHES, 1. Low power steering fluid level. 1. Fill power steering fluid reservoir to
STICKS IN CERTAIN specified level and check for leaks.
POSITIONS OR IS
DIFFICULT TO TURN 2. Tires not inflated to specified 2. Inflate tires to the specified pressure.
pressure.
3. Lack of lubrication in front 3. Lubricate ball joints if ball joints are not a
suspension control arm ball joints. lubricated-for-life type ball joint. If ball joint
is a lubricated-for-life ball joint, replace ball
joint or control arm.
4. Worn lower control arm ball joint. 4. Replace lower control arm.
5. Lack of lubrication in steering gear 5. Lubricate tie rod ends if they are not a
outer tie rod ends. lubricated-for-life type. If tie rod end is a
lubricated-for-life type, replace tie rod end.
6. Loose power steering pump drive 6. Tighten the power steering pump drive
belt. belt to specifications. If drive belt is worn or
glazed, replace belt.
7. Faulty power steering pump flow 7. Replace power steering pump.
control. (Refer to 19 - STEERING -
8. Excessive friction in steering 8. Isolate and replace defective component.
column or intermediate shaft/coupler.
9. Binding lower control arm ball 9. Replace the lower control arm.
joint.
10. Excessive friction in power 10. Replace power steering gear.
steering gear.
11. Worn/binding seat and bearing in 11. Replace seat and bearing in front strut
front strut assembly. assembly.
STIFF, HARD TO TURN, 1. Tires not properly inflated. 1. Inflate tires to specified pressure.
SURGE, MOMENTARY 2. Low power steering fluid level. 2. Add power steering fluid as required to
INCREASE IN EFFORT power steering fluid reservoir to obtain
WHEN TURNING proper level. Check for leaks.
3. Loose power steering pump drive 3. Tighten the power steering pump drive
belt. belt to specifications. If drive belt is worn or
glazed, replace belt.
4. Lack of lubrication in lower control 4. Lubricate ball joints if ball joints are not a
arm ball joints. lubricated-for-life type ball joint. If ball joint
is a lubricated-for-life ball joint, replace
lower control arm.
5. Low power steering pump 5. Replace the power steering pump as
pressure. (Refer to 19 - STEERING - necessary.
6. High internal leak in power 6. Replace power steering gear.
steering gear. (Refer to 19 -
STEERING - DIAGNOSIS AND
TESTING)
19 - 10 STEERING LX
STEERING WHEEL DOES 1. Tires not inflated properly. 1. Inflate tires to specified pressure.
NOT RETURN TO
CENTER POSITION 2. Improper front wheel alignment. 2. Check and adjust wheel alignment as
necessary.
3. Lack of lubrication/binding in front 3. Lubricate ball joints if ball joints are not a
lower control arm ball joints. lubricated-for-life type of ball joint, then
inspect ball joint for wear, replace lower
control arm as necessary. If ball joint is a
lubricated-for-life ball joint, replace lower
control arm.
4. Damaged, mis-positioned or 4. Replace, reposition, or lubricate dash
un-lubricated steering column seal.
coupler to dash seal.**
5. Binding seat and bearing in front 5. Replace seat and bearing in front strut
strut assembly. assembly.
6. Tight shaft bearing in steering 6. Replace the steering column.
column.
7. Excessive friction in steering 7. Replace steering column coupling.
column coupling.
8. Excessive friction in power 8. Replace power steering gear.
steering gear.
EXCESSIVE STEERING 1. Air in the fluid of the power 1. Bleed air from system following power
WHEEL KICKBACK OR steering system. steering pump initial operation service
TOO MUCH STEERING procedure.*
WHEEL FREE PLAY 2. Power steering gear loose on 2. Inspect power steering gear mounting
crossmember. bolts. Replace as necessary. Tighten to
specified torque. (Refer to 19 - STEERING
- SPECIFICATIONS)
3. Power steering gear housing 3. Replace power steering gear housing
isolator bushings worn. isolator bushings.
4. Steering column coupling or 4. Replace steering column or intermediate
intermediate shaft worn, broken or shaft.
loose.
5. Free play in steering column. 5. Check steering column and steering
column mounting fasteners. Secure or
replace steering column.
6. Worn lower control arm ball joints. 6. Replace lower control arm as required.
7. Loose steering knuckle-to-ball joint 7. Inspect pinch bolt, replace as necessary,
stud pinch bolt. and tighten to specified torque. (Refer to 2 -
SUSPENSION/FRONT -
SPECIFICATIONS)
8. Front wheel bearing loose or 8. Replace hub and bearing or knuckle as
worn. necessary.
9. Loose outer tie rod end. 9. Replace outer tie rod end that has
excessive free play.
10. Worn inner tie rod bushing. 10. Replace inner tie rod.
11. Defective steering gear rotary 11. Replace power steering gear.
valve.
* NOTE: Steering shudder can be expected in new vehicles and vehicles with recent steering system
repairs. Shudder should dissipate after the vehicle has been driven several weeks.
LX STEERING 19 - 11
** NOTE: To evaluate this condition, it may be necessary to disconnect the steering coupling. While dis-
connected, turn the steering wheel and feel or listen for internal rubbing in steering column. To avoid dam-
aging the column clockspring, note the following: Before disconnecting coupling, place tires in the straight-
ahead position and center steering wheel. Once disconnected, DO NOT rotate steering wheel more than one
revolution in either direction and place steering wheel in original location before reconnecting coupling. If
this position is lost the clockspring will need to be centered. (Refer to 8 - ELECTRICAL/RESTRAINTS/
CLOCKSPRING - STANDARD PROCEDURE)
POWER STEERING FLUID
LOW FLUID LEVEL WITH 1. Loose power steering hose 1. Tighten fitting to specified torque. (Refer
VISIBLE LEAK fittings. to 19 - STEERING - SPECIFICATIONS)
2. Damaged or missing fitting seal, 2. Replace as necessary.

gasket, or O-ring.
3. Power steering fluid cooler 3. Replace power steering fluid cooler.
leaking.
4. Power steering pump or power 4. Repair or replace the leaking component
steering gear leaking. as required.
AERATED FLUID 1. Low fluid level.* 1. Fill power steering fluid reservoir to
proper level.
2. Air leak between power steering 2. Inspect for proper sealing. Replace the
fluid reservoir and pump. power steering pump (with reservoir).
3. Cracked power steering pump 3. Replace the power steering pump.
housing.
RESERVOIR FLUID 1. Water contamination. 1. Drain the power steering fluid from the
OVERFLOW AND FLUID system. Flush the system with fresh clean
THAT IS MILKY IN COLOR power steering fluid, drain, then refill to the
proper level.
* NOTE: Extremely cold temperatures may cause power steering fluid aeration if the power steering fluid
level is low.
19 - 12 STEERING LX
SPECIFICATIONS
POWER STEERING FASTENER TORQUE

DASH SEAL MOUNTING NUTS 7 — 62
GEAR MOUNTING BOLTS - AWD 102 75 —
GEAR MOUNTING BOLTS - RWD 95 70 —
HOSE TUBE NUTS 47 35 —
OUTER TIE ROD BALL JOINT NUT 85 63 —
PUMP MOUNTING BOLTS - 2.7L/3.5L/ 28 21 —
5.7L
PUMP MOUNTING BOLTS - 3.0L 24 17 212
DIESEL
PUMP MOUNTING BRACKET BOLTS - 24 17 212
3.0L DIESEL
STEERING COUPLING PINCH BOLT - 54 40 —
AT GEAR
AT UPPER COUPLING/INTERMEDIATE
SHAFT
STEERING INTERMEDIATE SHAFT 31 23 —
PINCH BOLT - AT RHD COLUMN
TIE ROD HEAT SHIELD - AWD 10 7 89
TIE ROD JAM NUT 75 55 —
LX STEERING 19 - 13
SPECIAL TOOLS
STEERING
Kit, Power Steering Analyzer 6815 Remover, Ball Stud 9360
Installer, Power Steering Pulley C-4063C

Kit, Power Steering Analyzer Adapter 6893
Puller, Pulley C-4333
Spacer 6936
Hose, Power Steering Analyzer 6959

19 - 14 COLUMN ELECTRICAL DIAGNOSIS LX
COLUMN ELECTRICAL DIAGNOSIS
TABLE OF CONTENTS
page page
COLUMN ELECTRICAL DIAGNOSIS B1D8D-STEERING COLUMN TELESCOPE

DIAGNOSIS AND TESTING POSITION SENSOR CIRCUIT LOW. . . . . . . . . . 63
P0562-BATTERY VOLTAGE LOW . . . . . . . . . . . . . 16 B1D8E–STEERING COLUMN TELESCOPE
P0563-BATTERY VOLTAGE HIGH . . . . . . . . . . . . 19 POSITION SENSOR CIRCUIT HIGH . . . . . . . . . 66
P0585-SPEED CONTROL MULTIPLEXED B1D91-STEERING COLUMN TILT POSITION
SWITCH 1/2 CORRELATION . . . . . . . . . . . . . . . . 22 SENSOR CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . 71
P1593–SPEED CONTROL SWITCH 1/2 B1D92–STEERING COLUMN TILT POSITION
STUCK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 SENSOR CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . 74
C1219-STEERING ANGLE SENSOR B1D93–STEERING COLUMN TELESCOPE
ERRATIC PERFORMANCE . . . . . . . . . . . . . . . . . 27 MOTOR CONTROL CIRCUIT
B1489-STEERING WHEEL CONTROL AUDIO PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
SWITCH CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . 29 B1D97–STEERING COLUMN TILT MOTOR
B148A-STEERING WHEEL CONTROL MENU CONTROL CIRCUIT PERFORMANCE. . . . . . . . 86
SWITCH CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . 33 B2225–Steering Control Module INTERNAL . . . . 93
B148B-STEERING WHEEL CONTROL UP B2332–HORN SWITCH INPUT CIRCUIT/
SWITCH CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . 36 PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
B148C-STEERING WHEEL CONTROL U0002–CAN C BUS OFF PERFORMANCE . . . . 98
DOWN SWITCH CIRCUIT. . . . . . . . . . . . . . . . . . . 40 U0019–CAN B BUS CIRCUIT . . . . . . . . . . . . . . . 101
B148D-STEERING WHEEL CONTROL SIDE U0121–LOST COMMUNICATION WITH
SWITCH CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . 44 ANTI-LOCK BRAKE SYSTEM (ABS)
B148E-STEERING WHEEL CONTROL [+] CONTROL MODULE . . . . . . . . . . . . . . . . . . . . . . 104
SWITCH CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . 48 U0141–LOST COMMUNICATION WITH
B148F-STEERING WHEEL CONTROL [-] FRONT CONTROL MODULE . . . . . . . . . . . . . . . 105
B1490-STEERING WHEEL CONTROL C/T CLUSTER / CCN. . . . . . . . . . . . . . . . . . . . . . . . . . 106
B1DA0–STEERING COLUMN TILT SWITCH STEERING COLUMN CONTROL MODULE . . 107
CIRCUIT STUCK . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 U1109–LOST COMMUNICATION WITH LIN
B1DA5–STEERING COLUMN TELESCOPE STEERING WHEEL CONTROLS . . . . . . . . . . . 108
SWITCH CIRCUIT STUCK . . . . . . . . . . . . . . . . . . 60
LX COLUMN ELECTRICAL DIAGNOSIS 19 - 15
COLUMN ELECTRICAL DIAGNOSIS

P0562-BATTERY VOLTAGE LOW
For a complete wiring diagram Refer to Section 8W

• When Monitored:
Continuously.
• Set Condition:
If the voltage to the Steering Control Module (SCCM) is below 8.5 volts for more than one minute.
Possible Causes
RELATED DTC(S) PRESENT IN PCM

INTERMITTENT BATTERY VOLTAGE LOW DTC
(A913) FUSED B(+) CIRCUIT HIGH RESISTANCE
(Z910) GROUND CIRCUIT HIGH RESISTANCE
STEERING CONTROL MODULE (SCM)
Diagnostic Test
1. RELATED DTC(S) PRESENT IN PCM

Ignition on, engine not running.
With the scan tool, select View DTCs in the Powertrain Control Module.
Are there any charging system or related battery voltage DTCs present in the PCM?
Yes >> Refer to the appropriate symptom in the Driveability category.
No >> Go to 2
2. DTC STATUS IS ACTIVE

With the scan tool, select View DTCs in the Steering Control Module.
Is the DTC status Active at this time?
Yes >> Go to 3
No >> Go to 5
3. (A913) FUSED B(+) CIRCUIT HIGH RESISTANCE

Turn the ignition off.
Remove the Steering Control Module in accordance with the Service
Information.
Turn the ignition on.
Using a 12–volt test light connected to ground, check the (A913) Fused
B(+) circuit in the Steering Control Module harness connector.
NOTE: The test light must illuminate brightly. Compare the bright-
ness to that of a direct connection to the battery.
Does the test light illuminate brightly?
Yes >> Go to 4
No >> Repair the (A913) Fused B(+) circuit.
4. (Z910) GROUND CIRCUIT HIGH RESISTANCE
Using a 12–volt test light connected to 12–volts, check the (Z910)
Ground circuit in the Steering Control Module harness connector.
Yes >> Replace the Steering Control Module in accordance with
the Service Information.
No >> Repair the (Z910) Ground circuit.
5. INTERMITTENT BATTERY VOLTAGE LOW DTC

The conditions necessary to set this DTC are not present at this time.
Using the wiring diagram/schematic as a guide, inspect the wiring and connectors.
While monitoring the scan tool data relative to this circuit, wiggle test the wiring and connectors.
Look for the data to change or for the DTC to reset during the wiggle test.
Were any problems found?
Yes >> Repair as necessary.
No >> Test complete.
P0563-BATTERY VOLTAGE HIGH

• When Monitored:
Continuously.
• Set Condition:
If the voltage to the Steering Control Module (SCM) is above 16 volts for more than one minute.
Possible Causes
RELATED DTC(S) PRESENT IN THE PCM

INTERMITTENT BATTERY VOLTAGE HIGH DTC
(A913) FUSED B(+) CIRCUIT HIGH RESISTANCE
Diagnostic Test
1. RELATED DTC(S) PRESENT IN THE PCM

With the scan tool, select View DTCs in the Powertrain Control Module.
Are there any charging system or related battery voltage DTCs present in the PCM?
Yes >> Refer to the appropriate symptom in the Driveability category.
No >> Go to 2
2. DTC IS ACTIVE
Start the engine. Allow the engine to idle for 2 minutes.
Yes >> Go to 3
No >> Go to 5
3. (A913) FUSED B(+) CIRCUIT HIGH RESISTANCE

Remove the Steering Control Module in accordance with the Service
Information.
Start the engine. Allow the engine to idle.
Using a 12–volt test light connected to ground, check the (A913) Fused
B(+) circuit in the Steering Control Module harness connector.
Yes >> Go to 4
No >> Repair the (A913) Fused B(+) circuit.
4. (Z910) GROUND CIRCUIT HIGH RESISTANCE

Using a 12–volt test light connected to 12–volts, check the (Z910)
Ground circuit in the Steering Control Module harness connector.
Yes >> Replace the Steering Control Module (SCM) in accordance
with the Service Information.
No >> Repair the (Z910) Ground circuit.
5. INTERMITTENT BATTERY VOLTAGE HIGH DTC

P0585-SPEED CONTROL MULTIPLEXED SWITCH 1/2 CORRELATION
For a complete wiring diagram Refer to Section 8W.
• When Monitored:
Continuously with the ignition on.
• Set Condition:
The Steering Control Module (SCM) has detected that a non-permissable combination has occurred in the
Speed Control Switch.
Possible Causes
INTERMITTENT SPEED CONTROL MULTIPLEXED SWITCH 1/2 CORRELATION DTC

SPEED CONTROL SWITCH
Diagnostic Test
1. DTC IS ACTIVE
NOTE: If P0562–BATTERY VOLTAGE LOW or P0563–BATTERY VOLTAGE HIGH is set along with this DTC,
diagnose the battery voltage DTC first.
With the Scan Tool, select View DTCs in the Steering Control Module.
Yes >> Go to 2
No >> Go to 4
2. SPEED CONTROL SWITCH

Replace the Speed Control Switch in accordance with the Service Information.
Move the Speed Control Switch to each position several times.
With the Scan Tool, Clear Stored DTCs in the Steering Control Module.
Move the Speed Control Switch to each position several times while monitoring the Scan Tool.
Does this DTC reset?
Yes >> Go To 3
No >> Test Complete.
3. Steering Control Module (SCM)

View repair.
Repair
Replace the Steering Control Module (SCM) in accordance with the Service Information.
4. INTERMITTENT SPEED CONTROL MULTIPLEXED SWITCH 1/2 CORRELATION DTC

While monitoring the scan tool data relative to this circuit, move the Speed Control Switch to each position several
times.
Look for the DTC to reset while the switch is being moved to each position.
P1593–SPEED CONTROL SWITCH 1/2 STUCK

• When Monitored:
• Set Condition:
The Steering Control Module (SCM) has detected that the Speed Control Switches are not operating properly.
Possible Causes
INTERMITTENT SPEED CONTROL SWITCH 1/2 STUCK DTC

SPEED CONTROL SWITCH
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go to 2
No >> Go to 4
2. SPEED CONTROL SWITCH

Replace the Speed Control Switch in accordance with the Service Information.
Move the Speed Control Switch to each position several times.
Move the Speed Control Switch to each position several times while monitoring the Scan Tool.
Yes >> Go To 3
3. STEERING CONTROL MODULE (SCM)

View repair.
Repair
4. INTERMITTENT SPEED CONTROL SWITCH 1/2 STUCK DTC
While monitoring the scan tool data relative to this circuit, move the Speed Control Switch to each position several
times.
Look for the DTC to reset while the switch is being moved to each position.
C1219-STEERING ANGLE SENSOR ERRATIC PERFORMANCE
• When Monitored:
Continuously.
• Set Condition:
The Steering Control Module (SCM) has detected a code error from the Steering Angle Sensor.
Possible Causes
INTERMITTENT STEERING ANGLE SENSOR ERRATIC PERFORMANCE DTC

STEERING ANGLE SENSOR TONE WHEEL
STEERING ANGLE SENSOR
Diagnostic Test
1. DTC IS ACTIVE
Turn the steering wheel from stop to stop at least three times.
Yes >> Go to 2
No >> Go to 5
2. STEERING ANGLE SENSOR TONE WHEEL

Remove the steering wheel in accordance with the Service Information.
Inspect the clockspring for loose mounting screws or damage.
Remove the clockspring in accordance with the Service Information.
Inspect the Steering Angle Sensor and Tone Wheel for damage, loose or missing mounting screws, etc.
Yes >> Repair or replace Sensor and/or Tone Wheel as necessary.
No >> Go To 3
3. STEERING ANGLE SENSOR

Replace the Steering Angle Sensor in accordance with the Service Information.
Yes >> Go To 4
View repair.
Repair
5. INTERMITTENT STEERING ANGLE SENSOR ERRATIC PERFORMANCE DTC

B1489-STEERING WHEEL CONTROL AUDIO SWITCH CIRCUIT

Theory of Operation
The Steering Wheel Control Audio Switch, when pressed, sends a multiplexed signal to the Right Steering Switch.
The switching status is transferred to the Steering Control Module (SCM) by way of the LIN bus, a serial sub-bus.
The SCM converts the data to CAN(B) and sends the message to the corresponding module on the bus.
• When Monitored:
• Set Condition:
The Steering Control Module senses that the Steering Wheel Control Audio Switch is in the Set position for
greater than 50 seconds.
Possible Causes
INTERMITTENT STEERING WHEEL CONTROL AUDIO SWITCH CIRCUIT DTC

(G206) EVIC MUX SIGNAL 2 CIRCUIT SHORT TO GROUND
(G206) EVIC MUX SIGNAL 2 CIRCUIT SHORT TO (G907) EVIC/NAV MUX RETURN CIRCUIT
LEFT STEERING SWITCH
RIGHT STEERING SWITCH
Diagnostic Test

NOTE: If U1109–LOST COMMUNICATION WITH LIN STEERING WHEEL CONTROLS is set along with this
DTC, diagnose the communication DTC first.
Yes >> Go to 2
No >> Go to 7
2. (G206) EVIC MUX SIGNAL 2 CIRCUIT SHORT TO (G907) EVIC/NAV MUX RETURN CIRCUIT
Remove the Driver Airbag in accordance with the Service Information to
gain access to the Steering Wheel Control Switches.
Disconnect the Left Steering Switch harness connector.
Disconnect the Right Steering Switch harness connector.
NOTE: Before proceeding, thoroughly inspect the wiring harness
and connectors between the Left Steering Switch and the Right
Steering Switch for a short to ground or to any other circuit.
Measure the resistance between the (G206) EVIC Mux Signal 2 circuit
and the (G907) EVIC/NAV Mux Return circuit.
Is the resistance below 5.0 ohms?
Yes >> Repair the (G206) EVIC Mux Signal 2 circuit for a short to
the (G907) EVIC/NAV Mux Return circuit.
No >> Go to 3
3. (G206) EVIC MUX SIGNAL 2 CIRCUIT SHORT TO GROUND

Steering Switch for a short to ground or to any other circuit.
and ground.
ground.
No >> Go to 4
4. LEFT STEERING SWITCH

Reconnect the Left Steering Switch harness connector.
and the (G907) EVIC/NAV Mux Return circuit at the Right Steering
Switch harness connector.
Is the resistance approximately 10.00 K ohms (+/- 10%)?
Yes >> Replace the Left Steering Switch in accordance with the
Service Information.
No >> Go to 5
5. RIGHT STEERING SWITCH

Replace the Right Steering Switch in accordance with the Service Information.
Reconnect the C206 (LIN Bus) connector.
Press and release the Audio Switch several times.
With the scan tool, Clear Stored DTCs in the Steering Control Module.
With the scan tool, select Data Display and view the Audio switch data.
While monitoring the Audio switch data, press and release the Audio Switch several times.
Does the Audio switch data change from Set to Not Set as the switch is pressed and released?
Yes >> Test Complete.
No >> Go to 6
View repair.
Repair
7. INTERMITTENT STEERING WHEEL CONTROL AUDIO SWITCH CIRCUIT DTC

B148A-STEERING WHEEL CONTROL MENU SWITCH CIRCUIT

Theory of Operation
The Steering Wheel Control Menu Switch is part of the Right Steering Switch. The switching status is transferred to
the Steering Control Module (SCM) by way of the LIN bus, a serial sub-bus. The SCM converts the data to CAN(B)
and sends the message to the corresponding module on the bus.
• When Monitored:
• Set Condition:
The Steering Control Module senses that the Steering Wheel Control Menu Switch is in the Set position for
Possible Causes
INTERMITTENT STEERING WHEEL CONTROL MENU SWITCH CIRCUIT DTC

Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go to 2
No >> Go to 4

Press and release the Menu Switch several times.
With the Scan Tool, select Data Display and view the Menu switch data.
While monitoring the Menu switch data, press and release the Menu Switch several times.
Does the Menu switch data change from Set to Not Set when the switch is pressed and released?
Yes >> Test complete.
No >> Go to 3

View repair.
Repair
4. INTERMITTENT STEERING WHEEL CONTROL MENU SWITCH CIRCUIT DTC

B148B-STEERING WHEEL CONTROL UP SWITCH CIRCUIT

Theory of Operation
The Steering Wheel Control Up Switch, when pressed, sends a multiplexed signal to the Right Steering Switch. The
switching status is transferred to the Steering Column Control Module (SCCM) by way of the LIN bus, a serial sub-
bus. The SCCM converts the data to CAN(B) and sends the message to the corresponding module on the bus.
• When Monitored:
• Set Condition:
The Steering Column Control Module senses that the Steering Wheel Control Up Switch is in the Set position
for greater than 50 seconds.
Possible Causes
INTERMITTENT STEERING WHEEL CONTROL UP SWITCH CIRCUIT DTC

STEERING COLUMN CONTROL MODULE (SCCM)
Diagnostic Test

With the Scan Tool, select View DTCs in the Steering Column Control Module.
Yes >> Go to 2
No >> Go to 7
Remove the Driver Airbag in accordance with the Service Information.
Steering Switch for a short to ground or any other circuit.
No >> Go to 3
and ground.
ground.
No >> Go to 4

Is the resistance approximately .5 ohms (+/- 1 ohm)?
No >> Go to 5

Press and release the Up Switch several times.
With the scan tool, Clear Stored DTCs in the Steering Column Control Module.
With the scan tool, select Data Display and view the Up switch data.
While monitoring the Up switch data, press and release the Up Switch several times.
Does the Up switch data change from Set to Not Set as the switch is pressed and released?
No >> Go to 6
6. STEERING COLUMN CONTROL MODULE (SCCM)

View repair.
Repair
Replace the Steering Column Control Module (SCCM) in accordance with the Service Information.
7. INTERMITTENT STEERING WHEEL CONTROL UP SWITCH CIRCUIT DTC

B148C-STEERING WHEEL CONTROL DOWN SWITCH CIRCUIT

Theory of Operation
The Steering Wheel Control Down Switch, when pressed, sends a multiplexed signal to the Right Steering Switch.
• When Monitored:
• Set Condition:
The Steering Control Module senses that the Steering Wheel Control Down Switch is in the Set position for
Possible Causes
INTERMITTENT STEERING WHEEL CONTROL DOWN SWITCH CIRCUIT DTC

Diagnostic Test

Yes >> Go to 2
No >> Go to 7
No >> Go to 3
and ground.
ground.
No >> Go to 4

Is the resistance approximately 10 K ohms (+/- 10%)?
No >> Go to 5

Press and release the Down Switch several times.
With the scan tool, select Data Display and view the Down switch data.
While monitoring the Down switch data, press and release the Down Switch several times.
Does the Down switch data change from Set to Not Set as the switch is pressed and released?
No >> Go to 6

View repair.
Repair
7. INTERMITTENT STEERING WHEEL CONTROL DOWN SWITCH CIRCUIT DTC

B148D-STEERING WHEEL CONTROL SIDE SWITCH CIRCUIT

Theory of Operation
The Steering Wheel Control Side Switch, when pressed, sends a multiplexed signal to the Right Steering Switch.
• When Monitored:
• Set Condition:
The Steering Control Module senses that the Steering Wheel Control Side Switch is in the Set position for
Possible Causes
INTERMITTENT STEERING WHEEL CONTROL SIDE SWITCH CIRCUIT DTC

Diagnostic Test

Yes >> Go to 2
No >> Go to 7
No >> Go to 3
and ground.
ground.
No >> Go to 4

Is the resistance approximately .5 ohms (+/- 1 ohm)?
No >> Go to 5

Press and release the Side Switch several times.
With the scan tool, select Data Display and view the Side switch data.
While monitoring the Side switch data, press and release the Side Switch several times.
Does the Side switch data change from Set to Not Set as the switch is pressed and released?
No >> Go to 6

View repair.
Repair
7. INTERMITTENT STEERING WHEEL CONTROL SIDE SWITCH CIRCUIT DTC

B148E-STEERING WHEEL CONTROL [+] SWITCH CIRCUIT

Theory of Operation
The Steering Wheel Control Plus (+) Switch is part of the Right Steering Switch. The switching status is transferred
to the Steering Control Module (SCM) by way of the LIN bus, a serial sub-bus. The SCM converts the data to
CAN(B) and sends the message to the corresponding module on the bus.
• When Monitored:
• Set Condition:
The Steering Control Module senses that the Steering Wheel Control Plus (+) Switch is in the Set position for
Possible Causes
INTERMITTENT STEERING WHEEL CONTROL [+] SWITCH CIRCUIT DTC

Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go to 2
No >> Go to 4

Press and release the Plus (+) Switch several times.
With the Scan Tool, select Data Display and view the Plus (+) switch data.
While monitoring the Plus (+) switch data, press and release the Plus (+) Switch several times.
Does the Plus (+) switch data change from Set to Not Set when the switch is pressed and released?
No >> Go to 3
View repair.
Repair
4. INTERMITTENT STEERING WHEEL CONTROL [+] SWITCH CIRCUIT DTC

B148F-STEERING WHEEL CONTROL [-] SWITCH CIRCUIT

Theory of Operation
The Steering Wheel Control Minus (-) Switch is part of the Right Steering Switch. The switching status is transferred
to the Steering Control Module (SCM) by way of the LIN bus, a serial sub-bus. The SCM converts the data to
CAN(B) and sends the message to the corresponding module on the bus.
• When Monitored:
• Set Condition:
The Steering Control Module senses that the Steering Wheel Control Minus (-) Switch is in the Set position for
Possible Causes
INTERMITTENT STEERING WHEEL CONTROL [-] SWITCH CIRCUIT DTC

Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go to 2
No >> Go to 4

Press and release the Minus (-) Switch several times.
With the Scan Tool, select Data Display and view the Minus (-) switch data.
While monitoring the Minus (-) switch data, press and release the Minus (-) Switch several times.
Does the Minus (-) switch data change from Set to Not Set when the switch is pressed and released?
No >> Go to 3

View repair.
Repair
4. INTERMITTENT STEERING WHEEL CONTROL [-] SWITCH CIRCUIT DTC

B1490-STEERING WHEEL CONTROL C/T SWITCH CIRCUIT

Theory of Operation
The Steering Wheel Control Compass/Temperature Switch is part of the Right Steering Switch. The switching status
is transferred to the Steering Control Module (SCM) by way of the LIN bus, a serial sub-bus. The SCM converts the
data to CAN(B) and sends the message to the corresponding module on the bus.
• When Monitored:
• Set Condition:
The Steering Control Module senses that the Steering Wheel Control Compass/Temperature Switch is in the
Set position for greater than 50 seconds.
Possible Causes
INTERMITTENT STEERING WHEEL CONTROL C/T SWITCH CIRCUIT DTC

Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go to 2
No >> Go to 4

With the Scan Tool, select Data Display and view the Compass/Temperature switch data.
While monitoring the Compass/Temperature switch data, press and release the Compass/Temperature Switch sev-
eral times.
Does the Compass/Temperature switch data change from Set to Not Set when the switch is pressed
and released?
No >> Go to 3
View repair.
Repair
4. INTERMITTENT STEERING WHEEL CONTROL C/T SWITCH CIRCUIT DTC

B1DA0–STEERING COLUMN TILT SWITCH CIRCUIT STUCK

• When Monitored:
• Set Condition:
The Steering Control Module senses that the Steering Column Tilt Switch is in the Set position for greater than
50 seconds.
Possible Causes
INTERMITTENT STEERING COLUMN TILT SWITCH CIRCUIT STUCK DTC

STEERING COLUMN TILT/TELESCOPE SWITCH
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go to 2
No >> Go to 4
2. STEERING COLUMN TILT/TELESCOPE SWITCH

Replace the Steering Column Tilt/Telescope Switch in accordance with the Service Information.
Move the Steering column tilt switch to the up and down positions several times.
With the Scan Tool, select Data Display and view the Steering column up and the Steering column down switch
data.
While monitoring the Steering column up and the Steering column down switch data, move the Steering column tilt
switch to the up and down positions several times.
Does the Steering column switch data change from Set to Not Set as the switch is moved to each
position?
No >> Go to 3

View repair.
Repair
4. INTERMITTENT STEERING COLUMN TILT SWITCH CIRCUIT STUCK DTC

While monitoring the scan tool data relative to this circuit, wiggle test the component and connectors and move the
switch to each position.
Look for the data to change other than as expected or for the DTC to reset during the test.
B1DA5–STEERING COLUMN TELESCOPE SWITCH CIRCUIT STUCK

• When Monitored:
• Set Condition:
The Steering Control Module senses that the Steering Column Telescope Switch is in the Set position for
Possible Causes
INTERMITTENT STEERING COLUMN TELESCOPE SWITCH CIRCUIT STUCK DTC

STEERING COLUMN TILT/TELESCOPE SWITCH
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go to 2
No >> Go to 4
2. STEERING COLUMN TILT/TELESCOPE SWITCH

Replace the Steering Column Tilt/Telescope Switch in accordance with the Service Information.
Move the Steering column telescope switch forward and back several times.
With the Scan Tool, select Data Display and view the Steering column forward and Steering column back switch
data.
While monitoring the Steering column forward and Steering column back switch data, move the Steering column
telescope switch forward and back several times.
Does the Steering column switch data change from Set to Not Set as the switch is moved to each
position?
No >> Go to 3
3. STEERING CONTROL MODULE

View repair.
Repair
4. INTERMITTENT STEERING COLUMN TELESCOPE SWITCH CIRCUIT STUCK DTC
Look for the data to change other than as expected or for the DTC to reset during the test.
B1D8D-STEERING COLUMN TELESCOPE POSITION SENSOR CIRCUIT LOW

Theory of Operation
The MSM input signal from the Steering Column Telescope Sensor is recognized in a specified voltage area. The
input channel is an analog to digital converter input and the sensor is a hall sensor.
• When Monitored:
The hall supply voltage is switched on when the motor becomes activated.
• Set Condition:
The sensed input is less than 1.7 volts (at the controller input, not at the module input) for more than 14 mS
Possible Causes
INTERMITTENT STEERING COLUMN TELESCOPE POSITION SENSOR CIRCUIT LOW DTC

(P152) TELESCOPE STEERING FORWARD/REARWARD POSITION SENSE CIRCUIT SHORT TO GROUND
STEERING COLUMN TELESCOPE MOTOR
MEMORY SEAT MODULE (MSM)
Diagnostic Test
1. DTC IS ACTIVE
With the Scan Tool, select Clear Stored DTCs in the Memory Seat Module.
Move the Steering Column Telescope Switch to the Forward and Rearward positions several times, holding the
switch in position for at least 2 seconds each time.
With the Scan Tool, select View DTCs in the Memory Seat Module.
Does the DTC reset and/or remain active?
Yes >> Go to 2
No >> Go to 6
2. CHECK DTC WITH HARNESS DISCONNECTED

Disconnect the Steering Column Telescope Motor connector.
Move the Steering Column Telescope Switch to the Forward and Rearward positions several times.
Yes >> Go to 4
No >> Go to 3
3. STEERING COLUMN TELESCOPE MOTOR

View repair.
Repair
Inspect the wiring between the Steering Column Telescope Motor and the harness connector (on the
motor side) for a short to ground or to any other circuit. If any problems are found, repair as necessary.
If no problems are found, replace the Steering Column Telescope Motor in accordance with the Service
Information.
4. (P152) TELESCOPE STEERING FORWARD/REARWARD POSITION SENSE CIRCUIT SHORT TO GROUND

Disconnect the Memory Seat Module (MSM) C1 connector.
Measure the resistance between ground and the (P152) Telescope
Steering Forward/Rearward Position Sense circuit at the Steering Col-
umn Telescope Motor connector (harness side).
Yes >> Repair the (P152) Telescope Steering Forward/Rearward
Position Sense circuit for a short to ground.
No >> Go to 5
5. MEMORY SEAT MODULE (MSM)

Inspect the wiring between the Memory Seat Module harness connector and the Steering Column Telescope Motor
harness connector for a short to ground or to any other circuit. If any problems are found, repair as necessary. If no
problems are found, view repair.
Repair
Replace the Memory Seat Module (MSM) in accordance with the Service Information.
6. INTERMITTENT STEERING COLUMN TELESCOPE POSITION SENSOR CIRCUIT LOW DTC

Look for the data to change other than as expected or for the DTC to reset during the wiggle test.
B1D8E–STEERING COLUMN TELESCOPE POSITION SENSOR CIRCUIT HIGH

Theory of Operation
The MSM input signal from the Steering Column Telescope Sensor is recognized in a specified voltage area. The
input channel is an analog to digital converter input and the sensor is a hall sensor.
• When Monitored:
• Set Condition:
The sensed input is recognized in a defined voltage area (between 3.7 and 5.0 volts at the controller input, not
at the module input) for more than 14 mS
Possible Causes
INTERMITTENT STEERING COLUMN TELESCOPE POSITION SENSOR CIRCUIT HIGH DTC

(P152) TELESCOPE STEERING FORWARD/REARWARD POSITION SENSE CIRCUIT OPEN
(P152) TELESCOPE STEERING FORWARD/REARWARD POSITION SENSE CIRCUIT SHORT TO VOLTAGE
(P152) TELESCOPE STEERING FORWARD/REARWARD POSITION SENSE CIRCUIT SHORT TO TILT/
TELESCOPE MOTOR CIRCUIT(S)
(G914) SENSOR RETURN CIRCUIT OPEN
(G914) SENSOR RETURN CIRCUIT SHORT TO VOLTAGE
Diagnostic Test
1. DTC IS ACTIVE
Does this DTC reset and/or remain active?
Yes >> Go to 2
No >> Go to 10

Disconnect the Steering Telescope Motor harness connector.
Move the Steering Column Telescope Switch to the Forward and Rearward positions several times.
Yes >> Go to 3
No >> Go to 8
3. (P152) TELESCOPE STEERING FORWARD/REARWARD POSITION SENSE CIRCUIT OPEN
Measure the resistance of the (P152) Telescope Steering Forward/
Rearward Position Sense circuit.
Is the resistance above 5.0 ohms?
Position Sense circuit for an open.
No >> Go to 4
4. (P152) TELESCOPE STEERING FORWARD/REARWARD POSITION SENSE CIRCUIT SHORT TO VOLTAGE

Measure the voltage of the (P152) Telescope Steering Forward/Rear-
ward Position Sense circuit.
Is there any voltage present?
Position Sense circuit for a short to voltage.
No >> Go to 5
5. (P152) TELESCOPE STEERING FORWARD/REARWARD POSITION SENSE CIRCUIT SHORT TO TILT/

TELESCOPE MOTOR CIRCUIT(S)
Measure the resistance between the following circuits at the Memory Seat Module (MSM) C1 connector :
• The (P152) Telescope Steering Forward/Rearward Position Sense circuit and the (P157) Telescope Steering
Motor Forward/Rearward Driver circuit.
• The (P152) Telescope Steering Forward/Rearward Position Sense circuit and the (P153) Tilt Steering Motor
Up/Down Driver circuit.
• The (P152) Telescope Steering Forward/Rearward Position Sense circuit and the (P953) Steering Motor Com-
mon circuit.
Is the resistance below 5.0 ohms for any of the circuit tests?
Yes >> Repair the (P152) Telescope Steering Forward/Rearward Position Sense circuit for a short to the motor
circuit(s).
No >> Go to 6
6. (G914) SENSOR RETURN CIRCUIT OPEN

Measure the resistance of the (G914) Sensor Return circuit.
Yes >> Repair the (G914) Sensor Return circuit for an open.
No >> Go to 7
7. (G914) SENSOR RETURN CIRCUIT SHORT TO VOLTAGE
Measure the voltage of the (G914) Sensor Return circuit.
Yes >> Repair the (G914) Sensor Return circuit for a short to volt-
age.
No >> Go to 9

Thoroughly inspect the wiring and connectors between the Memory Seat Module harness connector and the Steer-
ing Telescope Motor for a short to voltage or to any other circuit. If any problems are found, repair as necessary. If
no other problems are found, view repair.
Repair
Replace the Steering Column Telescope Motor in accordance with the Service Information.

ing Telescope Motor harness connector for a short to voltage or to any other circuit. If any problems are found,
repair as necessary. If no other problems are found, view repair.
Repair
10. INTERMITTENT STEERING COLUMN TELESCOPE POSITION SENSOR CIRCUIT HIGH DTC
B1D91-STEERING COLUMN TILT POSITION SENSOR CIRCUIT LOW

Theory of Operation
The MSM input signal from the Steering Column Tilt Sensor is recognized in a specified voltage area. The input
channel is an analog to digital converter input and the sensor is a hall sensor.
• When Monitored:
• Set Condition:
The sensed input is less than 1.7 volts (at the controller input, not at the module input) for more than 14 mS
Possible Causes
INTERMITTENT STEERING COLUMN TILT POSITION SENSOR CIRCUIT LOW DTC

(P151) TILT STEERING UP/DOWN POSITION SENSE CIRCUIT SHORT TO GROUND
STEERING COLUMN TILT MOTOR
Diagnostic Test
1. DTC IS ACTIVE
Move the Steering Column Tilt Switch to the Up and Down positions several times, holding the switch in position for
at least 2 seconds each time.
Yes >> Go to 2
No >> Go to 6

Disconnect the Steering Column Tilt Motor connector.
Move the Steering Column Tilt Switch to the Up and Down positions several times.
Yes >> Go to 4
No >> Go to 3
3. STEERING COLUMN TILT MOTOR

View repair.
Repair
Inspect the wiring between the Steering Column Tilt Motor and the harness connector (on the motor
side) for a short to ground or to any other circuit. If any problems are found, repair as necessary. If no
problems are found, replace the Steering Column Tilt Motor in accordance with the Service Information.
4. (P151) TILT STEERING UP/DOWN POSITION SENSE CIRCUIT SHORT TO GROUND

Measure the resistance between ground and the (P151) Tilt Steering
Up/Down Position Sense circuit at the Steering Column Tilt Motor con-
nector (harness side).
Yes >> Repair the (P151) Tilt Steering Up/Down Position Sense cir-
cuit for a short to ground.
No >> Go to 5

Inspect the wiring between the Memory Seat Module harness connector and the Steering Column Tilt Motor harness
connector for a short to ground or to any other circuit. If any problems are found, repair as necessary. If no prob-
lems are found, view repair.
Repair
6. INTERMITTENT STEERING COLUMN TILT POSITION SENSOR CIRCUIT LOW DTC

B1D92–STEERING COLUMN TILT POSITION SENSOR CIRCUIT HIGH

Theory of Operation
The MSM input signal from the Steering Column Tilt Sensor is recognized in a specified voltage area. The input
channel is an analog to digital converter input and the sensor is a hall sensor.
• When Monitored:
• Set Condition:
The sensed input is recognized in a defined voltage area (between 3.7 and 5.0 volts at the controller input, not
at the module input) for more than 14 mS
Possible Causes
INTERMITTENT STEERING COLUMN TILT POSITION SENSOR CIRCUIT HIGH DTC

(P151) TILT STEERING UP/DOWN POSITION SENSE CIRCUIT OPEN
(P151) TILT STEERING UP/DOWN POSITION SENSE CIRCUIT SHORT TO VOLTAGE
(P151) TILT STEERING UP/DOWN POSITION SENSE CIRCUIT SHORT TO TILT/TELESCOPE MOTOR
CIRCUIT(S)
(G914) SENSOR RETURN CIRCUIT OPEN
(G914) SENSOR RETURN CIRCUIT SHORT TO VOLTAGE
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go to 2
No >> Go to 10

Disconnect the Steering Tilt Motor harness connector.
Move the Steering Column Tilt Switch to the Up and Down positions several times.
Yes >> Go to 3
No >> Go to 8
3. (P151) TILT STEERING UP/DOWN POSITION SENSE CIRCUIT OPEN
Measure the resistance of the (P151) Tilt Steering Up/Down Position
Sense circuit.
cuit for an open.
No >> Go to 4
4. (P151) TILT STEERING UP/DOWN POSITION SENSE CIRCUIT SHORT TO VOLTAGE

Measure the voltage of the (P151) Tilt Steering Up/Down Position
Sense circuit.
cuit for a short to voltage.
No >> Go to 5
5. (P151) TILT STEERING UP/DOWN POSITION SENSE CIRCUIT SHORT TO TILT/TELESCOPE MOTOR
CIRCUIT(S)
Measure the resistance between the following circuits at the Memory
Seat Module (MSM) C1 connector :
• The (P151) Tilt Steering Up/Down Position Sense circuit and the
(P157) Telescope Steering Motor Forward/Rearward Driver circuit.
(P153) Tilt Steering Motor Up/Down Driver circuit.
(P953) Steering Motor Common circuit.
Is the resistance below 5.0 ohms for any of the circuit
tests?
cuit for a short to the motor circuit(s).
No >> Go to 6
6. (G914) SENSOR RETURN CIRCUIT OPEN

Measure the resistance of the (G914) Sensor Return circuit.
Yes >> Repair the (G914) Sensor Return circuit for an open.
No >> Go to 7
7. (G914) SENSOR RETURN CIRCUIT SHORT TO VOLTAGE
Measure the voltage of the (G914) Sensor Return circuit.
Yes >> Repair the (G914) Sensor Return circuit for a short to volt-
age.
No >> Go to 9

ing Tilt Motor for a short to voltage or to any other circuit. If any problems are found, repair as necessary. If no other
Repair
Replace the Steering Column Tilt Motor in accordance with the Service Information.

ing Tilt Motor harness connector for a short to voltage or to any other circuit. If any problems are found, repair as
necessary. If no other problems are found, view repair.
Repair
10. INTERMITTENT STEERING COLUMN TILT POSITION SENSOR CIRCUIT HIGH DTC
B1D93–STEERING COLUMN TELESCOPE MOTOR CONTROL CIRCUIT
PERFORMANCE
Theory of Operation
This DTC will set if movement in the Telescope Motor is requested and no motor movement is detected and only if
failure counters are matured for both motor directions (forward/rearward). If the motor becomes energized and there
are no hall pulses recognized after motor activation, the MSM will de-energize the motor after 2 seconds.
• When Monitored:
When the motor is activated in either direction, until de-energized by the MSM.
• Set Condition:
No movement is detected in an activated motor for more than 2000 ms.
Possible Causes
INTERMITTENT STEERING COLUMN TELESCOPE MOTOR CONTROL CIRCUIT PERFORMANCE DTC

(P157) TELESCOPE STEERING FORWARD/REARWARD DRIVER CIRCUIT OPEN
(P157) TELESCOPE STEERING FORWARD/REARWARD DRIVER CIRCUIT SHORT TO GROUND
(P157) TELESCOPE STEERING FORWARD/REARWARD DRIVER CIRCUIT SHORT TO VOLTAGE
(P953) STEERING MOTOR COMMON CIRCUIT OPEN
(P953) STEERING MOTOR COMMON CIRCUIT SHORT TO GROUND
(P953) STEERING MOTOR COMMON CIRCUIT SHORT TO VOLTAGE
Diagnostic Test
1. DTC IS ACTIVE
NOTE: If a DTC is set for B1D8D and/or B1D8E, perform the diagnostic procedure(s) before continuing.
Yes >> Go to 2
No >> Go to 14
2. (P157) TELESCOPE STEERING MOTOR FORWARD/REARWARD DRIVER CIRCUIT — TEST TO GROUND

Disconnect the Steering Telescope Motor harness connector.
Using a 12–volt test light connected to 12–volts, check the (P157) Tele-
scope Steering Motor Forward/Rearward Driver circuit.
Monitor the test light with the Steering Column Telescope Switch in the
Forward position, the Rearward position and with the switch at rest.
The test light should be illuminated and bright only when the switch is
in the Rearward position.
Does the test light illuminate as described?
Yes >> Go to 3
No >> Go to 6
3. (P953) TELESCOPE STEERING MOTOR COMMON CIRCUIT — TEST TO GROUND

scope Steering Motor Common circuit.
The test light should be illuminated and bright when the switch is in the
Forward position and when the switch is at rest.
Yes >> Go to 4
No >> Go to 9
4. (P157) TELESCOPE STEERING MOTOR FORWARD/REARWARD DRIVER CIRCUIT- TEST TO VOLTAGE

Using a 12–volt test light connected to ground, check the (P157) Tele-
in the Forward position.
Yes >> Go to 5
No >> Go to 6
5. (P953) TELESCOPE STEERING MOTOR COMMON CIRCUIT — TEST TO VOLTAGE
Using a 12–volt test light connected to ground, check the (P953) Tele-
in the Rearward position.
Yes >> Go to 12
No >> Go to 9
6. (P157) TELESCOPE STEERING MOTOR FORWARD/REARWARD DRIVER CIRCUIT SHORT TO GROUND

Does the test light illuminate?
Yes >> Repair the (P157) Telescope Steering Motor Forward/Rear-
ward Driver circuit for a short to ground.
No >> Go to 7
7. (P157) TELESCOPE STEERING MOTOR FORWARD/REARWARD DRIVER CIRCUIT OPEN

Measure the resistance of the (P157) Telescope Steering Motor For-
ward/Rearward Driver circuit.
ward Driver circuit for an open.
No >> Go to 8
8. (P157) TELESCOPE STEERING MOTOR FORWARD/REARWARD DRIVER CIRCUIT SHORT TO VOLTAGE

Measure the voltage of the (P157) Telescope Steering Motor Forward/
Rearward Driver circuit.
ward Driver circuit for a short to voltage.
No >> Go to 13
9. (P953) TELESCOPE STEERING MOTOR COMMON CIRCUIT SHORT TO GROUND
Yes >> Repair the (P953) Telescope Steering Motor Common cir-
No >> Go to 10
10. (P953) TELESCOPE STEERING MOTOR COMMON CIRCUIT OPEN

Measure the resistance of the (P953) Telescope Steering Motor Com-
mon circuit.
cuit for an open.
No >> Go to 11
11. (P953) TELESCOPE STEERING MOTOR COMMON CIRCUIT SHORT TO VOLTAGE

Measure the voltage of the (P953) Telescope Steering Motor Common
circuit.
No >> Go to 13

Repair
Replace the Steering Column Telescope Motor in accordance with the Service Information.

Repair
14. INTERMITTENT STEERING COLUMN TELESCOPE MOTOR CONTROL CIRCUIT PERFORMANCE DTC
B1D97–STEERING COLUMN TILT MOTOR CONTROL CIRCUIT PERFORMANCE

Theory of Operation
This DTC will set if movement in the Tilt Motor is requested and no motor movement is detected and only if failure
counters are matured for both motor directions (up/down). If the motor becomes energized and there are no hall
pulses recognized after motor activation, the MSM will de-energize the motor after 2 seconds.
• When Monitored:
When the motor is activated in either direction, until de-energized by the MSM.
• Set Condition:
No movement is detected in an activated motor for more than 2000 ms.
Possible Causes
INTERMITTENT STEERING COLUMN TILT MOTOR CONTROL CIRCUIT PERFORMANCE DTC

(P153) TILT STEERING UP/DOWN DRIVER CIRCUIT OPEN
(P153) TILT STEERING UP/DOWN DRIVER CIRCUIT SHORT TO GROUND
(P153) TILT STEERING UP/DOWN DRIVER CIRCUIT SHORT TO VOLTAGE
(P953) STEERING MOTOR COMMON CIRCUIT OPEN
(P953) STEERING MOTOR COMMON CIRCUIT SHORT TO GROUND
(P953) STEERING MOTOR COMMON CIRCUIT SHORT TO VOLTAGE
Diagnostic Test
1. DTC IS ACTIVE
NOTE: If a DTC is set for B1D8D and/or B1D8E, perform the diagnostic procedure(s) before continuing.
Move the Steering Column Tilt Switch to the Forward and Rearward positions several times, holding the switch in
position for at least 2 seconds each time.
Yes >> Go to 2
No >> Go to 14
2. (P153) TILT STEERING MOTOR UP/DOWN DRIVER CIRCUIT — TEST TO GROUND

Disconnect the Steering Tilt Motor harness connector.
Using a 12–volt test light connected to 12–volts, check the (P153) Tilt
Steering Motor Up/Down Driver circuit.
Monitor the test light with the Steering Column Tilt Switch in the Up
position, the Down position and with the switch at rest.
in the Down position.
Yes >> Go to 3
No >> Go to 6
3. (P953) TILT STEERING MOTOR COMMON CIRCUIT — TEST TO GROUND
Steering Motor Common circuit.
The test light should be illuminated and bright when the switch is in the
Up position and when the switch is at rest.
Yes >> Go to 4
No >> Go to 9
4. (P153) TILT STEERING MOTOR UP/DOWN DRIVER CIRCUIT- TEST TO VOLTAGE

Using a 12–volt test light connected to ground, check the (P153) Tilt
in the Up position.
Yes >> Go to 5
No >> Go to 6
5. (P953) TILT STEERING MOTOR COMMON CIRCUIT — TEST TO VOLTAGE

Using a 12–volt test light connected to ground, check the (P953) Tilt
in the Down position.
Yes >> Go to 12
No >> Go to 9
6. (P153) TILT STEERING MOTOR UP/DOWN DRIVER CIRCUIT SHORT TO GROUND

Yes >> Repair the (P153) Tilt Steering Motor Up/Down Driver cir-
No >> Go to 7
7. (P153) TILT STEERING MOTOR UP/DOWN DRIVER CIRCUIT OPEN

Measure the resistance of the (P153) Tilt Steering Motor Up/Down
Driver circuit.
cuit for an open.
No >> Go to 8
8. (P153) TILT STEERING MOTOR UP/DOWN DRIVER CIRCUIT SHORT TO VOLTAGE
Measure the voltage of the (P153) Tilt Steering Motor Up/Down Driver
circuit.
No >> Go to 13
9. (P953) TILT STEERING MOTOR COMMON CIRCUIT SHORT TO GROUND

Yes >> Repair the (P953) Tilt Steering Motor Common circuit for a
short to ground.
No >> Go to 10
10. (P953) TILT STEERING MOTOR COMMON CIRCUIT OPEN

Measure the resistance of the (P953) Tilt Steering Motor Common cir-
cuit.
Yes >> Repair the (P953) Tilt Steering Motor Common circuit for an
open.
No >> Go to 11
11. (P953) TILT STEERING MOTOR COMMON CIRCUIT SHORT TO VOLTAGE

Measure the voltage of the (P953) Tilt Steering Motor Common circuit.
Yes >> Repair the (P953) Tilt Steering Motor Common circuit for a
short to voltage.
No >> Go to 13
Repair
Replace the Steering Column Tilt Motor in accordance with the Service Information.

Repair
14. INTERMITTENT STEERING COLUMN TILT MOTOR CONTROL CIRCUIT PERFORMANCE DTC
B2225–Steering Control Module INTERNAL
• When Monitored:
Continuously.
• Set Condition:
The Steering Control Module (SCM) detects an internal failure.
Possible Causes
Diagnostic Test

The Steering Control Module (SCM) is reporting internal errors.
View repair.
Repair
B2332–HORN SWITCH INPUT CIRCUIT/PERFORMANCE

Theory of Operation
The Horn Switch is connected to the Right Steering Switch. The switching status is transferred to the Steering Con-
trol Module (SCM) by way of the LIN bus, a serial sub-bus. The SCM converts the data to CAN(B) and sends the
message to the corresponding module on the bus.
• When Monitored:
• Set Condition:
The Steering Control Module senses that the Horn Switch is in the Set position for greater than 50 seconds.
Possible Causes
INTERMITTENT HORN SWITCH INPUT CIRCUIT/PERFORMANCE DTC

(X3) HORN SWITCH SIGNAL CIRCUIT SHORT TO (X903) HORN SWITCH RETURN CIRCUIT
(X3) HORN SWITCH SIGNAL CIRCUIT SHORT TO GROUND
HORN SWITCH
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go to 2
No >> Go to 7
2. (X3) HORN SWITCH SIGNAL CIRCUIT SHORT TO (X903) HORN SWITCH RETURN CIRCUIT
Remove the Driver Airbag in accordance with the Service information.
Disconnect the Horn Switch harness connector.
and connectors between the Horn Switch and the Right Steering
Switch for a short to ground or any other circuit.
Measure the resistance between the (X3) Horn Switch circuit and the
(X903) Horn Switch Return circuit.
Yes >> Repair the (X3) Horn Switch circuit for a short to the (X903)
Horn Switch Return circuit.
Perform the VERIFICATION TEST-VER 1.
No >> Go to 3
3. (X3) HORN SWITCH SIGNAL CIRCUIT SHORT TO GROUND
and connectors between the Horn Switch and the Right Steering
Switch for a short to ground or to any other circuit.
Measure the resistance between the (X3) Horn Switch circuit at the har-
ness connector to the Right Switch and ground (include the metal cas-
ing at the back side of the Airbag).
Yes >> Repair the (X3) Horn Switch circuit for a short to ground.
No >> Go to 4
4. HORN SWITCH
Measure the resistance between the (X3) Horn Switch circuit and the
(X903) Horn Switch Return circuit at the harness connector to the horn
switch.
Yes >> Replace the Horn Switch in accordance with the Service
Information.
No >> Go to 5

NOTE: The C206 (LIN bus) connector must be connected for this test.
Press and release the Horn Switch several times.
With the Scan Tool, select Data Display and view the Horn switch data.
While monitoring the Horn switch data, press and release the Horn Switch several times.
Does the Horn switch data change from Set to Not Set when the switch is pressed and released?
No >> Go to 6

View repair.
Repair
7. INTERMITTENT HORN SWITCH INPUT CIRCUIT/PERFORMANCE DTC

U0002–CAN C BUS OFF PERFORMANCE

• When Monitored:
Continuously.
• Set Condition:
Whenever the CAN C Bus (+) or CAN C Bus (-) is open, shorted to voltage or shorted to ground.
Possible Causes
INTERMITTENT CAN C BUS OFF PERFORMANCE DTC

CAN C BUS DTCs SET IN FRONT CONTROL MODULE
(D65) CAN C BUS (+) CIRCUIT OPEN
(D64) CAN C BUS (-) CIRCUIT OPEN
Diagnostic Test
1. DTC IS ACTIVE
With the scan tool, select Clear Stored DTCs in the Steering Control Module.
Cycle the ignition from off to on at least 5 times, leaving the ignition on for a minimum of 90 seconds per cycle.
Yes >> Go to 2
No >> Go to 6
2. CAN C BUS DTCs SET IN FRONT CONTROL MODULE

With the Scan Tool, select View DTCs in the Front Control Module (FCM).
Are there any active CAN C Bus DTCs?
Yes >> Refer to 8 — ELECTRICAL/ELECTRONIC CONTROL MODULES — DIAGNOSIS AND TESTING for
diagnostic procedures and for further possible causes.
No >> Go to 3
3. (D65) CAN C BUS (+) CIRCUIT OPEN

Disconnect the Steering Control Module harness connector.
Disconnect the Front Control Module C1 harness connector.
Measure the resistance of the (D65) CAN C Bus (+) circuit between the Steering Control Module harness connector
and the Front Control Module C1 harness connector.
Yes >> Repair the (D65) CAN C Bus (+) circuit for an open.
No >> Go to 4
4. (D64) CAN C BUS (-) CIRCUIT OPEN
Measure the resistance of the (D64) CAN C Bus (-) circuit between the Steering Control Module harness connector
Yes >> Repair the (D64) CAN C Bus (-) circuit for an open.
No >> Go to 5

Inspect the wiring between the Steering Control Module harness connector and the Front Control Module harness
connector. If any problems are found, repair as necessary. If no problems are found, view repair.
Repair
6. INTERMITTENT CAN C BUS OFF PERFORMANCE DTC

U0019–CAN B BUS CIRCUIT

• When Monitored:
Continuously.
• Set Condition:
Whenever the CAN B Bus (+) or CAN B Bus (-) is open, shorted to voltage or shorted to ground.
Possible Causes
INTERMITTENT CAN B BUS CIRCUIT DTC

CAN B BUS DTCs SET IN FRONT CONTROL MODULE
(D55) CAN B BUS (+) CIRCUIT OPEN
(D54) CAN B BUS (-) CIRCUIT OPEN
Diagnostic Test
1. DTC IS ACTIVE
Cycle the ignition from off to on at least 5 times, leaving the ignition on for a minimum of 90 seconds per cycle.
Yes >> Go to 2
No >> Go to 6
2. CAN B BUS DTCs SET IN FRONT CONTROL MODULE

With the Scan Tool, select View DTCs in the Front Control Module (FCM).
Are there any active CAN B Bus DTCs?
Yes >> Refer to 8 — ELECTRICAL/ELECTRONIC CONTROL MODULES — DIAGNOSIS AND TESTING for
No >> Go to 3
3. (D55) CAN B BUS (+) CIRCUIT OPEN

Disconnect the Steering Control Module harness connector.
Disconnect the Front Control Module C1 harness connector.
Measure the resistance of the (D55) CAN B Bus (+) circuit between the Steering Control Module harness connector
Yes >> Repair the (D55) CAN B Bus (+) circuit for an open.
No >> Go to 4
4. (D54) CAN B BUS (-) CIRCUIT OPEN

Measure the resistance of the (D54) CAN B Bus (-) circuit between the Steering Control Module harness connector
Yes >> Repair the (D54) CAN B Bus (-) circuit for an open.
No >> Go to 5

Inspect the wiring between the Steering Control Module harness connector and the Front Control Module harness
connector. If any problems are found, repair as necessary. If no problems are found, view repair.
Repair
6. INTERMITTENT CAN B BUS CIRCUIT DTC

U0121–LOST COMMUNICATION WITH ANTI-LOCK BRAKE SYSTEM (ABS)
CONTROL MODULE
Diagnostic Test
1. LOST COMMUNICATION WITH ANTI-LOCK BRAKE SYSTEM (ABS) CONTROL MODULE

The Steering Control Module (SCM) is reporting that network communication has been lost with the ABS Control
module.
View repair.
Repair
Refer to 8 — ELECTRICAL/ELECTRONIC CONTROL MODULES — DIAGNOSIS AND TESTING for
U0141–LOST COMMUNICATION WITH FRONT CONTROL MODULE
Diagnostic Test
1. LOST COMMUNICATION WITH FRONT CONTROL MODULE (FCM)

The Steering Control Module (SCM) is reporting that network communication has been lost with the Front Control
Module (FCM).
View repair.
Repair
U0155–LOST COMMUNICATION WITH CLUSTER / CCN
Diagnostic Test
1. LOST COMMUNICATION WITH INSTRUMENT CLUSTER (CCN)

The Steering Control Module (SCM) is reporting that network communication has been lost with the Instrument
Cluster (CCN).
View repair.
Repair
U0212–LOST COMMUNICATION WITH STEERING COLUMN CONTROL MODULE
Diagnostic Test
1. LOST COMMUNICATION WITH STEERING COLUMN CONTROL MODULE

The Memory Seat Module (MSM) is reporting that network communication has been lost with the Steering Control
Module (SCM).
View repair.
Repair
U1109–LOST COMMUNICATION WITH LIN STEERING WHEEL CONTROLS
Theory of Operation
The Steering Wheel Control Switch status is transferred to the Steering Control Module (SCM) by way of the LIN
bus, a serial sub-bus. The SCM converts the data to CAN and sends the messages to the corresponding module(s)
on the bus.
• When Monitored:
• Set Condition:
There is no response from the Steering Column Control (LIN) Switch for 10 ms.
Possible Causes
INTERMITTENT LOST COMMUNICATION WITH LIN STEERING WHEEL CONTROLS DTC

LIN BUS WIRING AND CONNECTORS
CLOCKSPRING
Diagnostic Test
1. DTC IS ACTIVE
Yes >> Go to 2
No >> Go to 6
2. LIN BUS WIRING AND CONNECTORS

NOTE: Before proceeding, thoroughly inspect the wiring harness and connectors between the Clockspring
and the Right Steering Switch for a short to ground or any other circuit.
Disconnect the C206 harness connector.
Measure the resistance of the following LIN Bus circuits:
• The (D500) LIN Bus circuit between the Right Steering Switch harness connector and the C206 harness con-
nector (Steering Pad side).
• The (D501) LIN Bus Slave Return circuit between the Right Steering Switch harness connector and the C206
harness connector (Steering Pad side).
• The (D502) LIN Bus Slave Feed circuit between the Right Steering Switch harness connector and the C206
harness connector (Steering Pad side).
Is the resistance above 5.0 ohms for any of the LIN Bus circuits?
Yes >> Repair the LIN Bus circuit(s) for an open.
No >> Go to 3
3. CLOCKSPRING
Remove the Clockspring in accordance with the Service Information.
Measure the resistance of the following LIN Bus circuits:
• The (D500) LIN Bus circuit between the Clockspring connector to the SCM and the C206 harness connector
(Clockspring side).
• The (D501) LIN Bus Slave Return circuit between the Clockspring connector to the SCM and the C206 har-
ness connector (Clockspring side).
• The (D502) LIN Bus Slave Feed circuit between the Clockspring connector to the SCM and the C206 harness
connector (Clockspring side).
Is the resistance above 5.0 ohms for any of the LIN Bus circuits?
Yes >> Repair the LIN Bus circuit(s) for an open.
No >> Go to 4

Reconnect the Clockspring.
Does the DTC reset?
Yes >> Go to 5

View repair.
Repair
6. INTERMITTENT LOST COMMUNICATION WITH LIN STEERING WHEEL CONTROLS DTC

LX COLUMN SERVICE INFORMATION 19 - 111
COLUMN SERVICE INFORMATION

TABLE OF CONTENTS
page page
COLUMN SERVICE INFORMATION INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112 LEVER-GEAR SHIFT
DIAGNOSIS AND TESTING REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169
STEERING COLUMN . . . . . . . . . . . . . . . . . . . . . . . 113 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171
REMOVAL MODULE-STEERING COLUMN CONTROL
COLUMN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173
COLUMN - COLUMN SHIFT . . . . . . . . . . . . . . . . . 119 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173
COLUMN - RHD . . . . . . . . . . . . . . . . . . . . . . . . . . . 127 DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176
INSTALLATION ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179
COLUMN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183
COLUMN - COLUMN SHIFT . . . . . . . . . . . . . . . . 140 SHROUD
COLUMN - RHD . . . . . . . . . . . . . . . . . . . . . . . . . . . 148 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185
SPECIFICATIONS INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185
STEERING COLUMN FASTENER TORQUE . . 156 SHROUD-ROLL TOP
COUPLING-STEERING REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158 WHEEL-STEERING
SHAFT-INTERMEDIATE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
LEVER-ELECTRONIC TELESCOPING
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164
19 - 112 COLUMN SERVICE INFORMATION LX
COLUMN SERVICE INFORMATION
DESCRIPTION
The tilt, telescoping and electronic telescoping steer-
ing column (5) has been designed to be serviced as
an assembly (including the intermediate shaft (10));
less wiring, switches, shroud, steering wheel, etc.
Most steering column components can be serviced
without removing the steering column from the vehicle.
The steering column used on rear-wheel-drive (RWD)
vehicles is not interchangeable with the steering col-
umn used on all-wheel-drive (AWD) vehicles.
The steering column (1) for right-hand drive (RHD)

models is similar to the left-hand drive column, except
that it has a separate, serviceable intermediate shaft
(3) and a shaft lock module (2).
A column shift type steering column is available on

RWD fleet vehicles for police use only. This steering
column (1) has an add-on type gear shift mechanism
(3) attached to the right side of the steering column.
Beside the components serviced on the standard
RWD steering column, the serviceable components on
this column also include the gear shift lever. All other
components are serviced as part of the steering col-
umn. Do not attempt disassembly of the gear shift
mechanism.
The gear shift lever on the column shift steering col-
umn includes switches for autostick. These switches
are not replaceable. They are serviced with the gear
shift lever.
When servicing any component of the steering column, refer to Restraints and observe all WARNINGS and CAU-
TIONS. (Refer to 8 - ELECTRICAL/RESTRAINTS - WARNING)
WARNING: The airbag system is a sensitive, complex electro-mechanical unit. Before attempting to diag-
nose, remove or install the airbag system components you must first disconnect and isolate the battery
negative (ground) cable. Then wait two minutes for the system capacitor to discharge. Failure to do so
could result in accidental deployment of the airbag and possible personal injury. The fasteners, screws, and
bolts, originally used for the airbag components, have special coatings and are specifically designed for the
airbag system. They must never be replaced with any substitutes. Anytime a new fastener is needed,
replace with the correct fasteners provided in the service package or fasteners listed in the parts books.
CAUTION: Do not hammer on steering column shaft. This may cause damage to the column internally.
CAUTION: Do not attempt to remove or modify any part of the column.
NOTE: When servicing the steering wheel after removing the old bolt, a NEW bolt must be used when
installing.
NOTE: When servicing the steering coupler a NEW bolt must be used when installing.

STEERING COLUMN
If the vehicle is involved in a front end collision and/or the air bag has deployed, the steering column must be
replaced.
REMOVAL
COLUMN
WARNING: Before servicing the steering column the airbag system must be disarmed. Refer to electrical
restraint system for service procedures. Failure to do so may result in accidental deployment of the airbag
and possible personal injury.
NOTE: If steering column being removed is an electric telescoping column and it is being reused, place
column in mid-tilt position before removal to ease installation.
1. Position the front wheels straight-ahead.
2. Fully extend or pull out adjustable steering column.
3. Disconnect the negative (ground) cable from the battery.
4. Remove the airbag (3). (Refer to 8 - ELECTRICAL/
RESTRAINTS/DRIVER AIRBAG - REMOVAL).
5. Remove the steering wheel retainer bolt (2), then

slide the steering wheel (1) off the shaft.
6. Remove the steering column opening cover (1) (Refer to 23 - BODY/INSTRUMENT PANEL/STEERING COL-
UMN OPENING COVER - REMOVAL).
7. Remove the steering column opening reinforce-
ment (1).
8. Loosen at least one clockspring screw (1) to pre-
vent the clockspring from unwinding.
9. Back out the set screw (1) through the access hole
(3) in the steering column control module (SCCM)
(2) securing the multi-function SCCM assembly.
10. Pull the SCCM assembly (1) off the steering col-
umn shaft.
11. Manual tilt and telescoping columns – Unsnap and

move the adjustment handle locking tab (3) for-
ward as shown unlatching the handle (2) from the
column.
12. Remove four roll top shroud mounting screws and

remove roll top shroud (1) along with manual tilt/
telescope handle (3) (if equipped).
13. Remove the two retaining nuts (1) at the bulkhead

(2) for the steering column.
14. Remove the instrument cluster assembly. (Refer
to 8 - ELECTRICAL/INSTRUMENT CLUSTER -
REMOVAL)
15. Depress the tabs on the rear of the column wiring
harness connector and remove the connector
from the steering column.
16. Raise and support vehicle. (Refer to LUBRICA-
PROCEDURE)
17. Remove the pinch bolt (4) at the lower coupling

shaft (5).
18. Slide the steering shaft (3) out of the lower cou-
pling shaft (5).
19. Lower vehicle.
20. If equipped with electronic telescoping column,

remove the screws (3) mounting the brace (1) to
the steering column (2) and support beam
bracket.
21. Remove the lower steering column mounting pivot

bolt and nut (2).
CAUTION: When handling the steering column use

care to avoid holding the column by any part of
the tilt/telescope mechanism or by the shaft boot.
The column should be held by its mounting
bracket and the shaft by the exposed portions.
22. Remove the two upper mounting screws (1) from

the steering column (2).
23. Remove the steering column assembly from the
vehicle.
24. Transfer remaining parts if necessary to the new
column.
COLUMN - COLUMN SHIFT

CAUTION: All fasteners must be torqued to specification to ensure proper operation of the steering column.

2. Fully extend or pull out the adjustable steering column.

slide the steering wheel (3) off the steering column
(1) shaft.
ment (1).
8. Loosen at least one clockspring screw (1) to pre-
vent the clockspring from unwinding.
umn shaft.
11. Disconnect the 6-Way electronic shift module wir-

ing connector (4).
12. Disconnect the autostick wiring connector (1).
13. Remove the wiring tie strap (2) securing the auto-
stick wiring to the column.
14. Unsnap the gear shift lever boot (2) from the clus-
ter bezel (3). Slide the boot up the gear shift lever
(1), away from the bezel.
15. Remove the gear shift lever mounting screw (1).

16. Slide the gear shift lever (2) out of the column
shift mechanism.
17. Remove the cluster bezel. (Refer to 23 - BODY/
INSTRUMENT PANEL/CLUSTER BEZEL -
REMOVAL)
18. Unsnap and move the adjustment handle locking
tab (3) forward as shown unlatching the handle
(2) from the column.
19. Remove the three roll top shroud mounting

screws and remove the roll top shroud (1) along
with the manual tilt/telescope handle (3).
20. Remove the two retaining nuts (1) at the bulkhead

(2) for the steering column.
21. Remove the instrument cluster assembly. (Refer
to 8 - ELECTRICAL/INSTRUMENT CLUSTER -
REMOVAL)

23. Disconnect the shift cable (2) at the shift mecha-

nism (1).
24. Remove the shift cable (2) from the mounting
bracket (3).
25. Raise and support the vehicle. (Refer to LUBRI-
CATION & MAINTENANCE/HOISTING - STAN-
DARD PROCEDURE)
26. Remove the pinch bolt (4) at the lower coupling

shaft (5).
27. Slide the steering shaft (3) out of the lower cou-
pling shaft (5).
28. Lower vehicle.
bolt and nut (2).

the tilt/telescope mechanism or by the shaft boot.
The column should be held by its mounting
bracket and the shaft by the exposed portions.

31. Lower the steering column assembly to access

the park lock cable.
CAUTION: Before removing the park lock (inter-

lock) cable, make sure the ignition key is removed
or placed in LOCK position. If otherwise, damage
to the park lock system may occur.
32. Remove the park lock (interlock) cable housing

33. Remove the park lock cable button (2) from the
lever.
vehicle.
35. If necessary, transfer any parts to the new
column.
COLUMN - RHD


slide the steering wheel (3) off the steering column
(1) shaft.
5. Remove the steering column opening cover (1).
(Refer to 23 - BODY/INSTRUMENT PANEL/
STEERING COLUMN OPENING COVER -
REMOVAL)

ment (3).
7. Remove two left side parking brake lever mounting

nuts (8) and loosen the right lower mounting nut
(5). Remove the lever from the studs (2, 3) and
move it down, away from the column.
8. Loosen any one of the three clockspring screws

(1). The others may be left in.
umn shaft.
11. Remove the instrument cluster bezel. (Refer to 23 - BODY/INSTRUMENT PANEL/CLUSTER BEZEL -
REMOVAL)
12. Unsnap and move the adjustment handle locking
tab (3) forward as shown unlatching the handle
13. Remove the four roll top shroud mounting screws

and remove the shroud (1).
14. Remove the instrument cluster assembly. (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - REMOVAL)
16. Remove the pinch bolt (3) securing the intermedi-

ate shaft to the steering column shaft (1).
17. Slide the intermediate shaft (2) off the steering
column shaft (1).

bolt and nut (2).
the tilt/telescope mechanism. The column should
be held by its mounting bracket.

vehicle.
21. Transfer any remaining parts if necessary to the
new column.
INSTALLATION
COLUMN
CAUTION: When handling the steering column use care to avoid holding the column by any part of the
tilt/telescope mechanism or by the shaft boot. The column should be held by its mounting bracket and the
shaft by the exposed portions.
NOTE: New bolts must be used for installation.

1. Position the steering column (2) on the instrument
panel and loosely install the upper mounting
screws (1).
2. Firmly slide the steering column upward against the

instrument panel and loosely install the pivot bolt
and nut (2).
3. Tighten the steering column upper mounting
screws (1) to 30 N·m (22 ft. lbs.).
4. Tighten the pivot bolt (2) to 30 N·m (22 ft. lbs.).


Install the screws (3) fastening the brace (1) to the
steering column (2) and support beam bracket.
First, tighten mounting screw at the column to 29
N·m (21 ft. lbs.). Then, tighten mounting screw at
the support beam to 12 N·m (106 in. lbs.).
CAUTION: When handling the steering column,

care must be taken not to squeeze the boot or dis-
tort the seal to the body.
6. Center the boot for the steering column at the bulk-

head (2). Install and tighten the two mounting nuts
(1) to 7 N·m (62 in. lbs.).
8. Check and make sure plastic collar (2) on column

shaft is engaged in groove within boot (1).
9. Align the pin on the steering shaft with the nut in
the lower coupling shaft and slide the steering shaft
(3) into the lower coupling (5).
10. Install a NEW pinch bolt (4). Tighten pinch bolt to
31 N·m (23 ft. lbs.).
12. Install the steering column wiring harness connector into the holder on the steering column. Make sure the
connector is captured in the holder.
13. Install the instrument cluster. (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER - INSTALLATION)
14. Position the roll top shroud (1) and install the four
mounting screws.
15. Manual tilt and telescoping columns – Position the

manual adjustment handle (2) over the column
adjustment pin and rotate the locking tab (3) rear-
ward as shown latching the handle to the column.
Make sure the tab snaps into locked position.
16. Install the SCCM assembly (1) onto the steering

column.
17. Tighten the set screw (1) securing the SCCM

assembly (2).
18. Tighten clockspring screw(s) (1) that were backed
out to keep the clockspring from unwinding.
19. Install the steering column opening reinforcement

(1).
20. Install the steering column opening cover (1).

21. Align the spline on the steering wheel hub to
shaft.
22. Install the steering wheel (1) and install a NEW
retainer bolt (2). Tighten the bolt to 70 N·m (52 ft.
lbs.).
23. Install the airbag (3). (Refer to 8 - ELECTRICAL/
RESTRAINTS/DRIVER AIRBAG - INSTALLA-
TION)
24. Install the negative battery terminal on the battery.
It is important that this is performed properly
(including calibration of steering angle sensor if
equipped with ESP). (Refer to 8 - ELECTRICAL/
BATTERY SYSTEM - STANDARD PROCEDURE)
CAUTION: If the steering wheel is excessively off-

center while driving, outside of Chassis specifica-
tions, inadvertent ESP activations may occur on a
vehicle so equipped.
25. Test the operation of the horn, lights and any

other functions that are steering column operated.
COLUMN - COLUMN SHIFT

tilt/telescope mechanism or by the shaft boot. The column should be held by its mounting bracket and the
shaft by the exposed portions.
NOTE: New bolts must be used for installation.

and nut (2).
2. install the park lock (interlock) cable end button (2)

on the lever.
3. Install the park lock cable (1) on the column.
4. Raise the steering column assembly (2) into place

on the instrument panel and install the upper
mounting screws (1). Tighten the steering column
upper mounting screws (1) to 30 N·m (22 ft. lbs.).

CAUTION: When handling the steering column,
care must be taken not to squeeze the boot or dis-
tort the seal to the body.
6. Center the boot for the steering column at the bulk-

head (2). Install and tighten the two mounting nuts
(1) to 7 N·m (62 in. lbs.).
8. Check and make sure the plastic collar (2) on the

column shaft is engaged in the groove within the
boot (1).

the lower coupling shaft and slide the steering shaft
(3) into the lower coupling (5).
10. Install a NEW pinch bolt (4). Tighten pinch bolt to
31 N·m (23 ft. lbs.).
12. Install the shift cable (2) in the mounting bracket

(3).
13. Connect the shift cable (2) to the shift mechanism
(1).
14. Install the steering column wiring harness connector into the holder on the steering column. Make sure the
connector is captured in the holder.
15. Install the instrument cluster (but not cluster bezel). (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER -
INSTALLATION)
16. Position the roll top shroud (1) and install the
three mounting screws.
17. Position the manual adjustment handle (2) over
the column adjustment pin and rotate the locking
tab (3) rearward as shown latching the handle to
the column. Make sure the tab snaps into locked
position.
18. Install the cluster bezel (3). (Refer to 23 - BODY/
INSTALLATION)
19. Slide the gear shift lever (2) into the column shift
mechanism.
20. Line up the threaded hole in the lever with the
hole in the shift mechanism and install the gear
shift lever mounting screw (1). Tighten the screw
to 12 N·m (106 in. lbs.).
21. Route the autostick wiring down the right side of

the column and secure to the column using a wir-
ing tie strap (2).
22. Connect the autostick wiring connector (1).
23. Connect the 6-Way electronic shift module wiring
connector (4).
24. Slide the gear shift lever boot down gear shift
lever (1) and snap it into place on the cluster
bezel (3).
25. Install the SCCM assembly (1) onto the steering

column.

assembly (2).

(1).

30. Align the spline on the steering wheel hub to the
shaft.
lbs.).
TION)

34. Test the operation of the gear shift lever, switches,

horn, lights and any other functions that are steer-
ing column operated.
COLUMN - RHD
tilt/telescope mechanism. The column should be held by its mounting bracket.
NOTE: New bolts must be used for column installation.
CAUTION: Do not attempt to transfer the shaft

lock module from one steering column to another.
1. If the steering column being installed is a NEW col-

umn, a NEW shaft lock module must be installed
on the bottom of the column. To install the shaft
lock module perform the following:
a. Align the engagement and slide tabs integral to
the housing of the shaft lock module (1) with
the slots and channels in the mounting bracket
(3) on the steering column (2).
b. Slide the module toward the top of the column
far enough for the spring clips on the module
to engage the bracket.
NOTE: Once the column has been installed, the

new module MUST be initialized using a diagnos-
tic scan tool before the vehicle can be operated.
2. Position the steering column (2) on the instrument

panel and loosely install the upper mounting
screws (1).

and nut (2).
4. Tighten the steering column upper mounting
screws (1) to 30 N·m (22 ft. lbs.).

6. Align the intermediate shaft upper coupling (3) with

the steering column shaft plastic alignment fin (2),
then carefully slide the intermediate shaft onto the
column shaft (1).
7. Install a NEW steering intermediate shaft pinch bolt

(3). Tighten the pinch bolt to 31 N·m (23 ft. lbs.).
8. Install the steering column wiring harness connec-
tor into the holder on the steering column. Make
sure the connector is captured in the holder.
9. Install the instrument cluster assembly. (Refer to 8 -
ELECTRICAL/INSTRUMENT CLUSTER -
INSTALLATION)
10. Place the roll top shroud (1) over the steering col-
umn (2).
11. Install the four shroud mounting screws (2) (two
screws each side).
12. Position the manual adjustment handle (2) over

the column adjustment pin and rotate the locking
tab (3) rearward as shown latching the handle to
the column. Make sure the tab snaps into locked
position.
13. Install the instrument cluster bezel. (Refer to 23 - BODY/INSTRUMENT PANEL/CLUSTER BEZEL - INSTAL-
LATION)
14. Slide the SCCM assembly (1) onto the steering
column.

assembly (2).
16. Tighten the clockspring screw(s) (1) that were

backed out to keep the clockspring from
unwinding.
17. Position the parking brake lever over the mount-
ing studs (2, 3) and install the two left side park-
ing brake lever mounting nuts (8) and the right
lower mounting nut (5). Tighten the mounting nuts
to 26 N·m (19 ft. lbs.).

(3). Tighten the bolts to 8 N·m (71 in. lbs.).

STEERING COLUMN OPENING COVER -
INSTALLATION)
20. Align the spline on the steering wheel (3) hub to

the steering column (1) shaft.
lbs.).

TION)
24. If new, initialize the shaft lock module using a
scan tool.

tions, inadvertent ESP activations may occur.

SPECIFICATIONS
STEERING COLUMN FASTENER TORQUE

DASH SEAL MOUNTING NUTS 7 — 62
GEAR SHIFT LEVER MOUNTING
12 9 106
SCREW
STEERING COLUMN BRACE
29 21 255
MOUNTING SCREW - AT COLUMN
STEERING COLUMN BRACE
MOUNTING SCREW - AT SUPPORT 12 9 106
BEAM
STEERING COLUMN LOWER PIVOT 30 22 265
BOLT
STEERING COLUMN UPPER 30 22 265
MOUNTING SCREWS
AT GEAR
AT UPPER COUPLING/INTERMEDIATE
SHAFT
STEERING INTERMEDIATE SHAFT 31 23 —
PINCH BOLT - AT RHD COLUMN
STEERING WHEEL RETAINER BOLT 70 52 —
COUPLING-STEERING
REMOVAL
2. Center the steering wheel and lock the steering wheel with a steering wheel holder.
4. Remove the pinch bolt (4) connecting the steering

shaft (3) to the lower steering coupling shaft (5).
5. Separate the lower coupling (5) from the steering
shaft (3).
6. Remove the pinch bolt (1) from the steering cou-

pling (2) at the steering gear (3).
7. Carefully slide the coupling (2) from the steering
gear (3).
8. Remove the steering coupling (2) from the vehicle.
INSTALLATION
1. Align the lower coupling (2), then carefully slide it
onto steering gear input shaft (3).
2. Install a NEW pinch bolt (1) to the steering cou-
pling (2) at the steering gear (3). Tighten the pinch
bolt to 54 N·m (40 ft. lbs).

the lower coupling shaft and slide the shaft (3) into
the lower coupling (5).
4. Install a NEW steering coupling pinch bolt (4).
Tighten the pinch bolt to 31 N·m (23 ft. lbs.).
5. Check and make sure the plastic collar (2) on the

column shaft is engaged in the groove within the
boot (1).
7. Remove the steering wheel holder.
8. Check the operation of the steering column for
binding or noises.
SHAFT-INTERMEDIATE
REMOVAL
NOTE: This procedure applies to RHD vehicles only. The intermediate shaft (Z-coupling) on the LHD column
is not serviceable.

2. Position the front wheels straight-ahead. Center the steering wheel and lock it in place with a steering wheel
holder.
3. Raise and support the vehicle. (Refer to LUBRICATION & MAINTENANCE/HOISTING - STANDARD PROCE-
DURE)
4. Remove the pinch bolt (3) connecting the interme-
diate shaft (1) to the steering coupling shaft (2).
5. Separate the intermediate shaft (1) from the steer-
ing coupling (2).
7. Remove the two retaining nuts (3) securing the

intermediate shaft to the dash panel.
8. Loosen the shaft seal at the dash panel.
9. Remove the pinch bolt (3) securing the intermedi-

ate shaft to the steering column shaft (1).
10. Slide the intermediate shaft (2) off the steering
column shaft (1) and remove it from the vehicle.
INSTALLATION
1. Guide the gear end of the intermediate shaft (1)
through the hole in the dash panel from the pas-
senger compartment side.
2. Push the seal over the studs on the dash panel.
3. Align the intermediate shaft upper coupling (3) with
the steering column shaft plastic alignment fin (2),
then carefully slide the intermediate shaft onto the
column shaft (1).
4. Install a NEW steering intermediate shaft pinch bolt

(3). Tighten the pinch bolt to 31 N·m (23 ft. lbs.).
5. Install the two intermediate shaft dash seal mount-

ing nuts and tighten to 7 N·m (62 in. lbs.).
6. Raise and support the vehicle. (Refer to LUBRICA-
PROCEDURE)
7. Align the pin on the intermediate shaft (1) with the

nut in the lower coupling shaft (2) and slide the
intermediate shaft into the lower coupling.
8. Install a NEW steering coupling pinch bolt (3) at
the intermediate shaft. Tighten the pinch bolt to 31
N·m (23 ft. lbs.).
10. Remove the steering wheel holder.

11. Check operation of the steering column for binding or noises.
LEVER-ELECTRONIC TELESCOPING
REMOVAL

5. Remove the steering wheel retainer bolt (2) then

slide the steering wheel (1) off the column shaft.
6. Remove the clockspring screws (1), (Refer to 8 -

ELECTRICAL/RESTRAINTS/CLOCKSPRING -
REMOVAL).
7. If equipped with ESP, remove the steering angle

sensor (1) from the SCCM (2).
8. Remove the telescoping steering lever screws (4)

from the SCCM (5).
9. Remove the telescoping lever from the SCCM.
INSTALLATION
1. Install the telescoping lever to the SCCM.
2. Install the screws (4) fastening the telescoping
steering lever to the SCCM (5).
3. If equipped with ESP, install the steering angle

sensor (1) to the SCCM (2).
4. Install the clockspring screws (1). (Refer to 8 -

ELECTRICAL/RESTRAINTS/CLOCKSPRING -
REMOVAL).
5. Align the spline on the steering wheel hub to shaft.
6. Then install the steering wheel (1) and install a
NEW retainer bolt (2). Tighten the bolt to 70 N·m
(52 ft. lbs.).

RESTRAINTS/DRIVER AIRBAG - REMOVAL)
9. Test the operation of the horn, lights and any other
functions that are steering column operated.
LEVER-GEAR SHIFT
REMOVAL
ment (1).
4. Disconnect the autostick wiring connector (1).
5. Remove the wiring tie strap (2) securing the auto-
stick wiring to the column.
6. Unsnap the gear shift lever boot (2) from the clus-
ter bezel (3). Slide the boot up the gear shift lever
(1), away from the bezel.
7. Remove the gear shift lever mounting screw (1).

8. Slide the gear shift lever (2) out of the column shift
mechanism and remove the lever with autostick
wiring.
INSTALLATION
1. Feed the autostick wiring through the hole in the
cluster bezel and slide the gear shift lever (2) into
the column shift mechanism.
2. Line up the threaded hole in the lever with the hole
in the shift mechanism and install the gear shift
lever mounting screw (1). Tighten the screw to 12
N·m (106 in. lbs.).
3. Slide the gear shift lever boot down gear shift lever
(1) and snap it into place on the cluster bezel (3).
4. Route the autostick wiring (3) along the right side

of the column gear shift mechanism and install a
wiring tie strap (2) securing the autostick wiring to
the column.
5. Connect the autostick wiring connector (1).
6. Check autostick wiring (3), making sure it is routed
away from movable portions of shift mechanism.
(1).

9. Install the negative battery terminal on the battery. It is important that this is performed properly (including cali-
bration of steering angle sensor if equipped with ESP). (Refer to 8 - ELECTRICAL/BATTERY SYSTEM - STAN-
DARD PROCEDURE)
CAUTION: If the steering wheel is excessively off-center while driving, outside of Chassis specifications,
inadvertent ESP activations may occur on a vehicle so equipped.
10. Test the operation of the gear shift lever and autostick functions.
MODULE-STEERING COLUMN CONTROL

DESCRIPTION
Tilt and telescope steering columns are standard on all models. On 300 Hemi C and international 300C models the
tilt and telescope functions are powered and are also included in the standard Memory System settings. Combined
with available power seats and optional power adjustable pedals, the tilt and telescope steering column gives the
driver every known adjustment to obtain a comfortable driving position. Both columns provide 2.36 inches (60 mm)
of telescoping adjustment and 5.2 degrees of tilt. The adjustments are continuously variable for maximum adapt-
ability.
A lever on the left side of the column controls powered adjustment. Fore and aft motion of the lever operates the
telescoping mechanism. Up and down motion operates the tilt mechanism. Two electric motors turning threaded
actuators move the column. The mechanisms lock in place when movement stops.
The Steering Column Control Module (SCCM) is mounted on the steering column and is removed as a complete
unit. The components that are contained within this unit are:
• Clockspring - is attached to the top of the SCCM with three screws. The clockspring connector passes
through the body of the SCCM and its terminals slide into the male side of the self docking connector within
the Steering Column Module (SCM). (Refer to 8 - ELECTRICAL/RESTRAINTS - DESCRIPTION).
• Multi-Function Switch - is the middle left lever, and is plugged into, and mounting pins pass through, the
SCM secured to the SCCM housing by three screws (Refer to 8 - ELECTRICAL/LAMPS/LIGHTING - EXTE-
RIOR/MULTI-FUNCTION SWITCH - DESCRIPTION).
• Speed Control Switch - is the top left lever and is plugged into the SCM and held in place by the three
screws of the clockspring (Refer to 8 - ELECTRICAL/SPEED CONTROL - DESCRIPTION).
• Steering Angle Sensor (if equipped with Electronic Stability Program (ESP) - is mounted on the right side
of the SCCM, below the clockspring and is responsible for informing the ESP of steering angle.
• Steering Control Module (SCM) - is the module located in the bottom of the SCCM, retained by three screws,
and is the mating point for all the switches and clockspring located in the SCCM.
• Tilt/Telescopic Lever/Switch (if equipped) - is the bottom left lever and is used for steering wheel tilt and
telescoping. It is plugged into the SCM and if not equipped, will be replaced by a support bar. It is held in
place by one the three clockspring screws and one of its own retaining screws.
• Shroud - is the outer housing or shell of the SCCM.
The SCCM communicates via the Local Interconnect Network (LIN) serial data bus. This is an ultra-low voltage
serial data bus that allows the following components to communicate with the Controller Area Network (CAN) B and
C data buses.
• Steering Wheel Switches
• Horn
• Speed Control Switch
• Multi-function Switch
• Tilt/Telescoping Switch (if equipped)
• Steering Angle Sensor (if equipped with Electronic Stability Program (ESP)
• Steering Column Module (SCM)
REMOVAL
and possible personal injury or death.
3. Disconnect the negative (ground) cable from the
battery.
4. Remove the driver airbag (3). (Refer to 8 - ELEC-
TRICAL/RESTRAINTS/DRIVER AIRBAG -
REMOVAL)
5. Remove the steering wheel retaining bolt (2), then

6. Unscrew at least one clockspring screw (1) but

don’t take it all the way out, This will help keep the
clockspring from uncentering itself.
(3) in the bottom of the Steering Column Control
Module (SCCM) (2).
8. Pull the SCCM (1) off the steering column shaft.
9. To service the individual components contained within the SCCM, (Refer to 19 - STEERING/COLUMN/STEER-
ING COLUMN CONTROL MODULE - DISASSEMBLY).
DISASSEMBLY
1. Loosen the three clockspring screws (1) just far
enough to release the clockspring from the SCCM.
Leave them in the clockspring so it won’t unwind.
2. Carefully pull straight up on clockspring to remove.
NOTE: After the clockspring is removed, there is

only one more screw on the top side of the SCCM
that needs to be removed and is located at
approximately the six o’clock position on the
SCCM. It holds the lower side of the steering angle
sensor, the lower side of the electric tilt lever
assembly, or the strengthening strut if not
equipped with electric tilt.
3. If equipped with ESP, remove the steering angle

sensor screw located at the six o’clock position on
the SCCM and remove the steering angle sensor
(1) from the SCCM (2). If not equipped with ESP,
there will be a plastic insert there for strengthening
of the SCCM that will lift right out.
4. If equipped with manual telescoping column,

remove the strut screw, located at the six o’clock
position, and strut (1).

remove the one remaining screw (4) to electric tilt
located at the six o’clock position, and remove stalk
and switch (3).
6. Remove the speed control switch (1).
7. Remove the steering column tilt/telescoping lever

(3) screw (4) located at the six o’clock position.
8. Remove the three screws (1) at the bottom of the

SCCM Shroud for the multi-function switch and
Steering Control Module (SCM).
9. Separate the multi-function switch from the SCM.
ASSEMBLY
1. Position the Steering Control Module (SCM) onto
the multi-function switch.
2. Install the multi-function switch and SCM in the
SCCM Shroud and tighten the three screws (1)
from the bottom.
3. Install the steering column telescoping lever (3).

4. Install the speed control switch (1).
5. If equipped with manual telescoping column,

install the strut (1).
install the electric tilt lever and switch (3).
7. If equipped with ESP, install the steering angle

sensor and screw (3) located at the six o’clock
position.
8. Install the clockspring and screws (1) leaving one

out so it will not unwind.
9. Install the SCCM on the steering column, (Refer to
19 - STEERING/COLUMN/STEERING COLUMN
CONTROL MODULE - INSTALLATION) and tighten
the one clockspring screw (1) that was left loose.
INSTALLATION
1. Install the SCCM (1) onto the steering column.
2. Tighten the set screw (1) securing the SCCM (2).

4. Align the spline on the steering wheel hub to shaft
and install the steering wheel (1).
5. Install a NEW retaining bolt (2). Torque the bolt to
70 N·m (52 ft. lbs.).
6. Install the driver airbag (3) (Refer to 8 - ELECTRI-

CAL/RESTRAINTS/DRIVER AIRBAG - INSTALLA-
TION).
7. Connect the battery negative cable. If equipped
with Electronic Stability Program (ESP), the steer-
ing angle sensor must be calibrated (Refer to 8 -
ELECTRICAL/BATTERY SYSTEM - STANDARD
PROCEDURE).
SHROUD
REMOVAL
The steering column shroud is part of the steering column control module (SCCM). Remove and disassemble the
SCCM. (Refer to 19 - STEERING/COLUMN/STEERING COLUMN CONTROL MODULE - REMOVAL) (Refer to 19
- STEERING/COLUMN/STEERING COLUMN CONTROL MODULE - DISASSEMBLY)
INSTALLATION
The steering column shroud is part of the steering column control module (SCCM). (Refer to 19 - STEERING/COL-
UMN/STEERING COLUMN CONTROL MODULE - ASSEMBLY)
SHROUD-ROLL TOP
REMOVAL
and possible personal injury or death.

battery.
4. Remove the driver airbag (3). (Refer to 8 - ELEC-
REMOVAL)

slide the steering wheel (1) off the column shaft.
6. Remove at least one clockspring screw (1), (Refer

to 8 - ELECTRICAL/RESTRAINTS/CLOCKSPRING
- REMOVAL). This will help keep the clockspring
from becoming uncentered.
(3) in the bottom of the Steering Column Control
Module (SCCM) (2).
8. Pull the SCCM (1) off the steering column shaft.

ment (1).
11. Remove the cluster bezel. (Refer to 23 - BODY/
REMOVAL)
12. Manual tilt and telescoping columns – Unsnap

and move the adjustment handle locking tab (3)
forward as shown unlatching the handle (2) from
the column.
13. Remove the four (three for column shift column)

shroud mounting screws (2).
14. Remove the roll top shroud (1) along with manual
tilt/telescope handle (3) (if equipped).
INSTALLATION
1. Install the roll top shroud (1) over the steering col-
umn (2).
2. Install the four (three for column shift column)

shroud mounting screws (2).
3. Manual tilt and telescoping columns – Position the

manual adjustment handle (2) over the column
adjustment pin and rotate the locking tab (3) rear-
ward as shown latching the handle to the column.
Make sure the tab snaps into locked position.
4. Install the cluster bezel (3). (Refer to 23 - BODY/
INSTALLATION)

(1).

7. Install the SCCM (1) onto the steering column.
8. Tighten the set screw (1) securing the SCCM (2).
9. Tighten clockspring screws (1) that were backed

out to keep the clockspring from unwinding (Refer
to 8 - ELECTRICAL/RESTRAINTS/CLOCKSPRING
- REMOVAL).

column shaft, then install the steering wheel (1).
11. Install a NEW retainer bolt (2). Tighten the bolt to
70 N·m (52 ft. lbs.).
12. Install the driver airbag (3). (Refer to 8 - ELEC-
INSTALLATION)
WHEEL-STEERING
REMOVAL

battery.

6. If wheel is being replaced, transfer attached com-
ponents as necessary.
INSTALLATION
column shaft, then install the steering wheel (1).
2. Install a NEW retainer bolt (2). Tighten the bolt to
70 N·m (52 ft. lbs.).
RESTRAINTS/DRIVER AIRBAG - INSTALLATION)

5. Test the operation of the horn, lights and any other

functions that are steering column operated.
LX GEAR 19 - 197
GEAR
TABLE OF CONTENTS
page page
GEAR REMOVAL
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198 AWD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
REMOVAL RWD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
AWD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198 INSTALLATION
RWD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202 AWD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
INSTALLATION RWD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216
AWD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
RWD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
TIE ROD - OUTER
OUTER TIE ROD END . . . . . . . . . . . . . . . . . . . . . . 211
19 - 198 GEAR LX
GEAR
DESCRIPTION
A power rack and pinion steering gear is used on both
AWD and RWD (shown) vehicles. Components of the
power steering gear are as follows:
• (1) Outer tie rods
• (2) Inner tie rods
• (3) Bellows
• (4) Mount Bushings
• (5) Housing
The gear cannot be adjusted or internally serviced. If
a malfunction or a fluid leak occurs, the gear must be
replaced as an assembly. The only serviceable com-
ponent on the steering gear is the outer tie rod (1).
REMOVAL
AWD
from battery post.
PROCEDURE)
LX GEAR 19 - 199
4. Remove wheel mounting nuts (3), then both front
tire and wheel assemblies (1).
CAUTION: When loosening jam nut and rotating

inner tie rod, use care not to twist bellows at inner
tie rod. Remove clamp (2) at inner tie rod and
make sure bellows moves freely before rotating
inner tie rod.
5. Loosen tie rod jam nut (1) at each outer tie rod (4).
6. Remove outer tie rod (2) end nut (1) at each

knuckle (3).
19 - 200 GEAR LX
8. Remove steering coupling pinch bolt at steering gear. (Refer to 19 - STEERING/COLUMN/STEERING COU-
PLING - REMOVAL)
9. Unthread return hose tube nut (1) from steering
gear (2). Remove return hose from steering gear.
10. Unthread pressure hose tube nut (3) from steering
gear (2). Remove pressure hose from steering
gear.
LX GEAR 19 - 201
11. Remove mounting screws, then heat shield (3)

above each inner tie rod bellows (2).
12. Remove steering gear upper mounting bolt (4)

and nut.
13. Remove steering gear lower mounting bolts (2
and 3).
14. Remove steering gear (1).
15. If necessary, remove outer tie rods from gear.
Count number of revolutions off for each tie rod
for reference upon installation to replacement
gear.
19 - 202 GEAR LX
RWD
from battery post.
PROCEDURE)
4. Remove wheel mounting nuts (3), then both front

tire and wheel assemblies (1).
LX GEAR 19 - 203

tie rod. Remove clamp at inner tie rod and make
sure bellows moves freely before rotating inner tie
rod.
5. Loosen tie rod jam nut (3) at each outer tie rod (5).
6. Remove outer tie rod nut (1) at each knuckle (2).

8. Remove steering coupling (2) pinch bolt (1) at

steering gear (3). (Refer to 19 - STEERING/COL-
UMN/STEERING COUPLING - REMOVAL)
19 - 204 GEAR LX
gear (1). Remove pressure hose from steering
gear.
gear (1). Remove return hose from steering gear.
11. Remove steering gear mounting bolts (1).

12. If necessary, remove outer tie rods from gear.
Count number of revolutions off for each tie rod
for reference upon installation to replacement
gear.
LX GEAR 19 - 205
INSTALLATION
AWD
1. If necessary, install outer tie rods from original gear
to replacement inner tie rods. Install each outer tie
rod same amount of threads as it was installed on
original gear. This will get toe setting close, saving
some time when toe is set later in this procedure.
2. Lift steering gear (1) into mounted position and
install steering gear lower mounting bolts (2 and 3).
Install upper mounting bolt (4) and nut. Tighten all
bolts to 102 N·m (75 ft. lbs.) torque.
3. Install heat shield (3) above each inner tie rod bel-
lows (2). Tighten screws to 10 N·m (89 in. lbs.)
torque.
19 - 206 GEAR LX
NOTE: Always use a NEW O-ring on the ends of
the steering hoses.
4. Lubricate NEW O-ring on end of pressure hose

with clean power steering fluid.
5. Install pressure hose (3) to steering gear (2).
Tighten tube nut to 47 N·m (35 ft. lbs.) torque.
6. Lubricate NEW O-ring on end of return hose with
clean power steering fluid.
7. Install return hose (1) to steering gear (2). Tighten
tube nut to 47 N·m (35 ft. lbs.) torque.
8. Align splines and install steering coupling to steering gear shaft. Install NEW pinch bolt. Tighten bolt to 54 N·m
9. Install each outer tie rod (2) end to its knuckle (3).
Install nut (1) and tighten to 85 N·m (63 ft. lbs.)
torque.
LX GEAR 19 - 207

wheel mounting nuts (3) to 150 N·m (110 ft. lbs.)
torque. (Refer to 22 - TIRES/WHEELS - INSTAL-
LATION)
11. Lower vehicle.

STANDARD PROCEDURE)
13. Fill pump reservoir with fluid and perform pump
initial operation procedure. (Refer to 19 - STEER-
ING/PUMP - STANDARD PROCEDURE)
14. Perform wheel alignment setting toe to specifica-
tions. (Refer to 2 - SUSPENSION/WHEEL ALIGN-
MENT - STANDARD PROCEDURE)
15. Tighten tie rod jam nuts (1) to 75 N·m (55 ft. lbs.)
torque.
19 - 208 GEAR LX
RWD
1. If necessary, install outer tie rods from original gear
to replacement inner tie rods. Install each outer tie
rod same amount of threads as it was installed on
original gear. This will get toe setting close, saving
some time when toe is set later in this procedure.
2. Lift steering gear (2) into mounted position and
install steering gear mounting bolts (1). Tighten
NOTE: Always use a NEW O-ring on the ends of

the steering hoses.
3. Lubricate NEW O-ring on end of return hose with

clean power steering fluid.
4. Install return hose (3) to steering gear (1). Tighten
tube nut to 47 N·m (35 ft. lbs.) torque.
6. Install pressure hose (2) to steering gear (1).
Tighten tube nut to 47 N·m (35 ft. lbs.) torque.
LX GEAR 19 - 209
CAUTION: Prior to coupling installation, make sure

gear is centered in its travel to match clockspring
centering in steering column.
7. Align coupling (2) with input shaft (3) and install

steering coupling. Install NEW pinch bolt. Tighten
bolt to 54 N·m (40 ft. lbs.) torque.
8. Install each outer tie rod end (5) to its knuckle (2).
Install nuts (1) and tighten to 85 N·m (63 ft. lbs.)
torque.
9. Install tire and wheel assemblies (1). Tighten wheel

mounting nuts (3) to 150 N·m (110 ft. lbs.) torque.
10. Lower vehicle.
19 - 210 GEAR LX
STANDARD PROCEDURE)
14. Tighten both tie rod jam nuts (3) to 75 N·m (55 ft.
lbs.) torque.
LX GEAR 19 - 211
TIE ROD - OUTER

OUTER TIE ROD END
NOTE: If the outer tie rod end is equipped with a lubrication fitting, grease the joint, then road test the
vehicle before performing test.
1. Raise the front of the vehicle. Place safety floor stands under both lower control arms as far outboard as pos-
sible. Lower the vehicle to allow the stands to support some or all of the vehicle weight.
2. Remove the front tire and wheel assemblies. (Refer to 22 - TIRES/WHEELS - REMOVAL)
3. Mount a dial indicator solidly to the vehicle steering knuckle and then zero the dial indicator.
4. Position indicator plunger on the head of the outer tie rod end.
NOTE: The dial indicator plunger must be perpendicular to the machined surface of the outer tie rod end.
5. Position a pry bar in order to pry downwards on the outer tie rod end.
6. If the travel exceeds 0.5 mm (0.020 in.), replace the outer tie rod end. (Refer to 19 - STEERING/GEAR/TIE ROD
- REMOVAL)
7. If the outer tie rod end is within specs reinstall the front tire and wheels. (Refer to 22 - TIRES/WHEELS -
INSTALLATION)
REMOVAL
AWD
2. Remove wheel mounting nuts (3), then front tire

and wheel assembly (1).
19 - 212 GEAR LX
tie rod. Remove clamp (2) at inner tie rod and
make sure bellows moves freely before rotating
inner tie rod.
3. Loosen tie rod jam nut (1) at outer tie rod (4).
4. Remove outer tie rod end nut (1) at knuckle (3).

outer tie rod end (1) from knuckle.
6. Unthread outer tie rod from inner tie rod. Count
number of turns when removing outer tie rod.
This will give a good starting point when reas-
sembling and when setting toe.
LX GEAR 19 - 213
RWD
2. Remove wheel mounting nuts (3), then front tire

and wheel assembly (1).

tie rod. Remove clamp at inner tie rod and make
sure bellows moves freely before rotating inner tie
rod.
3. Loosen tie rod jam nut (3) at outer tie rod (5).
4. Remove outer tie rod end nut (1) at knuckle (2).
19 - 214 GEAR LX
outer tie rod end (1) from knuckle.
6. Unthread outer tie rod from inner tie rod. Count
number of turns when removing outer tie rod.
This will give a good starting point when reas-
sembling and when setting toe.
INSTALLATION
AWD
CAUTION: When rotating inner tie rod, use care
not to twist bellows at inner tie rod. Remove
clamp (2) at inner tie rod and make sure bellows
moves freely before rotating inner tie rod.
1. Thread outer tie rod (4) onto inner tie rod (3),
Install outer tie rod same number of turns as when
removed.
LX GEAR 19 - 215
2. Install outer tie rod end (2) into steering knuckle
(3). Install and tighten nut (1) to 85 N·m (63 ft. lbs.)
torque.

4. Lower vehicle.
6. Tighten tie rod jam nut (1) to 75 N·m (55 ft. lbs.)
torque.
19 - 216 GEAR LX
RWD
CAUTION: When rotating inner tie rod, use care not to twist bellows at inner tie rod. Remove clamp at inner
tie rod and make sure bellows moves freely before rotating inner tie rod.
1. Thread outer tie rod (5) onto inner tie rod (4),
Install outer tie rod same number of turns as when
removed.
2. Install outer tie rod end (5) into steering knuckle
(2). Install and tighten nut (1) to 85 N·m (63 ft. lbs.)
torque.

4. Lower vehicle.
LX GEAR 19 - 217
6. Tighten tie rod jam nut (3) to 75 N·m (55 ft. lbs.)
torque.
19 - 218 PUMP LX
PUMP
TABLE OF CONTENTS
page page
PUMP RWD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 243

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219 RHD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 246
DIAGNOSIS AND TESTING INSTALLATION
PUMP LEAKAGE . . . . . . . . . . . . . . . . . . . . . . . . . . 219 AWD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248
STANDARD PROCEDURE RWD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 251
POWER STEERING PUMP INITIAL RHD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254
OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219 HOSE - RETURN
REMOVAL REMOVAL
2.7L/3.5L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220 COOLER TO RESERVOIR . . . . . . . . . . . . . . . . . . 257
5.7L/6.1L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222 GEAR TO COOLER - AWD . . . . . . . . . . . . . . . . . . 259
3.0L DIESEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 224 GEAR TO COOLER - RWD . . . . . . . . . . . . . . . . . 261
INSTALLATION GEAR TO COOLER - RHD . . . . . . . . . . . . . . . . . . 263
2.7L/3.5L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226 INSTALLATION
5.7L/6.1L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228 COOLER TO RESERVOIR . . . . . . . . . . . . . . . . . . 265
3.0L DIESEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230 GEAR TO COOLER - AWD . . . . . . . . . . . . . . . . . . 267
FLUID GEAR TO COOLER - RWD . . . . . . . . . . . . . . . . . 270
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233 GEAR TO COOLER - RHD . . . . . . . . . . . . . . . . . . 273
STANDARD PROCEDURE HOSE - SUPPLY
POWER STEERING FLUID LEVEL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275
CHECKING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 277
FLUID COOLER PULLEY
REMOVAL INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280
FLUID COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . 235 RESERVOIR
FLUID COOLER - SRT8/POLICE PACKAGE . . 236 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 282
INSTALLATION INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 283
FLUID COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . 238
FLUID COOLER - SRT8/POLICE PACKAGE . . 239
HOSE - PRESSURE
REMOVAL
AWD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241
LX PUMP 19 - 219
PUMP
DESCRIPTION
Hydraulic pressure for operation of the power steering
gear is provided by a belt-driven all-aluminum power
steering pump. Most vehicles use a common droop
flow rate and constant displacement type pump that is
mounted in a common location (left front of engine).
The SRT8 power steering pump is a constant-flow
type, but appears the same externally and is mounted
in the same location as others.

PUMP LEAKAGE
The pump is serviced as an assembly and should not be disassembled.
Check for leaks in the following areas:
• Pump shaft seal behind the pulley
• Pressure and return lines
• Flow control valve fitting
STANDARD PROCEDURE
POWER STEERING PUMP INITIAL OPERATION
WARNING: The fluid level should be checked with engine off to prevent injury from moving components.
CAUTION: MoparT Power Steering fluid + 4 or MoparT ATF+4 Automatic Transmission Fluid is to be used in
the power steering system. No other power steering or automatic transmission fluid is to be used in the
system. Damage may result to the power steering pump and system if any other fluid is used, and do not
overfill.
Wipe filler cap clean, then check the fluid level. The dipstick should indicate COLD when the fluid is at normal
temperature.
1. Turn steering wheel all the way to the left.
2. Fill the pump fluid reservoir to the proper level and let the fluid settle for at least two (2) minutes.
3. Raise the front wheels off the ground.
4. Slowly turn the steering wheel lock-to-lock 20 times with the engine off while checking the fluid level.
NOTE: Vehicles with long return lines or oil coolers turn wheel 40 times.
5. Start the engine. With the engine idling maintain the fluid level.
6. Lower the front wheels and let the engine idle for two minutes.
19 - 220 PUMP LX
7. Turn the steering wheel in both direction and verify power assist and quiet operation of the pump.
If the fluid is extremely foamy or milky looking, allow the vehicle to stand a few minutes and repeat the procedure.
CAUTION: Do not run a vehicle with foamy fluid for an extended period. This may cause pump damage.
REMOVAL
2.7L/3.5L
from battery post.
3. Remove air cleaner housing and inlet tube to throt-
tle body. (Refer to 9 - ENGINE/AIR INTAKE SYS-
TEM/AIR CLEANER HOUSING - REMOVAL)
4. Remove serpentine drive belt. (Refer to 7 - COOL-
REMOVAL)
5. Remove hose clamp (2), then supply hose (3) from

pump (1).
LX PUMP 19 - 221
6. Unthread tube nut, then remove pressure hose (2)
from pump (1).
7. Remove three pump mounting bolts (1) through

access holes in pulley.
8. Remove pump (3) from engine bracket (2).
9. If pulley needs removal, (Refer to 19 - STEERING/
PUMP/PULLEY - REMOVAL).
19 - 222 PUMP LX
5.7L/6.1L
from battery post.
4. Remove serpentine drive belt. (Refer to 7 - COOL-
REMOVAL)
5. Remove hose clamp, then supply hose (3) from

pump (1).
LX PUMP 19 - 223
6. Unthread tube nut, then remove pressure hose (2)

from pump (1).
7. Remove three pump mounting bolts (2) through

access holes in pulley.
8. Remove pump (1) from engine.
9. If pulley needs removal, (Refer to 19 - STEERING/
PUMP/PULLEY - REMOVAL).
19 - 224 PUMP LX
3.0L DIESEL
from battery post.

3. Remove air cleaner housing and inlet tube to throttle body. (Refer to 9 - ENGINE/AIR INTAKE SYSTEM/AIR
CLEANER HOUSING - REMOVAL)
4. Remove turbocharger inlet tube.
5. Remove intercooler tube resonator.
6. Remove serpentine drive belt. (Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE BELTS - REMOVAL)
7. Siphon power steering fluid from pump reservoir. Place something below pump on belly pan to catch any fluid
that spills during removal.
8. Remove hose clamp (2), then supply hose (3) from
pump (1).
LX PUMP 19 - 225
9. Unthread tube nut (2), then remove pressure hose

from pump (1).
10. Loosen, but do not remove, two pump mounting

bolts (1) through access holes in pulley.
11. Loosen, but do not remove, two mounting bolts (4)

fastening front pump mounting bracket (1) to
engine.
19 - 226 PUMP LX
12. Remove two previously loosened pump mounting
bolts (1) and remove power steering pump (2)
from engine.
NOTE: The drive pulley is not serviced separately

from the power steering pump.
INSTALLATION
2.7L/3.5L
1. Align pump (3) with mounting holes on engine
bracket (2).
2. Install three pump mounting bolts (1) through
access holes in pulley and engine bracket. Tighten
LX PUMP 19 - 227
NOTE: Always use a NEW O-ring on the end of the
pressure hose.

4. Install pressure hose (2) to pump (1). Tighten pres-
sure hose tube nut to 47 N·m (35 ft. lbs.) torque.
5. Install supply hose (3) on pump. Install clamp (2)

securing hose in place.
6. Install serpentine drive belt. (Refer to 7 - COOL-
ING/ACCESSORY DRIVE/DRIVE BELTS - INSTAL-
LATION)
7. Install air cleaner housing and inlet tube. (Refer to
9 - ENGINE/AIR INTAKE SYSTEM/AIR CLEANER
HOUSING - INSTALLATION)

It is important that this is performed properly. (Refer
to 8 - ELECTRICAL/BATTERY SYSTEM - STAN-
DARD PROCEDURE)
9. Fill pump reservoir with fluid and perform pump ini-
tial operation procedure. (Refer to 19 - STEERING/
PUMP - STANDARD PROCEDURE)
19 - 228 PUMP LX
5.7L/6.1L
1. Align pump (1) with mounting holes on engine.
2. Install three pump mounting bolts (2) through
access holes in pulley. Tighten bolts to 28 N·m (21
ft. lbs.) torque.

pressure hose.

4. Install pressure hose (2) to pump (1). Tighten pres-
sure hose tube nut to 47 N·m (35 ft. lbs.) torque.
LX PUMP 19 - 229
5. Install supply hose (3) on pump (1). Install clamp

securing hose in place.
LATION)

DARD PROCEDURE)
19 - 230 PUMP LX
3.0L DIESEL
1. Align pump (2) with mounting holes in pump
mounting brackets on engine.
2. Install, but do not tighten, two pump mounting bolts
(1) through access holes in pulley.
3. Install two mounting bolts (4) fastening front pump

mounting bracket (1) to engine. Tighten bolts to 24
N·m (17 ft. lbs.).
LX PUMP 19 - 231
4. Tighten two pump mounting bolts (1) to 24 N·m (17

ft. lbs.).

pressure hose.

6. Install pressure hose to pump (1). Tighten pressure
hose tube nut (2) to 47 N·m (35 ft. lbs.).
7. Install supply hose (3) on pump (1). Install clamp

(2) securing hose in place.
LATION)
9. Install intercooler tube resonator.
10. Install turbocharger inlet tube.
11. Install air cleaner housing. (Refer to 9 - ENGINE/
INSTALLATION)
19 - 232 PUMP LX

STANDARD PROCEDURE)
LX PUMP 19 - 233
FLUID
DESCRIPTION
The recommended fluid for the power steering system is MoparT Power Steering fluid + 4 or MoparT ATF+4 Auto-
matic Transmission Fluid. Both Fluids have the same material standard specifications (MS-9602).
MoparT ATF+4 (and MoparT Power Steering fluid + 4), when new, is red in color. ATF+4 is dyed red so it can be
identified from other fluids used in the vehicle such as engine oil or antifreeze. The red color is not permanent and
is not an indicator of fluid condition. As the vehicle is driven, ATF+4 will begin to look darker in color and may
eventually become brown. THIS IS NORMAL. ATF+4 also has a unique odor that may change with age. Conse-
quently, odor and color cannot be used to indicate the fluid condition or the need for a fluid change.
STANDARD PROCEDURE
POWER STEERING FLUID LEVEL CHECKING
WARNING: Fluid level should be checked with the engine OFF to prevent personal injury from moving parts
and to assure an accurate fluid level reading.
CAUTION: MoparT Power Steering Fluid + 4 or MoparT ATF+4 Automatic Transmission Fluid is to be used in
the power steering system. Both Fluids have the same material standard specifications (MS-9602). No other
power steering or automatic transmission fluid is to be used in the system. Damage may result to the power
steering pump and system if another fluid is used. Do not overfill the system.
NOTE: Although not required at specific intervals, the fluid level may be checked periodically. Check the
fluid level anytime there is a system noise or fluid leak suspected.
The power steering fluid level can be viewed on the

dipstick attached to the filler cap. There are two sides
to the dipstick, one is for checking the fluid when it is
cold, the other is for checking the fluid when it is hot.
Before opening the power steering system, wipe the
reservoir filler cap free of dirt and debris. Remove the
cap and check the fluid level on its dipstick.
Use the COLD side of the dipstick (1) to measure
when the fluid is at normal ambient temperature,
approximately 21°C to 27°C (70°F to 80°F). The fluid
level should read between the ADD and FULL COLD
lines.
Use the HOT side of the dipstick (2) to measure when
the vehicle has been running and the fluid is hot.
When the fluid is hot, the fluid level is allowed to read
up to the FULL HOT line. Only add fluid to the sys-
tem when the vehicle is cold.
Use only MoparT Power Steering Fluid + 4 or
MoparT ATF+4 Automatic Transmission Fluid in the power steering system. Do not overfill the power steering
system.
19 - 234 PUMP LX
FLUID COOLER
DESCRIPTION
This vehicle uses a fluid-to-air type power steering
fluid cooler (2) with external cooling fins. The cooler
mounts to clips attached to the front of the cooling
module.
Unlike the standard power steering fluid cooler which

makes one pass across the cooling module, the SRT8
(and Police Package) cooler (2) makes three passes
across the front of the cooling module.
LX PUMP 19 - 235
REMOVAL
FLUID COOLER
from battery post.
& MAINTENANCE/HOISTING - STANDARD PRO-
CEDURE)
4. Remove belly pan. (Refer to 23 - BODY/EXTERI-
OR/BELLY PAN - REMOVAL)
5. Remove hose clamp, then return hose (1) from

steering gear at cooler (2).
6. Remove hose clamp, then return hose (3) to reser-
voir at cooler (2).
19 - 236 PUMP LX
7. Push in on cooler mounting clip tabs.
8. Remove cooler from clips mounted to cooling
module.
FLUID COOLER - SRT8/POLICE PACKAGE

from battery post.
CEDURE)
LX PUMP 19 - 237
5. Remove hose clamp (1), then return hose (5) from

steering gear at cooler (2).
6. Remove hose clamp (4), then return hose (3) to
reservoir at cooler (2).
7. Push in on cooler mounting clip tabs.

8. Remove cooler from clips mounted to cooling
module.
19 - 238 PUMP LX
INSTALLATION
FLUID COOLER
1. Install cooler over mounting clips attached to cool-
ing module. Push cooler past clip retaining tabs
allowing it to lock into place.
NOTE: If a lengthwise paint stripe appears on the

return hose (3) near the end, position that paint
stripe at the top (12 O’clock position) when
installed on the cooler. This positioning must be
done to ensure proper hose routing.
2. Slide return hose to reservoir (3) onto left end of

cooler (2). Install clamp securing hose in place.
3. Slide return hose from gear (1) onto right end of
cooler (2). Install clamp securing hose in place.
4. Install belly pan. (Refer to 23 - BODY/EXTERIOR/
BELLY PAN - INSTALLATION)
5. Lower vehicle.
LX PUMP 19 - 239

DARD PROCEDURE)
FLUID COOLER - SRT8/POLICE PACKAGE

1. Install center tube of cooler over mounting clips
attached to cooling module. Push cooler past clip
retaining tabs allowing it to lock into place.
19 - 240 PUMP LX
2. Slide return hose to reservoir (3) onto outlet of
cooler (2). Install clamp (4) securing hose in place.
3. Slide return hose from gear (5) onto inlet of cooler
(2). Install clamp (1) securing hose in place.
5. Lower vehicle.

DARD PROCEDURE)
LX PUMP 19 - 241
HOSE - PRESSURE
REMOVAL
AWD
from battery post.
4. 3.5L Engine – Unthread tube nut, then remove

pressure hose (2) from pump (1).
19 - 242 PUMP LX
5. 5.7L/6.1L Engine – Unthread tube nut, then remove
pressure hose (2) from pump (1).
7. Remove belly pan. (Refer to 23 - BODY/EXTERIOR/BELLY PAN - REMOVAL)
8. Remove screw fastening pressure hose routing
clamp (1) to front of engine cradle (2).
9. Remove screw fastening pressure hose routing
clamp to left side of engine cradle.
LX PUMP 19 - 243
10. Unthread return hose tube nut (1), then remove

return hose from steering gear (2).
11. Unthread pressure hose tube nut (3), then remove
pressure hose from steering gear (2) and vehicle.
RWD
from battery post.
19 - 244 PUMP LX
4. 2.7L/3.5L Engines – Unthread tube nut, then
remove pressure hose (2) from pump (1).

6. 3.0L Diesel Engine – Unthread tube nut, then

LX PUMP 19 - 245
9. Remove screw (5) securing pressure hose (1) rout-
ing clamp to front of engine cradle (3).
10. Remove screw (4) fastening routing clamps secur-
ing pressure (1) and return (2) hoses to right side
of engine cradle (3).

gear (1).
12. Remove pressure hose from vehicle.
19 - 246 PUMP LX
RHD
from battery post.

LX PUMP 19 - 247

6. 3.0L Diesel Engine – Unthread tube nut, then

19 - 248 PUMP LX
9. Remove screws (2) securing pressure hose (1)
routing clamp to engine cradle.
10. Remove screw (7) securing pressure hose (1)
routing clamp to engine cradle.
gear.
12. Remove pressure hose (1) from vehicle.
INSTALLATION
AWD
1. Install pressure hose in engine compartment from underneath.

pressure or return hose at the gear.
2. Lubricate NEW O-ring on steering gear end of

pressure hose with clean power steering fluid.
3. Insert pressure hose into steering gear (2) port and
install tube nut (3). Do not tighten tube nut at
this time.
return hose with clean power steering fluid.
5. Insert return hose into steering gear (2) port and
install tube nut (1). Do not tighten tube nut at
this time.
LX PUMP 19 - 249
6. Route pressure hose along left side of engine cra-
dle. Install screw through routing clamp and secure
hose to left side of engine cradle.
7. Route pressure hose along front of engine cradle.
Install screw through routing clamp (1) and secure
hose to front of engine cradle (2).
8. Tighten pressure (3) and return (1) hose tube nuts

at steering gear (2) to 47 N·m (35 ft. lbs.).
10. Lower vehicle.
NOTE: Always use a NEW O-ring on the end of the pressure hose.
11. Lubricate NEW O-ring on power steering pump end of pressure hose with clean power steering fluid.
19 - 250 PUMP LX
12. 3.5L Engine – Install pressure hose (2) to pump
(1). Tighten pressure hose tube nut to 47 N·m (35
ft. lbs.).
13. 5.7L/6.1L Engine – Install pressure hose (2) to

pump (1). Tighten pressure hose tube nut to 47
N·m (35 ft. lbs.).
14. Install air cleaner housing and inlet tube. (Refer to 9 - ENGINE/AIR INTAKE SYSTEM/AIR CLEANER HOUS-
ING - INSTALLATION)
LX PUMP 19 - 251

STANDARD PROCEDURE)
RWD

pressure hose.

pressure hose with clean power steering fluid.
3. Install pressure hose (2) to steering gear (1). Do
not tighten tube nut at this time.
19 - 252 PUMP LX
4. Route pressure hose along right side of engine cra-
dle. Position pressure hose (1) routing clamp over
return hose (2) routing clamp, then install screw (4)
securing hoses to right side of engine cradle (3).
Install screw (5) through routing clamp securing
hose to front of engine cradle (3).
6. Tighten pressure hose tube nut at steering gear to

47 N·m (35 ft. lbs.).
8. Lower vehicle.
LX PUMP 19 - 253
10. 2.7L/3.5L Engines – Install pressure hose (2) to

N·m (35 ft. lbs.).

N·m (35 ft. lbs.).
12. 3.0L Diesel Engine – Install pressure hose (2) to

N·m (35 ft. lbs.).
19 - 254 PUMP LX
ING - INSTALLATION)
STANDARD PROCEDURE)
RHD
2. Lubricate NEW O-ring on steering gear end of pressure hose with clean power steering fluid.
3. Install gear end of pressure hose (5) into steering
gear port. Do not tighten tube nut at this time.
4. Route pressure hose along left side of engine cra-
dle. Position pressure hose routing clamp, then
install screw (7) through clamp, securing hose to
left side of engine cradle.
Install screw (2) through routing clamp securing
hose to front of engine cradle.
6. Tighten pressure hose tube nut (5) at steering gear
to 47 N·m (35 ft. lbs.).
7. Install belly pan. (Refer to 23 - BODY/EXTERIOR/BELLY PAN - INSTALLATION)

8. Lower vehicle.
LX PUMP 19 - 255

N·m (35 ft. lbs.).

N·m (35 ft. lbs.).
12. 3.0L Diesel Engine – Install pressure hose (2) to

N·m (35 ft. lbs.).
19 - 256 PUMP LX
ING - INSTALLATION)
STANDARD PROCEDURE)
LX PUMP 19 - 257
HOSE - RETURN
REMOVAL
COOLER TO RESERVOIR
from battery post.
4. Remove hose clamp, then return hose (1) at reser-

voir (2).
5. Remove upper radiator closer panels.
19 - 258 PUMP LX
6. Remove hose clamp, then cooler end of return
hose (1) at cooler (2).
7. Remove return hose from routing clip (4) on head-

lamp mounting crossmember.
8. Pull cooler end of return hose into engine compart-
ment and remove hose from vehicle.
LX PUMP 19 - 259
GEAR TO COOLER - AWD

from battery post.
CEDURE)
5. Remove hose clamp, then return hose (1) at cooler

(2).
19 - 260 PUMP LX
6. Remove return hose (1) from routing clip (2) on
cooling module.

gear (2).
8. Remove screws (1) fastening routing clamps secur-

ing return hose (3) to right side of engine cradle
(2).
9. Remove return hose from vehicle.
LX PUMP 19 - 261
GEAR TO COOLER - RWD

from battery post.
CEDURE)

(2).
19 - 262 PUMP LX
6. Remove screw (4) fastening routing clamps secur-
ing pressure (1) and return (2) hoses to right side
of engine cradle (3).

gear (1).

cooling module.
LX PUMP 19 - 263
GEAR TO COOLER - RHD

from battery post.
CEDURE)

(2).
19 - 264 PUMP LX
6. Remove screw (3) fastening return hose (4) routing
clamp to right side of engine cradle.
gear.

cooling module.
LX PUMP 19 - 265
INSTALLATION
COOLER TO RESERVOIR
1. Install cooler end of return hose (3) from engine
compartment side, under headlamp mounting
crossmember as shown.
2. Place hose in routing clip (4) on headlamp mount-
ing crossmember.
NOTE: If a lengthwise paint stripe appears on the

return hose (3) near the end, position that paint
stripe at the top (12 O’clock position) when
installed on the cooler. This positioning must be
done to ensure proper hose routing.
3. Slide return hose (3) onto end of cooler (1). Install

clamp securing hose in place.
19 - 266 PUMP LX
4. Slide return hose (1) onto reservoir (2). Install
5. Install upper radiator closure panels.

DARD PROCEDURE)
LX PUMP 19 - 267
GEAR TO COOLER - AWD

1. Route cooler end of return hose (3) over stabilizer
bar from rear using the reverse of how it was
removed.

return hose at the steering gear.

3. Lift gear end of return hose and insert into return
port on steering gear (2). Install return hose tube
nut (1). Do not tighten tube nut at this time.
19 - 268 PUMP LX
4. Position return hose routing clamps on right side of
engine cradle (2) and install screws (1) securing
hose (3) in place.
5. Tighten return hose tube nut (1) at steering gear to

47 N·m (35 ft. lbs.).
6. Route cooler end of return hose (1) under head-

lamp mounting crossmember (3) as shown.
7. Place hose in routing clip (2) on cooling module.
LX PUMP 19 - 269

10. Lower vehicle.

STANDARD PROCEDURE)
19 - 270 PUMP LX
GEAR TO COOLER - RWD
1. Route cooler end of return hose (2) over steering
gear from rear using the reverse of how it was
removed.

return hose at the steering gear.

3. Lift gear end of return hose to return port on steer-
ing gear. Install return hose (2) to steering gear (1).
Do not tighten tube nut at this time.
LX PUMP 19 - 271
4. Route return hose along right side of engine cradle

as shown. Position pressure hose (1) routing clamp
over return hose (2) routing clamp, then install
screw (4) securing hoses to right side of engine
cradle (3).
5. Tighten return hose tube nut at steering gear to 47


19 - 272 PUMP LX
10. Lower vehicle.

STANDARD PROCEDURE)
LX PUMP 19 - 273
GEAR TO COOLER - RHD

1. Route cooler end of return hose (4) over steering
gear from rear using the reverse of how it was
removed.
NOTE: Always use a NEW O-ring on the end of the return hose at the steering gear.
2. Lubricate NEW O-ring on steering gear end of return hose with clean power steering fluid.
3. Insert gear end of return hose into return port on
steering gear and hand start tube nut (6). Do not
tighten tube nut at this time.
4. Route return hose along right side of engine cradle
as shown. Position return hose (4) routing clamp,
then install screw (3) securing hose to right side of
engine cradle.
5. Tighten return hose tube nut at steering gear to 47
N·m (35 ft. lbs.).
19 - 274 PUMP LX

10. Lower vehicle.

STANDARD PROCEDURE)
LX PUMP 19 - 275
HOSE - SUPPLY
REMOVAL
from battery post.
4. 2.7L/3.5L Engines – Remove hose clamp (2), then

supply hose (3) from pump (1).
19 - 276 PUMP LX
5. 5.7L/6.1L Engines – Remove hose clamp, then
6. 3.0L Diesel Engine – Remove hose clamp (2), then

7. Remove hose clamp, then supply hose (3) at res-

ervoir (2).
8. Remove supply hose from vehicle.
LX PUMP 19 - 277
INSTALLATION
1. Install reservoir end of supply hose (3) on reservoir
hose fitting. Install clamp securing hose in place.
2. 2.7L/3.5L Engines – Install supply hose (3) on

pump. Install clamp (2) securing hose in place.
19 - 278 PUMP LX
3. 5.7L/6.1L Engines – Install supply hose (3) on
pump (1). Install clamp securing hose in place.
4. 3.0L Diesel Engine – Install supply hose (3) on

pump (1). Install clamp (2) securing hose in place.
5. Install air cleaner housing and inlet tube. (Refer to 9 - ENGINE/AIR INTAKE SYSTEM/AIR CLEANER HOUSING
- INSTALLATION)
LX PUMP 19 - 279

DARD PROCEDURE)
19 - 280 PUMP LX
PULLEY
REMOVAL
1. Remove power steering pump from engine. (Refer to 19 - STEERING/PUMP - REMOVAL)
CAUTION: Do not hammer on power steering

pump pulley or shaft to remove power steering
pump pulley. This will damage pulley and power
steering pump.
2. Mount Puller (2), Special Tool C-4333, on power

steering pump pulley (3). Mount Puller (with power
steering pump (1)) in a vise as shown; Do not
mount pump in vise. Placing Puller in vise will
keep shaft of pump from turning while removing
pulley (3) and help keep tension on Puller and pul-
ley hub.
3. Tighten Puller and remove pulley from shaft of
power steering pump.
NOTE: Inspect pulley. Replace if pulley is bent,

cracked, or loose.
INSTALLATION
CAUTION: Do not hammer on power steering
pump pulley (2) or pump shaft to install pulley.
This action will damage pulley and power steering
pump.
1. Place power steering pump pulley (2) squarely on

end of power steering pump shaft.
2. Place Installation Spacer (1), Special Tool 6936, on
top of pump pulley (2).
LX PUMP 19 - 281
NOTE: Later build pumps feature a shaft with
internal threads that are not as deep as earlier
production, thus requiring a stack of washers,
approximately 13 mm (0.5 in.) thickness (3), placed
over Spacer 6936 (2), before mounting Installer
C-4063C (1) on the pump. To know if a replace-
ment pump requires the stack of washers, mea-
sure the depth of the shaft hole. A later build
pump will have a depth of 20 mm (0.78 in.) while
an earlier build pump will have a depth of 32 mm
(1.25 in.).
3. As necessary (see above note), place a stack of

washers approximately 13 mm (0.5 in.) thickness
(3) over Spacer 6936 (2).
NOTE: Installer, Special Tool C-4063C, is a combi-

nation of Installer, Special Tool C-4063B, and Forc-
ing Screw, Special Tool C-4063-2. It is important to
use Forcing Screw C-4063-2 when performing this
procedure.
4. Thread Installer (1), Special Tool C-4063C, com-

pletely into internal threads of power steering pump
shaft, then rotate Installer Nut down against wash-
ers (as necessary) and Spacer (2) on pump pulley.
5. Ensuring that special tools and pulley remain
aligned with pump shaft, tighten Installer Nut, forc-
ing pulley onto power steering pump shaft until
Spacer (2) comes in contact with end of pump
shaft. When Spacer (2) is against shaft of power
steering pump, Installer (1) Nut will no longer rotate.
6. Remove special tools from power steering pump.
7. Install power steering pump on engine. (Refer to 19 - STEERING/PUMP - INSTALLATION).
19 - 282 PUMP LX
RESERVOIR
REMOVAL
from battery post.
4. Remove hose clamp, then supply hose (3) at res-

ervoir (2).
5. Remove hose clamp, then return hose (1) at reser-
voir (2).
6. Remove reservoir (2) from coolant bottle (4) by
sliding it out of guide.
LX PUMP 19 - 283
INSTALLATION
1. Install reservoir (2) on coolant bottle (4) by sliding it
into guide and allowing it to lock into place.
2. Install return hose (1) on reservoir hose fitting.
Install clamp securing hose in place.
3. Install supply hose (3) on reservoir hose fitting.
Install clamp securing hose in place.

DARD PROCEDURE)
LX AUTOMATIC TRANSMISSION 21 - 1
AUTOMATIC TRANSMISSION
TABLE OF CONTENTS
page page
AUTOMATIC TRANSMISSION NAG1 - AUTOMATIC TRANSMISSION 42RLE -

ELECTRICAL DIAGNOSTICS . . . . . . . . . . . . . . . . 1 ELECTRICAL DIAGNOSTICS . . . . . . . . . . . . . . 462
AUTOMATIC TRANSMISSION NAG1 - SHIFTER AUTOMATIC TRANSMISSION 42RLE - SERVICE
DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . . . 220 INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . 653
AUTOMATIC TRANSMISSION NAG1 - SERVICE TRANSFER CASE - MS140 - SERVICE
INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . 262 INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . 859
AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL

DIAGNOSTICS
TABLE OF CONTENTS
page page
AUTOMATIC TRANSMISSION NAG1 - P0735-GEAR RATIO ERROR IN 5TH . . . . . . . . . . 57

ELECTRICAL DIAGNOSTICS P0742-TORQUE CONVERTER CLUTCH
DIAGNOSIS AND TESTING STUCK ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
P0219–ENGINE OVERSPEED . . . . . . . . . . . . . . . . . 4 P0743-TCC SOLENOID CIRCUIT . . . . . . . . . . . . . 62
P0562-BATTERY VOLTAGE LOW . . . . . . . . . . . . . . 6 P0748-MODULATOR PRESSURE SOLENOID
P0563-BATTERY VOLTAGE HIGH . . . . . . . . . . . . . 11 CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
P0602-CONTROL MODULE PROGRAMMING P0752-1-2/4-5 SOLENOID . . . . . . . . . . . . . . . . . . . . 70
ERROR/NOT PROGRAMMED . . . . . . . . . . . . . . . 14 P0753-1-2/4-5 SOLENOID CIRCUIT . . . . . . . . . . . 74
P0604-INTERNAL CONTROL MODULE RAM . . 16 P0758-2-3 SOLENOID . . . . . . . . . . . . . . . . . . . . . . . 78
P0605-INTERNAL CONTROL MODULE ROM . . 18 P0758-2-3 SOLENOID CIRCUIT . . . . . . . . . . . . . . 82
P0613-INTERNAL TRANSMISSION P0762-3-4 SOLENOID . . . . . . . . . . . . . . . . . . . . . . . 86
PROCESSOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 P0763-3-4 SOLENOID CIRCUIT . . . . . . . . . . . . . . 90
P0642-SENSOR REFERENCE VOLTAGE 1 P0778-SHIFT PRESSURE SOLENOID
CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
P0643-SENSOR REFERENCE VOLTAGE 1 P1629-TCM INTERNAL - SOLENOID
CIRCUIT HIGH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 SUPPLY/ WATCHDOG. . . . . . . . . . . . . . . . . . . . . . 98
P0657-SOLENOID SUPPLY VOLTAGE P1631-TCM INTERNAL- PROCESSOR
CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 CLOCK PERFORMANCE . . . . . . . . . . . . . . . . . . 100
P0710-TRANSMISSION TEMPERATURE P1632-TCM INTERNAL - TEST INTERNAL
SENSOR CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . 32 WATCHDOG PERFORMANCE . . . . . . . . . . . . . 102
P0712-TRANSMISSION TEMPERATURE P1633-TCM INTERNAL - TEST EXTERNAL
SENSOR LOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 WATCHDOG PERFORMANCE . . . . . . . . . . . . . 104
P0714-TRANSMISSION TEMPERATURE P1634-TCM INTERNAL- INTERNAL
SENSOR INTERMITTENT. . . . . . . . . . . . . . . . . . . 39 WATCHDOG PERFORMANCE . . . . . . . . . . . . . 106
P0717-INPUT SPEED SENSOR 1 CIRCUIT P1636-TCM INTERNAL- EXTERNAL
NO SIGNAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 WATCHDOG PERFORMANCE . . . . . . . . . . . . . 108
P0730-INCORRECT GEAR RATIO . . . . . . . . . . . . 48 P1637-TCM INTERNAL-EEPROM
P0731-GEAR RATIO ERROR IN 1ST . . . . . . . . . . 49 PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . 110
P0732-GEAR RATIO ERROR IN 2ND . . . . . . . . . 51 P1638-TCM INTERNAL-CAN 1 RAM
P0733-GEAR RATIO ERROR IN 3RD . . . . . . . . . 53 PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . 112
P0734-GEAR RATIO ERROR IN 4TH . . . . . . . . . . 55
21 - 2 AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS LX
P1639-TCM INTERNAL-CAN 2 RAM U1119-LOST FCM MESSAGE . . . . . . . . . . . . . . . 179
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . 114 U1400-IMPLAUSIBLE TPS SIGNAL
P1644-INCORRECT VARIANT/ RECEIVED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182
CONFIGURATION. . . . . . . . . . . . . . . . . . . . . . . . . 116 U1401-IMPLAUSIBLE ENGINE SPEED
P1704-INPUT SPEED SENSOR 1 SIGNAL RECEIVED . . . . . . . . . . . . . . . . . . . . . . . 184
OVERSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118 U1402-IMPLAUSIBLE ENGINE
P1705-INPUT SPEED SENSOR 2 TEMPERATURE SIGNAL RECEIVED . . . . . . . 186
OVERSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121 U1404-IMPLAUSIBLE STATIC ENGINE
P1731-INCORRECT GEAR ENGAGED . . . . . . . 124 TORQUE SIGNAL RECEIVED . . . . . . . . . . . . . . 188
P2638-TORQUE MANAGEMENT FEEDBACK U1405-IMPLAUSIBLE MINIMUM ENGINE
SIGNAL PERFORMANCE. . . . . . . . . . . . . . . . . . 126 TORQUE SIGNAL RECEIVED . . . . . . . . . . . . . . 190
P2767-INPUT SPEED SENSOR 2 CIRCUIT U1406-IMPLAUSIBLE MAXIMUM ENGINE
NO SIGNAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129 TORQUE SIGNAL RECEIVED . . . . . . . . . . . . . . 192
P2783-TORQUE CONVERTER U1407-IMPLAUSIBLE ENGINE TORQUE
TEMPERATURE TOO HIGH. . . . . . . . . . . . . . . . 136 REQUEST SIGNAL RECEIVED . . . . . . . . . . . . . 194
P2784-INPUT SPEED SENSOR 1/2 U1408-IMPLAUSIBLE BRAKE SIGNAL
CORRELATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 137 RECEIVED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 196
U0002-CAN C BUS OFF PERFORMANCE . . . . 140 U1409-IMPLAUSIBLE LEFT FRONT WHEEL
U0100-LOST COMMUNICATION WITH SPEED SIGNAL RECEIVED. . . . . . . . . . . . . . . . 198
ECM/PCM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143 U140A-IMPLAUSIBLE RIGHT FRONT
U0103-LOST COMMUNICATION WITH WHEEL SPEED SIGNAL RECEIVED . . . . . . . . 200
ELECTRIC GEAR SHIFT MODULE . . . . . . . . . 146 U140B-IMPLAUSIBLE LEFT REAR WHEEL
ANTI-LOCK BRAKE MODULE . . . . . . . . . . . . . . 149 U140C-IMPLAUSIBLE RIGHT REAR WHEEL
FRONT CONTROL MODULE . . . . . . . . . . . . . . . 152 U140D-IMPLAUSIBLE WHEEL SPEED
U0155-LOST COMMUNICATION WITH SIGNALS RECEIVED. . . . . . . . . . . . . . . . . . . . . . 206
CLUSTER/CCN . . . . . . . . . . . . . . . . . . . . . . . . . . . 155 U140F-IMPLAUSIBLE ENGINE VARIANT
U0164-LOST COMMUNICATION WITH HVAC DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
CONTROL MODULE . . . . . . . . . . . . . . . . . . . . . . 158 U1410-IMPLAUSIBLE/MISSING FCM
U0401-IMPLAUSIBLE DATA RECEIVED VARIANT DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
FROM ECM/PCM . . . . . . . . . . . . . . . . . . . . . . . . . 161 U1507-IMPLAUSIBLE ENGINE
U0404-IMPLAUSIBLE DATA RECEIVED TEMPERATURE MESSAGE DATA LENGTH
FROM ESM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163 RECEIVED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
U0415-IMPLAUSIBLE DATA RECEIVED U1509-IMPLAUSIBLE ENGINE VARIANT
FROM ABS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165 MESSAGE DATA LENGTH RECEIVED . . . . . . 214
U0423-IMPLAUSIBLE DATA RECEIVED U150A-IMPLAUSIBLE FCM VARIANT
FROM CLUSTER/CCN . . . . . . . . . . . . . . . . . . . . 167 MESSAGE DATA LENGTH RECEIVED . . . . . . 216
U0424-IMPLAUSIBLE DATA RECEIVED STANDARD PROCEDURE
FROM HVAC CONTROL MODULE. . . . . . . . . . 169 NAG1 PRE-DIAGNOSTIC
U0431-IMPLAUSIBLE DATA FROM FCM . . . . . 171 TROUBLESHOOTING PROCEDURE. . . . . . . . 218
U110B-LOST ENGINE COOLANT MESSAGE . 173 NAG1 TRANSMISSION VERIFICATION TEST . 219
U1118-LOST ENGINE MESSAGE . . . . . . . . . . . . 176
LX AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS 21 - 3
AUTOMATIC TRANSMISSION NAG1 - ELECTRICAL DIAGNOSTICS

P0219–ENGINE OVERSPEED
Theory of Operation
The Transmission Control Module (TCM) monitors the engine speed over the CAN bus. If the engine speed is
greater than 4100+ 800 RPM, the TCM assumes that either the information from the Powertrain Control Module
(PCM) is incorrect or that a major mechanical problem exist. Once the DTC is set, the TCM will position the trans-
mission gear into neutral to protect the engine and transmissin from damage. The transmission will remain in neutral
and will not be revaluated by the TCM until the ignition is cycled.
• When Monitored:
Continuously with the ignition on, engine running, with the transmission in gear with a valid Engine RPM mes-
sage received at least once, and the CAN Bus Circuit and Engine CAN Message Missing are not active.
• Set Condition:
Engine speed is greater than 5700 RPM + 500 RPM.
Possible Causes
MECHANICAL ENGINE PROBLEM

MECHANICAL TRANSMISSION PROBLEM
POWERTRAIN CONTROL MODULE
TRANSMISSION CONTROL MODULE
Always perform the NAG1 Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 -
TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)
Diagnostic Test
1. CHECK FOR OTHER TRANSMISSION DTCS

With the scan tool, check for other transmission DTCs.
Are there any gear ratio and/or speed sensor DTCs present in addition to P0219?
Yes >> Refer to the Symptom Category and perform the appropriate symptom. If speed sensor DTCs are
present, perform their respective test first.
No >> Go To 2
2. CHECK IF ENGINE MECHANICAL PROBLEMS ARE PRESENT

Determine if any Engine mechanical problems are present.
Are there any Engine mechanical problems present?
Yes >> Repair engine as necessary. Refer to 9 - ENGINE-SERVICE INFORMATION for the appropriate repair
procedures.
Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/
TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)
No >> Go To 3
3. CHECK IF TRANSMISSION MECHANICAL PROBLEMS ARE PRESENT

Determine if any Transmission mechanical problems are present.
Turn the ignition off to the lock position.
Remove the Transmission Oil Pan and inspect for excessuve debris or a plugged Transmission Oil Filter. (Refer to
21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1/FILTER - STANDARD PROCEDURE).
Is there any debris, plugged Transmission Oil Filter, or signs of an internal transmission problem?
Yes >> Repair Transmission as necessary. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 -
REMOVAL).
No >> Go To 4
4. TEST DRIVE VEHICLE

NOTE: The Engine and Transmission must not have mechanical problems and be operating normally before
proceeding with this test.
Replace and program the Powertrain Control Module (PCM) per the Service Information. Refer to 8 - ELECTRICAL/
ELECTRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE for the appropriate service procedures.
Reassemble any previously disconnected connectors and/or components.
With the scan tool, erase Transmission DTCs.
Road test the vehicle.
With the scan tool, read Transmission DTCs.
Did DTC P0219-ENGINE OVERSPEED reset?
Yes >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion,
damage, or terminal push out. Pay particular attention to all power and ground circuits. If no problems
are found, replace the TCM per the Service Information. (Refer to 8 - ELECTRICAL/ELECTRONIC
CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION)
No >> Test Complete

Theory of Operation
The Transmission Control Module (TCM) monitors ignition voltage. The DTC will set if the monitored battery voltage
drops below 8.5 volts and a temporary limp in will be activated. If the voltage rises above 9.0 volts, normal oper-
ations is resumed and the TCM will record the DTC as a one trip fault. The DTC will only mature to a full DTC if the
voltage is less than 8.5 volts with a engine speed greater than 2000 RPM for a least 60 seconds.
• When Monitored:
• Set Condition:
When monitored battery voltage drops below 8.5 volts.
Possible Causes
ENGINE CHARGING SYSTEM DTCS

LOW BATTERY VOLTAGE
(A1) B (+) CIRCUIT HIGH RESISTANCE
(F942) FUSED TRANSMISSION RELAY OUTPUT CIRCUIT HIGH RESISTANCE
TRANSMISSION RELAY
Diagnostic Test
1. CHECK FOR ENGINE CHARGING SYSTEM DTCS

With the scan tool, read Engine DTCs.
Are there any Engine Charging System DTCs present?
Yes >> Refer to the 9 - ENGINE ELECTRICAL DIAGNOSTICS and perform the appropriate symptom.
No >> Go To 2
2. CHECK SYSTEM VOLTAGE

Start the engine.
With the scan tool, under transmission, check system voltage.
Is the transmission system voltage above 9.0 volts?
Yes >> Go To 7
No >> Go To 3
3. CHECK THE (A1) B (+) CIRCUIT
Remove the Transmission Control relay.
Using a 12-volt test light connected to ground, check the (A1) B (+) cir-
cuit in the Transmission Relay connector.
Yes >> Go To 4
No >> Repair the (A1) B (+) circuit for high resistance.
Perform NAG1 TRANSMISSION VERIFICATION TEST -
VER 1. (Refer to 21 - TRANSMISSION/TRANSAXLE/AU-
TOMATIC - NAG1 - STANDARD PROCEDURE)
4. CHECK THE (F942) TRANSMISSION RELAY OUTPUT CIRCUIT

Remove the Transmission Relay.
Connect a jumper wire between the (A1) B (+) circuit and the (F2)
Transmission Relay Output circuit in the Transmission Relay connector.
Start the engine.
With the scan tool, under transmission, check system voltage.
Is the transmission system voltage above 9.0 volts?
Yes >> Replace the Transmission Relay.
No >> Go To 5
5. CHECK THE (F942 )FUSED TRANSMISSION RELAY OUTPUT CIRCUIT

Disconnect the TCM C1 harness connector.
Ignition on, engine not running..
Using a 12-volt test light connected to ground, check the (F942) Fused
Transmission Relay Output circuit in the TCM C1 harness connector.
Yes >> Go To 6
No >> Repair the (F942) Fused Transmission Relay Output circuit
for high resistance. Make sure the check the fuze cavities.
6. CHECK (Z912) GROUND CIRCUIT

Using a 12-volt test light connected to 12-volts, check the (Z912)
Ground circuit in the TCM C1 harness connector.
Yes >> Using the schematics as a guide, check the Transmission
Control Module (TCM) terminals for corrosion, damage, or
terminal push out. Pay particular attention to all power and
ground circuits. If no problems are found, replace the TCM
per the Service Information. (Refer to 8 - ELECTRICAL/
ELECTRONIC CONTROL MODULES/TRANSMISSION
CONTROL MODULE - DESCRIPTION)
No >> Repair the (Z912) Ground circuit for high resistance.
7. INTERMITTENT WIRING AND CONNECTORS
Using the schematics as a guide, inspect the wiring and connectors specific to this circuit.
Wiggle the wires while checking for shorted and open circuits.
Where there any problems found?
P0563-BATTERY VOLTAGE HIGH

Theory of Operation
The Transmission Control Module (TCM) monitors ignition voltage. The DTC will set and temporary limp-in will be
activated, if the monitored battery voltage rises above 16.9 volts. If the voltage drops below 16.4 volts, normal oper-
ations is resumed and the TCM will record the DTC as a one trip fault. The DTC will only mature to a full DTC if the
voltage rises above 16.9 volts with a engine speed greater than 2000 RPM for a least 60 seconds.
• When Monitored:
• Set Condition:
When the monitored battery voltage rises above 16.9 volts.
Possible Causes
CHARGING SYSTEM OVERCHARGE CONDITION

JUMP START OFF A 24 VOLT SYSTEM
Diagnostic Test
1. CHECK FOR CHARGING SYSTEM DTCS

NOTE: This includes any one trip faults.
No >> Go To 2
2. CHECK IF VOLTAGE IS GREATER THAN 16.9 VOLTS

Start the engine and raise the engine speed to 2000 RPM.
With the scan tool, monitor the Transmission system voltage for at least 60 seconds.
Does the Transmission system voltage read above 16.9 volts for any period of time?
Yes >> Go To 4
No >> Go To 3
3. VERIFY IF VEHICLE WAS JUMP STARTED WITH 24-VOLT SYSTEM

Verify if the vehicle was jump started by another vehicle using a 24-volt charging system.
Was the vehicle jump started by another vehicle using a 24-volt charging system?
Yes >> This is the cause of the DTC. Erase the DTC and return the vehicle to the customer.
No >> Go To 5
4. CHECK BATTERY VOLTAGE

With the scan tool, read the Transmission system voltage.
With a voltmeter, measure the battery voltage at the battery.
Compare the readings.
Does the voltage readings match between the Transmission
scan tool reading and the battery voltmeter reading?
Yes >> Repair the charging system for an over charging condition.
Refer to the 9 - ENGINE ELECTRICAL DIAGNOSTICS and
diagnose the appropriate symptom as if the DTC is current.
No >> Using the schematics as a guide, check the Transmission

Were there any problems found?
P0602-CONTROL MODULE PROGRAMMING ERROR/NOT PROGRAMMED

Theory of Operation
The Transmission Control Module (TCM) performs various internal tests to verify proper controller operation. If the
TCM detects that the variables that dictate the vehicle application are not present, the controller will enter Limp-in
mode and illuminate the MIL.
• When Monitored:
• Set Condition:
If the TCM detects that the variables that dictate the vehicle application are not present.
Possible Causes
CONTROLLER NOT CODED
Diagnostic Test
1. CHECK IF TCM IS FLASHABLE

NOTE: Controller is programmed with generic software and will not allow the correct vehicle Powertrain
management.
With the scan tool, record the vehicles controller part number.
Select Use Controller Part Number under the Flash Tab.
Flash the controller with the correct software.
Were you able to update (flash) the controller successfully?
Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1.
No >> Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion,
P0604-INTERNAL CONTROL MODULE RAM

Theory of Operation
TCM detects an error with the controllers Random Access Memory (RAM), the controller will enter Limp-in mode
and illuminate the MIL.
• When Monitored:
• Set Condition:
If the TCM detects an error with the controllers Random Access Memory (RAM).
Possible Causes
Diagnostic Test
1. TRANSMISSION CONTROL MODULE

View repair
Repair
Using the schematics as a guide, check the Transmission Control Module (TCM) terminals for corrosion,
P0605-INTERNAL CONTROL MODULE ROM

Theory of Operation
TCM detects an error with the controllers Read Only Memory (ROM), the controller will enter Limp-in mode and
illuminate the MIL.
• When Monitored:
• Set Condition:
If the TCM detects an error with the controllers Read Only Memory (ROM).
Possible Causes
Diagnostic Test

View repair
Repair
P0613-INTERNAL TRANSMISSION PROCESSOR

Theory of Operation
TCM detects an error with the controllers processor, the controller will enter Limp-in mode and illuminate the MIL.
• When Monitored:
• Set Condition:
If the TCM detects an error with the controllers processor.
Possible Causes
Diagnostic Test
View repair
Repair
P0642-SENSOR REFERENCE VOLTAGE 1 CIRCUIT LOW

Theory of Operation
The Sensor Supply Voltage circuit supplies a 6-volt power supply to the two input speed sensors. The Sensor Sup-
ply Voltage circuit is constantly monitored for correct voltage between 4.8 to 7.2 volts. If the voltage does not stay
within the 4.8 to 7.2 volt range, the appropriate DTC will set.
• When Monitored:
Continuously with the ignition on and no undervoltage condition exist.
• Set Condition:
When the monitored sensor voltage is not within specified limits drops below 4.8 volts.
Possible Causes
SPEED SENSOR DTCS PRESENT

(T72) SENSOR SUPPLY VOLTAGE SHORT TO GROUND
INTERNAL SHORT IN THE ELECTROHYDRAULIC CONTROL UNIT ASSEMBLY
Diagnostic Test
1. CHECK FOR SPEED SENSOR DTCS

Are there any speed sensor DTCs present?
Yes >> Refer to the Transmission category and perform the appropriate symptom(s). (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - NAG1 - DIAGNOSIS AND TESTING)
No >> Go To 2
2. CHECK FOR (T72) SENSOR SUPPLY VOLTAGE SHORT TO GROUND

Disconnect the Electrohydraulic Control Unit Assembly harness connec-
tor.
Disconnect the TCM C2 harness connectors.
Measure the resistance between ground and the (T72) Sensor Supply
Voltage circuit in the TCM harness connector.
Yes >> Repair the (T72) Sensor Supply Voltage circuit for a short
to ground
No >> Go To 3
3. CHECK FOR A SHORT IN THE ELECTOHYDRAULIC CONTROL UNIT
Reconnect the Electrohydraulic Control Unit Assembly harness connec-
tor.
Measure the resistance between ground and the (T72) Sensor Supply
Yes >> Repair the Electrohydraulic Control Unit Assembly for a
short to ground. Refer to 21- AUTOMATIC TRANSMIS-
SION-AUTOMATIC TRANSMISSION NAG1/SERVICE
INFORMATION for proper service procedures.
P0643-SENSOR REFERENCE VOLTAGE 1 CIRCUIT HIGH

Theory of Operation
The Sensor Supply Voltage circuit supplies a 6 volt power supply for the two input speed sensors. The Sensor
Supply Voltage circuit is constantly monitored for correct voltage between 4.8 to 7.2 volts. If the voltage does not
stay within the 4.8 to 7.2 volt range, the appropriate DTC will set.
• When Monitored:
Continuously with the ignition on and no overvoltage condition exist.
• Set Condition:
When the monitored sensor voltage is not within specified limits and rises above 7.2 volts.
Possible Causes
(T72) SENSOR SUPPLY VOLTAGE CIRCUIT SHORT TO VOLTAGE

(T72) SENSOR SUPPLY VOLTAGE CIRCUIT SHORT TO OTHER CIRCUITS
Diagnostic Test
1. CHECK FOR SPEED SENSOR DTCS

Are there any speed sensor and/or temperature sensor DTCs present?
No >> Go To 2
2. CHECK SOLENOID SUPPLY VOLTAGE ON THE SCAN TOOL

Start the engine.
With the scan tool, check the Transmission Solenoid Supply Voltage.
Is the Transmission Solenoid Supply Voltage above 7.2 volts?
Yes >> Go To 3
No >> Go To 5
3. CHECK (T72) SENSOR SUPPLY CIRCUIT VOLTAGE

While back probing, measure the voltage of the (T72) Solenoid Supply
Does the measured voltage match the voltage reading on the
scan tool ± 0.2 volts?
Yes >> Go To 4
4. (T72) SENSOR SUPPLY VOLTAGE CIRCUIT SHORT TO ANOTHER CIRCUIT

Disconnect the Transmission Electrohydraulic Control Unit Assembly
harness connector.
Disconnect all TCM harness connectors.
Measure the resistance between the (T72) Solenoid Supply Voltage cir-
cuit and all other circuits in the Transmission Electrohydraulic Control
Unit harness connector.
Is the resistance below 5.0 ohms between the (T72) Solenoid
Supply Voltage circuit and all other circuits in the Transmis-
sion Electrohydraulic Control Unit Assembly harness connec-
tor?
Yes >> Repair the (T72) Solenoid Supply Voltage circuit for a short
to another circuit(s).

P0657-SOLENOID SUPPLY VOLTAGE CIRCUIT

Theory of Operation
The Solenoid Supply Voltage output of the Transmission Control Module (TCM) provides the voltage to the three
shift, two pressure and TCC solenoids. The output is active whenever the system is in normal operation. If a major
system fault is detected, this output is turned off to ensure that no solenoids are active.
• When Monitored:
When the output is active and no undervoltage condition exists.
• Set Condition:
When the monitored supply voltage and battery voltage differ by 3.6 volts.
Possible Causes
(T78) SOLENOID SUPPLY VOLTAGE CIRCUIT OPEN

(T78) SOLENOID SUPPLY VOLTAGE CIRCUIT SHORT TO GROUND
(T78) SOLENOID SUPPLY VOLTAGE CIRCUIT SHORT TO VOLTAGE
(T78) SOLENOID SUPPLY VOLTAGE CIRCUIT SHORT TO ANOTHER CIRCUIT
Diagnostic Test
1. (T78) SOLENOID SUPPLY VOLTAGE CIRCUIT SHORT TO VOLTAGE

Is the DTC P1629-TCM INTERNAL - SOLENOID SUPPLY/WATCHDOG also present?
Yes >> When both P0657-SOLENOID SUPPLY VOLTAGE CIRCUIT and P1629-TCM INTERNAL - SOLENOID
SUPPLY/WATCHDOG DTCs set at the same time indicates that the (T78) Solenoid Supply Voltage cir-
cuit is shorted to voltage. Repair the Solenoid Supply Voltage circuit for a short to voltage. If no short to
voltage is present, using the schematics as a guide, check the Transmission Control Module (TCM) ter-
minals for corrosion, damage, or terminal push out. Pay particular attention to all power and ground
circuits. If no problems are found replace the TCM per the Service Information. (Refer to 8 - ELECTRI-
CAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE - DESCRIPTION)
No >> Go To 2
2. (T78) SOLENOID SUPPLY VOLTAGE CIRCUIT OPEN
Disconnect the TCM C1 and C2 harness connectors.
tor.
Measure the resistance of the (T78) Solenoid Supply Voltage circuit
between the TCM C2 harness connector and the Electrohydraulic Con-
trol Unit Assembly harness connector.
Yes >> Repair the (T78) Solenoid Supply Voltage circuit for an
open.
No >> Go To 3
3. (T78) SOLENOID SUPPLY VOLTAGE CIRCUIT SHORT TO GROUND

Measure the resistance between ground and the (T78) Solenoid Supply
Voltage circuit.
to ground.
No >> Go To 4
4. (T78) SOLENOID SUPPLY VOLTAGE CIRCUIT SHORT TO ANOTHER CIRCUIT

cuit and all other circuits in the Electrohydraulic Control Unit Assembly
harness connector.
Supply Voltage circuit and any other circuit(s) in the Electrohy-
draulic Control Unit Assembly harness connector?
VER 1.
P0710-TRANSMISSION TEMPERATURE SENSOR CIRCUIT

Theory of Operation
The Electrohydraulic Control Unit Assembly of the NAG1 transmission contains a temperature sensor to monitor the
transmission oil temperature. This sensor is wired in series with the transmission Park/Neutral switch. The Trans-
mission Control Module (TCM) expects to see a valid voltage level from the sensor when the shifter is in Reverse
or any forward Drive position. The TCM also expects to see an open circuit condition when the shifter is in the Park
or Neutral position. When the controller detects an open circuit when in Reverse or any forward drive position the
DTC will set. Note: Due to a open circuit condition in Park or Neutral, the TCM substitutes the Transmission Tem-
perature reading with Engine Temperature when in Park or Neutral
• When Monitored:
• Set Condition:
When the TCM detects an open circuit when in Reverse or any forward drive position the DTC will set.
Possible Causes
SHIFT LEVER ASSEMBLY OUT OF ADJUSTMENT

(T54) TEMPERATURE SENSOR-P/N SWITCH SIGNAL CIRCUIT OPEN
(T54) TEMPERATURE SENSOR-P/N SWITCH SIGNAL CIRCUIT SHORT TO VOLTAGE
(T54) TEMPERATURE SENSOR-P/N SWITCH SIGNAL CIRCUIT SHORT TO OTHER CIRCUITS
(T54) TEMPERATURE SENSOR-P/N SWITCH SIGNAL CIRCUIT SHORT TO ANOTHER CIRCUIT(S)
SHIFT LEVER ASSEMBLY
Diagnostic Test
1. CHECK IF SPEED SENSOR DTCS ARE PRESENT

Are there any speed sensor DTCs present also?
No >> Go To 2
2. CHECK IF SHIFT LEVER ASSEMBLY SHIFT CABLE IS OUT OF ADJUSTMENT

Check the Shift Lever Assembly shift cable for proper adjustment. Refer to 21- AUTOMATIC TRANSMISSION-AU-
TOMATIC TRANSMISSION NAG1/SERVICE INFORMATION for the proper service procedures.
Is the Shift Lever Assembly shift cable properly adjusted?
Yes >> Go To 3
No >> Adjust the Shift Lever Assembly shift cable per the Service Information. (Refer to 21 - TRANSMISSION/
TRANSAXLE/AUTOMATIC - NAG1/GEAR SHIFT CABLE - ADJUSTMENTS)
3. CHECK IF ENGINE STARTS IN PART OR NEUTRAL
Attempt to start the engine in Park or Neutral.
Does the engine start in either Park or Neutral?
Yes >> Go To 4
No >> Go To 5
4. TRANSMISSION TEMPERATURE SENSOR-P/N SWITCH

Place the gear selector in Drive.
Measure the resistance of the Transmission Temperature Sensor
between the (T54) Temperature Sensor-P/N Switch Signal circuit and
the (T13) Sensor Ground circuit in the TCM C2 harness connector.
Is the resistance between 500 to 2500 ohms?
No >> Using the schematics as a guide, check the Electrohydraulic Control Unit Assembly and Transmission
Temperature Sensor-P/N Switch pins and connector terminals for corrosion, damage, or terminal push
out. If no problems are found, replace the Transmission Temperature Sensor-P/N Switch. (Refer to 21 -
TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1/ELECTROHYDRAULIC UNIT - DISASSEMBLY)
5. CHECK THE TRANSMISSION TEMPERATURE SENSOR-P/N SWITCH

Reconnect the TCM C2 harness connector.
Disconnect the Electrohydraulic Control Unit Assembly harness connector.
NOTE: This procedure may set various DTCs to multiple modules connected to the CAN bus. Disregard and
erase any DTCs that may set after completion of this procedure.
With the Shift Lever in the Park position, attempt to start the engine.
Does the engine start?
Yes >> Replace the Transmission Temperature Sensor-P/N Switch. (Refer to 21 - TRANSMISSION/TRANS-
AXLE/AUTOMATIC - NAG1/ELECTROHYDRAULIC UNIT - DISASSEMBLY)
No >> Go To 6
6. CHECK IF THE (T54) TEMPERATURE SENSOR-P/N SWITCH SIGNAL CIRCUIT IS SHORTED TO GROUND

tor.
Measure the resistance between ground and the (T54) Temperature
Sensor-P/N Switch Signal circuit.
Yes >> Repair the (T54) Temperature Sensor-P/N Switch Signal
circuit for a short to ground.
No >> Go To 7
7. CHECK IF (T54) TEMPERATURE SENSOR-P/N SWITCH SIGNAL CIRCUIT IS SHORTED TO ANOTHER

CIRCUIT(S)
Measure the resistance between the (T54) Temperature Sensor-P/N
Switch Signal circuit and all other circuits in the TCM C1 and C2 har-
ness connectors.
Is the resistance below 5.0 ohms between the (T54) Tempera-
ture Sensor-P/N Switch Signal circuit and any other circuit(s)?
circuit for a short to another circuit(s).
P0712-TRANSMISSION TEMPERATURE SENSOR LOW

Theory of Operation
DTC will set. Note: The TCM substitutes the Transmission Temperature reading with Engine Temperature due to a
open circuit condition in Park or Neutral.
• When Monitored:
• Set Condition:
When the TCM detects the Temperature sensor input is below 0.5 volts.
Possible Causes
(T54) TEMPERATURE SENSOR-P/N SWITCH SIGNAL CIRCUIT SHORT TO GROUND

(T54) TEMPERATURE SENSOR-P/N SWITCH SIGNAL CIRCUIT SHORT TO ANOTHER CIRCUIT
TRANSMISSION TEMPERATURE SENSOR-P/N SWITCH
Diagnostic Test
1. CHECK FOR SHIFT LEVER ASSEMBLY DTCS

With the scan tool, check for Shift Lever Assembly DTCs.
Are there any Shift Lever Assembly DTCs present?
Yes >> Refer to Shift Lever Assembly symptom list and perform the appropriate symptom. (Refer to 21 -
TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - DIAGNOSIS AND TESTING)
No >> Go To 2
2. CHECK THE SHIFT LEVER ASSEMBLY CABLE FOR PROPER ADJUSTMENT

Check the Shift Lever Assembly Cable for proper adjustment. Refer to 21- AUTOMATIC TRANSMISSION-AUTO-
MATIC TRANSMISSION NAG1/SERVICE INFORMATION for the appropriate service procedure.
Is the Shift Lever Assembly Cable for properly adjusted?
Yes >> Go To 3
No >> Adjust the Shift Lever Assembly Cable per the Service Information. (Refer to 21 - TRANSMISSION/
TRANSAXLE/AUTOMATIC - NAG1/GEAR SHIFT CABLE - ADJUSTMENTS)
3. CHECK THE (T54) TEMPERATURE SENSOR-P/N SWITCH SIGNAL CIRCUIT FOR A SHORT TO GROUND
Measure the resistance between ground and the (T54) Temperature
Sensor-P/N Switch Signal circuit.
No >> Go To 4
4. CHECK THE (T54) TEMPERATURE SENSOR-P/N SWITCH SIGNAL CIRCUIT FOR A SHORT TO ANOTHER
CIRCUIT
harness connector.
Measure the resistance between the (T54) Temperature Sensor-P/N
Switch Signal circuit and all other circuits in the TCM C1 and C2 har-
ness connectors.
Is the resistance below 5.0 ohms between the (T54) Tempera-
ture Sensor-P/N Switch Signal circuit and any other circuit(s)?
circuit for a short to another circuit(s).
P0714-TRANSMISSION TEMPERATURE SENSOR INTERMITTENT

Theory of Operation
DTC will set. Note: The TCM substitutes the Transmission Temperature reading with Engine Temperature due to a
open circuit condition in Park or Neutral.
• When Monitored:
Continuously with the ignition on and the Transmission Temperature below 170 °C (338 °F).
• Set Condition:
When the TCM detects the Temperature sensor input changes more than 10 °C (50 °F) between each 20
mSec sensor read.
Possible Causes
WIRING AND CONNECTORS

TRANSMISSION TEMPERATURE SENSOR - P/N SWITCH
Diagnostic Test
1. CHECK WIRING AND CONNECTORS

With the scan tool, monitor the Transmission Temperature.
Apply the parking brake.
With the brakes firmly applied, place the gear selector in Drive.
While monitoring the scan tool, wiggle the wires and connectors from the TCM to the Electrohydraulic Control Unit.
Did the transmission temperature fluctuate while wiggling the wires?
Yes >> Repair the wiring and/or connectors as necessary.
No >> Go To 2
2. CHECK IF DTC RESETS

Replace the Transmission Temperature Sensor - P/N Switch. Refer to 21- AUTOMATIC TRANSMISSION-AUTO-
MATIC TRANSMISSION NAG1/SERVICE INFORMATION for proper service procedure.
Did DTC P0714 reset?
P0717-INPUT SPEED SENSOR 1 CIRCUIT NO SIGNAL

Theory of Operation
The Input Speed Sensor 1 (N2) is one of two hall effect speed sensors that are used by the Transmission Control
Module (TCM) to calculate the transmissions turbine speed. Since the turbine speed could not be measured directly,
two of the drive elements are measured. Two input speed sensors are required because both elements are not
active in all gears.
• When Monitored:
Engine speed greater than 450 RPM with none of the following DTCs present: engine speed, TCM undervolt-
age, output speed sensor, and/or rear wheel speed DTCs. Also required are all wheel speeds above 250 RPM
and no wheel slip detected (signal from the ABS system).
• Set Condition:
If the Input Speed Sensor 1 (N2) signal is equal to 0 RPM.
Possible Causes
(T72) SENSOR SUPPLY VOLTAGE CIRCUIT OPEN

(T70) INPUT SPEED SENSOR 1 (N2) SIGNAL CIRCUIT OPEN
(T70) SPEED SENSOR 1 (N2) SIGNAL CIRCUIT SHORT TO ANOTHER CIRCUIT
(T13) SENSOR GROUND CIRCUIT OPEN
(T13) SENSOR GROUND CIRCUIT SHORT TO ANOTHER CIRCUIT
(T70) SPEED SENSOR 1 (N2) SIGNAL CIRCUIT SHORT TO GROUND
(T13) SENSOR GROUND CIRCUIT SHORT TO GROUND
SPEED SENSOR 1 (N2)
Diagnostic Test
1. CHECK IF DTC IS CURRENT

NOTE: The Transmission Control Module stores under Environmental Data the transmission operating con-
ditions when the DTC was set. Before erasure of any DTC, record all information pertaining to the DTC,
even if there is more than one DTC stored.
With the scan tool, erase transmission DTCs.
Using the Environmental Data previously recorded, drive the vehicle and try to duplicate the conditions in which the
DTC originally set.
Does the DTC reset?
Yes >> Go To 2
No >> Go To 10
2. CHECK THE (T72) SENSOR SUPPLY VOLTAGE CIRCUIT FOR AN OPEN

tor.
NOTE: Check connectors - Clean/repair as necessary.
Measure the resistance of the (T72) Sensor Supply Voltage circuit from
the TCM C2 harness connector to the Electrohydraulic Control Unit
Assembly harness connector.
Yes >> Repair the (T72) Sensor Supply Voltage circuit for an open.
No >> Go To 3
3. CHECK THE (T70) INPUT SPEED SENSOR 1 (N2) SIGNAL CIRCUIT FOR AN OPEN
Measure the resistance of the (T70) Input Speed Sensor 1 (N2) Signal
circuit from the TCM C2 harness connector to the Electrohydraulic Con-
Yes >> Repair the (T70) Input Speed Sensor 1 (N2) Signal circuit
for an open.
No >> Go To 4
4. CHECK THE (T13) SENSOR GROUND CIRCUIT FOR AN OPEN
Measure the resistance of the (T13) Sensor Ground circuit from the
TCM C2 harness connector to the Electrohydraulic Control Unit Assem-
bly harness connector.
Yes >> Repair the (T13) Sensor Ground circuit for an open.
No >> Go To 5
5. CHECK THE (T70) INPUT SPEED SENSOR 1 (N2) SIGNAL CIRCUIT FOR A SHORT TO ANOTHER
CIRCUIT(S)
circuit to all the other circuits in the Electrohydraulic Control Unit
Is the resistance below 5.0 ohms between the (T70) Input
Speed Sensor 1 (N2) Signal circuit and any other circuit(s) in
the Electrohydraulic Control Unit Assembly harness connector?
for a short to another circuit(s).
No >> Go To 6
6. CHECK THE (T70) INPUT SPEED SENSOR 1 (N2) SIGNAL CIRCUIT FOR A SHORT TO GROUND
Measure the resistance between ground and the (T70) Input Speed
Sensor 1 (N2) Signal circuit.
for a short to ground.
No >> Go To 7
7. CHECK THE (T13) SENSOR GROUND CIRCUIT FOR A SHORT TO ANOTHER CIRCUIT(S)
Measure the resistance between the (T13) Sensor Ground circuit to all
the other circuits in the Electrohydraulic Control Unit Assembly harness
connector.
Is the resistance below 5.0 ohms between the (T13) Sensor
Ground circuit and any other circuit(s) in the Electrohydraulic
Control Unit Assembly harness connector.
Yes >> Repair the (T13) Sensor Ground circuit for a short to
another circuit(s)
No >> Go To 8
8. CHECK THE (T13) SENSOR GROUND CIRCUIT FOR A SHORT TO GROUND
Measure the resistance between ground and the (T13) Sensor Ground
circuit.
ground.
No >> Go To 9
9. CHECK THE INPUT SPEED SENSOR 1 (N2) SIGNAL

tor.
Using a Lab Scope, backprobe the (T70) Input Speed Sensor 1 (N2)
Signal circuit at the TCM C2 harness connector.
WARNING: Properly support the vehicle.
Raise all drive wheels off the ground.
Start the engine.
WARNING: To avoid personal injury or death, keep hands and feet
clear of rotating wheels.
Place gear selector in drive and increase vehicle speed to engage 2nd
gear.
Compare the scope pattern on the Lab Scope with a typical 5-volt
square wave pattern.
Is the scope pattern comparable to the typical 5-volt square
wave signal scope pattern?
No >> Replace the Input Speed Sensor 1 (N2) per the Service Information. (Refer to 21 - TRANSMISSION/
TRANSAXLE/AUTOMATIC - NAG1/ELECTROHYDRAULIC UNIT - DISASSEMBLY)

The conditions necessary to set this DTC are not
present at this time.
Using the schematics as a guide, inspect the wiring and
connectors specific to this circuit.
Wiggle the wires while checking for shorted and open
circuits.
Perform NAG1 TRANSMISSION VERIFICA-
TION TEST - VER 1. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC -
NAG1 - STANDARD PROCEDURE)
P0730-INCORRECT GEAR RATIO
Theory of Operation
The Transmission Control Module (TCM) constantly calculates the transmission ratio based on the input speed sen-
sor 1 and 2 (N2-N3) signals and the calculated output shaft speed. The intent of this diagnostic is to detect if the
transmission is trying to mechanically shift into a lower gear then the TCM intends.
• When Monitored:
Engine RPM greater than 450 RPM, output speed greater than 180 RPM, no N2 - N3 input speed sensor
errors present, no gear selector lever errors present, no ABS system errors, and all wheel speeds above 450
RPM.
• Set Condition:
No shifting operation and detected gear is not the actual gear. No shifting operation - detected (calculated)
gear is less than actual (expected) gear, no plausible gear is calculated, actual turbine speed - calculated tur-
bine speed is greater than 300 RPM or calculated transmission ratio is above threshold. During an Upshift -
detected (calculated) gear is less than actual (expected) gear. During Downshift - detected (calculated) gear is
less than actual (expected) gear.
Possible Causes
INTERNAL TRANSMISSION PROBLEM
Diagnostic Test
1. CHECK FOR INTERNAL TRANSMISSION PROBLEM

Determine if there are any Transmission mechanical problems present.
Remove the Transmission Oil Pan and inspect for excessive debris or a plugged Transmission Oil Filter. (Refer to
21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1/FILTER - STANDARD PROCEDURE)
Is there any Transmission mechanical problems present?
Yes >> Repair internal transmission as necessary per the Service Information. (Refer to 21 - TRANSMISSION/
TRANSAXLE/AUTOMATIC - NAG1 - REMOVAL)
P0731-GEAR RATIO ERROR IN 1ST
Theory of Operation
transmission is slipping or an invalid gear ratio is present.
• When Monitored:
RPM.
• Set Condition:
Possible Causes
PINION FACTOR NOT PROPERLY PROGRAMED IN THE FCM

LOW TRANSMISSION FLUID
OTHER TRANSMISSION DTCS PRESENT
INTERNAL TRANSMISSION FAILURE
Diagnostic Test
1. CHECK IF PINION FACTOR IS PROGRAMMED

With the scan tool, check if the pinion factor has been programmed in the FCM.
NOTE: If the Pinion Factor is not properly programmed, a Gear Ratio DTC may set.
Was the Pinion Factor properly programmed for the actual tire size and axle ratio of the vehicle?
Yes >> Go To 2
No >> With the scan tool, properly program the Pinion Factor in the FCM.

With the scan tool, check transmission DTCS
Are there any solenoid and/or solenoid supply voltage DTCs present?
No >> Go To 3
3. CHECK TRANSMISSION FLUID LEVEL
Check the transmission fluid level per the Service Information. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTO-
MATIC - NAG1/FILTER - STANDARD PROCEDURE)
Is the fluid level correct?
Yes >> Go To 4
No >> Properly adjust the fluid level per the Service Information. (Refer to 21 - TRANSMISSION/TRANSAXLE/
AUTOMATIC - NAG1/FILTER - STANDARD PROCEDURE)

With the scan tool, record the Environmental Data and erase Transmission DTCs.
NOTE: If the TCM detects and stores a DTC, the TCM also stores the vehicles operating conditions under
which the DTC originally set and is located in scan tool under Environmental Data. Before erasing any
stored DTCs, record any available data to assist in duplicating the conditions in which the DTC originally
set.
Using the Environmental Data recorded earlier, test drive the vehicle while trying to duplicate the conditions in which
the DTC originally set.
Did the DTC P0731-GEAR RATIO ERROR IN 1ST reset?
No >> Go To 5

Wiggle the wiring and connectors while checking for any possible open or shorted circuits.
Check for any Service Information Tune-ups or Technical Service Bulletins that may apply.
P0732-GEAR RATIO ERROR IN 2ND
Theory of Operation
• When Monitored:
RPM.
• Set Condition:
Possible Causes
PINION FACTOR NOT PROPERLY PROGRAMMED IN THE FCM

Diagnostic Test
1. CHECK IF THE PINION FACTOR IS PROGRAMMED

With the scan tool, check if the pinion factor has been programmed in the FCM.
NOTE: If the Pinion Factor is not properly programmed, a Gear Ratio DTC may set.
Was the Pinion Factor properly programmed for the actual tire size and axle ratio of the vehicle?
Yes >> Go To 2
No >> With the scan tool, properly program the Pinion Factor in the FCM.

No >> Go To 3
Yes >> Go To 4

set.
Did the DTC P0732-GEAR RATIO ERROR IN 2ND reset?
No >> Go To 5

P0733-GEAR RATIO ERROR IN 3RD
Theory of Operation
• When Monitored:
RPM.
• Set Condition:
Possible Causes

Diagnostic Test

No >> Go To 2

Yes >> Go To 3
AUTOMATIC - NAG1/FILTER - STANDARD PROCEDURE).
set.
Did the DTC P0733-GEAR RATIO ERROR IN 3RD reset?
No >> Go To 4

P0734-GEAR RATIO ERROR IN 4TH
Theory of Operation
• When Monitored:
RPM.
• Set Condition:
Possible Causes

Diagnostic Test

No >> Go To 2

Yes >> Go To 3
set.
Did the DTC P0734-GEAR RATIO ERROR IN 4TH reset?
No >> Go To 4

Theory of Operation
• When Monitored:
RPM.
• Set Condition:
Possible Causes

Diagnostic Test

No >> Go To 2

Yes >> Go To 3
AUTOMATIC - NAG1/FILTER - STANDARD PROCEDURE).
set.
Did the DTC P0735-GEAR RATIO ERROR IN 5TH reset?
No >> Go To 4

P0742-TORQUE CONVERTER CLUTCH STUCK ON

Theory of Operation
The Transmission Control Module (TCM) constantly monitors the amount of torque converter slippage. When the
torque converter clutch (TCC) is open the slippage is expected to be above a threshold. If the slippage is less then
expected when the TCC is open, the TCM assumes that the TCC is stuck on.
• When Monitored:
Ignition on, TCM not in initialization phase, No input speed sensor 1 or 2 (N2–N3) DTCs, No CAN bus or ECM
DTCs, No CAN engine speed signal or engine torque signal not implausible DTCs, Engine speed greater than
450 rpm, No shift in progress, Gear 1, 2, 3, 4 or 5 engaged, and the TCM torque converter status is OPEN
• Set Condition:
Engine RPM (Turbine Speed) is greater than 30 RPM when engine torque less than 100 N·m (74.0 ft.lbs.) for
period of 1.0 second.
Possible Causes
(T75) TCC SOLENOID CONTROL CIRCUIT SHORT TO GROUND

(T75) TCC SOLENOID CONTROL CIRCUIT SHORT TO ANOTHER CIRCUIT
INTERNAL TRANSMISSION
LOCKUP CONTROL VALVE STICKING IN ITS BORE
LEAKING TCC SOLENOID
TORQUE CONVERTER
Diagnostic Test
1. CHECK IF ENGINE STALLS OR STUMBLES IN GEAR

Disconnect the Electrohydraulic Control Unit Assembly harness connector.
Start the engine.
With the brakes firmly applied, shift the gear selector into Drive.
Did the engine stall or stumble?
Yes >> Repair internal transmission. Pay particular attention to the components related to the TCC such as the
Lockup Control Valve sticking in its bore or a leaking TCC Solenoid. (Refer to 21 - TRANSMISSION/
No >> Go To 2
2. (T75) TCC SOLENOID CONTROL CIRCUIT SHORT TO GROUND

Measure the resistance between ground and the (T75) TCC Solenoid
Control circuit.
Yes >> Repair the (T75) TCC Solenoid Control circuit for a short to
ground.
No >> Go To 3
3. (T75) TCC SOLENOID CONTROL CIRCUIT SHORT TO ANOTHER CIRCUIT

Measure the resistance between the (T75) TCC Solenoid Control circuit
and all other circuits in the Transmission Electrohydraulic Control Unit
Is the resistance below 5.0 ohms between the (T75) TCC Sole-
noid Control circuit and all other circuits in the Transmission
Electrohydraulic Control Unit Assembly harness connector?
another circuit(s).
P0743-TCC SOLENOID CIRCUIT

Theory of Operation
The TCC Solenoid is activated when the Transmission Control Module (TCM) determines that the Torque Converter
Clutch should be activated. The Torque Converter Clutch is a variable slip torque clutch that allows control of the
slip from 5.5% to 95.5% of lock-up. The Clutch is controlled by the TCC Solenoid which is pulse width modulated
(PWM) to provide the desired amount of slip. The clutch requires both an electrical PWM of 1000Hz and an hydrau-
lic PWM of 100Hz.
• When Monitored:
Continuously with the ignition on, engine running, with the transmission in gear, the TCC Solenoid is inactive,
or when the TCC Solenoid is active and controlled above 25% duty cycle, with the Solenoid Supply voltage
active.
• Set Condition:
If the TCM detects on the TCC Solenoid control circuit: open, short to ground, short to voltage, internal short
in the TCC Solenoid or an open in the TCC Solenoid.
Possible Causes
(T75) TCC SOLENOID CONTROL CIRCUIT OPEN

(T75) TCC SOLENOID CONTROL CIRCUIT SHORT TO GROUND
TCC SOLENOID CONTROL CIRCUIT FOR A SHORT TO ANOTHER CIRCUIT
TCC SOLENOID
Diagnostic Test
1. CHECK IF THE DTC IS CURRENT

which the DTC originally set. This information is located in scan tool under Environmental Data. Before
erasing any stored DTCs, record any available data to assist in duplicating the conditions in which the DTC
originally set.
With the scan tool, erase Transmission DTC’s.
Using the Environmental Data recorded earlier, try to duplicate the conditions in which the DTC originally set. It may
be necessary to test drive the vehicle.
With the scan tool, read Transmission DTC’s.
Did the DTC P0743 reset?
Yes >> Go To 2
No >> Go To 6
2. CHECK THE (T75) TCC SOLENOID CONTROL CIRCUIT FOR AN OPEN
harness connector.
Measure the resistance of the (T75) TCC Solenoid Control circuit from
the TCM C2 harness connector to the Transmission Electrohydraulic
Yes >> Repair the (T75) TCC Solenoid Control circuit for an open.
No >> Go To 3
3. CHECK THE (T75) TCC SOLENOID CONTROL CIRCUIT FOR A SHORT TO GROUND
Measure the resistance between ground and the (T75) TCC Solenoid
Control circuit.
ground.
No >> Go To 4
4. CHECK THE (T75) TCC SOLENOID CONTROL CIRCUIT FOR A SHORT TO ANOTHER CIRCUIT
Measure the resistance between the (T75) TCC Solenoid Control circuit
and all other circuits in the Transmission Electrohydraulic Control Unit
Is the resistance below 5.0 ohms between the (T75) TCC Sole-
noid Control circuit and any other circuit(s) in the Transmis-
sion Electrohydraulic Control Unit Assembly harness
connector?
another circuit.
No >> Go To 5
5. CHECK THE TCC SOLENOID RESISTANCE

harness connector.
Measure the resistance of the TCC Solenoid between the (T75) TCC
Solenoid Control circuit and the (T78) Solenoid Supply circuit in the
TCM C2 harness connector.
Is the resistance of the TCC Solenoid between 2.0 and 4.0
ohms?
No >> Replace the TCC Solenoid per the Service Information. (Refer to 21 - TRANSMISSION/TRANSAXLE/
AUTOMATIC - NAG1/ELECTROHYDRAULIC UNIT - DISASSEMBLY)

P0748-MODULATOR PRESSURE SOLENOID CIRCUIT

Theory of Operation
The Modulating Pressure Control Solenoid Valve’s purpose is to control the modulating pressure depending on the
continuously changing operating conditions, such as load and gear change.
The Modulating Pressure Control Solenoid Valve is always active. The solenoid uses pulse width modulation (PWM)
to control the transmissions hydraulic fluid pressure that is determined by the Transmission Control Module (TCM).
• When Monitored:
Continuously with the ignition on, engine running, the Modulating Pressure Control Solenoid Valve is either off,
or active with 25-75% duty cycle, with no Solenoid Supply Voltage DTCs present.
• Set Condition:
When the Modulating Pressure Control Solenoid Valve is turned on and the Solenoid driver detects an error
(the measured current is too different then the target current) or when the solenoid is off and a short to ground
is detected.
Possible Causes
(T76) MODULATION PRESSURE SOLENOID CONTROL CIRCUIT OPEN

(T76) MODULATION PRESSURE SOLENOID CONTROL CIRCUIT SHORT TO GROUND
(T76) MODULATION PRESSURE SOLENOID CONTROL CIRCUIT SHORT TO ANOTHER CIRCUIT
MODULATING PRESSURE CONTROL SOLENOID VALVE
Diagnostic Test

NOTE: When the Transmission Control Module (TCM) detects and stores a DTC, the TCM also stores the
vehicles operating conditions under which the DTC originally set. This information is located in scan tool
under Environmental Data. Before erasing any stored DTCs, record any available data to assist in duplicat-
ing the conditions in which the DTC originally set.
Yes >> Go To 2
No >> Go To 6
2. CHECK THE (T76) MODULATION PRESSURE SOLENOID CONTROL CIRCUIT FOR AN OPEN
harness connector.
Measure the resistance of the (T76) Modulation Pressure Solenoid
Control circuit between the TCM C2 harness connector and the Trans-
mission Electrohydraulic Control Unit Assembly harness connector.
Yes >> Repair the (T76) Modulation Pressure Solenoid Control cir-
cuit for an open.
No >> Go To 3
3. CHECK THE (T76) MODULATION PRESSURE SOLENOID CONTROL CIRCUIT FOR A SHORT TO
GROUND
Measure the resistance between ground and the (T76) Modulation
Pressure Solenoid Control circuit.
No >> Go To 4
4. CHECK THE (T76) MODULATION PRESSURE SOLENOID CONTROL CIRCUIT FOR A SHORT TO
ANOTHER CIRCUIT
Measure the resistance between the (T76) Modulation Pressure Sole-
noid Control circuit and every other circuit in the Transmission Electro-
hydraulic Control Unit Assembly harness connector.
cuit for a short to another circuit.
No >> Go To 5
5. CHECK THE MODULATING PRESSURE CONTROL SOLENOID VALVE

Reconnect the Transmission Electrohydraulic Control Unit Assembly
harness connector.
Measure the resistance between the (T76) Modulation Pressure Sole-
noid Control circuit and the (T78) Solenoid Supply Voltage circuit in the
TCM C2 harness connector.
Is the resistance between 2.5 and 6.5 ohms?
No >> Replace the Modulating Pressure Control Solenoid Valve
per the Service Information. (Refer to 21 - TRANSMIS-
SION/TRANSAXLE/AUTOMATIC - NAG1/ELECTROHY-
DRAULIC UNIT - DISASSEMBLY)

P0752-1-2/4-5 SOLENOID

Theory of Operation
The 1-2/4-5 Solenoid is activated when the Transmission Control Module (TCM) determines that the transmission
must shift into or out of second or fifth gear. The solenoid is only activated during the actual shift of the transmis-
sion. When the solenoid is activated, hydraulic pressure is applied to the proper shift elements in the transmission
to allow the desired shift. Once the shift is completed the solenoid is turned off.
• When Monitored:
When both the 1-2/4-5 Solenoid and the Solenoid Supply voltage is active.
• Set Condition:
When 1-2/4-5 Solenoid is turned on and the TCM detects any of the following in the 2-3 Solenoid Control
circuit: open, short to ground, short to voltage, or a faulty 1-2/4-5 Solenoid Control driver in the TCM.
Possible Causes
(T76) 1-2/4-5 SOLENOID CONTROL CIRCUIT OPEN

(T76) 1-2/4-5 SOLENOID CONTROL CIRCUIT SHORT TO GROUND
(T76) 1-2/4-5 SOLENOID CONTROL CIRCUIT SHORT TO ANOTHER CIRCUIT
1-2/4-5 SOLENOID
TRANSMISSSION CONTROL MODULE
Diagnostic Test

vehicles operating conditions under which the DTC originally set. This information is located in the scan
tool under Environmental Data. Before erasing any stored DTCs, record any available data to assist in dupli-
cating the conditions in which the DTC originally set.
Yes >> Go To 2
No >> Go To 6
2. CHECK THE (T76) 1-2/4-5 SOLENOID CONTROL CIRCUIT FOR AN OPEN
harness connector.
Measure the resistance of the (T76) 1-2/4-5 Solenoid Control circuit
between the TCM C2 harness connector and the Transmission Electro-
Yes >> Go To 3
No >> Repair the (T76) 1-2/4-5 Solenoid Control circuit for an
open.
3. CHECK THE (T76) 1-2/4-5 SOLENOID CONTROL CIRCUIT FOR A SHORT TO GROUND
Measure the resistance between ground and the (T76) 1-2/4-5 Solenoid
Control circuit.
Yes >> Repair the (T76) 1-2/4-5 Solenoid Control circuit for a short
to ground.
No >> Go To 4
4. CHECK THE (T76) 1-2/4-5 SOLENOID CONTROL CIRCUIT FOR A TO ANOTHER CIRCUIT
Measure the resistance between the (T76) 1-2/4-5 Solenoid Control cir-
cuit and every other circuit in the Transmission Electrohydraulic Control
Unit Assembly harness connector.
Is the resistance below 5.0 ohms between the (T76) 1-2/4-5
Solenoid Control circuit and any other circuit(s) in the Trans-
mission Electrohydraulic Control Unit Assembly harness con-
nector?
No >> Go To 5
5. CHECK THE 1-2/4-5 SOLENOID

harness connector.
Measure the resistance of the 1-2/4-5 Solenoid between the (T76) 1-2/
4-5 Solenoid Control circuit and the (T78) Solenoid Voltage Supply cir-
cuit in the TCM C2 harness connector.
No >> Replace the 1-2/4-5 Solenoid per the Service Information. (Refer to 21 - TRANSMISSION/TRANSAXLE/

P0753-1-2/4-5 SOLENOID CIRCUIT

Theory of Operation
The 1-2/4-5 Solenoid is activated when the Transmission Control Module (TCM) determines that the transmission
must shift into or out of second or fifth gear. The solenoid is only activated during the actual shift of the transmis-
sion. When the solenoid is activated, hydraulic pressure is applied to the proper shift elements in the transmission
to allow the desired shift. Once the shift is completed the solenoid is turned off.
• When Monitored:
When both the 1-2/4-5 Solenoid and the Solenoid Supply voltage is active.
• Set Condition:When 1-2/4-5 Solenoid is turned on and the TCM detects any of the following in the 2-3 Sole-
noid Control circuit: open, short to ground, short to voltage, or a faulty 1-2/4-5 Solenoid Control driver in the
TCM.
Possible Causes
(T76) 1-2/4-5 SOLENOID CONTROL CIRCUIT OPEN

(T76) 1-2/4-5 SOLENOID CONTROL CIRCUIT SHORT TO GROUND
(T76) 1-2/4-5 SOLENOID CONTROL CIRCUIT SHORT TO ANOTHER CIRCUIT
1-2/4-5 SOLENOID
Diagnostic Test

Yes >> Go To 2
No >> Go To 6
2. CHECK THE (T76) 1-2/4-5 SOLENOID CONTROL CIRCUIT FOR AN OPEN
harness connector.
Measure the resistance of the (T76) 1-2/4-5 Solenoid Control circuit
Yes >> Go To 3
No >> Repair the (T76) 1-2/4-5 Solenoid Control circuit for an
open.
3. CHECK THE (T76) 1-2/4-5 SOLENOID CONTROL CIRCUIT FOR A SHORT TO GROUND
Measure the resistance between ground and the (T76) 1-2/4-5 Solenoid
Control circuit.
to ground.
No >> Go To 4
4. CHECK THE (T76) 1-2/4-5 SOLENOID CONTROL CIRCUIT FOR A SHORT TO ANOTHER CIRCUIT
Measure the resistance between the (T76) 1-2/4-5 Solenoid Control cir-
Is the resistance below 5.0 ohms between the (T76) 1-2/4-5
Solenoid Control circuit and any other circuit(s) in the Trans-
mission Electrohydraulic Control Unit Assembly harness con-
nector?
No >> Go To 5
5. CHECK THE 1-2/4-5 SOLENOID

harness connector.
Measure the resistance of the 1-2/4-5 Solenoid between the (T76) 1-2/
4-5 Solenoid Control circuit and the (T78) Solenoid Voltage Supply cir-
cuit in the TCM C2 harness connector.
No >> Replace the 1-2/4-5 Solenoid per the Service Information. (Refer to 21 - TRANSMISSION/TRANSAXLE/

P0758-2-3 SOLENOID

Theory of Operation
The 2-3 Solenoid is activated when the Transmission Control Module (TCM) determines that the transmission must
shift into or out of 3rd gear. The solenoid is only activated during the shifting of the transmission. When the solenoid
is activated, hydraulic pressure is applied to the proper shift elements in the transmission to allow the desired shift.
Once the shift is completed the solenoid is turned off.
• When Monitored:
When both the 2-3 Solenoid and the Solenoid Supply voltage is active.
• Set Condition:
When 2-3 Solenoid is turned on and the TCM detects any of the following in the 2-3 Solenoid Control circuit:
open, short to ground, short to voltage, or a faulty 2-3 Solenoid Control driver in the TCM.
Possible Causes
(T74) 2-3 SOLENOID CONTROL CIRCUIT OPEN

(T74) 2-3 SOLENOID CONTROL CIRCUIT SHORT TO GROUND
(T74) 2-3 SOLENOID CONTROL CIRCUIT SHORT TO ANOTHER CIRCUIT
2-3 SOLENOID
Diagnostic Test

Yes >> Go To 2
No >> Go To 6
2. CHECK THE (T74) 2-3 SOLENOID CONTROL CIRCUIT FOR AN OPEN
harness connector.
Measure the resistance of the (T74) 2-3 Solenoid Control circuit
Yes >> Go To 3
No >> Repair the (T74) 2-3 Solenoid Control circuit for an open.
3. CHECK THE (T74) 2-3 SOLENOID CONTROL CIRCUIT FOR A SHORT TO GROUND
Measure the resistance between ground and the (T74) 2-3 Solenoid
Control circuit.
Yes >> Repair the (T74) 2-3 Solenoid Control circuit for a short to
ground.
No >> Go To 4
4. CHECK THE (T74) 2-3 SOLENOID CONTROL CIRCUIT FOR A SHORT TO ANOTHER CIRCUIT
Measure the resistance between the (T74) 2-3 Solenoid Control circuit
and every other circuit in the Transmission Electrohydraulic Control Unit
Is the resistance below 5.0 ohms between the (T74) 2-3 Sole-
connector?
another circuit(s).
No >> Go To 5
5. CHECK THE 2-3 SOLENOID

harness connector.
Measure the resistance of the 2-3 Solenoid between the (T74) 2-3
Solenoid Control circuit and the (T78) Solenoid Voltage Supply circuit in
the TCM C2 harness connector.
No >> Replace the 2-3 Solenoid per the Service Information. (Refer to 21 - TRANSMISSION/TRANSAXLE/

P0758-2-3 SOLENOID CIRCUIT

Theory of Operation
shift into or out of 3rd gear. The solenoid is only activated during the shifting of the transmission. When the solenoid
• When Monitored:
• Set Condition:
Possible Causes

2-3 SOLENOID
Diagnostic Test

Yes >> Go To 2
No >> Go To 6
harness connector.
Yes >> Go To 3
Control circuit.
ground.
No >> Go To 4
connector?
another circuit(s).
No >> Go To 5

harness connector.

P0762-3-4 SOLENOID

Theory of Operation
shift into or out of 4th gear. The solenoid is only activated during the shifting of the transmission. When the solenoid
• When Monitored:
• Set Condition:
Possible Causes

3-4 SOLENOID
Diagnostic Test

Yes >> Go To 2
No >> Go To 6
harness connector.
Yes >> Go To 3
Control circuit.
ground.
No >> Go To 4
connector?
another circuit(s).
No >> Go To 5

harness connector.

P0763-3-4 SOLENOID CIRCUIT

Theory of Operation
shift into or out of 4th gear. The solenoid is only activated during the shifting of the transmission. When the solenoid
• When Monitored:
• Set Condition:
Possible Causes

3-4 SOLENOID
Diagnostic Test

Yes >> Go To 2
No >> Go To 6
harness connector.
Yes >> Go To 3
Control circuit.
ground.
No >> Go To 4
connector?
another circuit(s).
No >> Go To 5

harness connector.

P0778-SHIFT PRESSURE SOLENOID CIRCUIT

Theory of Operation
The Shift Pressure Solenoid is activated when the Transmission Control Module (TCM) determines that a transmis-
sion gear shift is required. The Shift Pressure Solenoid is pulse width modulated (PWM) controlled to allow the
proper amount of hydraulic pressure to the shift elements. The Shift Pressure Solenoid is only activated during the
shift of the transmission. When the Shift Pressure Solenoid is activated, hydraulic pressure is applied to the proper
shift elements through one of the shift solenoids in the transmission to allow the desired shift. Once the shift is
completed the solenoid is turned off.
• When Monitored:
When the Shift Pressure Solenoid is: off, or active with 25-75% duty cycle, and the Solenoid Supply voltage is
active.
• Set Condition:
When Shift Pressure Solenoid is turned on and the TCM detects any of the following in the 2-3 Solenoid Con-
trol circuit: open, short to ground, short to voltage, or a faulty Shift Pressure Solenoid Control driver in the
TCM.
Possible Causes
(T77) SHIFT PRESSURE SOLENOID CONTROL CIRCUIT OPEN

(T77) SHIFT PRESSURE SOLENOID CONTROL CIRCUIT SHORT TO GROUND
(T77) SHIFT PRESSURE SOLENOID CONTROL CIRCUIT SHORT TO ANOTHER CIRCUIT
SHIFT PRESSURE SOLENOID
Diagnostic Test

Yes >> Go To 2
No >> Go To 6
2. CHECK THE (T77) SHIFT PRESSURE SOLENOID CONTROL CIRCUIT FOR AN OPEN
harness connector.
Measure the resistance of the (T77) Shift Pressure Solenoid Control cir-
cuit between the TCM C2 harness connector and the Transmission
Electrohydraulic Control Unit Assembly harness connector.
Yes >> Go To 3
No >> Repair the (T77) Shift Pressure Solenoid Control circuit for
an open.
3. CHECK THE (T77) SHIFT PRESSURE SOLENOID CONTROL CIRCUIT FOR A SHORT TO GROUND
Measure the resistance between ground and the (T77) Shift Pressure
Solenoid Control circuit.
Yes >> Repair the (T77) Shift Pressure Solenoid Control circuit for
a short to ground.
No >> Go To 4
4. CHECK THE (T77) SHIFT PRESSURE SOLENOID CONTROL CIRCUIT FOR A SHORT TO ANOTHER
CIRCUIT
Measure the resistance between the (T77) Shift Pressure Solenoid
Control circuit and every other circuit in the Transmission Electrohy-
draulic Control Unit Assembly harness connector.
Is the resistance below 5.0 ohms between the (T77) Shift Pres-
sure Solenoid Control circuit and any other circuit(s) in the
Transmission Electrohydraulic Control Unit Assembly harness
connector?
Yes >> Repair the (T77) Shift Pressure Solenoid Control circuit for
a short to another circuit(s).
No >> Go To 5
5. CHECK THE SHIFT PRESSURE SOLENOID

harness connector.
Measure the resistance of the Shift Pressure Solenoid between the
(T77) Shift Pressure Solenoid Control circuit and the (T78) Solenoid
Voltage Supply circuit in the TCM C2 harness connector.
No >> Replace the Shift Pressure Solenoid per the Service Information. (Refer to 21 - TRANSMISSION/

P1629-TCM INTERNAL - SOLENOID SUPPLY/ WATCHDOG

Theory of Operation
The Transmission Control Module (TCM) performs various internal tests to verify proper controller operation. During
the power up of the controller, the TCM tests the ability of the TCM to shut down the Solenoid Supply Voltage
circuit. The controller monitors the A/D feedback on the Solenoid Supply driver output to ensure that battery voltage
is no longer present. Note: A short to voltage on the Solenoid Supply Voltage circuit or any one of the solenoids
may set this DTC.
• When Monitored:
• Set Condition:
If the TCM detects voltage on the Solenoid Supply Voltage circuit when the TCM request the circuit to be off.
Possible Causes
(T78) SOLENOID SUPPY VOLTAGE CIRCUIT SHORT TO VOLTAGE
Diagnostic Test
1. CHECK THE (T78) SOLENOID SUPPLY VOLTAGE CIRCUIT FOR A SHORT TO ANOTHER CIRCUIT
harness connector.
Supply Voltage circuit and any other circuit(s) in the Transmis-
sion Electrohydraulic Control Unit Assembly harness connec-
tor?
P1631-TCM INTERNAL- PROCESSOR CLOCK PERFORMANCE

Theory of Operation
The Transmission Control Module (TCM) performs various internal tests to verify proper controller operation. This
DTC indicates that there is an issue with the TCM’s internal clock. If the TCM detects an error with the controllers
internal clock, the controller will enter Limp-in mode and illuminate the MIL.
• When Monitored:
• Set Condition:
If the TCM detects an error with the controllers internal clock.
Possible Causes
Diagnostic Test

View repair
Repair
P1632-TCM INTERNAL - TEST INTERNAL WATCHDOG PERFORMANCE

Theory of Operation
DTC indicates that there is an issue with the TCM’s internal watchdog failed. If the TCM detects an error with the
controllers internal watchdog, the controller will enter Limp-in mode and illuminate the MIL.
• When Monitored:
• Set Condition:
If the TCM detects an error with the controllers internal watchdog.
Possible Causes
Diagnostic Test

View repair
Repair
P1633-TCM INTERNAL - TEST EXTERNAL WATCHDOG PERFORMANCE

Theory of Operation
DTC indicates that there is an issue with the TCM’s external watchdog. If the TCM detects an error with the con-
trollers external watchdog, failed the power up test, the controller will enter Limp-in mode and illuminate the MIL.
• When Monitored:
• Set Condition:
If the TCM detects an error with the controllers external watchdog—failed the power up test.
Possible Causes
Diagnostic Test

View repair
Repair
P1634-TCM INTERNAL- INTERNAL WATCHDOG PERFORMANCE

Theory of Operation
DTC indicates that the controller’s microprocessor internal watchdog has detected an error. If the TCM micropro-
cessor detects an internal watchdog error, the controller will enter Limp-in mode and illuminate the MIL.
• When Monitored:
• Set Condition:
If the TCM microprocessor internal watchdog detects an error.
Possible Causes
Diagnostic Test

View repair
Repair
P1636-TCM INTERNAL- EXTERNAL WATCHDOG PERFORMANCE

Theory of Operation
DTC indicates that watch dog circuitry external to the microprocessor has detected an error. If the TCM watch dog
circuitry external to the microprocessor detects an error, the controller will enter Limp-in mode and illuminate the
MIL.
• When Monitored:
• Set Condition:
If the TCM watch dog circuitry external to the microprocessor detects an error.
Possible Causes
Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 - TRANSMIS-
SION/TRANSAXLE/AUTOMATIC - NAG1 - DIAGNOSIS AND TESTING)
Diagnostic Test
View repair
Repair
P1637-TCM INTERNAL-EEPROM PERFORMANCE

Theory of Operation
DTC indicates that there is an internal error with the controllers Random Access Memory. If detected, the controller
will enter Limp-in mode and illuminate the MIL.
• When Monitored:
• Set Condition:
If the TCM indicates that there is an internal error with the controllers Random Access Memory.
Possible Causes
Diagnostic Test

View repair
Repair
P1638-TCM INTERNAL-CAN 1 RAM PERFORMANCE

Theory of Operation
DTC indicates that there is an internal error with the controllers Random Access Memory (RAM) on the CAN con-
troller 1 section of the microprocessor. If detected, the controller will enter Limp-in mode and illuminate the MIL.
• When Monitored:
• Set Condition:
If the TCM detects an internal error with the controllers Random Access Memory (RAM) on the CAN controller
1 section of the microprocessor.
Possible Causes
Diagnostic Test
View repair
Repair
P1639-TCM INTERNAL-CAN 2 RAM PERFORMANCE

Theory of Operation
DTC indicates that there is an internal error with the controllers Random Access Memory (RAM) on the CAN con-
troller 2 section of the microprocessor. If detected, the controller will enter Limp-in mode and illuminate the MIL.
• When Monitored:
• Set Condition:
If the TCM detects an internal error with the controllers Random Access Memory (RAM) on the CAN controller
2 section of the microprocessor.
Possible Causes
Diagnostic Test
View repair
Repair
P1644-INCORRECT VARIANT/CONFIGURATION

Theory of Operation
TCM detects that the variables that dictate the vehicle application are not present, the controller will enter Limp-in
mode and illuminate the MIL.
• When Monitored:
• Set Condition:
If the TCM detects that the variables that dictate the vehicle application are not present.
Possible Causes
CONTROLLER NOT CODED
SION/TRANSAXLE/AUTOMATIC - NAG1 - STANDARD PROCEDURE)
Diagnostic Test
1. PERFORM TCM REPLACEMENT PROCEDURE

management.
With the scan tool, perform the TCM replacement procedure.
Were you able to update the controller successfully?
P1704-INPUT SPEED SENSOR 1 OVERSPEED

Theory of Operation
The NAG1 transmission has two input speed sensors 1 and 2 (N2 and N3), both speed sensors are located on the
valve body. The speed sensors are hall effect speed sensors that are used by the Transmission Control Module
(TCM) to calculate the transmissions input speed. Since the input speed could not be measured directly, two of the
drive elements are measured. Two input speed sensors were required because both drive elements are not active
in all gears.
The input speed sensors 1 and 2 will report the same input speed in gears 2nd, 3rd or 4th. If the 1 and 2 input
speed sensor signals are not the same in these gears, the TCM will set the DTC P2784-Input Speed Sensor 1/2
Correlation. The input speed sensor 2 is not reported in 1st and 5th gears. The input speed sensor 1 (N2) is not
reported in Reverse. The P01704-Input Speed Sensor 1 Overspeed and P01705-Input Speed Sensor 2 Overspeed
DTCs are rationality checks designed to detect a major transmission failure. If either DTC is detected, the TCM will
place the transmission in Neutral.
• When Monitored:
Continuously with the ignition on, engine running, transmission in gear, and Input Speed Sensor 1 (N2) greater
than 0 RPM
• Set Condition:
If the RPM of the Input Speed Sensor 1 (N2) is greater than 7700 RPM.
Possible Causes
Diagnostic Test
1. CHECK TO SEE IF DTC IS CURRENT

Raise the vehicle on the hoist.
Start the engine.
With the scan tool, monitor the Input Speed Sensor 1 RPM.
Firmly apply the brakes and place the gear selector in Drive.
WARNING: To avoid personal injury or death, keep hands and feet clear of rotating wheels.
Release the brakes and raise the engine RPM to allow the transmission to upshift to the 2-3 and 3-4 shift schedule.
Did the Input Speed Sensor 1 display an RPM above 7700?
Yes >> Go To 2
No >> Go To 3
2. INTERNAL TRANSMISSION
This DTC is an indication of a internal transmission failure.
Remove the Transmission Oil Pan and inspect for excessive debris such as clutch friction material or metal con-
tamination.
Is there any indication of an internal transmission failure?

P1705-INPUT SPEED SENSOR 2 OVERSPEED

Theory of Operation
The NAG1 transmission has two input speed sensors 1 and 2 (N2 and N3), both speed sensors are located on the
valve body. The speed sensors are hall effect speed sensors that are used by the Transmission Control Module
(TCM) to calculate the transmissions input speed. Since the input speed could not be measured directly, two of the
drive elements are measured. Two input speed sensors were required because both drive elements are not active
in all gears.
The input speed sensors 1 and 2 will report the same input speed in gears 2nd, 3rd or 4th. If the 1 and 2 input
speed sensor signals are not the same in these gears, the TCM will set the DTC P2784-Input Speed Sensor 1/2
Correlation. The input speed sensor 2 is not reported in 1st and 5th gears. The input speed sensor 1 (N2) is not
reported in Reverse. The P01704-Input Speed Sensor 1 Overspeed and P01705-Input Speed Sensor 2 Overspeed
DTCs are rationality checks designed to detect a major transmission failure. If either DTC is detected, the TCM will
place the transmission in Neutral.
• When Monitored:
Continuously with the ignition on, engine running, transmission in gear, and Input Speed Sensor 2 (N3) greater
than 0 RPM
• Set Condition:
If the RPM of the Input Speed Sensor 2 (N3) is greater than 7700 RPM.
Possible Causes
Diagnostic Test

Raise the vehicle on the hoist.
Start the engine.
With the scan tool, monitor the Input Speed Sensor 2 RPM.
Firmly apply the brakes and place the gear selector in Drive.
WARNING: To avoid personal injury or death, keep hands and feet clear of rotating wheels.
Release the brakes and raise the engine RPM to allow the transmission to upshift to the 2-3 and 3-4 shift schedule.
Did the Input Speed Sensor 2 display an RPM above 7700?
Yes >> Go To 2
No >> Go To 3
This DTC is an indication of a internal transmission failure.
Remove the Transmission Oil Pan and inspect for excessive debris such as clutch friction material or metal con-
tamination.
Is there any indication of an internal transmission failure?

P1731-INCORRECT GEAR ENGAGED
Theory of Operation
The TCM compares the calculated gear with the gear the transmission has actually engaged. The actual gear is
identified by verifying the signals of the two input speed sensors 1 (N2) and 2 (N3) as well as the transmission
output speed (from the ABS system). If the actual gear differs from the gear calculated by the TCM, the TCM value
is adjusted to the engaged gear and a counter is increased by 2 points. If after a shift the engaged gear and the
calculated gear still match, the counter is decreased by 1 point. A DTC is detected as soon as the counter exceeds
a threshold.
• When Monitored:
The conditions for gear detection are: engine speed greater than 450 rpm, no input speed sensor failures are
active, no selector lever error active, selector lever is not in intermediate position, selector lever position is not
showing power-up value, no output speed error is active, no transfer case error is active, output speed (ABS
system) greater than 180 rpm, no wheel speed (ABS system) overspeed detected.
• Set Condition:
The detected gear calculated by the TCM is not identical to the actual gear. Exception: detected gear is 1st
and actual gear is 2nd. If the problem is present for three consecutive ignition cycles, the TCM places the
transmission into Limp-in mode until the DTC is cleared by the scan tool.
Possible Causes
TRANSMISSION SOLENOID DTCS PRESENT

ABS DTCS PRESENT
Diagnostic Test
1. CHECK IF TRANSMISSION SOLENOID DTCS ARE PRESENT

Are there any Transmission Solenoid DTCS present?
No >> Go To 2
2. CHECK IF ABS DTCS ARE PRESENT

With the scan tool, check for ABS DTCs.
Are there any ABS DTCs present?
Yes >> Refer to 5 - BRAKES - ABS ELECTRICAL DIAGNOSTICS category and perform the appropriate symp-
tom.
No >> Go To 3
3. CHECK FOR INTERNAL TRANSMISSION PROBLEM

This DTC is usually set due to an internal transmission problem such as but not limited to: stuck solenoid valve
and/or contamination in the valve body, broken springs, leaking clutch seals, dislodged or broken snap ring.
Inspect internal transmission. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - DIAGNOSIS
AND TESTING)
P2638-TORQUE MANAGEMENT FEEDBACK SIGNAL PERFORMANCE

Theory of Operation
The Transmission Control Module (TCM) requests torque reductions over the CAN bus during a transmission shift to
improve shift quality. The TCM verifies that the PCM / ECM has performed the requested torque reduction by mon-
itoring the response to the request. If the response is not within a specified tolerance, the TCM increments a
counter, and if this counter reaches a threshold, the DTC sets.
• When Monitored:
Engine intervention active for at least 20 ms, no engine torque errors, engine torque demand is greater than 0.
• Set Condition:
Torque Reduction acknowledge bit - not set, no shift aborts, the error flag Torque Reduction Acknowledge is
not set, Powertrain controller not supporting torque requests.
Possible Causes
CAN BUS CIRCUIT DTC PRESENT

POWERTRAIN / ENGINE CONTROL MODULE
Diagnostic Test
1. CHECK FOR ENGINE DTC PRESENT

With the scan tool, check engine DTCs.
Are there any engine DTCs present?
Yes >> Refer to the 9 - ENGINE ELECTRICAL DIAGNOSTICS and diagnose the appropriate symptom.
No >> Go To 2
2. CHECK FOR CAN BUS DTCS

With the scan tool, check for any CAN bus DTCs or a sign of a CAN bus failure.
Are there any CAN bus DTCs present in any module other than the TCM or an overall indication of a
CAN bus communication problem?
Yes >> This is an indication of a CAN bus communication problem. Depending on the DTC, either refer to the
module reporting the DTC and perform diagnostics for the appropriate symptom or refer to 8 - ELEC-
TRICAL - ELECTRONIC CONTROL MODULES - ELECTRICAL DIAGNOSTICS and perform the appro-
priate symptom.
No >> Go To 3
3. CHECK IF DTC RESETS
Replace and program the Powertrain Control Module per the Service Information. Refer to 8 - ELECTRICAL/ELEC-
TRONIC CONTROL MODULES/POWERTRAIN CONTROL MODULE for the appropriate service procedure.
set.
Did the DTC P2638-TORQUE MANAGEMENT FEEDBACK SIGNAL PERFORMANCE reset?
P2767-INPUT SPEED SENSOR 2 CIRCUIT NO SIGNAL

Theory of Operation
The Input Speed Sensor 2 (N3) is one of two hall effect speed sensors that are used by the Transmission Control
Module (TCM) to calculate the transmissions turbine speed. Since the turbine speed could not be measured directly,
two of the drive elements are measured. Two input speed sensors are required because both elements are not
active in all gears.
• When Monitored:
Engine speed greater than 450 RPM with none of the following DTCs present: engine speed, TCM undervolt-
age, output speed sensor, and/or rear wheel speed DTCs. Also required are all wheel speeds above 250 RPM
and no wheel slip detected (signal from the ABS system).
• Set Condition:
If the Input Speed Sensor 2 (N3) signal is equal to 0 RPM.
Possible Causes
(T72) SENSOR SUPPLY VOLTAGE CIRCUIT OPEN

(T71) INPUT SPEED SENSOR 2 (N3) SIGNAL CIRCUIT OPEN
(T71) SPEED SENSOR 2 (N3) SIGNAL CIRCUIT SHORT TO ANOTHER CIRCUIT
(T13) SENSOR GROUND CIRCUIT SHORT TO ANOTHER CIRCUIT
(T71) SPEED SENSOR 2 (N3) SIGNAL CIRCUIT SHORT TO GROUND
(T13) SENSOR GROUND CIRCUIT SHORT TO GROUND
INPUT SPEED SENSOR 2 (N3)
Diagnostic Test

NOTE: The Transmission Control Module stores under Environmental Data the transmission operating con-
ditions when the DTC was set. Before erasure of any DTC, record all information pertaining to the DTC,
even if there is more than one DTC stored.
With the scan tool, erase transmission DTCs.
Using the Environmental Data previously recorded, drive the vehicle and try to duplicate the conditions in which the
DTC originally set.
Yes >> Go To 2
No >> Go To 10
2. CHECK THE (T72) SENSOR SUPPLY VOLTAGE CIRCUIT FOR AN OPEN

tor.
Measure the resistance of the (T72) Sensor Supply Voltage circuit from
the TCM C2 harness connector to the Electrohydraulic Control Unit
Yes >> Repair the (T72) Sensor Supply Voltage circuit for an open.
No >> Go To 3
3. CHECK THE (T71) INPUT SPEED SENSOR 2 (N3) SIGNAL CIRCUIT FOR AN OPEN
circuit from the TCM C2 harness connector to the Electrohydraulic Con-
for an open.
No >> Go To 4
4. CHECK THE (T13) SENSOR GROUND CIRCUIT FOR AN OPEN
TCM C2 harness connector to the Electrohydraulic Control Unit Assem-
bly harness connector.
No >> Go To 5
5. CHECK THE (T71) INPUT SPEED SENSOR 2 (N3) SIGNAL CIRCUIT FOR A SHORT TO ANOTHER
CIRCUIT(S)
circuit to all the other circuits in the Electrohydraulic Control Unit
Is the resistance below 5.0 ohms between the (T71) Input
Speed Sensor 2 (N3) Signal circuit and any other circuit(s) in
the Electrohydraulic Control Unit Assembly harness connector?
No >> Go To 6
6. CHECK THE (T71) INPUT SPEED SENSOR 2 (N3) SIGNAL CIRCUIT FOR A SHORT TO GROUND
Sensor 2 (N3) Signal circuit.
No >> Go To 7
7. CHECK THE (T13) SENSOR GROUND CIRCUIT FOR A SHORT TO ANOTHER CIRCUIT(S)
Measure the resistance between the (T13) Sensor Ground circuit to all
the other circuits in the Electrohydraulic Control Unit Assembly harness
connector.
Is the resistance below 5.0 ohms between the (T13) Sensor
Ground circuit and any other circuit(s) in the Electrohydraulic
another circuit(s)
No >> Go To 8
8. CHECK THE (T13) SENSOR GROUND CIRCUIT FOR A SHORT TO GROUND
Measure the resistance between ground and the (T13) Sensor Ground
circuit.
ground.
No >> Go To 9
9. CHECK THE INPUT SPEED SENSOR 2 (N3) SIGNAL

tor.
Using a Lab Scope, backprobe the (T71) Input Speed Sensor 2 (N3)
Signal circuit at the TCM C2 harness connector.
Raise all drive wheels off the ground.
Start the engine.
WARNING: To avoid personal injury or death, keep hands and feet
clear of rotating wheels.
Place gear selector in drive and increase vehicle speed to engage 2nd
gear.
Compare the scope pattern on the Lab Scope with a typical 5-volt
square wave pattern.
Is the scope pattern comparable to the typical 5-volt square wave signal scope pattern?
No >> Replace the Input Speed Sensor 2 (N3) per the Service Information. (Refer to 21 - TRANSMISSION/

The conditions necessary to set this DTC are not
present at this time.
Using the schematics as a guide, inspect the wiring and
connectors specific to this circuit.
Wiggle the wiring and connectors while checking for any
possible open or shorted circuits.
Check for any Service Information Tune-ups or Techni-
cal Service Bulletins that may apply.
Perform NAG1 TRANSMISSION VERIFICA-
TION TEST - VER 1. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC -
P2783-TORQUE CONVERTER TEMPERATURE TOO HIGH
Theory of Operation
The Transmission Control Module (TCM) monitors the friction loss of the torque converter clutch while it is in slip-
ping mode. The TCM calculates friction loss using CAN communication signals such as, engine speed and engine
torque, as well as the torque converter turbine speed computed by the TCM. Depending on the friction loss calcu-
lated in each program cycle, a corresponding value is added to a factor as long as the torque converter clutch is in
slipping mode. The factor is set to 0 when the clutch is opened. If the factor reaches a specified value, a DTC is
set.
• When Monitored:
When the solenoid supply voltage is active. With no reporting Input Speed Sensor 1 or 2 (N2 - N3), CAN Bus,
PCM, CAN Engine, and/or CAN Engine Speed DTCs present. Torque Converter Clutch in slip mode.
• Set Condition:
When the friction loss factor reaches a predetermined threshold.
Possible Causes
INTERNAL TRANSMISSION OR TORQUE CONVER CLUTCH PROBLEM
Diagnostic Test
1. CHECK FOR AN INTERNAL TRANSMISSION PROBLEM

This DTC is an informational DTC.
This is usually a sign of Torque Converter Clutch failure or an internal transmission problem.
Check the Engine and Transmission Cooling Systems for proper operation.
View repair.
Repair
Repair internal Transmission, Torque Converter, and/or Transmission and Engine Cooling systems as
necessary. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1 - REMOVAL) and/or
(Refer to 7 - COOLING - DIAGNOSIS AND TESTING)
P2784-INPUT SPEED SENSOR 1/2 CORRELATION

Theory of Operation
The Input Speed Sensors 1 and 2 (N2 - N3) will report the same speed in 2nd, 3rd and 4th gears. If the Input
Speed Sensor 1 and 2 signals are not the same in these gears, the DTC will set.
• When Monitored:
Engine speed greater than 450 RPM, no engine speed DTCs, no TCM undervoltage system operation, no
output speed sensor DTCs (CAN signal from the ABS system), all wheel speeds above 250 RPM (CAN signal
from the ABS system), no rear wheel speed DTCs (signal from the ABS system), and no wheel slip detected
(CAN signal from the ABS system), no shifting operation, Input Speed Sensor 2 (N3) greater than 800 RPM
and Input Speed Sensor 1 (N2) greater than 0 RPM and the TCM not in reset.
• Set Condition:
If the speed difference between the Input Speed Sensors 1 and 2 (N2 - N3) is greater than 150 RPM.
Possible Causes
Diagnostic Test
1. CHECK FOR SPEED SENSOR OR SENSOR SUPPLY VOLTAGE DTCS

Are any Input Speed Sensor and/or Sensor Supply Voltage DTCs present?
No >> Go To 2
2. CHECK TO SEE IF INPUT SENSOR MISMATCH IS CURRENT

set.
Did the DTC P2784-INPUT SPEED SENSOR 1/2 CORRELATION reset?
Yes >> Go To 3
No >> Go To 4
Remove the Transmission Oil Pan and inspect for debris, a plugged Transmission Oil Filter, or any sign of an inter-
nal transmission problem.
Is there any debris, plugged Transmission Oil Filter, or any sign of an internal transmission problem?
Yes >> Repair as necessary. Refer to 21- AUTOMATIC TRANSMISSION-AUTOMATIC TRANSMISSION NAG1/
SERVICE INFORMATION for the appropriate service procedures.

U0002-CAN C BUS OFF PERFORMANCE

Theory of Operation
The Transmission Control Module (TCM) receives information from the Engine, Anti-lock Brake System, and the
Electronic Gear Shift control modules over the CAN C bus. The CAN C bus is a high speed communication bus that
allows real time control capability between various controllers. Most messages are sent every 20 mSec, this means
critical information can be shared between controllers. The CAN C bus is a two wire bus with a CAN (+) and a CAN
(-) circuit. To reduce the potential of radio and other electrical noise interference, the CAN Bus circuit wiring is man-
ufactured in a twisted pair within the electrical harness.
• When Monitored:
• Set Condition:
The TCM detects an: open, short to ground, short to voltage of the CAN C (+) or CAN C (-) circuits, short
between the CAN C (+) or CAN C (-) circuits.
Possible Causes
Diagnostic Test
1. CHECK FCM FOR AN OVERALL CAN COMMUNICATION BUS FAILURE

With the scan tool, check for FCM DTCs.
Does the FCM report a CAN C Bus failure, or one or more CAN C Bus DTCs?
Yes >> Refer to 8-ELECTRICAL - ELECTRONIC CONTROL MODULES - ELECTRICAL DIAGNOSTICS cate-
gory and perform the appropriate symptom. Perform the diagnostic procedure for U0001-CAN C BUS
DTC first if it is present.
No >> Go To 2

Did the DTC U0002-CAN C BUS OFF PERFORMANCE reset?
No >> Go To 3
U0100-LOST COMMUNICATION WITH ECM/PCM

Theory of Operation
critical information can be shared between multiple controllers almost instantaneously. The CAN C bus is a two wire
bus with a CAN (+) and a CAN (-) circuit. To reduce the potential of radio and other electrical noise interference, the
CAN Bus circuit wiring is manufactured using a twisted pair configuration within the electrical wiring harness.
• When Monitored:
U0002-CAN C BUS OFF PERFORMANCE not present. One second after ignition on and not in Park or Neu-
tral, no System Overvoltage or System Undervoltage condition present, or the transmission in Park or Neutral
and engine RPM greater than 850 RPM.
• Set Condition:
The DTC will set if a CAN ID was not received in the required time from the ECM or PCM.
Possible Causes
Diagnostic Test
1. CHECK THE FCM FOR CAN C BUS COMMUNICATION DTCS

Does the FCM report the DTC U0001-CAN C BUS or U0100-LOST COMMUNICATION WITH ECM/PCM?
first if it is present.
No >> Go To 2

Did the DTC U0100-LOST COMMUNICATION WITH ECM/PCM reset?
No >> Go To 3

U0103-LOST COMMUNICATION WITH ELECTRIC GEAR SHIFT MODULE

Theory of Operation
• When Monitored:
• Set Condition:
The DTC will set if a valid CAN ID was not received in the required time from the Electronic Gear Shift Mod-
ule.
Possible Causes
Diagnostic Test

Does the FCM report the DTC U0001-CAN C BUS DTC or U0100-LOST COMMUNICATION WITH ECM/
PCM?
No >> Go To 2

Did the DTC U0100-LOST COMMUNICATION WITH ECM/PCM reset?
No >> Go To 3
U0121-LOST COMMUNICATION WITH ANTI-LOCK BRAKE MODULE

Theory of Operation
• When Monitored:
• Set Condition:
The DTC will set if a valid CAN ID was not received in the required time from the ABS.
Possible Causes
Diagnostic Test

Does the FCM report the DTC U0001-CAN C BUS DTC or U0121-LOST COMMUNICATION WITH ANTI-
LOCK BRAKE MODULE?
No >> Go To 2

Did the DTC U0121-LOST COMMUNICATION WITH ANTILOCK BRAKE MODULE reset?
No >> Go To 3

U0141-LOST COMMUNICATION WITH FRONT CONTROL MODULE

Theory of Operation
• When Monitored:
• Set Condition:
The DTC will set if a valid CAN ID was not received in the required time from the Front Control Module (FCM).
Possible Causes
Diagnostic Test

Does the FCM report the DTC U0001-CAN C BUS DTC or U0101-LOST COMMUNICATION WITH TCM?
No >> Go To 2

Did the DTC U0141-LOST COMMUNICATION WITH FRONT CONTROL MODULE reset?
No >> Go To 3
U0155-LOST COMMUNICATION WITH CLUSTER/CCN

Theory of Operation
• When Monitored:
• Set Condition:
The DTC will set if a valid CAN ID was not received in the required time from the Cluster/CCN.
Possible Causes
Diagnostic Test

Does the FCM report the DTC U0001-CAN C BUS DTC or U0155-LOST COMMUNICATION WITH CLUS-
TER/CCN?
No >> Go To 2

Did the DTC U0155-LOST COMMUNICATION WITH CLUSTER/CCN reset?
No >> Go To 3

U0164-LOST COMMUNICATION WITH HVAC CONTROL MODULE

Theory of Operation
• When Monitored:
• Set Condition:
The DTC will set if a valid CAN ID was not received in the required time from the HVAC Control Module.
Possible Causes
Diagnostic Test

Does the FCM report the DTC U0001-CAN C BUS DTC or U0164-LOST COMMUNICATION WITH HVAC
CONTROL MODULE?
No >> Go To 2

Did the DTC U0164-LOST COMMUNICATION WITH HVAC CONTROL MODULE reset?
No >> Go To 3
U0401-IMPLAUSIBLE DATA RECEIVED FROM ECM/PCM

Theory of Operation
The messages sent on the CAN bus are distinguished by an identifier (ID). Each CAN ID is defined to contain a
certain number of bytes. The Transmission Control Module (TCM) verifies that it has received the proper number of
bytes for each ID.
• When Monitored:
Continuously with the ignition on, one valid CAN message received at least once, and no U0002-CAN C Bus
Off Performance DTC present.
• Set Condition:
When the TCM detects an incorrect CAN message from the Engine Control Module (ECM).
Possible Causes
FCM CAN BUS DTCS

ENGINE DTCS
Diagnostic Test
1. CHECK IF FCM CAN BUS DTC’S ARE PRESENT

With the scan tool, read FCM DTCs.
Are there any FCM CAN BUS DTC’s present?
Yes >> Refer to 8-ELECTRICAL/ELECTRONIC CONTROL MODULES - DIAGNOSIS AND TESTING and diag-
nose the appropriate symptom.
No >> Go To 2
2. CHECK IF ENGINE DTC’S ARE PRESENT

Are there any Engine DTC’s present?
U0404-IMPLAUSIBLE DATA RECEIVED FROM ESM

Theory of Operation
bytes for each ID.
• When Monitored:
Continuously with the ignition on, one valid CAN ID received at least once, and no U0002-CAN Bus Off Per-
formance DTC present.
• Set Condition:
When the TCM detects an incorrect CAN ID from the Electronic Shift Module (ESM).
Possible Causes
FCM CAN BUS DTC’S PRESENT

ELECTRONIC SHIFT MODULE DTC’S PRESENT
Diagnostic Test
1. CHECK FOR FCM CAN BUS DTCS

gory and perform the appropriate symptom.
No >> Go To 2
2. ELECTRONIC SHIFT MODULE DTC’S PRESENT

With the scan tool, read Electronic Shift Module (ESM) DTCs.
Are there any ESM DTC’s present?
Yes >> Refer to Section 21 – AUTOMATIC TRANSMISSION NAG1 - SHIFTER DIAGNOSTICS and perform the
appropriate diagnostic procedure.
U0415-IMPLAUSIBLE DATA RECEIVED FROM ABS

Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
When the TCM detects an incorrect CAN ID from the ABS control module.
Possible Causes

ABS DTC’S PRESENT
Diagnostic Test

No >> Go To 2
2. CHECK IF ABS DTC’S ARE PRESENT

With the scan tool, read ABS DTCs.
Are there any ABS DTC’s present?
Yes >> Refer to Section 5 - BRAKES - ABS ELECTRICAL DIAGNOSTICS category and perform the appropri-
ate symptom.
U0423-IMPLAUSIBLE DATA RECEIVED FROM CLUSTER/CCN

Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
When the TCM detects an incorrect CAN ID from the CLUSTER/CCN.
Possible Causes
CAN BUS DTC’S PRESENT

CLUSTER/CCN MODULE DTC’S PRESENT
Diagnostic Test

No >> Go To 2
2. CHECK IF CLUSTER/CCN DTC’S ARE PRESENT

With the scan tool, read CLUSTER/CCN DTCs.
Are there any CLUSTER/CCN DTC’s present?
Yes >> Refer to Section Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/INSTRUMENT CLUS-
TER - ELECTRICAL DIAGNOSTICS category and perform the appropriate symptom.
U0424-IMPLAUSIBLE DATA RECEIVED FROM HVAC CONTROL MODULE

Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
When the TCM detects an incorrect CAN ID from the HVAC control module.
Possible Causes
CAN BUS DTC’S PRESENT

HVAC DTC’S PRESENT
Diagnostic Test

No >> Go To 2
2. CHECK IF HVAC DTC’S ARE PRESENT

With the scan tool, read HVAC DTCs.
Are there any HVAC DTC’s present?
Yes >> Refer to Section 24 - HVAC - ELECTRICAL DIAGNOSTICS category and perform the appropriate symp-
tom.
U0431-IMPLAUSIBLE DATA FROM FCM

Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
When the TCM detects an incorrect CAN ID from the FCM.
Possible Causes
Diagnostic Test

Yes >> Perform NAG1 TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/
U110B-LOST ENGINE COOLANT MESSAGE

Theory of Operation
• When Monitored:
• Set Condition:
The DTC will set if a valid CAN ID was not received in the required time from the ECM/PCM.
Possible Causes
Diagnostic Test

Does the FCM report the DTC U0001-CAN C BUS DTC or U0100-LOST COMMUNICATION WITH ECM/
PCM?
No >> Go To 2

Did the DTC U110B-LOST ENGINE COOLANT MESSAGE reset?
No >> Go To 3

U1118-LOST ENGINE MESSAGE

Theory of Operation
• When Monitored:
• Set Condition:
The DTC will set if a valid CAN ID was not received in the required time from the ECM/PCM.
Possible Causes
Diagnostic Test

Does the FCM report the DTC U0001-CAN C BUS or U0100-LOST COMMUNICATION WITH ECM/PCM?
No >> Go To 2

Did the DTC U1118-LOST ENGINE MESSAGE reset?
No >> Go To 3
U1119-LOST FCM MESSAGE

Theory of Operation
• When Monitored:
• Set Condition:
The DTC will set if a valid CAN ID was not received in the required time from the FCM.
Possible Causes
Diagnostic Test

Does the FCM report the DTC U0001-CAN C BUS or U0101-LOST COMMUNICATION WITH TCM?
No >> Go To 2

Did the DTC U1119-LOST FCM MESSAGE reset?
No >> Go To 3

U1400-IMPLAUSIBLE TPS SIGNAL RECEIVED

Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
When the TCM detects an incorrect CAN ID from the ECM/PCM.
Possible Causes

ECM/PCM DTC’S PRESENT
Diagnostic Test

No >> Go To 2
2. CHECK IF ECM/PCM DTC’S ARE PRESENT

With the scan tool, read engine DTCs.
Are there any engine DTC’s present?
U1401-IMPLAUSIBLE ENGINE SPEED SIGNAL RECEIVED

Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
Possible Causes

ENGINE MODULE DTC’S PRESENT
Diagnostic Test

No >> Go To 2

U1402-IMPLAUSIBLE ENGINE TEMPERATURE SIGNAL RECEIVED

Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
Possible Causes

Diagnostic Test

No >> Go To 2

U1404-IMPLAUSIBLE STATIC ENGINE TORQUE SIGNAL RECEIVED

Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
Possible Causes

Diagnostic Test

No >> Go To 2

U1405-IMPLAUSIBLE MINIMUM ENGINE TORQUE SIGNAL RECEIVED

Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
Possible Causes

Diagnostic Test

No >> Go To 2

Yes >> Refer to the 9 - ENGINE ELECTRICAL DIAGNOSTICS and diagnose the appropriate symptom.</
U1406-IMPLAUSIBLE MAXIMUM ENGINE TORQUE SIGNAL RECEIVED

Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
Possible Causes

Diagnostic Test

No >> Go To 2

U1407-IMPLAUSIBLE ENGINE TORQUE REQUEST SIGNAL RECEIVED

Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
Possible Causes

Diagnostic Test

No >> Go To 2

U1408-IMPLAUSIBLE BRAKE SIGNAL RECEIVED

Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
Possible Causes

ABS DTC’S PRESENT
Diagnostic Test

No >> Go To 2

tom.
U1409-IMPLAUSIBLE LEFT FRONT WHEEL SPEED SIGNAL RECEIVED

Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
Possible Causes

ABS CONTROL MODULE DTC’S PRESENT
Diagnostic Test

No >> Go To 2

tom.
U140A-IMPLAUSIBLE RIGHT FRONT WHEEL SPEED SIGNAL RECEIVED

Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
Possible Causes

Diagnostic Test

No >> Go To 2

tom.
U140B-IMPLAUSIBLE LEFT REAR WHEEL SPEED SIGNAL RECEIVED

Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
Possible Causes

Diagnostic Test

No >> Go To 2

tom.
U140C-IMPLAUSIBLE RIGHT REAR WHEEL SPEED SIGNAL RECEIVED

Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
Possible Causes

Diagnostic Test

No >> Go To 2

tom.
U140D-IMPLAUSIBLE WHEEL SPEED SIGNALS RECEIVED

Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
Possible Causes

Diagnostic Test

No >> Go To 2

tom.
U140F-IMPLAUSIBLE ENGINE VARIANT DATA

Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
Possible Causes

Diagnostic Test

No >> Go To 2

With the scan tool, read ECM/PCM DTCs.
Are there any ECM/PCM DTC’s present?
Yes >> Refer to 9 - ENGINE ELECTRICAL DIAGNOSTICS category and perform the appropriate symptom.
U1410-IMPLAUSIBLE/MISSING FCM VARIANT DATA

Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
Possible Causes
Diagnostic Test

U1507-IMPLAUSIBLE ENGINE TEMPERATURE MESSAGE DATA LENGTH
RECEIVED
Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
Possible Causes

Diagnostic Test

No >> Go To 2

U1509-IMPLAUSIBLE ENGINE VARIANT MESSAGE DATA LENGTH RECEIVED

Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
Possible Causes

Diagnostic Test

No >> Go To 2

U150A-IMPLAUSIBLE FCM VARIANT MESSAGE DATA LENGTH RECEIVED

Theory of Operation
bytes for each ID.
• When Monitored:
• Set Condition:
Possible Causes
Diagnostic Test

STANDARD PROCEDURE
NAG1 PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE
Perform the following pre-diagnostic troubleshooting procedures prior to performing any diagnostic test.
Low fluid level can be the cause of many transmission problems. If the fluid level is low, locate and repair the leak
then check and adjust the fluid level in accordance with the Service Information.
Always perform diagnostics with a fully charged battery to avoid false symptoms.
1. With the scan tool, read the engine DTCs. Check and repair all engine DTCs prior to performing transmission
symptom diagnostic procedures.
2. With the scan tool, read and record all Transmission DTCs.
stored DTCs, it is recommended to record any available data to assist in duplicating the conditions in which
3. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors. Clean and repair as neces-
sary.
4. Most DTCs set on start up but some must be set by driving the vehicle such that all diagnostic monitors have
run.
5. Verify flash level of transmission controller. Some problems are corrected by software upgrades to the transmis-
sion controller. Verify that no variant DTCs are present. If variant DTCs are present, perform their respective test
first.
6. If the TCM (EGS) is flashed, perform a EGS initialization with the scan tool to relearn variant coding.
7. Check for any Service Information Tune-ups or Service Bulletins that may apply.
1.
Did any of the above procedures repair the vehicle?
Yes >> Testing is complete.
Perform NAG1 TRANSMISSION VERIFICATION TEST. (Refer to 21 - TRANSMISSION/TRANSAXLE/
AUTOMATIC - NAG1 - STANDARD PROCEDURE)
No >> Refer to the identified category and perform the appropriate symptom(s).
(Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - DIAGNOSIS AND TESTING)
NAG1 TRANSMISSION VERIFICATION TEST
To validate that the repair(s) fixed the vehicle, perform the following steps.
1. Reconnect any disconnected components.
2. Connect the scan tool to the Data Link Connector.
3. With the scan tool, erase ABS DTCs.
4. With the scan tool, erase PCM DTCs.
5. With the scan tool, erase TCM DTCs.
CAUTION: Apply the parking brake.
NOTE: The Transmission Temperature can only be read while in Reverse or Drive.
6. With the scan tool, display the Transmission temperature. Start and run the engine until the Transmission tem-
perature is above 43° C (110° F).
7. Check the Transmission fluid and adjust if necessary. Refer to the Service Information for the proper Fluid Fill
procedure. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1/FILTER - STANDARD PROCE-
DURE)
8. If the TCM (EGS) is flashed or replaced, with the scan tool, perform a EGS initialization to relearn variant coding.
9. If internal transmission repairs are performed or replacement of the Transmission Control Module, perform a
TCM ADAPTATION procedure. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMIS-
SION CONTROL MODULE - STANDARD PROCEDURE)
10. After performing the above procedures, perform the Road Test Procedure.
ROAD TEST PROCEDURE

1. Road test the vehicle. Make fifteen to twenty 1-2, 2-3, 3-4, and 4-5 upshifts.
2. Perform these shifts from a standing start to 72 Kmh (45 mph) with a constant throttle opening of 20 to 25
degrees.
3. With speeds below 40 Kmh (25 mph), make five to eight wide open throttle kickdowns to 1st gear. Allow at least
5 seconds each in 2nd and 3rd gear between each kickdown.
4. With the scan tool, read DTCs.
1.
Did any DTCs set?
Yes >> Refer to the identified category and perform the appropriate symptom(s).
No >> Testing is complete.
21 - 220 AUTOMATIC TRANSMISSION NAG1 - SHIFTER DIAGNOSTICS LX
AUTOMATIC TRANSMISSION NAG1 - SHIFTER
DIAGNOSTICS
TABLE OF CONTENTS
page page
AUTOMATIC TRANSMISSION NAG1 - SHIFTER P0607-ECU INTERNAL PERFORMANCE -

DIAGNOSTICS ESM (COLUMN SHIFT) . . . . . . . . . . . . . . . . . . . . 247
DIAGNOSIS AND TESTING P0930-BTSI CONTROL CIRCUIT LOW - ESM
P0562-BATTERY VOLTAGE LOW - ESM . . . . . 222 (COLUMN SHIFT) . . . . . . . . . . . . . . . . . . . . . . . . . 249
P0563-BATTERY VOLTAGE HIGH - ESM . . . . . 224 P0931-BTSI CONTROL CIRCUIT HIGH -
P0607-ECU INTERNAL PERFORMANCE - ESM (COLUMN SHIFT) . . . . . . . . . . . . . . . . . . . . 252
ESM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 225 P2775-AUTOSTICK UPSHIFT SWITCH
P0930-BTSI CONTROL CIRCUIT LOW - ESM . 226 CIRCUIT PERFORMANCE - ESM
P0931-BTSI CONTROL CIRCUIT HIGH - (COLUMN SHIFT) . . . . . . . . . . . . . . . . . . . . . . . . . 255
ESM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229 P2779-AUTOSTICK DOWNSHIFT SWITCH
P2775-AUTOSTICK UPSHIFT SWITCH CIRCUIT PERFORMANCE - ESM
CIRCUIT PERFORMANCE - ESM. . . . . . . . . . . 232 (COLUMN SHIFT) . . . . . . . . . . . . . . . . . . . . . . . . . 257
P2779-AUTOSTICK DOWNSHIFT SWITCH U0002-CAN C BUS OFF PERFORMANCE -
CIRCUIT PERFORMANCE - ESM. . . . . . . . . . . 233 ESM (COLUMN SHIFT) . . . . . . . . . . . . . . . . . . . . 259
U0002-CAN C BUS OFF PERFORMANCE - U0100-LOST COMMUNICATION WITH
ESM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234 ECM/PCM - ESM (COLUMN SHIFT) . . . . . . . . 259
U0100-LOST COMMUNICATION WITH U0121-LOST COMMUNICATION WITH
ECM/PCM - ESM . . . . . . . . . . . . . . . . . . . . . . . . . 236 ANTI-LOCK BRAKE MODULE - ESM
U0121-LOST COMMUNICATION WITH (COLUMN SHIFT) . . . . . . . . . . . . . . . . . . . . . . . . . 259
ANTI-LOCK BRAKE MODULE - ESM. . . . . . . . 238 U0141-LOST COMMUNICATION WITH
U0141-LOST COMMUNICATION WITH FRONT CONTROL MODULE - ESM
FRONT CONTROL MODULE - ESM . . . . . . . . 240 (COLUMN SHIFT) . . . . . . . . . . . . . . . . . . . . . . . . . 259
P0562-BATTERY VOLTAGE LOW - ESM STANDARD PROCEDURE
(COLUMN) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 242 NAG1 PRE-DIAGNOSTIC
P0563-BATTERY VOLTAGE HIGH - ESM TROUBLESHOOTING PROCEDURE. . . . . . . . 260
(COLUMN SHIFT) . . . . . . . . . . . . . . . . . . . . . . . . . 245 NAG1 TRANSMISSION VERIFICATION TEST . 261
LX AUTOMATIC TRANSMISSION NAG1 - SHIFTER DIAGNOSTICS 21 - 221
AUTOMATIC TRANSMISSION NAG1 - SHIFTER DIAGNOSTICS

P0562-BATTERY VOLTAGE LOW - ESM
Theory of Operation
The Shift Lever Assembly (SLA) controller (Electronic Shift Module - ESM) monitors ignition voltage. The DTC will
set if the monitored battery voltage drops below 6.0 volts and a temporary limp in will be activated. If the voltage
rises above 9.0 volts, normal operations is resumed.
• When Monitored:
• Set Condition:
Possible Causes
VEHICLE CHARGING SYSTEM

(F902) IGNITION UNLOCK RUN START CIRCUIT
(Z911) GROUND CIRCUIT
Diagnostic Test

Yes >> Refer to 9 - ENGINE ELECTRICAL DIAGNOSTICS and perform the appropriate symptom.
No >> Go To 3
2. CHECK (F902) IGNITION UNLOCK RUN START CIRCUIT

Disconnect the Shift Lever Assembly harness connector.
Using a 12-volt test light connected to ground, check the (F902) Ignition
Unlock Run Start circuit in the Shift Lever Assembly harness connector.
Yes >> Go To 6
No >> Repair the (F902) Ignition Unlock Run Start circuit for high
resistance.
Perform NAG1 TRANSMISSION VERIFICATION TEST.
(Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC
- NAG1 - STANDARD PROCEDURE)
3. CHECK (Z911) GROUND CIRCUIT

Ground circuit in the Shift Lever Assembly harness connector.
Yes >> Go To 7
4. SHIFT LEVER ASSEMBLY

Reconnect all disconnected harness connectors.
With the scan tool, erase Shift Lever DTC’s.
With the scan tool, read Shift Lever DTC’s.
Did the DTC P0562-BATTERY VOLTAGE LOW DTC reset?
Yes >> Replace the Shift Lever Assembly per the Service Information
P0563-BATTERY VOLTAGE HIGH - ESM
• When Monitored:
• Set Condition:
Possible Causes
CHARGING SYSTEM DTCS

VEHICLE WAS JUMP STARTED INCORRECTLY
Theory of Operation
The Shift Lever Assembly monitors ignition voltage. The DTC will set, if the monitored battery voltage rises above
16.0 volts.
Diagnostic Test

No >> Go To 3
2. VEHICLE WAS JUMP STARTED INCORRECTLY

Verify if the vehicle was jump started by another vehicle using a 24-volt charging system or incorrectly jump started
with the 12 volt battery in series.
Was the vehicle jump started by another vehicle?
No >> Go To 3

With the scan tool, erase Shift Lever DTC’s.
With the scan tool, read Shift Lever DTC’s.
Did the P0563-BATTERY VOLTAGE HIGH DTC reset?
Yes >> Replace the Shift Lever Assembly per the Service Information
P0607-ECU INTERNAL PERFORMANCE - ESM
• When Monitored:
• Set Condition:
If the Shift Lever Assembly controller detects an error with the optical sensors or internal checksum value is
not correct.
Possible Causes
SHIFTER LEVER ASSEMBLY
Theory of Operation
The Shifter Lever Assembly (SLA) Electronic Shift Module (ESM) performs various internal tests to verify proper
controller operation. This DTC indicates that there is an issue with the Shifter’s internal processor.
Diagnostic Test
1. SHIFTER LEVER ASSEMBLY

View repair
Repair
Using the schematics as a guide, check the Shifter Lever
Assembly Control Module terminals for corrosion, damage,
or terminal push out. Pay particular attention to all power
and ground circuits. If no problems are found, replace the
Shifter Lever Assembly per the Service Information. (Refer
to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC -
NAG1/SHIFT MECHANISM - REMOVAL)
P0930-BTSI CONTROL CIRCUIT LOW - ESM

• When Monitored:
• Set Condition:
The DTC will set if the high side driver detects a short to ground for 10 seconds.
Possible Causes
ENGINE BRAKE DTCS PRESENT

ABS DTCS PRESENT
(B29) BRAKE SWITCH SIGNAL SHORT TO GROUND
Theory of Operation
The brake switch signal must be active before the shift lever can be moved out of the park position. The Shifter
Lever Assembly (SLA) Electronic Shift Module (ESM) receives two brake switch signals. The first signal is a CAN C
Bus message sent to the shifter lever assembly. The second signal is a hard wired brake switch signal to the shifter
lever assembly. The CAN C Bus message is the primary brake switch signal and the hard wired signal serves as
the backup brake switch signal.
Diagnostic Test
1. ENGINE DTCS PRESENT

Are there any Engine brake DTCs present?
Yes >> Refer to 9 - ENGINE ELECTRICAL DIAGNOSTICS and perform the appropriate diagnostic procedure.
No >> Go To 2
2. ABS MODULE DTCS PRESENT

With the scan tool, read ABS Module DTCs.
Yes >> Refer to Section 5 - BRAKES - ABS ELECTRICAL DIAGNOSTICS and perform the appropriate diag-
nostic procedure.
No >> Go To 3
3. (B29) BRAKE SWITCH SIGNAL SHORT TO GROUND
Disconnect the Shifter Lever Assembly harness connector.
Measure the resistance between ground and the (B29) Brake Switch
Signal circuit.
Yes >> Repair the (B29) Brake Switch Signal for a short to ground.
No >> Go To 4

Using the schematics as a guide, inspect the wiring and connectors. Repair as necessary. Pay particular attention
to all power and ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace the Shifter Lever Assembly per the Service Information. (Refer to 21 - TRANSMISSION/
TRANSAXLE/AUTOMATIC - NAG1/SHIFT MECHANISM - REMOVAL)
P0931-BTSI CONTROL CIRCUIT HIGH - ESM

• When Monitored:
Continuously with the ignition key on.
• Set Condition:
The DTC will set if the high side driver detects an open load for 10 seconds.
Possible Causes
ENGINE BRAKE DTC’S PRESENT

ABS DTC’S PRESENT
(B29) BRAKE SWITCH SIGNAL OPEN
(B29) BRAKE SWITCH SIGNAL SHORT TO VOLTAGE
Theory of Operation
The brake switch signal must be active before the shift lever can be moved out of the park position. The Shifter
Lever Assembly (SLA) Electronic Shift Module (ESM) receives two brake switch signals. The first signal is a CAN C
Bus message sent to the shifter lever assembly. The second signal is a hard wired brake switch signal to the shifter
lever assembly. The CAN C Bus message is the primary brake switch signal and the hard wired signal serves as
the backup brake switch signal. These two brake switch signals are compared against each other to verify proper
brake switch operation.
Diagnostic Test
1. ENGINE DTCs PRESENT

Yes >> Refer to 9 — ENGINE ELECTRICAL DIAGNOSTICS and perform the appropriate diagnostic procedure.
No >> Go To 2
2. ABS MODULE DTCs PRESENT

Yes >> Refer to Section 5 - BRAKES - ABS ELECTRICAL DIAGNOSTICS and perform the appropriate diag-
nostic procedure.
No >> Go To 3
3. (B29) BRAKE SWITCH SIGNAL OPEN

Disconnect the Stop Lamp Switch harness connector.
Measure the resistance of the (B29) Brake Switch Signal circuit
between the Shifter Lever Assembly harness connector and the Stop
Lamp Switch.
Yes >> Repair the (B29) Brake Switch Signal for an open.
No >> Go To 4
4. (B29) BRAKE SWITCH SIGNAL SHORT TO VOLTAGE

Measure the voltage of the (B29) Brake Switch Signal circuit.
Is the voltage above 0.5 volts?
Yes >> Repair the (B29) Brake Switch Signal for a short to voltage.
No >> Replace the Shifter Lever Assembly per the Service Infor-
mation. (Refer to 21 - TRANSMISSION/TRANSAXLE/AU-
TOMATIC - NAG1/SHIFT MECHANISM - REMOVAL)
P2775-AUTOSTICK UPSHIFT SWITCH CIRCUIT PERFORMANCE - ESM
• When Monitored:
When in AutoStick mode.
• Set Condition:
When the expected switch state is not correctly sensed by the Shifter Lever Assembly. If the upshift switch
signal is detected as active in gear position other than drive or both upshift and downshift signals are active at
the same time.
Possible Causes
Theory of Operation
The AutoStick Switch is integrated into the Shifter Lever Assembly. The gear requested by the AutoStick selection in
then sent over the CAN C bus to the TCM to engage the requested gear.

View repair
Repair
Assembly (SLA) Electronic Shift Module (ESM) terminals
for corrosion, damage, or terminal push out. Pay particular
attention to all power and ground circuits. If no problems
are found, replace the Shifter Lever Assembly per the Ser-
vice Information. Refer to Shift Mechanism for the appropri-
ate service procedures. (Refer to 21 - TRANSMISSION/
TRANSAXLE/AUTOMATIC - NAG1/SHIFT MECHANISM -
REMOVAL)
P2779-AUTOSTICK DOWNSHIFT SWITCH CIRCUIT PERFORMANCE - ESM
• When Monitored:
When in AutoStick mode.
• Set Condition:
When the expected switch state is not correctly sensed by the Shifter Lever Assembly (SLA) Electronic Shift
Module (ESM). If the upshift switch signal is detected as active in gear position other than drive or both upshift
and downshift signals are active at the same time.
Possible Causes
Theory of Operation
The AutoStick Switch is integrated into the Shift Lever Assembly. The gear requested by the AutoStick selection is
then sent over the CAN C bus from the Electronic Shift Module (ESM) to the TCM to engage the requested gear.
Diagnostic Test

View repair
Repair
Assembly (SLA) Electronic Shift Module (ESM) terminals
for corrosion, damage, or terminal push out. Pay particular
attention to all power and ground circuits. If no problems
are found, replace the Shifter Lever Assembly per the Ser-
vice Information. (Refer to 21 - TRANSMISSION/TRANS-
AXLE/AUTOMATIC - NAG1/SHIFT MECHANISM -
REMOVAL)
U0002-CAN C BUS OFF PERFORMANCE - ESM

Theory of Operation
Some controllers communicate with other controllers over the CAN C BUS. The Electronic Shift Module (ESM) con-
tinuously monitors BUS activity and reads the messages it needs. The CAN C BUS is also used to communicate
the MIL status to the Engine Controller.
For CAN BUS diagnostic procedures (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES - DIAGNO-
SIS AND TESTING).
U0100-LOST COMMUNICATION WITH ECM/PCM - ESM

Theory of Operation
SIS AND TESTING).
U0121-LOST COMMUNICATION WITH ANTI-LOCK BRAKE MODULE - ESM

Theory of Operation
SIS AND TESTING).
U0141-LOST COMMUNICATION WITH FRONT CONTROL MODULE - ESM
For a complete wiring diagramRefer to Section 8W

Theory of Operation
SIS AND TESTING).
P0562-BATTERY VOLTAGE LOW - ESM (COLUMN)

• When Monitored:
• Set Condition:
Possible Causes
VEHICLE CHARGING SYSTEM

(F902) IGNITION UNLOCK RUN START CIRCUIT
(Z910) GROUND CIRCUIT
ELECTRONIC SHIFT MODULE (ESM)
Theory of Operation
The Electronic Shift Module (ESM) monitors ignition voltage. The DTC will set if the monitored battery voltage drops
below 6.0 volts and a temporary limp in will be activated. If the voltage rises above 9.0 volts, normal operations is
resumed.
Diagnostic Test

Yes >> Refer to Engine category and perform the appropriate symptom(s). (Refer to 9 - ENGINE - DIAGNOSIS
AND TESTING)
No >> Go To 2
2. CHECK THE (F902) IGNITION UNLOCK RUN START CIRCUIT

Disconnect the ESM harness connector.
Using a 12-volt test light connected to ground, check the (F902) Ignition
Unlock Run Start circuit.
Yes >> Go To 3
No >> Repair the (F902) Ignition Unlock Run Start circuit for high
resistance.
(Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC -
3. CHECK THE (Z910) GROUND CIRCUIT
Ground circuit in the Shift Lever Assembly harness connector.
Yes >> Go To 4
4. ELECTRONIC SHIFT MODULE

With the scan tool, erase ESM DTCs.
With the scan tool, read ESM DTCs.
Did the DTC P0562-BATTERY VOLTAGE LOW DTC reset?
Yes >> Using the schematics as a guide, check the Electronic Shift Module (ESM) terminals for corrosion, dam-
age, or terminal push out. Pay particular attention to all power and ground circuits. If no problems are
found, replace the ESM (Steering Column) per the Service Information.
P0563-BATTERY VOLTAGE HIGH - ESM (COLUMN SHIFT)

Theory of Operation
The Electronic Shift Module (ESM) monitors ignition voltage. The DTC will set, if the monitored battery voltage rises
above 16.0 volts.
• When Monitored:
• Set Condition:
Possible Causes
CHARGING SYSTEM DTCS

VEHICLE WAS JUMP STARTED INCORRECTLY
Diagnostic Test

Yes >> Refer to the Engine category and perform the appropriate symptom. (Refer to 9 - ENGINE - DIAGNO-
SIS AND TESTING)
No >> Go To 2
2. VEHICLE WAS JUMP STARTED INCORRECTLY

Verify if the vehicle was jump started by another vehicle using a 24-volt charging system or incorrectly jump started
with the 12-volt battery in series.
Was the vehicle jump started by another vehicle?
No >> Go To 3

With the scan tool, erase ESM DTCs.
With the scan tool, read ESM DTCs.
Did the P0563-BATTERY VOLTAGE HIGH DTC reset?
Yes >> Using the schematics as a guide, check the Electronic Shift Module (ESM) terminals for corrosion, dam-
P0607-ECU INTERNAL PERFORMANCE - ESM (COLUMN SHIFT)

Theory of Operation
The Electronic Shift Module (ESM) performs various internal tests to verify proper controller operation. This DTC
indicates that there is an issue with the Shifter’s internal processor.
• When Monitored:
• Set Condition:
If the Electronic Shift Module (ESM) detects an error with the optical sensors or internal checksum value is not
correct.
Possible Causes
Diagnostic Test

View repair
Repair
Using the schematics as a guide, check the Electronic Shift Module (ESM) terminals for corrosion, dam-
P0930-BTSI CONTROL CIRCUIT LOW - ESM (COLUMN SHIFT)

Theory of Operation
The brake switch signal must be active before the shift lever can be moved out of the park position. The Electronic
Shift Module (ESM) receives two brake switch signals. The first signal is a CAN C BUS message is from the ABS
and the second signal is a hard wired brake switch signal to the ESM. The CAN C Bus message is the primary
brake switch signal and the hard wired signal serves as the backup brake switch signal.
• When Monitored:
• Set Condition:
The DTC will set if the high side driver detects a short to ground for 10 seconds.
Possible Causes
ENGINE BRAKE DTCS PRESENT

ABS DTCS PRESENT
(B29) BRAKE SWITCH SIGNAL SHORT TO GROUND
Diagnostic Test

AND TESTING)
No >> Go To 2
2. ABS MODULE DTCS PRESENT

Yes >> Refer to the Brake category and perform the appropriate symptom(s). (Refer to 5 - BRAKES - DIAG-
NOSIS AND TESTING)
No >> Go To 3
3. (B29) BRAKE SWITCH SIGNAL SHORT TO GROUND

Measure the resistance between ground and the (B29) Brake Switch
Signal circuit.
Yes >> Repair the (B29) Brake Switch Signal for a short to ground.
No >> Using the schematics as a guide, check the Electronic Shift
Module (ESM) terminals for corrosion, damage, or terminal
push out. Pay particular attention to all power and ground
circuits. If no problems are found, replace the ESM (Steer-
ing Column) per the Service Information.
P0931-BTSI CONTROL CIRCUIT HIGH - ESM (COLUMN SHIFT)

Theory of Operation
The brake switch signal must be active before the shift lever can be moved out of the park position. The Electronic
Shift Module (ESM) receives two brake switch signals. The first signal is a CAN C BUS message and the second
signal is a hard wired brake switch signal to the shifter lever assembly. The CAN C Bus message is the primary
brake switch signal and the hard wired signal serves as the backup brake switch signal. These two brake switch
signals are compared against each other to verify proper brake switch operation.
• When Monitored:
Continuously with the ignition key on.
• Set Condition:
The DTC will set if the high side driver detects an open load for 10 seconds.
Possible Causes
ENGINE BRAKE DTC’S PRESENT

ABS DTC’S PRESENT
(B29) BRAKE SWITCH SIGNAL OPEN
(B29) BRAKE SWITCH SIGNAL SHORT TO VOLTAGE
Diagnostic Test
1. ENGINE DTCs PRESENT

AND TESTING)
No >> Go To 2
2. ABS MODULE DTCs PRESENT

Yes >> Refer to the Brake category and perform the appropriate symptom(s). (Refer to 5 - BRAKES - DIAG-
NOSIS AND TESTING)
No >> Go To 3
3. (B29) BRAKE SWITCH SIGNAL OPEN
Disconnect the Stop Lamp Switch harness connector.
Measure the resistance of the (B29) Brake Switch Signal circuit
between the ESM harness connector and the Stop Lamp Switch har-
ness connector.
Yes >> Repair the (B29) Brake Switch Signal for an open.
No >> Go To 4
4. (B29) BRAKE SWITCH SIGNAL SHORT TO VOLTAGE

Measure the voltage of the (B29) Brake Switch Signal circuit.
Yes >> Repair the (B29) Brake Switch Signal for a short to voltage.
No >> Using the schematics as a guide, check the Electronic Shift
P2775-AUTOSTICK UPSHIFT SWITCH CIRCUIT PERFORMANCE - ESM (COLUMN
SHIFT)
• When Monitored:
When in AutoStickT mode.
• Set Condition:
When the expected AutoStickT switch state is not correctly sensed by the Electronic Shift Module (ESM). If the
upshift switch signal is detected as active in a gear position other than drive or when both the upshift and
downshift signals are active at the same time.
Possible Causes
AUTOSTICK SWITCH
ELECTRONIC SHIFT MODULE
Theory of Operation
The AutoStickT Switch is located at the end of the Shift Lever. The gear change is requested by pressing the Auto-
Stick Enable button, then either selecting the Upshift or Downshift on the rocker switch. The ESM then transmits the
previous information over the CAN C bus to the TCM to engage the requested gear.
Diagnostic Test
1. CHECK THE AUTOSTICK SWITCH
AUTOSTICK SWITCH RESISTANCE VALUES (COLUMN SHIFT)
NON SWITCHED STATE ENABLE DOWNSHIFT UPSHIFT
21.5k ohms ±1% 2.64k ohms ±1% 4.05k ohms ±1% 8.10k ohms ±1%

Disconnect the AutoStickT harness connector.
Measure the resistance between the AutoStick Switch MUX circuit and
the AutoStick Switch MUX Return circuit while checking each switch
position.
NOTE: Use the above chart to and compare your resistive read-
ings.
Does the AutoStick Switch resistance readings match the
above chart?
Yes >> Using the schematics as a guide, check the Electronic Shift
No >> Replace the AutoStick Switch per the Service Information.
P2779-AUTOSTICK DOWNSHIFT SWITCH CIRCUIT PERFORMANCE - ESM
(COLUMN SHIFT)
• When Monitored:
When in AutoStickT mode.
• Set Condition:
When the expected AutoStickT switch state is not correctly sensed by the Electronic Shift Module (ESM). If the
upshift switch signal is detected as active in a gear position other than drive or when both the upshift and
downshift signals are active at the same time.
Possible Causes
AUTOSTICK SWITCH
ELECTRONIC SHIFT MODULE
Theory of Operation
The AutoStickT Switch is located at the end of the Shift Lever. The gear change is requested by pressing the Auto-
Stick Enable button, then either selecting the Upshift or Downshift on the rocker switch. The ESM then transmits the
previous information over the CAN C bus to the TCM to engage the requested gear.
Diagnostic Test
1. CHECK THE AUTOSTICK SWITCH
AUTOSTICK SWITCH RESISTANCE VALUES (COLUMN SHIFT)
NON SWITCHED STATE ENABLE DOWNSHIFT UPSHIFT
21.5k ohms ±1% 2.64k ohms ±1% 4.05k ohms ±1% 8.10k ohms ±1%

Disconnect the AutoStickT harness connector.
Measure the resistance between the AutoStick Switch MUX circuit and
the AutoStick Switch MUX Return circuit while checking each switch
position.
NOTE: Use the above chart to and compare your resistive read-
ings.
Does the AutoStick Switch resistance readings match the
above chart?
Yes >> Using the schematics as a guide, check the Electronic Shift
No >> Replace the AutoStick Switch (Shift Lever) per the Service Information.
U0002-CAN C BUS OFF PERFORMANCE - ESM (COLUMN SHIFT)
Theory of Operation
SIS AND TESTING).
U0100-LOST COMMUNICATION WITH ECM/PCM - ESM (COLUMN SHIFT)

Theory of Operation
SIS AND TESTING).
U0121-LOST COMMUNICATION WITH ANTI-LOCK BRAKE MODULE - ESM

(COLUMN SHIFT)
Theory of Operation
SIS AND TESTING).
U0141-LOST COMMUNICATION WITH FRONT CONTROL MODULE - ESM (COLUMN

SHIFT)
Theory of Operation
SIS AND TESTING).
STANDARD PROCEDURE
NAG1 PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE
Perform the following pre-diagnostic troubleshooting procedures prior to performing any diagnostic test.
Low fluid level can be the cause of many transmission problems. If the fluid level is low, locate and repair the leak
then check and adjust the fluid level in accordance with the Service Information.
Always perform diagnostics with a fully charged battery to avoid false symptoms.
1. With the scan tool, read the engine DTCs. Check and repair all engine DTCs prior to performing transmission
symptom diagnostic procedures.
2. With the scan tool, read and record all Transmission DTCs.
stored DTCs, it is recommended to record any available data to assist in duplicating the conditions in which
3. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors. Clean and repair as neces-
sary.
4. Most DTCs set on start up but some must be set by driving the vehicle such that all diagnostic monitors have
run.
5. Verify flash level of transmission controller. Some problems are corrected by software upgrades to the transmis-
sion controller. Verify that no variant DTCs are present. If variant DTCs are present, perform their respective test
first.
6. If the TCM (EGS) is flashed, perform a EGS initialization with the scan tool to relearn variant coding.
7. Check for any Service Information Tune-ups or Service Bulletins that may apply.
1.
No >> Refer to the identified category and perform the appropriate symptom(s).
NAG1 TRANSMISSION VERIFICATION TEST
To validate that the repair(s) fixed the vehicle, perform the following steps.
2. Connect the scan tool to the Data Link Connector.
3. With the scan tool, erase ABS DTCs.
4. With the scan tool, erase PCM DTCs.
5. With the scan tool, erase TCM DTCs.
CAUTION: Apply the parking brake.
NOTE: The Transmission Temperature can only be read while in Reverse or Drive.
6. With the scan tool, display the Transmission temperature. Start and run the engine until the Transmission tem-
perature is above 43° C (110° F).
7. Check the Transmission fluid and adjust if necessary. Refer to the Service Information for the proper Fluid Fill
procedure. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - NAG1/FILTER - STANDARD PROCE-
DURE)
8. If the TCM (EGS) is flashed or replaced, with the scan tool, perform a EGS initialization to relearn variant coding.
9. If internal transmission repairs are performed or replacement of the Transmission Control Module, perform a
TCM ADAPTATION procedure. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMIS-
SION CONTROL MODULE - STANDARD PROCEDURE)
10. After performing the above procedures, perform the Road Test Procedure.
ROAD TEST PROCEDURE

1. Road test the vehicle. Make fifteen to twenty 1-2, 2-3, 3-4, and 4-5 upshifts.
2. Perform these shifts from a standing start to 72 Kmh (45 mph) with a constant throttle opening of 20 to 25
degrees.
3. With speeds below 40 Kmh (25 mph), make five to eight wide open throttle kickdowns to 1st gear. Allow at least
5 seconds each in 2nd and 3rd gear between each kickdown.
4. With the scan tool, read DTCs.
1.
Did any DTCs set?
Yes >> Refer to the identified category and perform the appropriate symptom(s).
No >> Testing is complete.
21 - 262 AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION LX
AUTOMATIC TRANSMISSION NAG1 - SERVICE
INFORMATION
TABLE OF CONTENTS
page page
AUTOMATIC TRANSMISSION NAG1 - SERVICE DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 384

INFORMATION ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 386
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 264 CABLE-GEARSHIFT
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 266 DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING GEARSHIFT CABLE . . . . . . . . . . . . . . . . . . . . . . . . 387
AUTOMATIC TRANSMISSION . . . . . . . . . . . . . . . 293 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 387
PRELIMINARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 293 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 388
ROAD TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 293 ADJUSTMENTS - GEARSHIFT CABLE . . . . . . . . . 390
AUTOMATIC TRANSMISSION . . . . . . . . . . . . . . . 294 CLUTCHES-HOLDING
AIR CHECKING TRANSMISSION CLUTCH DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 392
OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 302 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 393
STANDARD PROCEDURE - ALUMINUM B1-HOLDING CLUTCH
THREAD REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . 302 DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 394
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 302 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 395
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 306 B2-HOLDING CLUTCH
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 312 DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 399
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 320 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 401
SCHEMATICS AND DIAGRAMS . . . . . . . . . . . . . . . 326 CLUTCHES-INPUT
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 347 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 405
SPECIAL TOOLS - AUTOMATIC OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 406
TRANSMISSION - NAG1 . . . . . . . . . . . . . . . . . . . 349 K1-INPUT CLUTCH
MECHANISM-BRAKE TRANSMISSION SHIFT DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 407
INTERLOCK ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 409
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 351 K2-INPUT CLUTCH
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 351 DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 412
DIAGNOSIS AND TESTING - BRAKE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 414
TRANSMISSION SHIFT INTERLOCK . . . . . . . 352 K3-INPUT CLUTCH
ADJUSTMENTS - BRAKE TRANSMISSION DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 418
SHIFT INTERLOCK . . . . . . . . . . . . . . . . . . . . . . . 353 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 419
UNIT-ELECTROHYDRAULIC CONTROL SENSORS-INPUT SPEED
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 369 PUMP-OIL
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 370 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 423
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 373 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 423
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 377 DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 423
FLUID AND FILTER INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 424
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 379 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 425
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 379 BEARING-OUTPUT SHAFT
EFFECTS OF INCORRECT FLUID LEVEL . . . . 380 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 428
CAUSES OF BURNT FLUID . . . . . . . . . . . . . . . . . 380 SEAL-OUTPUT SHAFT
FLUID CONTAMINATION . . . . . . . . . . . . . . . . . . . 380 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 430
STANDARD PROCEDURE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 430
CHECK OIL LEVEL . . . . . . . . . . . . . . . . . . . . . . . . 380 CABLE-PARK LOCK
TRANSMISSION FILL . . . . . . . . . . . . . . . . . . . . . . 381 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 432
FLUID/FILTER SERVICE . . . . . . . . . . . . . . . . . . . . 382 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 433
CLUTCH-FREEWHEELING GEARTRAIN-PLANETARY
LX AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION 21 - 263
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 436 TRANSMISSION TEMPERATURE SENSOR . . 450

ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 437 OPERATION
MECHANISM-SHIFT PARK/NEUTRAL CONTACT . . . . . . . . . . . . . . . . . 451
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 439 TRANSMISSION TEMPERATURE SENSOR . . 451
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 439 CONVERTER-TORQUE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 441 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 453
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 443 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 458
SOLENOID REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 460
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 447 SEAL-TORQUE CONVERTER HUB
CONTACT-TEMPERATURE SENSOR/PARK- REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 461
NEUTRAL INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 461
DESCRIPTION
PARK/NEUTRAL CONTACT . . . . . . . . . . . . . . . . . 450
AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION
DESCRIPTION
NAG1 Automatic Transmission
1 - TORQUE CONVERTER 11 - PARKING LOCK GEAR

2 - OIL PUMP 12 - INTERMEDIATE SHAFT
3 - DRIVESHAFT 13 - FREEWHEEL F2
4 - MULTI-DISC HOLDING CLUTCH B1 14 - REAR PLANETARY GEAR SET
5 - DRIVING CLUTCH K1 15 - CENTER PLANETARY GEAR SET
6 - DRIVING CLUTCH K2 16 - ELECTROHYDRAULIC CONTROL UNIT
7 - MULTI-DISC HOLDING CLUTCH B3 17 - FRONT PLANETARY GEAR SET
8 - DRIVING CLUTCH K3 18 - FREEWHEEL F1
9 - MULTI-DISC HOLDING CLUTCH B2 19 - STATOR SHAFT
10 - OUTPUT SHAFT 20 - TORQUE CONVERTER LOCK-UP CLUTCH
The NAG1 automatic transmission is an electronically controlled 5-speed transmission with a lock-up clutch in the
torque converter. The ratios for the gear stages are obtained by 3 planetary gear sets. Fifth gear is designed as an
overdrive with a high-speed ratio.
NAG1 identifies a family of transmissions and means “N”ew “A”utomatic “G”earbox, generation 1. Various marketing
names are associated with the NAG1 family of transmissions, depending on the transmisson variation being used in
a specific vehicle. Some examples of the marketing names are: W5A300, W5A380, and W5A580. The marketing
name can be interpreted as follows:
• W = A transmission using a hydraulic torque converter.
• 5 = 5 forward gears.
• A = Automatic Transmission.
• 580 = Maximum input torque capacity in Newton meters.
The gears are actuated electronically/hydraulically. The gears are shifted by means of an appropriate combination of
three multi-disc holding clutches, three multi-disc driving clutches, and two freewheeling clutches.
Electronic transmission control enables precise adaptation of pressures to the respective operating conditions and to
the engine output during the shift phase which results in a significant improvement in shift quality.
Furthermore, it offers the advantage of a flexible adaptation to various vehicle and engines.
Basically, the automatic transmission with electronic control offers the following advantages:
• Reduces fuel consumption.

• Improved shift comfort.
• More favourable step-up through the five gears.
• Increased service life and reliability.
• Lower maintenance costs.
TRANSMISSION IDENTIFICATION
The transmission can be generically identified visually by the presence of a round 13-way connector located near
the front corner of the transmission oil pan, on the right side. Specific transmission information can be found
stamped into a pad on the left side of the transmission, above the oil pan rail.
TRANSMISSION GEAR RATIOS

The gear ratios for the NAG1 automatic transmission are as follows:
1st Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.59:1
2nd Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.19:1
3rd Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.41:1
4th Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00:1
5th Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.83:1
Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.16:1
TRANSMISSION HOUSING
The converter housing and transmission are made from a light alloy. These are bolted together and centered via the
outer multi-disc carrier of multi-disc holding clutch, B1. A coated intermediate plate provides the sealing. The oil
pump and the outer multi-disc carrier of the multi-disc holding clutch, B1, are bolted to the converter housing. The
stator shaft is pressed into it and prevented from rotating by splines. The electrohydraulic unit is bolted to the trans-
mission housing from underneath. A sheet metal steel oil pan forms the closure.
MECHANICAL SECTION
The mechanical section consists of a input shaft, output shaft, a sun gear shaft, and three planetary gear sets which
are coupled to each other. The planetary gear sets each have four planetary pinion gears. The oil pressure for the
torque converter lock-up clutch and clutch K2 is supplied through bores in the input shaft. The oil pressure to clutch
K3 is transmitted through the output shaft. The lubricating oil is distributed through additional bores in both shafts.
All the bearing points of the gear sets, as well as the freewheeling clutches and actuators, are supplied with lubri-
cating oil. The parking lock gear is connected to the output shaft via splines.
Freewheeling clutches F1 and F2 are used to optimize the shifts. The front freewheel, F1, is supported on the
extension of the stator shaft on the transmission side and, in the locking direction, connects the sun gear of the front
planetary gear set to the transmission housing. In the locking direction, the rear freewheeling clutch, F2, connects
the sun gear of the center planetary gear set to the sun gear of the rear planetary gear set.
ELECTROHYDRAULIC CONTROL UNIT

The electrohydraulic control unit comprises the shift plate made from light alloy for the hydraulic control and an
electrical control unit. The electrical control unit comprises of a supporting body made of plastic, into which the
electrical components are assembled. The supporting body is mounted on the shift plate and screwed to it.
Strip conductors inserted into the supporting body make the connection between the electrical components and a
plug connector. The connection to the wiring harness on the vehicle and the transmission control module (TCM) is
produced via this 13-pin plug connector with a bayonet lock.
SHIFT GROUPS
The hydraulic control components (including actuators) which are responsible for the pressure distribution before,
during, and after a gear change are described as a shift group. Each shift group contains a command valve, a
holding pressure shift valve, a shift pressure shift valve, overlap regulating valve, and a solenoid.
The hydraulic system contains three shift groups: 1-2/4-5, 2-3, and 3-4. Each shift group can also be described as
being in one of two possible states. The active shift group is described as being in the shift phase when it is actively
engaging/disengaging a clutch combination. The 1-2/4-5 shift group control the B1 and K1 clutches. The 2-3 shift
group controls the K2 and K3 clutches. The 3-4 shift group controls the K3 and B2 clutches.
OPERATION
The transmission control is divided into the electronic and hydraulic transmission control functions. While the elec-
tronic transmission control is responsible for gear selection and for matching the pressures to the torque to be trans-
mitted, the transmission’s power supply control occurs via hydraulic elements in the electrohydraulic control module.
The oil supply to the hydraulic elements, such as the hydrodynamic torque converter, the shift elements and the
hydraulic transmission control, is provided by way of an oil pump connected with the torque converter.
The Transmission Control Module (TCM) allows for the precise adaptation of pressures to the corresponding oper-
ating conditions and to the engine output during the gearshift phase, resulting in a noticeable improvement in shift
quality. The engine speed limit can be reached in the individual gears at full throttle and kickdown. The shift range
can be changed in the forward gears while driving, but the TCM employs a downshift safeguard to prevent over-
revving the engine. The system offers the additional advantage of flexible adaptation to different vehicle and engine
variants.
EMERGENCY RUNNING FUNCTION

In order to ensure a safe driving state and to prevent damage to the automatic transmission, the TCM control mod-
ule switches to limp-home mode in the event of critical faults. A diagnostic trouble code (DTC) assigned to the fault
is stored in memory. All solenoid and regulating valves are thus de-energized.
The net effect is:
• The last engaged gear remains engaged.
• The modulating pressure and shift pressures rise to the maximum levels.
• The torque converter lockup clutch is deactivated.
In order to preserve the operability of the vehicle to some extent, the hydraulic control can be used to engage 2nd
gear or reverse using the following procedure:
• Stop the vehicle.
• Move selector lever to 9P9.
• Switch off engine.
• Wait at least 10 seconds.
• Start engine.
• Move selector lever to D: 2nd gear.
• Move selector lever to R: Reverse gear.
The limp-home function remains active until the DTC is rectified or the stored DTC is erased with the appropriate
scan tool. Sporadic faults can be reset via ignition OFF/ON.
CLUTCH APPLICATION
Refer to CLUTCH APPLICATION for which shift elements are applied in each gear position.
CLUTCH APPLICATION
GEAR RATIO B1 B2 B3 K1 K2 K3 F1 F2
1 3.59 X* X X* X X
2 2.19 X X X* X
3 1.41 X X X
4 1.00 X X X
5 0.83 X X X X*
N N/A X X
R 3.16 X* X X X
R - Limp 1.93 X X X
In
* = The shift components required during coast.
FIRST GEAR POWERFLOW
First Gear Powerflow
1 - TORQUE CONVERTER LOCK-UP CLUTCH 14 - CENTER PLANETARY CARRIER

2 - TORQUE CONVERTER TURBINE 15 - REAR PLANETARY CARRIER
3 - TORQUE CONVERTER IMPELLER 16 - TORQUE CONVERTER STATOR
4 - HOLDING CLUTCH B1 17 - FRONT PLANETARY PINION GEARS
5 - HOLDING CLUTCH B3 18 - CENTER PLANETARY PINION GEARS
6 - HOLDING CLUTCH B2 19 - REAR PLANETARY PINION GEARS
7 - DRIVING CLUTCH K1 20 - FREEWHEELING CLUTCH F1
8 - FRONT PLANETARY ANNULUS GEAR 21 - FRONT PLANETARY SUN GEAR
9 - DRIVING CLUTCH K2 22 - CENTER PLANETARY SUN GEAR
10 - CENTER PLANETARY ANNULUS GEAR 23 - REAR PLANETARY SUN GEAR
11 - REAR PLANETARY ANNULUS GEAR 24 - FREEWHEELING CLUTCH F2
12 - DRIVING CLUTCH K3 25 - INPUT SHAFT
13 - FRONT PLANETARY CARRIER 26 - OUTPUT SHAFT
A - ENGINE SPEED D - SECOND GEAR RATIO
B - TRANSMISSION INPUT SPEED E - THIRD GEAR RATIO
C - FIRST GEAR RATIO F - FIXED PARTS

Torque from the torque converter is increased via the input shaft (25) and all three planetary gearsets and trans-
ferred to the output shaft (26).
Front Planetary Gear Set
The annulus gear (8) is driven by the input shaft (25). The sun gear (21) is held against the housing by the locked
freewheel F1 (20) during acceleration and via the engaged multiple-disc holding clutch B1 (4) during deceleration.
The planetary pinion gears (17) turn on the fixed sun gear (21) and increase the torque from the annulus gear (8)
to the planetary carrier (13). The planetary carrier (13) moves at a reduced speed in the running direction of the
engine.
Rear Planetary Gear Set
The annulus gear (11) turns at a reduced speed due to the mechanical connection to the front planetary carrier (15).
The sun gear (23) is held against the housing by the engaged multiple-disc holding clutch B2 (6), by the locked
freewheel F2 (24) during acceleration and by the engaged multiple-disc clutch K3 (12) during deceleration. The
planetary gears (19) turn on the fixed sun gear (23) and increase the torque from the annulus gear (11) to the
planetary carrier (15). The planetary carrier (15) moves at a reduced speed in the running direction of the engine.
Center Planetary Gear Set
The annulus gear (10) is driven at the same speed as the rear planetary carrier (15) as a result of a mechanical
connection. The sun gear (22) is held against the housing by the multiple-disc holding clutch B2 (6). The planetary
pinion gears (18) turn on the fixed sun gear (22) and increase the torque from the annulus gear (10) to the plan-
etary carrier (14). The output shaft (26) connected to the planetary carrier (14) turns at a reduced speed in the
running direction of the engine.
SECOND GEAR POWERFLOW
Second Gear Powerflow

B - TRANSMISSION INPUT SPEED E - FIXED PARTS
C - FIRST GEAR RATIO

Torque from the torque converter is increased via the input shaft (25) and the center and rear planetary gearset and
transferred to the output shaft (26).
The planetary carrier (13) and sun gear (21) are connected via the engaged multiple-disc clutch K1 (7). The plan-
etary gearset is therefore blocked and turns as a closed unit at the input speed due to the mechanical connection
of the annulus gear (8) and input shaft.
The annulus gear (11) turns at the input speed as a result of the mechanical connection to the front planetary carrier
(13). The sun gear (23) is held against the housing by the engaged multiple-disc holding clutch B2 (6), by the
locked freewheel F2 (24) during acceleration and by the engaged multiple-disc clutch K3 (12) during deceleration.
engine.
The annulus gear (10) is driven at the same speed as the rear planetary carrier (15) as a result of a mechanical
connection. The sun gear (22) is held against the housing by the multiple-disc holding clutch B2 (6). The planetary
pinion gears (18) turn on the fixed sun gear (22) and increase the torque from the annulus gear (10) to the plan-
etary carrier (14). The output shaft (5) connected to the planetary carrier (14) turns at a reduced speed in the run-
ning direction of the engine.
THIRD GEAR POWERFLOW
Third Gear Powerflow

A - ENGINE SPEED C - FIRST GEAR RATIO
B - TRANSMISSION INPUT SPEED D - FIXED PARTS

A - ENGINE SPEED C - FIRST GEAR RATIO
B - TRANSMISSION INPUT SPEED D - FIXED PARTS
Torque from the torque converter is increased via the input shaft (25) and the center planetary gearset and trans-
etary gearset is therefore locked and turns as a closed unit at the input speed due to the mechanical connection of
the annulus gear (8) and input shaft (25).
The multiple-disc clutch K2 (9) is engaged and transfers the input speed of the input shaft (25) to the planetary
carrier (15) via the annulus gear (10). The annulus gear (11) turns in the same way as the planetary carrier (15) due
to the mechanical connection with the locked front planetary gearset. This planetary gearset is therefore locked and
turns as a closed unit.
The annulus gear (10) turns at the input speed as a result of the engaged multiple-disc clutch K2 (9). The sun gear
(22) is held against the housing by the multiple-disc holding clutch B2 (6). The planetary pinion gears (18) turn on
the fixed sun gear (22) and increase the torque from the annulus gear (10) to the planetary carrier (14). The output
shaft (26) connected to the planetary carrier (14) turns at a reduced speed in the running direction of the engine.
FOURTH GEAR POWERFLOW
Fourth Gear Powerflow

A - ENGINE SPEED B - TRANSMISSION INPUT SPEED

A - ENGINE SPEED B - TRANSMISSION INPUT SPEED
Speed and torque are not converted by the direct gear ratio of the 4th gear. Power is transferred from the input
shaft (25) to the output shaft (26) via three locked planetary gearsets.
etary gearset is therefore locked and turns as a closed unit at the input speed due to the mechanical connection of
the annulus gear (8) and the input shaft (25).
carrier (15) via the annulus gear (10). The annulus gear (11) turns in the same way as the planetary carrier (15) due
to the mechanical connection with the locked front planetary gearset. The planetary gearset is therefore locked and
turns as a closed unit.
The annulus gear (10) turns at the input speed as a result of the engaged multiple-disc clutch K2 (9). The multiple-
disc clutch K3 (12) connects the sun gears (22) and (23) of the rear and center planetary gearset. The planetary
gearset is locked by the same speeds of the annulus gear (10) and the sun gear (22) and it turns as a closed unit.
FIFTH GEAR POWERFLOW
Fifth Gear Powerflow

Fifth Gear Powerflow

engine.
carrier (15) via the annulus gear (10). The annulus gear (11) turns at a reduced speed due to the mechanical con-
nection with the front planetary carrier (13). The planetary pinion gears (19) turn between the annulus gear (11) and
the sun gear (23). The sun gear (23) moves at an increased speed in the running direction of the engine.
The annulus gear (10) turns at the input speed as a result of the engaged multiple-disc clutch K2 (9). The multiple-
disc clutch K3 (12) transfers an increased speed to the sun gear (22) due to the connection with the sun gear (23).
The planetary pinion gears (18) turn between the annulus gear (10) and the sun gear (22). The speed of the plan-
etary carrier (14) and the output shaft connected to the planetary carrier (5) lies between that of the annulus gear
(10) and the sun gear (22). This provides a step-up ratio.
REVERSE GEAR POWERFLOW
Reverse Gear Powerflow


ferred with reversed direction of rotation to the output shaft (26).
engine.
The planetary carrier (15) is held against the housing by the engaged multiple-disc holding clutch B3 (5). The annu-
lus gear (11) turns at a reduced speed due to the mechanical connection to the front planetary carrier (13). The
planetary gears (19) turn between the annulus gear (11) and the sun gear (23). The direction is reversed by the held
planetary carrier (15) so that the sun gear (23) turns in the opposite direction to the running direction of the engine.
The annulus gear (10) is held against the housing by the multiple-disc holding clutch B3 (5) via the mechanical
connection to the planetary carrier (15). The sun gear (22) turns backwards due to the engaged multiple-disc clutch
K3 (12). The planetary gears (18) turn on the fixed annulus gear (10) and increase the torque from the sun gear
(22) to the planetary carrier (14). The output shaft (26) connected to the planetary carrier (14) turns at a reduced
speed in the opposite direction to the running direction of the engine.
REVERSE GEAR POWERFLOW - LIMP IN
Reverse Gear Powerflow - Limp In or 4WD Low Range

Reverse Gear Powerflow - Limp In

ferred with reversed direction of rotation to the output shaft (26) and.
The clutch K1 (7) is shifted. The planetary carrier (13) and sun gear (21) are connected to each other as a result.
The annulus gear (8) is driven via the input shaft (25). The planetary gear set is locked and turns as a unit.
The planetary carrier (15) is held against the housing by the engaged multiple-disc holding clutch B3 (5). The annu-
lus gear (11) turns at a reduced speed due to the mechanical connection to the front planetary carrier (13). The
planetary pinion gears (19) turn between the annulus gear (11) and the sun gear (23). The direction is reversed by
the held planetary carrier (15) so that the sun gear (23) turns in the opposite direction to the running direction of the
engine.
The annulus gear (10) is held against the housing by the multiple-disc holding clutch B3 (5) via the mechanical
connection to the planetary carrier (15). The sun gear (22) turns backwards due to the engaged multiple-disc clutch
K3 (12). The planetary gears (18) turn on the fixed annulus gear (10) and increase the torque from the sun gear
(22) to the planetary carrier (14). The output shaft (26) connected to the planetary carrier (14) turns at a reduced
speed in the opposite direction to the running direction of the engine.
SHIFT GROUPS/ SHIFT SEQUENCE
1-2 Shift - First Gear Engaged
First Gear Engaged
1 - 1-2/4-5 SHIFT SOLENOID 5 - 1-2/4-5 COMMAND VALVE

2 - 1-2/4-5 OVERLAP VALVE 6 - DRIVING CLUTCH K1
3 - 1-2/4-5 SHIFT PRESSURE SHIFT VALVE 7 - HOLDING CLUTCH B1
4 - 1-2/4-5 HOLDING PRESSURE SHIFT VALVE 8 - SHIFT PRESSURE REGULATING VALVE
The end face of the command valve (5) is kept unpressurized via the solenoid valve for 1-2 and 4-5 shift (1).
Because of the holding pressure shift valve (4), the working pressure (p-A) is present at the multiple-disc holding
clutch B1 (7). Clutch K1 (6) is unpressurized.
Shift Phase - 1-2 Shift Phase 1

When the 1-2 and 4-5 shift solenoid valve (1) is turned on, the shift valve pressure (p-SV) is directed onto the end
face of the command valve (5). The command valve is moved and the shift pressure (p-S) coming from the shift
pressure shift valve (3) is directed via the command valve (5) onto clutch K1 (6).
Simultaneously the clutch B1 (7) is subjected to overlap pressure by the overlap regulating valve (2). The pressure
in the clutch B1 (7) as it disengages is controlled during the shift phase depending on engine load by the modu-
lating pressure and the applying clutch pressure (the shift pressure in clutch K1). The controlled pressure in clutch
B1 (7) is inversely proportional to the capacity of the clutch being engaged. The rising shift pressure (p-S) at clutch
K1 (6) acts on the annular face of the overlap regulating valve (2) and reduces the overlap pressure regulated by
the overlap regulating valve (2). When a corresponding pressure level is reached at the holding pressure shift valve
(4), this valve switches over.

The B1 (7) pressure acting on the end face of the shift pressure shift valve (3) is replaced by the working pressure
(p-A). The shift pressure is also routed to the spring end of the holding valve (4) and the holding valve downshifts.
The line pressure is then routed to the command valve (5).
Second Gear Engaged
Second Gear Engaged

After the gearchange is complete, the pressure on the end face of the command valve (5) is reduced via the 1-2
and 4-5 shift solenoid valve (1), and the command valve (5) is pushed back to its basic position. Via the holding
pressure shift valve (4) the working pressure (p-A) now passes via the command valve (5) to clutch K1 (6). The
multiple-disc holding clutch B1 (7) is deactivated (unpressurized). The spring of the shift pressure shift valve (3)
pushes the valve back to its basic position.

The 1-2/4-5 shift solenoid (1) is turned ON to apply shift pressure (p-S) to the end face of the 1-2/4-5 command
valve (5). This allows the command valve to up-shift and the shift pressure coming from the 1-2/4-5 shift valve (3)
is routed to the holding clutch B1 (7) via the command valve.
Simultaneously, the pressure in the releasing clutch, K1 (6), is regulated at the 1-2/4-5 overlap valve (2). The pres-
sure in the K1 clutch as it disengages is controlled during the shift phase depending on engine load, via the mod-
ulating pressure (p-MOD), and the shift pressure in clutch B1 (7). The increasing shift pressure in clutch B1, which
also acts on the end face of the overlap valve, reduces the overlap pressure.

The pressure in clutch B1 (7) acting on the end face of the 1-2/4-5 holding valve (4) forces the valve to up-shift
against the spring pressure and allows line pressure (p-A) to pass through the command valve (5).
2-1 Shift - First Gear Engaged
First Gear Engaged

After the gear change is complete, the 1-2/4-5 shift solenoid (1) is turned off. This reduces the pressure on the end
face of the 1-2/4-5 command valve (5) to 0 psi and the spring pressure downshifts the valve to its initial position.
The line pressure (p-A) is switched to the holding clutch B1 (7) and the end face of the holding valve by the down-
shifted command valve. The upshifted holding valve also allows the remaining pressure in clutch K1 (6) to be
vented.
Gear Shift N to D (1st gear) - Engine Started
Engine Started
1 - HOLDING CLUTCH B1 11 - PRESSURE HOLDING VALVE

2 - DRIVING CLUTCH K1 12 - 3-4 HOLDING PRESSURE SHIFT VALVE
3 - HOLDING CLUTCH B3 13 - 3-4 COMMAND VALVE
4 - DRIVING CLUTCH K3 14 - 3-4 SHIFT PRESSURE SHIFT VALVE
5 - HOLDING CLUTCH B2 PISTON 15 - 3-4 OVERLAP REGULATING VALVE
6 - HOLDING CLUTCH B2 PISTON OPPOSING FACE 16 - BALL VALVE
7 - SHIFT PRESSURE REGULATING SOLENOID 17 - 1-2/4-5 COMMAND VALVE
8 - SHIFT PRESSURE REGULATING VALVE 18 - 1-2/4-5 COMMAND VALVE
9 - SHIFT VALVE B2 19 - BALL VALVE
10 - 3-4 SHIFT SOLENOID
With the engine started and the gearshift lever in the NEUTRAL or PARK positions, holding clutch B1 (1) and driving
clutch K3 (4) are applied and the various valves in the 1-2/4-5 shift group are positioned to apply pressure to the
holding clutch B2.
Activation Sequence
Activation Sequence

The selector valve opens the shift pressure (p-S) feed connection from the ball valve (19) with the shift valve B2 (9).
With the shift valve B2 (9) in the upper position, shift pressure (p-S) travels behind the piston B2 (5) and simulta-
neously to the opposing face of the piston B2 (6). The multiple-disc holding clutch B2 begins to close.
The pressure on the opposing face of the piston B2 (6) ensures a soft activation of the multiple-disc holding clutch
B2.
First Gear Engaged
First Gear Engaged

The TCM monitors the activation sequence via the speed of the input shaft, which slows down as the frictional
connection in the multiple-disc holding clutch increases. When the speed drops to the specified level, the TCM shuts
off the power to the 3-4 shift solenoid valve (10). The spring chamber of the shift valve B2 (9) is depressurized and
switches downwards. This connects the line to the opposing face of the piston B2 (6) with the pressure holding
valve (11). The pressure on the opposing face of the piston B2 (6) drops to a residual pressure.
The working pressure (p-A) is formed and travels via the 2-3 holding pressure shift valve, the 2-3 command valve
and the ball valve (16) to multi-plate clutch K3 (4) and via the 3-4 command valve (13) to the end face of the 3-4
shift pressure shift valve (14). The 3-4 shift pressure shift valve (14) is moved against the force of the spring
towards the right. At the same time the 3-4 solenoid valve (10) is energized. This allows shift valve pressure (p-SV)
to enter the spring chamber of the shift valve B2 (9) and to reach the end face of the 3-4 command valve (13). The
shift valve B2 (9) is held in the upper position and the 3-4 command valve (13) switches towards the right. At the
end face of the 3-4 shift pressure shift valve (14) the working pressure (p-A) is replaced by shift valve pressure
(p-SV).
The 3-4 command valve (13) moves to the left. Working pressure (p-A) travels via the holding pressure shift valve
(12) and the 3-4 command valve (13) to the piston of multiple-disc holding clutch B2 (5).

CAUTION: Before attempting any repair on a NAG1 automatic transmission, check for Diagnostic Trouble
Codes with the appropriate scan tool.
Transmission malfunctions may be caused by these general conditions:

• Poor engine performance.
• Improper adjustments.
• Hydraulic malfunctions.
• Mechanical malfunctions.
• Electronic malfunctions.
• Transfer case performance (if equipped).
Diagnosis of these problems should always begin by checking the easily accessible variables: fluid level and con-
dition, gearshift cable adjustment. Then perform a road test to determine if the problem has been corrected or if
more diagnosis is necessary.
PRELIMINARY
Two basic procedures are required. One procedure for vehicles that are drivable and an alternate procedure for
disabled vehicles (will not back up or move forward).
VEHICLE IS DRIVABLE
1. Check for transmission fault codes using the appropriate scan tool.
2. Check fluid level and condition.
3. Adjust gearshift cable if complaint was based on delayed, erratic, or harsh shifts.
4. Road test and note how transmission upshifts, downshifts, and engages.
VEHICLE IS DISABLED
1. Check fluid level and condition.
2. Check for broken or disconnected gearshift cable.
3. Check for cracked, leaking cooler lines, or loose or missing pressure-port plugs.
4. Raise and support vehicle on safety stands, start engine, shift transmission into gear, and note following:
a. If propeller shaft turns but wheels do not, problem is with differential or axle shafts.
b. If propeller shaft does not turn and transmission is noisy, stop engine. Remove oil pan, and check for debris.
If pan is clear, remove transmission and check for damaged driveplate, converter, oil pump, or input shaft.
c. If propeller shaft does not turn and transmission is not noisy, perform hydraulic-pressure test to determine if
problem is hydraulic or mechanical.
ROAD TESTING
Before road testing, be sure the fluid level and control cable adjustments have been checked and adjusted if nec-
essary. Verify that all diagnostic trouble codes have been resolved.
Observe engine performance during the road test. A poorly tuned engine will not allow accurate analysis of trans-
mission operation.
Operate the transmission in all gear ranges. Check for shift variations and engine flare which indicates slippage.
Note if shifts are harsh, spongy, delayed, early, or if part throttle downshifts are sensitive.
Slippage indicated by engine flare, usually means clutch, overrunning clutch, or line pressure problems.
A slipping clutch can often be determined by comparing which internal units are applied in the various gear ranges.
The Clutch Application chart CLUTCH APPLICATION provides a basis for analyzing road test results.
CLUTCH APPLICATION
GEAR RATIO B1 B2 B3 K1 K2 K3 F1 F2
1 3.59 X* X X* X X
2 2.19 X X X* X
3 1.41 X X X
4 1.00 X X X
5 0.83 X X X X*
N N/A X X
R 3.16 X* X X X
R - Limp 1.93 X X X
In
* = The shift components required during coast.

Harsh N-D Engagement 1. Transmission adaptation/ 1. Check for latest level TCM
Harsh N-R Engagement calibration. software. Perform the TCM
adaptation procedure. (Refer to
8 - ELECTRICAL/ELECTRONIC
CONTROL MODULES/
TRANSMISSION CONTROL
MODULE - STANDARD
PROCEDURE)
2. Transmission in limp-home mode. 2. Check TCM for DTCs. Repair
as needed.
3. Driveline lash/movement. 3. Check engine mounts,
transmission mount, driveshaft
couplings, rear crossmember
mounts, axle mounts and axle
lash.
4. Converter clutch or lock up control 4. Perform converter clutch
valve malfunction. diagnostics test. Inspect valve
body for stuck or sticky lock up
control valve. If valve motion is
free, replace lock up solenoid
and retest.
5. Valve Body Malfunction. 5. Inspect valve body for stuck
or sticky regulator valve.
6. Clutch or planetary component 6. Remove, disassemble and
damage. repair transmission as
necessary.

Delayed N-D or N-R 1. Transmission adaptation/ 1. Check for latest level TCM
Engagement calibration. software. Perform the TCM
CONTROL MODULES/
MODULE - STANDARD
PROCEDURE)
2. Torque converter fluid drain back, 2. If vehicle moves normally
delayed soft engagement. after 3 seconds of shifting into
gear, no repair is necessary. If
longer, inspect pump for worn
bushing.
3. Fluid Level Low. 3. Check and adjust fluid level.
(Refer to 21 - TRANSMISSION/
AUTOMATIC - NAG1/FILTER -
STANDARD PROCEDURE)
4. Filter plugged. 4. Check TC out pressure, if <
10psi, check for plugged filter.
Replace if needed.
5. Filter damaged or missing, 5. Check for damaged/missing
missing o-ring. filter or cut/missing o-ring.
6. Valve Body Malfunction. 6. Inspect valve body for stuck/
sticky regulator valve or shift
group valves.
7. Oil pump gears worn/damaged. 7. Inspect pump for damage or
excessive clearances. Replace
if needed.
No Drive or Reverse 1. Fluid level low. 1. Check and adjust fluid level.
Engagement (vehicle will (Refer to 21 - TRANSMISSION/
not move) AUTOMATIC - NAG1/FILTER -
STANDARD PROCEDURE)
2. Misadjusted/damaged shift cable. 2. Inspect shift system. Adjust
and/or replace worn/damaged
parts.
Replace if needed.
4. Filter damaged or missing, 4. Check for damaged/missing
missing filter o-ring. filter or cut/missing o-ring.
5 Hydraulic system-Low/no line 5. Remove valve body. Inspect
pressure. or sticky/stuck regulator valve.
If valve motion is free, replace
line pressure solenoid and
retest. If condition still exists
check for worn/damaged pump.
Replace pump assembly if
needed.
Shudder garage shift R-D 1. Transmission adaptation/ 1. Check for latest level TCM
or D-R calibration. software. Perform the TCM
CONTROL MODULES/
MODULE - STANDARD
PROCEDURE)
2. Customer applying throttle while 2. Instruct customer to wait until
shift is in progress. shift is complete prior to
applying throttle.
Harsh rolling garage shift 1. Transmission adaptation/ 1. Check for latest level TCM
R-D or D-R calibration. software. Perform the TCM
CONTROL MODULES/
MODULE - STANDARD
PROCEDURE)
2. Customer shifting into desired 2. Instruct customer to only shift
range with vehicle motion. into the desired range with the
vehicle stopped and the service
brake applied.
as needed.
Engine stalls when 1. Converter clutch or lock up control 1. Perform converter clutch
transmission is shifted into valve malfunction. diagnostics test. Inspect valve
R or D. body for stuck or sticky lock up
control valve. If valve motion is
free, replace lock up solenoid
and retest.
2. Defective torque converter. 2. Replace torque converter.
Clunk/click noise during 1. Stick-slip condition between output 1. Replace output flange and
garage shift from R-D or flange and output shaft nut upon nut.
D-R torque reversal from R to D or D to
R. Click on first launch.
Harsh Upshift or downshift 1. Transmission adaptation/ 1. Check for latest level TCM
calibration. software. Perform the TCM
CONTROL MODULES/
MODULE - STANDARD
PROCEDURE)
2. Valve body malfunction. 2. Inspect valve body for
sticky/stuck valves. Repair as
needed. If valve motion is free,
replace shift pressure solenoid
and line pressure solenoid and
retest.
3. Damaged or misbuilt clutch. 3. Remove, disassemble and
repair transmission as needed.

EMCC Shudder 1. Transmission adaptation/ 1. Check for latest level TCM
CONTROL MODULES/
MODULE - STANDARD
PROCEDURE)
2. Fluid condition, contamination or 2. Change fluid per service
wrong type. manual procedures. (Refer to
21 - TRANSMISSION/
STANDARD PROCEDURE)
3. Valve body malfunction. 3. Remove valve body. Inspect
for sticky/stuck lock up control
valve. If valve motion is free,
replace the lock up solenoid
and retest.
4. Defective torque converter. 4. Replace torque converter.
Grating or Scraping Noise 1. Torque converter bolts contacting 1. Dust shield bent. Replace if
proportional to engine dust shield. needed. Torque converter bolt
speed backed out. Replace with new
bolt and torque to proper level.
2. Damaged/broken drive plate. 2. Inspect driveplate. Replace if
needed.
Grating or Scraping Noise 1. Driveshaft or rear axle noise. 1. Check driveshaft, center
proportional to transmission bearing and axle for noise or
output speed contact with other components.
2. Transmission output bearing 2. Replace output bearing and
noise. retest.
3. Internal transmission damage. 3. Remove, disassemble and
repair transmission as needed.
High pitched whine/noise 1. Fluid level low. 1. Check and adjust fluid level.
related to engine speed (Refer to 21 - TRANSMISSION/
STANDARD PROCEDURE)
as needed.
Replace if needed.
4. Filter damaged or missing. 4. Check for damaged/missing
filter or cut/missing o-ring.
5. Oil pump bushing worn/ damaged. 5. Visually inspect for worn or
damaged pump bushing.
Replace pump assembly if
needed.
6. Oil pump gears worn/ damaged. 6. Inspect for worn or damaged
pump gears. Replace pump
assembly if needed.
Slips on 1-2 upshift 1. Transmission adaptation/ 1. Check for latest level TCM
CONTROL MODULES/
MODULE - STANDARD
PROCEDURE)
2. Fluid level low. 2. Check and adjust fluid level.
STANDARD PROCEDURE)
4. Valve body malfunction. 4. Check for sticky/stuck 2-3
shift pressure valve or regulator
valve.
5. F1 or K1 clutch damaged. 5. Disassemble transmission
inspect for damaged F1 or K1
clutch. Repair as needed.
CONTROL MODULES/
MODULE - STANDARD
PROCEDURE)
STANDARD PROCEDURE)
valve.
5. F2 or B2 clutch damaged. 5. Disassemble transmission,
inspect for damaged F2 or B2

CONTROL MODULES/
MODULE - STANDARD
PROCEDURE)
STANDARD PROCEDURE)
valve.
5. K3 or B2 clutch damaged. 5. Disassemble transmission,
inspect for damaged K3 or B2
CONTROL MODULES/
MODULE - STANDARD
PROCEDURE)
STANDARD PROCEDURE)
valve.
5. B1 or K1 clutch damaged. 5. Disassemble transmission,
inspect for damaged B1 or K1
In-gear shudder on heavy 1. Fluid level low. 1. Check and adjust fluid level.
acceleration (Refer to 21 - TRANSMISSION/
STANDARD PROCEDURE)
No Drive engagement 1. Customer shifting into N at vehicle 1. Instruct the customer that
following a shift to N speeds greater than 25mph and they should not shift into N at
tipping in on the throttle. vehicle speeds greater 25mph.
2. Shift system malfunction. 2. Inspect shift system for
proper adjustment or damage.
Check shifter for DTCs. Repair
as needed.
Reverse gear position 1. Customer shifting into R at vehicle 1. Instruct customer that R
blocked engagement when speeds greater than 7mph. shifter position is blocked at
moving shift lever from D vehicle speeds greater than
position 7mph.
2. Shift system malfunction. 2. Inspect shift system for
proper adjustment or damage.
Check shifter for DTCs. Repair
as needed.
No Engine Cranking in P or 1. Gearshift cable adjustment. 1. Adjust shift cable and retest.
N 2. Shift system malfunction. 2. Check shifter DTCs. Inspect
shift cable and lever assembly.
Adjust and/or replace worn/
damaged parts.
3. Valve body malfunction. 3. Starter lockout contact
malfunction. Remove valve
body, replace lead frame
assembly.

Fluid Leak 1. Leak in area of bell housing. 1. Check bolt torque on internal
bell housing bolts. If loose,
replace fastener and torque to
proper level. If bolts are to
proper torque level, check
pump outer seal and impeller
seal. Replace if needed.
2. Leak in area of control unit(valve 2. Check connector for
body) electrical connector. damaged(cut) or missing
o-rings. Replace as needed.
3. Leak in area of pan gasket. 3. Check for proper torque on
oil pan clamps. Check for
mis-positioned or rolled gasket.
Repair as needed.
4. Free Wheeling Clutch F2 4. Replace Free Wheeling
Defective. Clutch F2, Hollow Shaft, and
Rear Sun Gear/Inner Disc
Carrier K3.
5. Leak in area of park guide plug. 5. Remove park guide plug.
Check for damaged(cut) or
missing o-ring. If o-ring is in
good condition, install new plug.
6. Leak in area of shift lever. 6. Check for damaged shift
lever seal or damaged lever.
Repair as needed.
7. Leak in area of output flange. 7. Check for worn/damaged
slinger seal and output seal.
Visually inspect output flange
seal surface for damage.
Repair as needed.
8. Leak in area of transmission vent. 8. Check fluid level for overfill
condition. Adjust as needed. If
fluid level is within specification,
ride check vehicle. Monitor
transmission temperature. If
high operating temperatures are
observed, fluid may be
contaminated or cooling system
malfunctioning. Change fluid
per service manual procedures.
Refer to cooling system
diagnostics if needed.
9. Leak in area of transmission fill 9. Inspect fill tube cap for
tube. proper installation. Inspect fill
tube grommet between case
and fill tube for leakage. Repair
as needed.
AIR CHECKING TRANSMISSION CLUTCH OPERATION
Air-pressure testing can be used to check transmis-
sion clutch operation. The test can be conducted with
the transmission either in the vehicle or on the work
bench, as a final check.
Air-pressure testing requires that the oil pan and valve
body be removed from the transmission. The clutch
apply passages are shown in the NAG1 Clutch Appli-
cation Ports graphic.
NOTE: The air supply which is used must be free

of moisture and dirt. Use a pressure of 30 psi to
test clutch operation.
Apply air pressure at each port. If the clutch is func-

tioning, a soft thump will be heard as the clutch is
applied. The clutch application can also be felt by
touching the appropriate element while applying air
pressure. As the air pressure is released, the clutch
should also release.
NAG1 Clutch Application Ports
1 - K1 CLUTCH APPLY PORT

2 - B1 CLUTCH APPLY PORT
4 - TORQUE CONVERTER CLUTCH APPLY PORT
6 - B2 CLUTCH COUNTER-PRESSURE PORT
STANDARD PROCEDURE - ALUMINUM THREAD REPAIR

Damaged or worn threads in the aluminum transmission case and valve body can be repaired by the use of Heli-
Coils™, or equivalent. This repair consists of drilling out the worn-out damaged threads. Then tap the hole with a
special Heli-Coil™ tap, or equivalent, and installing a Heli-Coil™ insert, or equivalent, into the hole. This brings the
hole back to its original thread size.
Heli-Coil™, or equivalent, tools and inserts are readily available from most automotive parts suppliers.
REMOVAL
NOTE: If the transmission is being reconditioned (clutch/seal replacement) or replaced, it is necessary to
perform the TCM Adaptation Procedure using the scan tool (Refer to 8 - ELECTRICAL/ELECTRONIC CON-
TROL MODULES/TRANSMISSION CONTROL MODULE - STANDARD PROCEDURE).
3. For AWD vehicles, remove the transfer case,
(Refer to 21 - TRANSMISSION/TRANSFER CASE
- REMOVAL), and front axle, (Refer to 3 - DIFFER-
ENTIAL & DRIVELINE/FRONT AXLE - REMOVAL).
4. For RWD vehicles:
a. Mark propeller shaft (1) and the transmission
flange (4) for assembly alignment.
b. Remove the bolts (2) holding the rear propeller
shaft coupler (3) to the transmission flange (4).
c. Slide the propeller shaft (1) rearward until the
coupler clears the propeller shaft pilot (5) on
the transmission output shaft.
NOTE: The starters are located on the right side of

the transmission for RWD vehicles and they are on
the left side for AWD vehicles.
5. Remove the bolts (2) holding the starter motor (1)

to the transmission. (Refer to 8 - ELECTRICAL/
STARTING/STARTER MOTOR - REMOVAL)
6. Remove the starter (1) from the transmission
starter pocket and safely relocate.
7. Remove the bolt (2) holding the torque converter

access cover (1) to the transmission.
8. Remove the torque converter access cover (1)
from the transmission.
9. For gas engines, rotate crankshaft in clockwise
direction until converter bolts (1) are accessible.
Then remove bolts (1) one at a time. Rotate crank-
shaft with socket wrench on dampener bolt.
10. For diesel engines, rotate crankshaft in clockwise

direction until converter bolts (1) are accessible.
Then remove bolts (1) one at a time. Rotate
crankshaft with socket wrench on dampener bolt.
11. Disconnect the gearshift cable (1) from the trans-

mission manual valve lever (3).
12. Loosen the bolts holding the shift cable retaining
strap (2) to the transmission.
13. Remove the shift cable (1) from the transmission.
14. Disconnect 13-pin plug connector (1). Turn bayo-

net lock of the adapter plug (2) anti-clockwise.
15. Remove the 13-pin connector (1) from the
transmission.
16. Disconnect transmission fluid cooler lines (1) at

transmission fittings (2) and clips (3).
17. Disconnect the transmission vent hose from the
transmission.
18. Support rear of engine with safety stand or jack.

19. Raise transmission slightly with service jack to
relieve load on crossmember and supports.
20. Remove bolts (2) securing rear support and cush-
ion (3) to transmission crossmember (1).
21. Remove bolts attaching crossmember (1) to frame
and remove crossmember.
22. Remove the bolts (1) holding the engine oil pan
(2) to the transmission (3), gas engines.
23. Remove all remaining bolts (2) holding the engine

(1) to the transmission (3).
24. Carefully work transmission and torque converter
assembly rearward off engine block dowels.
25. Hold torque converter in place during transmission
removal.
26. Lower transmission and remove assembly from
under the vehicle.
27. To remove torque converter, carefully slide torque
converter out of the transmission.
DISASSEMBLY
NOTE: Tag all clutch pack assemblies, as they are removed, for reassembly identification.
1. Remove the torque converter (1).
2. Place transmission in a vertical position.

3. Measure input shaft end play as follows:
a. Attach Adapter 8266-18 (2) to Handle 8266-8
(1).
b. Attach dial indicator C-3339 (3) to Handle
8266-8 (1).
c. Install the assembled tool onto the input shaft
of the transmission and tighten the retaining
screw on Adapter 8266-18 (2) to secure it to
the input shaft.
d. Position the dial indicator plunger against a flat
spot on the oil pump and zero the dial indica-
tor.
e. Move the input shaft in and out. Record the
maximum travel for assembly reference.
4. Loosen adapter plug bolt (9) and remove from the
adapter plug (10) from the transmission housing.
5. Detach oil pan (5).
6. Remove oil filter (4).
7. Unscrew Torx socket bolts (3) and remove electro-
hydraulic unit (2).
1 - HEAT SHIELD
2 - ELECTROHYDRAULIC UNIT
3 - BOLT
4 - OIL FILTER
5 - OIL PAN
6 - CLAMPING ELEMENT
7 - BOLT
8 - 13-PIN PLUG CONNECTOR
9 - BOLT
10 - ADAPTER PLUG
8. Place the transmission in PARK to prepare for the

removal of the output shaft nut.
9. Remove the nut, with a 30 mm 12 point socket,
holding the propeller shaft flange to the output
shaft and remove the flange.
10. Remove the transmission rear oil seal with a suit-
able slide hammer and screw.
11. Remove the transmission output shaft washer. Be
sure to tag the washer since it is very similar to
the geartrain end-play shim and they must not be
interchanged.
12. Remove the transmission rear output shaft bear-
ing retaining ring (1).
13. Position Bearing Remover 9082 (1) over the inner

race of the output shaft bearing (3).
NOTE: Due to production variations in the bearing,

it may not be possible to slide the collar fully
downward. It is only necessary to slide the collar
down far enough that the fingers securely grasp
the inner bearing race.
14. Slide the collar (3) on the Bearing Remover 9082

(1) downward over the fingers (4) of the tool.
15. Remove the output shaft bearing (3).
16. Remove the geartrain end-play shim from the out-
put shaft. Be sure to tag the shim since it is very
similar to the output shaft washer and they must
Remove K1, K2, and K3 Clutches
1 - DRIVING CLUTCH K1 5 - THRUST WASHER

2 - SUN GEAR OF FRONT PLANETARY GEAR SET 6 - FRONT PLANETARY GEAR SET, DRIVING CLUTCH K2, AND
INPUT SHAFT
3 - DRIVING CLUTCH K3, OUTPUT SHAFT , AND CENTER AND 7 - SEALING RINGS
REAR PLANETARY GEAR SETS
4 - THRUST NEEDLE BEARING
17. Remove the bolts holding the transmission housing to the converter housing from inside the converter housing.
18. Stand the transmission upright on the converter housing. Be sure to use suitable spacers between the bench
surface and the converter housing since the input shaft protrudes past the front surface of the housing.
19. Remove the remaining bolts holding the transmission housing to the converter housing.
20. Remove the transmission housing from the converter housing.
21. Remove output shaft with center and rear gear set and clutch K3 (3).
22. Remove thrust needle bearing (4) and thrust washer (5).
23. Remove input shaft with clutch K2 and front gear set (6).
24. Remove clutch K1 (1).
Remove Holding Clutch B1 and Oil Pump
1 - BOLTS - M6X32 4 - BOLTS - M8X35

2 - CONVERTER HOUSING 5 - HOLDING CLUTCH B1
3 - INTERMEDIATE PLATE 6 - OIL PUMP
25. Unscrew Torx socket bolts (4) and remove oil pump (6). Screw two opposed bolts into the oil pump housing and
press the oil pump out of the converter housing by applying light blows with a plastic hammer.
26. Remove and discard the torque converter hub seal and the oil pump outer o-ring seal from the oil pump.
27. Unscrew Torx socket bolts (1) and remove multiple-disc holding clutch B1 (5) from converter housing. Screw
two opposed bolts into the multiple-disc holding clutch B1 (5) and separate from the converter housing by
applying light blows with a plastic hammer.
28. Detach intermediate plate (3) from converter housing (2).
Remove B2, B3, and Parking Gear
1 - SNAP-RING 5 - PARK GEAR

2 - HOLDING CLUTCH B3 DISCS 6 - TRANSMISSION HOUSING
3 - SPRING WASHER 7 - BOLTS - M8X60
4 - HOLDING CLUTCH B2
29. Remove multiple-disc pack B3 (2) and spring washer (3) by removing snap-ring (1) in transmission housing. To
facilitate removal of the snap-ring (1), compress the multiple-disc pack B3 (2). Note which clutch disc is
removed just prior to the spring washer (3) for re-assembly. If the clutch discs are re-used, this disc must be
returned to its original position on top of the spring washer.
30. Unscrew Torx socket bolts (7).
31. Remove multiple-disc holding clutch B2 (4) from transmission housing. The externally toothed disc carrier for
multiple-disc holding clutch B2 is also the piston for multiple-disc holding clutch B3.
32. Remove parking lock gear (5).
ASSEMBLY
Install B2, B3, and Parking Gear
1 - SNAP-RING 5 - PARK GEAR

2 - HOLDING CLUTCH B3 DISCS 6 - TRANSMISSION HOUSING
3 - SPRING WASHER 7 - BOLTS - M8X60
1. Insert parking lock gear (5).

2. Install multiple-disc holding clutch B2 (4) in transmission housing (6).
3. Screw in both Torx socket bolts (7). Tighten the bolts to 16 N·m (141 in.lbs.).
NOTE: During the measurement the snap ring (7)

must contact the upper bearing surface of the
groove in the outer multiple-disc carrier (8).
NOTE: Pay attention to sequence of discs. If the

original clutch discs are reused, be sure to return
the disc identified on disassembly as belonging
on top of the spring washer (4) to its original loca-
tion. Place new friction multiple-discs in ATF fluid
for one hour before installing.
CAUTION: Apply only light pressure (less than 10

N (3 lbs.) of force) to the clutch pack when mea-
suring the clutch clearance with the feeler gauge.
Applying excessive force to the clutch will give an
incorrect reading and lead to a transmission fail- 1 - OUTER DISC - 6.5 MM 5 - PISTON
ure. (0.256 IN.)
2 - OUTER DISCS - 1.8 MM 6 - FRICTION DISCS
(0.071 IN.)
4. Insert and measure spring washer (4) and multiple- 3 - OUTER DISCS - 1.8 MM 7 - SNAP-RING
disc pack B3 (2, 6). (0.071 IN.)
4 - SPRING WASHER 8 - B3 DISC CARRIER
a. Put multiple-discs for multiple-disc holding clutch B3 together in the sequence shown in the illustration and
insert individually.
b. Using a feeler gauge, determine the play 9L9 at three points between the snap ring (7) and outer multiple-
disc (1). B3 clutch clearance should be 1.0-1.4 mm (0.039-0.055 in.). Adjust the clearance as necessary.
c. Adjust with snap-ring (7), if necessary. Snap-rings are available in thicknesses of 3.2 mm (0.126 in.), 3.5 mm
(0.138 in.), 3.8 mm (0.150 in.), 4.1 mm (0.162 in.), 4.4 mm (0.173 in.), and 4.7 mm (0.185 in.).
5. Check that the K1 clutch feed hole (1) in the inner
hub of clutch B1 is free before installing clutch B1.
Install Holding Clutch B1 and Oil Pump
1 - BOLTS - M6X32 4 - BOLTS - M8X35

2 - CONVERTER HOUSING 5 - HOLDING CLUTCH B1
3 - INTERMEDIATE PLATE 6 - OIL PUMP
6. Place intermediate plate (3) on converter housing (2) and align.

NOTE: The intermediate plate can generally be used several times. The plate must not be coated with addi-
tional sealant
7. Install the holding clutch B1 (5) onto the converter housing and intermediate plate. Installed position of clutch B1
in relation to converter housing is specified by a plain dowel pin in clutch B1 (arrow).
8. Install the bolts to hold clutch B1 (5) to the converter housing.
9. Securely tighten multiple-disc holding clutch B1 (5) on converter housing (2) to 10 N·m (89 in.lbs.).
10. Install new torque converter hub seal (1) into the
oil pump using Seal Installer 8902A.
11. Install new oil pump outer o-ring seal onto oil
pump.
12. Install oil pump (6) and securely tighten. Tighten
the oil pump bolts to 20 N·m (177 in.lbs.).
Install K1, K2, and K3 Clutches
1 - DRIVING CLUTCH K1 5 - THRUST WASHER

2 - SUN GEAR OF FRONT PLANETARY GEAR SET 6 - FRONT PLANETARY GEAR SET, DRIVING CLUTCH K2, AND
INPUT SHAFT
3 - DRIVING CLUTCH K3, OUTPUT SHAFT , AND CENTER AND 7 - SEALING RINGS
REAR PLANETARY GEAR SETS
4 - THRUST NEEDLE BEARING
13. Using grease, insert sealing rings (7) in the groove so that the joint remains together.
14. Install the K1 (1) clutch onto the B1 clutch.
15. Install input shaft with clutch K2 (6) and front gear set (1).
16. Install front washer (5) and thrust needle bearing (4).
17. Install output shaft with center and rear gear set and clutch K3 (3).
18. Using grease, install both Teflon rings in the
groove at the rear of the output shaft so that the
joint stays together.
19. Mount transmission housing on converter housing.
20. Screw in Torx socket bolts through the transmis-
sion housing into the converter housing. Tighten
the bolts to 20 N·m (177 in.lbs.).
NOTE: Verify that there are no nicks or other irreg-

ularities in the surface of the transmission case
that will cause an inaccurate measurement.
21. Measure end-play between park pawl gear and

grooved ball bearing in order to select the proper
geartrain end-play shim.
22. Place Gauge Bar 6311 (1) on transmission hous-
ing. Using a depth gauge, measure from the
gauge bar (1) to the parking lock gear (2).
23. Using a depth gauge, measure from the Gauge

Bar 6311 (1) to the contact surface of the output
shaft bearing (2) in the transmission housing.
24. Subtract the first figure from the second figure to
determine the current end-play of the transmis-
sion. Select a shim such that the end-play will be
0.3-0.5 mm (0.012-0.020 in.). Shims are available
in thicknesses of 0.2 mm (0.008 in.), 0.3 mm
(0.012 in.), 0.4 mm (0.016 in.), and 0.5 mm (0.020
in.).
25. Install the selected end-play shim.
26. Screw in Torx socket bolts through the converter

housing into the transmission housing. Tighten the
bolts to 20 N·m (177 in.lbs.).
27. Install output shaft bearing (2) in rear transmission
housing. Using Bearing Installer 9287 (1), install
the output shaft bearing (2) into the transmission
housing. The closed side of the plastic cage
must point towards the parking lock gear.
28. Install the retaining ring (1). Ensure that the

retaining ring is seated correctly in the groove.
29. Check that there is no play between the bearing
and the retaining ring using feeler gauge.
30. There must be no play between the retaining ring
and the bearing. If the ring cannot be installed, a
thinner ring must be used. If there is play between
the ring and the bearing, a thicker ring must be
installed. Retaining rings are available in thick-
nesses of 2.0 mm (0.079 in.), 2.1 mm (0.083 in.),
and 2.2 mm (0.087 in.).
31. Rotate the transmission so that the bellhousing is
pointed upward and ensuring that the output shaft
is allowed to move freely.
32. Measure input shaft end-play.
NOTE: If end-play is incorrect, transmission is

incorrectly assembled, or the geartrain end-play
shim is incorrect. The geartrain end-play shim is
selective.
a. Attach Adapter 8266-18 (2) to Handle 8266-8

(1).
b. Attach dial indicator C-3339 (3) to Handle
8266-8 (1).
c. Install the assembled tool onto the input shaft
of the transmission and tighten the retaining
screw on Adapter 8266-18 to secure it to the
input shaft.
d. Position the dial indicator plunger against a flat
spot on the oil pump and zero the dial indica-
tor.
e. Move input shaft in and out and record reading. End play should be 0.3-0.5 mm (0.012-0.020 in.). Adjust as
necessary.
33. Install the output shaft washer onto the output
shaft.
34. Install a new transmission rear seal into the trans-
mission case with Seal Installer 8902A (1).

installation of the output shaft nut.
36. Inspect the seal protector on the rear of the out-
put shaft flange. Replace the seal protector if
damaged. the seal protector can be removed
using a suitable pry tool and installed with a suit-
able tube style tool.
37. Install the propeller shaft flange onto the output
shaft and install an new flange nut. Tighten the
flange nut, with a 30 mm 12 point socket, to 200
N·m (148 ft.lbs.).
38. Place the Staking Tool 9078 (2) and Driver Handle
C-4171 onto the output shaft.
39. Rotate the Staking Tool 9078 (2) until the align-
ment pin (3) engages the output shaft notch (4).
40. Press downward on the staking tool (1) until the

staking pin (3) contacts the output shaft nut flange
(2).
41. Strike the Driver handle C-4171 with a suitable
hammer until the output shaft nut is securely
staked to the output shaft.
42. Install electrohydraulic unit (2). Tighten the bolts

to 8 N·m (71 in.lbs.).
43. Install oil filter (4).
44. Install oil pan (5). Tighten the bolts to 8 N·m (71
in.lbs.).
45. Install the adapter plug (10). Tighten the bolt (9)
to 2.5 N·m ( 22 in. lbs.).
1 - HEAT SHIELD
3 - BOLT
4 - OIL FILTER
5 - OIL PAN
7 - BOLT
9 - BOLT
10 - ADAPTER PLUG
46. Install the torque converter.
INSTALLATION
1. Check torque converter hub and hub drive flats for sharp edges burrs, scratches, or nicks. Polish the hub and
flats with 320/400 grit paper and crocus cloth if necessary. The hub must be smooth to avoid damaging pump
seal at installation.
2. If a replacement transmission is being installed, transfer any components necessary, such as the manual shift
lever and shift cable bracket, from the original transmission onto the replacement transmission.
3. Lubricate oil pump seal lip with transmission fluid.
4. Place torque converter (1) in position in transmis-
sion (2).
CAUTION: Do not damage oil pump seal or con-

verter hub while inserting torque converter into
the front of the transmission.
5. Align torque converter to oil pump seal opening.

6. Insert torque converter hub into oil pump.
7. While pushing torque converter inward, rotate con-
verter until converter is fully seated in the oil pump
gears.
8. Check converter seating with a scale and straight-
edge (A). Surface of converter lugs should be at
least 19 mm (3/4 in.) to rear of straightedge when
converter is fully seated.
9. If necessary, temporarily secure converter with C-clamp attached to the converter housing.
10. Check condition of converter driveplate. Replace
the plate if cracked, distorted or damaged. Also
be sure transmission dowel pins are seated in
engine block and protrude far enough to hold
transmission in alignment.
11. Apply a light coating of MoparT High Temp
Grease to the torque converter hub pocket in the
rear pocket of the engine’s crankshaft.
12. Raise transmission (3) and align the torque con-
verter with the drive plate and the transmission
converter housing with the engine block (1).
13. Move transmission forward. Then raise, lower, or
tilt transmission to align the converter housing
with the engine block dowels.
14. Carefully work transmission forward and over
engine block dowels until converter hub is seated in crankshaft. Verify that no wires, or the transmission vent
hose, have become trapped between the engine block and the transmission.
15. Install two bolts (2) to attach the transmission to the engine.
16. Install remaining torque converter housing to engine bolts (2). Tighten to 39 N·m (29 ft.lbs.).
17. Install rear transmission crossmember (1). Tighten
crossmember to frame bolts to 68 N·m (50 ft.lbs.).
18. Install rear support (3) to transmission. Tighten
19. Lower transmission onto crossmember and install
bolts attaching transmission mount to crossmem-
ber. Tighten clevis bracket to crossmember
bolts(2) to 47 N·m (39 ft.lbs.).
20. Remove engine support fixture.
21. Install the transmission (3) to engine oil pan (2)

bolts (1). Tighten to 39 N·m (29 ft.lbs.).
22. Connect the gearshift cable (1) to the transmis-
sion manual shift lever (3).
23. Check O-rings on plug connector (1) , and replace

if necessary.
24. Install the plug connector (1) into the adapter plug
(2). Turn bayonet lock of the adapter plug (2)
clockwise to connect plug connector (1).
25. Position the heat shield (2) , if equipped, onto the

transmission housing and install the screw (1) and
bolt (3) to hold the shield in place.
CAUTION: It is essential that correct length bolts

be used to attach the converter to the driveplate.
Bolts that are too long will damage the clutch sur-
face inside the converter.
26. For gas engines, install all torque converter-to-

driveplate bolts (1) by hand.
27. Verify that the torque converter is pulled flush to
the driveplate. Tighten bolts to 42 N·m (31 ft. lbs.).

28. For diesel engines, install all torque converter-to-

driveplate bolts (1) by hand.
the driveplate. Tighten bolts to 42 N·m (31 ft. lbs.).
30. Install the torque converter bolt access cover (1)

onto the transmission. Install the access cover
bolt (2) and tighten to 11 N·m (8 ft.lbs.).
NOTE: The starters are located on the right side of
the transmission for RWD vehicles and they are on
the left side for AWD vehicles.
31. Install starter motor (1). (Refer to 8 - ELECTRI-

CAL/STARTING/STARTER MOTOR -
INSTALLATION)
32. Connect the cooler line fittings (2) and cooler lines
(1) to the transmission.
NOTE: Inspect the fill tube grommet to determine

if the grommet is new or used. If a new fill tube
grommet is in the transmission case, pierce the
center of the grommet with a ballpoint pen, or sim-
ilar instrument, to prepare the grommet for the fill
tube installation.
33. Install transmission fill tube.

34. Install exhaust components.
35. For AWD vehicles, install the transfer case, (Refer

to 21 - TRANSMISSION/TRANSFER CASE -
INSTALLATION), and the front axle, (Refer to 3 -
DIFFERENTIAL & DRIVELINE/FRONT AXLE -
INSTALLATION).
36. For RWD vehicles:
a. Align and connect the propeller shaft (1).
(Refer to 3 - DIFFERENTIAL & DRIVELINE/
PROPELLER SHAFT - INSTALLATION)
37. Adjust gearshift cable if necessary.
38. Lower vehicle.
40. Fill the transmission with the appropriate transmis-
sion fluid (Refer to LUBRICATION & MAINTE-
NANCE/FLUID TYPES - DESCRIPTION)
according to the standard procedure (Refer to 21 - TRANSMISSION/AUTOMATIC - NAG1/FLUID AND FILTER
- STANDARD PROCEDURE).

41. Verify proper operation.

SCHEMATICS AND DIAGRAMS
HYDRAULIC FLOW IN PARK

HYDRAULIC FLOW IN REVERSE - FAILSAFE

HYDRAULIC FLOW IN REVERSE

HYDRAULIC FLOW IN NEUTRAL - DEFAULT

HYDRAULIC FLOW IN NEUTRAL

HYDRAULIC FLOW IN NEUTRAL TO DRIVE TRANSITION

HYDRAULIC FLOW IN DRIVE - FAILSAFE

HYDRAULIC FLOW IN DRIVE - FIRST GEAR

HYDRAULIC FLOW IN DRIVE - FIRST TO SECOND GEAR TRANSITION

HYDRAULIC FLOW IN DRIVE - SECOND GEAR

HYDRAULIC FLOW IN DRIVE - SECOND TO THIRD GEAR TRANSITION

HYDRAULIC FLOW IN DRIVE - THIRD GEAR

HYDRAULIC FLOW IN DRIVE - THIRD TO FOURTH GEAR TRANSITION

HYDRAULIC FLOW IN DRIVE - FOURTH GEAR

HYDRAULIC FLOW IN DRIVE - FOURTH TO FIFTH GEAR TRANSITION

HYDRAULIC FLOW IN DRIVE - FIFTH GEAR

HYDRAULIC FLOW IN DRIVE - FIFTH GEAR - EMCC

HYDRAULIC FLOW IN DRIVE - FIFTH TO FOURTH GEAR TRANSITION

HYDRAULIC FLOW IN DRIVE - FOURTH TO THIRD GEAR TRANSITION

HYDRAULIC FLOW IN DRIVE - THIRD TO SECOND GEAR TRANSITION

HYDRAULIC FLOW IN DRIVE - SECOND TO FIRST GEAR TRANSITION

SPECIFICATIONS
GEAR RATIOS
1ST 3.59:1
2ND 2.19:1
3RD 1.41:1
4TH 1.00:1
5TH 0.83:1
REVERSE 3.16:1
SPECIFICATIONS
COMPONENT METRIC (mm) INCH (in.)

Geartrain End-play 0.3-0.5 0.012-0.020
Geartrain End-play Shim 0.2, 0.3, 0.4, and 0.5 0.008, 0.012, 0.016, 0.020
Rear Planetary Gear Set End-play 0.15-0.6 0.006-0.024
Rear Planetary Gear Set Snap-rings 3.0, 3.4, and 3.7 0.118, 0.134, 0.146
B1 Clutch Clearance - 2 Disc 2.3-2.7 0.091-0.106
Double Sided Friction 3 Disc 2.7-3.1 0.106-0.122
Discs
4 Disc 3.0-3.4 0.118-0.134
B1 Clutch Clearance - 4 Disc 2.2-2.6 0.087-0.102
Single Sided Friction Discs 6 Disc 2.4-2.8 0.095-0.110
8 Disc 2.6-3.0 0.102-0.118
B1 Clutch Snap-rings 2.6, 2.9, 3.2, 3.5, 3.8, and 0.102, 0.114, 0.126, 0.138,
4.1 0.150, 0.162
B2 Clutch Clearance 4 Disc 1.9-2.3 0.075-0.091
5 Disc 2.0-2.4 0.079-0.095
B2 Clutch Snap-rings 2.9, 3.2, 3.5, 3.8, and 4.1 0.114, 0.126, 0.138, 0.150,
0.162
B3 Clutch Clearance 1.0-1.4 0.039-0.055
B3 Clutch Snap-rings 3.2, 3.5, 3.8, 4.1, 4.4, and 0.126, 0.138, 0.150,
4.7 0.162, 0.173, 0.185
K1 Clutch Clearance - 3 Disc 2.7-3.1 0.106-0.122
Discs
5 Disc 3.3-3.7 0.13-0.146
6 Disc 3.6-4.0 0.142-0.158
10 Disc 2.8-3.2 0.110-0.126
12 Disc 2.9-3.3 0.114-0.130
K1 Clutch Snap-rings 2.6, 2.9, 3.2, 3.5, 3.8, and 0.102, 0.114, 0.126, 0.138,
4.1 0.150, 0.162
K2 Clutch Clearance 3 Disc 2.3-2.7 0.091-0.106
4 Disc 2.4-2.8 0.095-0.110
5 Disc 2.5-2.9 0.099-0.114
6 Disc 2.7-3.1 0.106-0.122
COMPONENT METRIC (mm) INCH (in.)
3.8 0.138, 0.150
Discs
5 Disc 2.5-2.9 0.099-0.114
10 Disc 2.5-2.9 0.099-0.114
3.5 0.126, 0.138
TORQUE SPECIFICATIONS

Bolt, B2 Clutch Carrier 16 - 141
Bolt, B1 Carrier to 10 - 88.5
Converter Housing
Bolt, Oil Pump 20 - 177
Nut, Propeller Flange 200 147.5 -
Nut, 4X4 Adapter Shaft 200 147.5 -
Bolt, Electrohydraulic Unit 8 - 71
Bolt, Adapter Plug 2.5 - 22
Bolt, Transmission 20 - 177
Housing to Converter
Housing
Bolts, 4X4 Adapter 20 - 177
Housing
Bolts, Oil Pan 8 - 71
Screws, Valve Body/ 4 - 35
Housing Side Cover
Bolt, Shift Plate 8 - 71
Bolt, Solenoid Leaf Spring 8 - 71
Nut, Shifter Mechanism to 7 - 65
Floor Pan
Bolt, Torque Converter 42 31 -
SPECIAL TOOLS - AUTOMATIC

TRANSMISSION - NAG1
Dial Indicator - C-3339
Adapter, Geartrain End-play - 8266-18
Compressor, Multi-use Spring - 8900
Bar, Gauge - 6311
Tool, Pressing - 8901
End Play Set - 8266

Installer, Seal - 8902A Dipstick - 9336
Tool, Staking - 9078
Remover, Bearing - 9082
Installer, Bearing - 9287

MECHANISM-BRAKE TRANSMISSION SHIFT INTERLOCK

DESCRIPTION
The Brake Transmission Shifter/Ignition Interlock
(BTSI) is a cable operated system that prevents the
transmission gear shifter from being moved out of
PARK without the proper driver inputs. The system
also contains a solenoid that is integral to the shifter
assembly. The solenoid works in conjunction with the
park lock cable to permit shifter movement out of
PARK when the brake is depressed and prevents
shifter movement into REVERSE unless a shift into
REVERSE is permitted.
A BTSI override (2) is provided on the side of the
shifter mechanism (1) to allow the vehicle to be shifted
out of PARK in the event of an electrical failure.
OPERATION
(BTSI) is engaged whenever the ignition switch is in
the LOCK (1) position. An additional electrically acti-
vated feature will prevent shifting out of the PARK
position unless the brake pedal is depressed at least
one-half inch. A solenoid in the shifter assembly is
energized when the ignition is in the ON position and
the brake pedal is depressed. When the key is in the
ON position and the brake pedal is depressed, the
shifter is unlocked and will move into any position. The
interlock system also prevents the ignition switch from
being turned to the LOCK position, unless the shifter
is in the gated PARK position.
The following chart describes the normal operation of the Brake Transmission Shift Interlock (BTSI) system. If the
“expected response” differs from the vehicle’s response, then system repair and/or adjustment is necessary.
ACTION EXPECTED RESPONSE
1. Turn key to the 9ACC9 position and depress brake 1. Shifter CAN be shifted out of park.
pedal.
2. Turn key to the 9ON9 position, with foot off of brake 2. Shifter CANNOT be shifted out of park.
pedal.
3. Turn key to the 9ON9 position and depress the brake 3. Shifter CAN be shifted out of park.
pedal.
4. Leave shifter in any gear, except 9PARK9, and try to 4. Key cannot be returned to the 9LOCK9 position.
return key to the 9LOCK9 position.
5. Return shifter to 9PARK9 and try to remove the key. 5. Key can be removed (after returning to 9LOCK9
position).
6. With the key removed, and the brake depressed, try 6. Shifter cannot be shifted out of 9PARK9.
to shift out of 9PARK9.
NOTE: Any failure to meet these expected responses requires system adjustment or repair.
BTSI Override
In the event of an electrical failure, the vehicle can be

shifted out of PARK by using the following procedure.
1. Turn the key to the ACC or ON position.
2. Remove the liner to the cubby bin to the right side
of the shifter.
3. Depress the BTSI override (2) on the side of the
shifter assembly (1).
4. While the override is depressed, move the shifter
out of the PARK position.
5. Return the cubby bin liner to its original location.
DIAGNOSIS AND TESTING - BRAKE TRANSMISSION SHIFT INTERLOCK

SYSTEM VERIFICATION
1. Verify that the key can only be removed in the PARK position
2. When the shift lever is in PARK, the ignition key cylinder should rotate freely from ACC to LOCK. When the
shifter is in any other gear or neutral position, the ignition key cylinder should not rotate to the LOCK position.
3. Shifting out of PARK should not be possible when the ignition key cylinder is in the ACC position and the brake
pedal is not depressed.
4. Shifting out of PARK should not be possible while applying normal force on the shift lever and ignition key cyl-
inder is in the ACC, ON, or START positions unless the foot brake pedal is depressed approximately 1/2 inch
(12mm).
5. Shifting out of PARK should not be possible when the ignition key cylinder is in the LOCK position, regardless of
the brake pedal position.
6. Shifting between any gears, NEUTRAL or into PARK may be done without depressing foot brake pedal with
ignition switch in ACC, ON, or START positions.
DIAGNOSTIC CHART

KEY WILL NOT ROTATE TO THE 1. Misadjusted Park Lock cable. 1. Adjust Park Lock cable. (Refer to
LOCK POSITION. 21 - TRANSMISSION AND
TRANSFER CASE/AUTOMATIC
TRANSMISSION/BRAKE
TRANSMISSION SHIFT
INTERLOCK SYSTEM -
ADJUSTMENTS)
2. Misadjusted gearshift cable. 2. Adjust gearshift cable. (Refer to
21 - TRANSMISSION AND
TRANSMISSION/GEAR SHIFT
CABLE - ADJUSTMENTS)
3. Burrs on ignition key. 3. Remove burrs and cycle key
several times to verify operation.
4. Binding or broken components. 4. Inspect system components and
repair/replace components as
necessary.
VEHICLE WILL NOT START 1. Misadjusted gearshift cable. 1. Adjsut gearshift cable. (Refer to
UNLESS SHIFTER IS HELD 21 - TRANSMISSION AND
FORWARD, OR REARWARD, OF TRANSFER CASE/AUTOMATIC
THE PARK POSITION. TRANSMISSION/GEAR SHIFT
ADJUSTMENTS - BRAKE TRANSMISSION SHIFT INTERLOCK

The park interlock cable is part of the brake/shift lever interlock system. Correct cable adjustment is important to
proper interlock operation. The gear shift and park lock cables must both be correctly adjusted in order to shift out
of PARK.
ADJUSTMENT PROCEDURE
1. Remove floor console as necessary for access to the park lock cable. (Refer to 23 - BODY/INTERIOR/FLOOR
CONSOLE - REMOVAL)
2. Shift the transmission into the PARK position.
3. Turn ignition switch to LOCK position. Be sure ignition key cylinder is in the LOCK position. Cable will not
adjust correctly in any other position.
NOTE: If the key will not turn to the LOCK position, pull up on the cable lock button and manually move the
cable in and out until the key can be turned to the LOCK position.
4. Pull cable lock button up to release cable, if necessary.

5. Remove and discard the cable adjuster lock pin, if a new cable is being installed.
6. Ensure that the cable is free to self-adjust by pushing cable rearward and releasing.
7. Push lock button down until it snaps in place. The lock should be 1-2mm below the surface of the cylinderical
portion of the cable adjustment housing.
BTSI FUNCTION CHECK

1. Verify removal of ignition key allowed in PARK position only.
2. When the shift lever is in PARK, the ignition key cylinder should rotate freely LOCK position. When the shifter is
in any other position, the ignition key should not rotate to the LOCK position.
(12mm).
7. The floor shifter lever and gate positions should be in alignment with all transmission detent positions.
8. Engine starts must be possible with shifter lever in PARK or NEUTRAL gate positions only. Engine starts must
not be possible in any other gate positions other than PARK or NEUTRAL.
9. With the shifter lever handle in the:
• PARK position- apply forward force on center of handle and remove pressure. Engine start must be possible.
• PARK position- apply rearward force on center of handle and remove pressure. Engine start must be possible.
• NEUTRAL position- engine start must be possible.
• NEUTRAL position, engine running and brakes applied- Apply forward force on center of shift handle. Trans-
mission should not be able to shift into REVERSE detent.
UNIT-ELECTROHYDRAULIC CONTROL
DESCRIPTION
The electrohydraulic control unit comprises the shift
plate (13) made from light alloy for the hydraulic con-
trol and an electrical control unit (12). The electrical
control unit (12) comprises of a supporting body made
of plastic, into which the electrical components (1 - 11)
are assembled. The supporting body is mounted on
the shift plate (13) and screwed to it.
Strip conductors inserted into the supporting body
make the connection between the electrical compo-
nents and a plug connector. The connection to the wir-
ing harness on the vehicle and the transmission
control module (TCM) is produced via this 13-pin plug
connector with a bayonet lock.
Electrical Unit Components
1 - SOLENOID CAP
2 - SOLENOID CAP
3 - BOLT - M6X32
4 - BOLT - M6X30
5 - LEAF SPRING
6 - MODULATING PRESSURE REGULATING SOLENOID VALVE
7 - SHIFT PRESSURE REGULATING SOLENOID
9 - TORQUE CONVERTER LOCK-UP SOLENOID
10 - 1-2/4-5 SHIFT SOLENOID
12 - ELECTRICHYDRAULIC CONTROL MODULE
13 - SHIFT PLATE
ELECTRICAL CONTROL UNIT
The electric valve control unit (7) consists of a plastic

shell which houses the RPM sensors (1,12), regulating
solenoid valves (3, 4), solenoid valves (5, 6, 10), the
TCC solenoid valve (11), the park/neutral contact (9),
and the transmission oil temperature sensor (8). Con-
ductor tracks integrated into the shell connect the
electric components to a plug connection (2). This
13-pin plug connection (2) establishes the connection
to the vehicle-side cable harness and to the transmis-
sion control module (TCM). With the exception of the
solenoid valves, all other electric components are
fixed to the conductor tracks.
HYDRAULIC CONTROL UNIT

Working Pressure (Line Pressure or Operating Pressure) (p-A)
The working pressure provides the pressure supply to the hydraulic control and the transmission shift elements. It is
the highest hydraulic pressure in the entire hydraulic system. The working pressure is regulated at the working pres-
sure regulating valve in relation to the load and gear. All other pressures required for the transmission control are
derived from the working pressure.
Lubrication Pressure (p-Sm)
At the working pressure regulating valve surplus oil is diverted to the lubrication pressure regulating valve, from
where it is used in regulated amounts to lubricate and cool the mechanical transmission components and the torque
converter. Furthermore, the lubrication pressure (p-Sm) is also used to limit the pressure in the torque converter.
Shift Pressure (p-S)
The shift pressure is determined by the shift pressure regulating solenoid valve and the shift pressure regulating
valve. The shift pressure:
• Regulates the pressure in the activating shift element during the shift phase.
• Determines together with the modulating pressure the pressure reduction at the deactivating shift element as
regulated by the overlap regulating valve.
• Initializes 2nd gear in limp-home mode.
Modulating Pressure (p-Mod)
The modulating pressure influences the size of the working pressure and determines together with the shift pressure
the pressure regulated at the overlap regulating valve. The modulating pressure is regulated at the modulating pres-
sure regulating solenoid valve, which is under regulating valve pressure. The modulating pressure is variable and
relative to the engine load.
Regulating Valve/Control Valve Pressure (p-RV)
The regulating valve pressure is regulated at the regulating valve pressure regulating valve in relation to the working
pressure (p-A) up to a maximum pressure of 8 bar (116 psi). It supplies the modulating pressure regulating solenoid
valve, the shift pressure regulating solenoid valve and the shift valve pressure regulating valve.
Shift Valve Pressure (p-SV)
The shift valve pressure (p-SV) is derived from the regulating valve pressure (p-RV), is regulated at the shift valve
pressure regulating valve and is then present at the:
• 1-2 and 4-5 shift solenoid valve.
• 3-4 shift solenoid valve.
• 2-3 shift solenoid valve.
• Torque converter lockup solenoid valve.
• 3-4 and 2-3 shift pressure shift valve.
The shift valve pressure (p-SV) controls the command valves via the upshift/downshift solenoid valves.
Overlap Pressure (p-Ü)
The overlap pressure controls the shift component pressure reduction during a shift phase. The pressure in a shift
element as it disengages is controlled during the shift phase depending on engine load (modulating pressure) and
the pressure in the shift element as it engages. The adjusted pressure is inversely proportional to the transmission
capability of the shift element being engaged (controlled overlap).
Working Pressure Regulating Valve (Operating Pressure)
The working pressure regulating valve (4) is located in

the valve housing of the shift plate. It regulates the pri-
mary pressure of the hydraulic system.
1 - PRESSURE FROM K1/K2

2 - END FACE
3 - TO TORQUE CONVERTER REGULATING VALVE
4 - WORKING PRESSURE REGULATING VALVE
Torque Converter Lockup Clutch Regulating Valve
1 - TORQUE CONVERTER LOCK-UP CLUTCH

2 - TORQUE CONVERTER OUTPUT
3 - TORQUE CONVERTER INPUT
4 - LUBRICATION
6 - TORQUE CONVERTER LOCK-UP CLUTCH REGULATING VALVE
7 - OIL COOLER
8 - LINE PRESSURE REGULATING VALVE
9 - OIL PUMP
The torque converter lock-up clutch regulating valve (6) is located in the valve housing of the electrohydraulic con-
trol module. The valve is responsible for the hydraulic control of the torque converter lockup clutch and distribution
of the lubricating oil.
Overlap Regulating Valve
Each shift group is assigned one overlap regulating

valve (1). The 1-2 / 4-5 overlap regulating valve is
installed in the shift valve housing; the 2-3 and 3-4
overlap regulating valves are installed in the valve
housing. The overlap regulating valve regulates the
pressure reduction during a shift phase.
1 - OVERLAP REGULATING VALVE

2 - ANNULAR SURFACE ON OVERLAP REGULATING VALVE
Command Valve
Command Valve
2 - DRIVING CLUTCH K1
3 - 1-2/4-5 COMMAND VALVE
Each shift group possesses one command valve (3). The 1-2 / 4-5 and 2-3 command valves are installed in the shift
valve housing, the 3-4 command valve is installed in the valve housing. The command valve switches the shift
group from the stationary phase to the shift phase and back again.
Holding Pressure Shift Valve
Holding Pressure Shift Valve
1 - HOLDING PRESSURE SHIFT VALVE
Each shift group possesses one holding pressure shift valve (1). The 1-2 / 4-5 and 2-3 holding pressure shift valves
are installed in the shift valve housing; the 3-4 holding pressure shift valve is installed in the valve housing. The
holding pressure shift valve allocates the working pressure to one actuator of a shift group.
Shift Pressure Shift Valve

4 - 1-2/4-5 SHIFT PRESSURE SHIFT VALVE
Each shift group possesses one shift pressure shift valve (4). The 1-2 / 4-5 and 2-3 shift pressure shift valves are
installed in the shift valve housing; the 3-4 shift pressure shift valve is installed in the valve housing. It assigns the
shift pressure (p-S) to the activating actuator and the overlap pressure (p-Ü) regulated by the overlap regulating
valve to the deactivating actuator.
Lubrication Pressure Regulating Valve
The lubrication pressure regulating valve (1) is located

in the valve housing of the electrohydraulic control
module. The valve controls the fluid to lubricate and
cool the mechanical part of the transmission, and lim-
its the pressure in the torque converter.
Shift Pressure Regulating Valve
The shift pressure regulating valve (1) is located in the

valve housing of the shift plate. It regulates the shift
pressure (p-S).
Regulating Valve Pressure Regulating Valve
The regulating valve pressure regulating valve (1) is

located in the valve housing of the electrohydraulic
control module. It regulates the regulating valve/con-
trol valve pressure (p-RV).
Shift Valve Pressure Regulating Valve
The shift valve pressure regulating valve (1) is located

in the valve housing of the electrohydraulic control
module. It regulates the shift valve pressure (p-SV).
OPERATION
ELECTRICAL CONTROL UNIT
Signals from the transmission control module (TCM)
are converted into hydraulic functions in the electric
valve control unit (7). The RPM sensors (1, 12), starter
interlock contact (9), and transmission oil temperature
sensor (8) of the electric valve control unit (7) supply
the TCM with input signals. The solenoid valves are
controlled by the TCM and trigger the hydraulic
functions.
HYDRAULIC CONTROL UNIT

Working Pressure Regulating Valve (Line Pressure or Operating Pressure)
The working pressure (p-A) is regulated at the working

pressure regulating valve (4) in relation to load (mod-
ulating pressure, p-Mod) and gear (K1 or K2 pressure)
(1). The spring in the working pressure regulating
valve sets a minimum pressure level (basic pressure).
Torque Converter Lockup Clutch Regulating Valve
1 - TORQUE CONVERTER LOCK-UP CLUTCH

2 - TORQUE CONVERTER OUTPUT
3 - TORQUE CONVERTER INPUT
4 - LUBRICATION
6 - TORQUE CONVERTER LOCK-UP CLUTCH REGULATING VALVE
7 - OIL COOLER
8 - LINE PRESSURE REGULATING VALVE
9 - OIL PUMP
The torque converter lockup clutch regulating valve (6) regulates the torque converter lock-up clutch working pres-
sure (p-TCC) in relation to the torque converter clutch control pressure (p-S/TCC). According to the size of the work-
ing pressure (p-A), the torque converter lockup clutch is either Engaged, Disengaged, or Slipping. When the
regulating valve (6) is in the lower position, lubricating oil flows through the torque converter and oil cooler (7) into
the transmission (torque converter lockup clutch unpressurized). In its regulating position (slipping, torque converter
lockup clutch pressurized), a reduced volume of lubricating oil flows through the annular passage bypassing the
torque converter and passing direct through the oil cooler into the transmission. The rest of the lubricating oil is
directed via the throttle 9a9 into the torque converter in order to cool the torque converter lockup clutch.
Overlap Regulating Valve
During the shift phase the pressure in the deactivating

shift actuator is regulated in relation to the engine load
(modulating pressure, p-Mod) and the pressure in the
activating actuator. The regulated pressure is inversely
proportional to the transfer capacity of the activating
shift actuator (regulated overlap).
1 - OVERLAP REGULATING VALVE

2 - ANNULAR SURFACE ON OVERLAP REGULATING VALVE
Command Valve
Command Valve
When the end face is unpressurized (stationary phase), the working pressure (p-A) is directed to the actuated shift
element. If the end face of the command valve is subjected to the shift valve pressure (p-SV) (shift phase), then the
shift pressure (p-S) is switched to the activating element and the overlap pressure (p-Ü) is switched to the deacti-
vating element.
Shift Valve Holding Pressure
Shift Valve Holding Pressure
1 - HOLDING PRESSURE SHIFT VALVE
The holding pressure shift valve (1) is actuated by the pressures present at the end face in the actuators and a
spring. It assigns the working pressure (p-A) to the actuator with the higher pressure (taking into account the spring
force and the effective surface area). The other element of the shift group is then unpressurized. The valve switches
over only during the shift phase and only at a certain pressure ratio between the overlap pressure (p-Ü) and the
shift pressure (p-S).

4 - 1-2/4-5 SHIFT PRESSURE SHIFT VALVE
When the multiple-disc brake B1 (3) is activated, the working pressure (p-A) is applied to the end face of the 1-2 /
4-5 shift pressure shift valve (4) via the command valve (1). Its shift state is maintained during the shift phase by
substituting the shift element pressure acting on its end face (and which is variable during the shift phase) with a
corresponding constant pressure. When the multi-plate clutch K1 (2) is activated, the end face of the shift valve is
unpressurized during the stationary and shift phases, so the shift state is maintained during the shift phase in this
case too.
Lubrication Pressure Regulating Valve
At the working pressure regulating valve surplus oil is

diverted to the lubrication pressure regulating valve
(1), from where the lubrication pressure (p-Sm) is
used in regulated amounts to supply the transmission
lubrication system including the torque converter.
Shift Pressure Regulating Valve
The shift pressure is determined by the shift pressure

regulating solenoid valve and the shift pressure regu-
lating valve (1). In addition, pressure from the clutch
K2 is also present at the annular surface of the shift
pressure regulating valve. This reduces the shift pres-
sure in 2nd gear.
Regulating Valve Pressure Regulating Valve
The regulating valve pressure (p-RV) is set at the reg-

ulating valve pressure regulating valve (1) in relation
to the working pressure (p-A) as far as the maximum
pressure.
Shift Valve Pressure Regulating Valve
The non-constant regulating valve pressure (p-RV) is

regulated to a constant shift valve pressure (p-SV) at
the shift valve pressure regulating valve (1) and is
used to supply the 1-2 and 4-5 / 3-4 / 2-3 solenoid
valves and the torque converter lockup clutch PWM
solenoid valve.
REMOVAL
1. Move selector lever to position 9P9.
2. Raise vehicle.
3. Disconnect 13-pin plug connector (1). Turn bayonet
lock of the adapter plug (2) anti-clockwise.
4. Loosen the adapter plug bolt (9) and remove from

the adapter plug (10) from the transmission hous-
ing.
5. Detach oil pan (5).
6. Remove oil filter (4).
7. Unscrew Torx socket bolts (3) and remove electro-
hydraulic control module (2).
1 - HEAT SHIELD
3 - BOLT
4 - OIL FILTER
5 - OIL PAN
7 - BOLT
9 - BOLT
10 - ADAPTER PLUG
DISASSEMBLY
1. Remove electrohydraulic unit from the vehicle.
(Refer to 21 - TRANSMISSION/AUTOMATIC
TRANSMISSION - NAG1/ELECTROHYDRAULIC
UNIT - REMOVAL)
2. Remove solenoid caps (1, 2).
3. Unscrew TorxT socket bolts (3, 4).
NOTE: Pay attention to the different lengths of the

TorxT socket bolts.
4. Remove leaf springs (5).

5. Withdraw solenoid valves (6 - 11) from shift plate
(13).
NOTE: Check O-rings on solenoid valves for dam-

age and replace if necessary.
6. Bend away retaining lug on stiffening rib on trans-

mission oil temperature sensor.
7. Remove electrohydraulic control module (12) from
the shift plate (13).
1 - SOLENOID CAP
2 - SOLENOID CAP
3 - BOLT - M6X32
4 - BOLT - M6X30
5 - LEAF SPRING
13 - SHIFT PLATE
8. Note the locations of the major shift valve group

components for assembly reference.
A - Operating and Lubricating Pressure Regulating
valves and 2-3 Overlap valve
B - 1-2/4-5 Shift Group and Shift, Shift Valve, and
Regulating Valve Pressure Regulating Valves
C - 3-4 Shift Group
D - 2-3 Shift Group, TCC Lock-up, and B2 Regulat-
ing Valves
NOTE: Pay great attention to cleanliness for all

work on the shift plate. Fluffy cloths must not be
used. Leather cloths are particularly good. After
dismantling, all parts must be washed and blown
out with compressed-air, noting that parts may be
blown away.
9. Unbolt leaf spring (5).

10. Unscrew TorxT bolts (1).
11. Remove valve housing (2) from valve body (4).
12. Remove sealing plate (3).
13. Remove the strainers (1) for the modulating pres-

sure and shift pressure control solenoid valves
from the valve housing.
14. Remove the strainer (1) in the inlet to torque con-

verter lock-up control solenoid valve.
NOTE: A total of 12 valve balls are located in the
valve body, four made from plastic (4) and eight
from steel (1, 3).
15. Note the location of all check balls (1, 3, 4) and

the central strainer (2) for re-installation. Remove
all check balls (1, 3, 4) and the central strainer
(2).
Valve Body Components
1 - VALVE BODY 8 - SHIFT VALVE PRESSURE REGULATING VALVE

2 - 1-2/4-5 COMMAND VALVE 9 - B2 SHIFT VALVE
3 - 1-2/4-5 HOLDING PRESSURE SHIFT VALVE 10 - 2-3 HOLDING PRESSURE SHIFT VALVE
4 - 1-2/4-5 SHIFT PRESSURE SHIFT VALVE 11 - 2-3 COMMAND VALVE
5 - 1-2/4-5 OVERLAP REGULATING VALVE, SLEEVE, AND PISTON 12 - 2-3 SHIFT PRESSURE SHIFT VALVE
6 - SHIFT PRESSURE REGULATING VALVE 13 - TCC LOCK-UP REGULATING VALVE
7 - REGULATING VALVE PRESSURE REGULATING VALVE 14 - TCC DAMPER VALVE - if equipped
16. Remove the screws holding the side covers to the valve body and valve housing.
17. Remove all valves and springs from the valve body (1). Check all valves for ease of movement and shavings.
NOTE: The sleeves and pistons of the overlap regulating valves must not be mixed up.
Valve Housing Components
1 - 2-3 OVERLAP REGULATING VALVE, SLEEVE, AND PISTON 6 - 3-4 SHIFT PRESSURE SHIFT VALVE
2 - VALVE HOUSING 7 - 3-4 OVERLAP REGULATING VALVE, SLEEVE, AND PISTON
3 - SELECTOR VALVE 8 - OPERATING PRESSURE REGULATING VALVE
4 - 3-4 HOLDING PRESSURE SHIFT VALVE 9 - LUBRICATING PRESSURE REGULATING VALVE
5 - 3-4 COMMAND VALVE
18. Remove all valves and springs from the valve housing (2). Check all valves for ease of movement and shav-
ings.
19. Remove the pressure supply valve (1) from the
valve body.
ASSEMBLY
NOTE: Pay great attention to cleanliness for all work on the shift plate. Fluffy cloths must not be used.
Leather cloths are particularly good. After dismantling, all parts must be washed and blown out with com-
pressed-air, noting that parts may be blown away.
1. Install the pressure supply valve (1) into the valve
body.
Valve Body Components
1 - VALVE BODY 8 - SHIFT VALVE PRESSURE REGULATING VALVE

2 - 1-2/4-5 COMMAND VALVE 9 - B2 SHIFT VALVE
3 - 1-2/4-5 HOLDING PRESSURE SHIFT VALVE 10 - 2-3 HOLDING PRESSURE SHIFT VALVE
4 - 1-2/4-5 SHIFT PRESSURE SHIFT VALVE 11 - 2-3 COMMAND VALVE
5 - 1-2/4-5 OVERLAP REGULATING VALVE, SLEEVE, AND PISTON 12 - 2-3 SHIFT PRESSURE SHIFT VALVE
6 - SHIFT PRESSURE REGULATING VALVE 13 - TCC LOCK-UP REGULATING VALVE
7 - REGULATING VALVE PRESSURE REGULATING VALVE 14 - TCC DAMPER VALVE - if equipped
NOTE: The sleeves and pistons of the overlap regulating valves must not be mixed up.
2. Install all valves and springs from the valve body (1). Check all valves for ease of movement and shavings.
3. Install the screws to hold the side covers to the valve body. Tighten the screws to 4 N·m (35 in.lbs.).
Valve Housing Components
1 - 2-3 OVERLAP REGULATING VALVE, SLEEVE, AND PISTON 6 - 3-4 SHIFT PRESSURE SHIFT VALVE
2 - VALVE HOUSING 7 - 3-4 OVERLAP REGULATING VALVE, SLEEVE, AND PISTON
3 - SELECTOR VALVE 8 - OPERATING PRESSURE REGULATING VALVE
4 - 3-4 HOLDING PRESSURE SHIFT VALVE 9 - LUBRICATING PRESSURE REGULATING VALVE
5 - 3-4 COMMAND VALVE
4. Install all valves and springs into the valve housing (2). Check all valves for ease of movement and shavings.
5. Install the screws to hold the side covers to the valve housing. Tighten the screws to 4 N·m (35 in.lbs.).
NOTE: A total of 12 valve balls are located in the

valve body, four made from plastic (4) and eight
from steel (1, 3).
6. Install all check balls (1, 3, 4) and the central

strainer (2).
7. Install the strainer (1) in the inlet to torque con-
verter lock-up control solenoid valve.
8. Position the sealing plate (3) onto the valve body

(4).
9. Install the valve housing (2) onto the valve body (4)
and sealing plate (3).
10. Install the shift plate TorxT bolts (1). Tighten the
11. Install leaf spring (5).
12. Install the strainers (1) for the modulating pres-

sure and shift pressure control solenoid valves
into the valve housing.
13. Install the electrohydraulic control module (12)

onto the shift plate (13).
14. Bend the retaining lug on stiffening rib on trans-
mission oil temperature sensor to retain the elec-
trohydraulic control module.
15. Install the solenoid valves (6 - 11) into shift plate
(13).
NOTE: Check O-rings on solenoid valves for dam-

age and replace if necessary.
16. Install the leaf springs (5).

17. Install the TorxT socket bolts (3, 4). Tighten the
NOTE: Pay attention to the different lengths of the

TorxT socket bolts.
18. Install the solenoid caps (1, 2).

19. Install the electrohydraulic unit into the vehicle.
1 - SOLENOID CAP
2 - SOLENOID CAP
3 - BOLT - M6X32
4 - BOLT - M6X30
5 - LEAF SPRING
13 - SHIFT PLATE
INSTALLATION
1. Position the electrohydraulic unit in the transmis-
sion housing.
2. Insert selector valve (1) in driver of detent plate (2).
When installing the electrohydraulic control module
in the transmission housing, the plastic part of the
selector valve (1) must engage in the driver of the
detent plate (2).
3. Install the TorxT socket bolts (3) and torque to 8
N·m (71 in.lbs.).
4. Install a new oil filter (4).
5. Install oil pan (5) and torque the oil pan bolts to 8
N·m (71 in.lbs.).
6. Install the adapter plug (10) into the transmission
housing and tighten the bolt (9) to 2.5 N·m (22
in.lbs.).
1 - HEAT SHIELD
3 - BOLT
4 - OIL FILTER
5 - OIL PAN
7 - BOLT
9 - BOLT
10 - ADAPTER PLUG
7. Check O-ring on plug connector (1), and replace if

necessary.
8. Install the plug connector (1) into the adapter plug
(2). Turn bayonet lock of adapter plug (2) clockwise
to connect plug connector (1).
9. Fill the transmission with the correct oil (Refer to
LUBRICATION & MAINTENANCE/FLUID TYPES -
DESCRIPTION) using the standard procedure
(Refer to 21 - TRANSMISSION/AUTOMATIC -
NAG1/FLUID AND FILTER - STANDARD PROCE-
DURE - TRANSMISSION FILL).
FLUID AND FILTER

DESCRIPTION
The oil level control is located on the electrohydraulic
unit (4) and consists of the float (5) which is integrated
into the electrohydraulic unit. The float is positioned to
plug the opening (6) between the oil gallery (2) and
gearset chamber (1) so that the rotating gearsets do
not splash about in oil as the oil level rises. The oil
level control reduces power loss and prevents oil from
being thrown out of the transmission housing at high
oil temperatures.
OPERATION
With low oil levels, the lubricating oil which flows con-
stantly out of the gearset, flows back to oil gallery (2)
though the opening (6). If the oil level rises, the oil
presses the float (5) against the housing opening (6).
The float (5) therefore separates the oil gallery (2)
from the gearset chamber (1). The lubricating oil which
continues to flow out of the gearsets is thrown against
the housing wall, incorporated by the rotating parts
and flows back into the oil gallery (2) through the
upper opening (arrow).
EFFECTS OF INCORRECT FLUID LEVEL
A low fluid level allows the pump to take in air along with the fluid. Air in the fluid will cause fluid pressures to be
low and develop slower than normal. If the transmission is overfilled, the gears churn the fluid into foam. This aer-
ates the fluid and causing the same conditions occurring with a low level. In either case, air bubbles cause fluid
overheating, oxidation, and varnish buildup which interferes with valve and clutch operation. Foaming also causes
fluid expansion which can result in fluid overflow from the transmission vent or fill tube. Fluid overflow can easily be
mistaken for a leak if inspection is not careful.
CAUSES OF BURNT FLUID

Burnt, discolored fluid is a result of overheating which has three primary causes.
1. Internal clutch slippage, usually caused by low line pressure, inadequate clutch apply pressure, or clutch seal
failure.
2. A result of restricted fluid flow through the main and/or auxiliary cooler. This condition is usually the result of
a faulty or improperly installed drainback valve, a damaged oil cooler, or severe restrictions in the coolers and
lines caused by debris or kinked lines.
3. Heavy duty operation with a vehicle not properly equipped for this type of operation. Trailer towing or similar
high load operation will overheat the transmission fluid if the vehicle is improperly equipped. Such vehicles should
have an auxiliary transmission fluid cooler, a heavy duty cooling system, and the engine/axle ratio combination
needed to handle heavy loads.
FLUID CONTAMINATION
Transmission fluid contamination is generally a result of:
• adding incorrect fluid
• failure to clean dipstick and fill tube when checking level
• engine coolant entering the fluid
• internal failure that generates debris
• overheat that generates sludge (fluid breakdown)
• failure to replace contaminated converter after repair
The use of non-recommended fluids can result in transmission failure. The usual results are erratic shifts, slippage,
abnormal wear and eventual failure due to fluid breakdown and sludge formation. Avoid this condition by using rec-
ommended fluids only.
The dipstick cap and fill tube should be wiped clean before checking fluid level. Dirt, grease and other foreign mate-
rial on the cap and tube could fall into the tube if not removed beforehand. Take the time to wipe the cap and tube
clean before withdrawing the dipstick.
Engine coolant in the transmission fluid is generally caused by a cooler malfunction. The only remedy is to replace
the radiator as the cooler in the radiator is not a serviceable part. If coolant has circulated through the transmission,
an overhaul is necessary.
The torque converter should be replaced whenever a failure generates sludge and debris. This is necessary
because normal converter flushing procedures will not remove all contaminants.
STANDARD PROCEDURE
CHECK OIL LEVEL
1. Verify that the vehicle is parked on a level surface.
2. Remove the dipstick tube cap.
WARNING: Risk of accident from vehicle starting off by itself when engine running. Risk of injury from con-
tusions and burns if you insert your hands into the engine when it is started or when it is running. Secure
vehicle to prevent it from moving off by itself. Wear properly fastened and close-fitting work clothes. Do not
touch hot or rotating parts.
3. Actuate the service brake. Start engine and let it run at idle speed in selector lever position 9P9.
4. Shift through the transmission modes several times with the vehicle stationary and the engine idling
5. Warm up the transmission, wait at least 2 minutes and check the oil level with the engine running. Push the Oil
Dipstick 9336 into transmission fill tube until the dipstick tip contacts the oil pan and pull out again, read off oil
level, repeat if necessary.
NOTE: The dipstick will protrude from the fill tube when installed.
NAG1 Transmission Fill Graph

6. Check transmission oil temperature using the appropriate scan tool.
NOTE: The true transmission oil temperature can only be read by a scan tool in REVERSE or any forward
gear position. (Refer to 21 - AUTOMATIC TRANSMISSION- NAG1/TRANSMISSION TEMPERATURE SENSOR/
PARK-NEUTRAL SWITCH - OPERATION)
7. The transmission Oil Dipstick 9336 has indicator marks every 10mm. Determine the height of the oil level on the
dipstick and using the height, the transmission temperature, and the Transmission Fluid Graph, determine if the
transmission oil level is correct.
8. Add or remove oil as necessary and recheck the oil level.
9. Once the oil level is correct, install the dipstick tube cap.
TRANSMISSION FILL
To avoid overfilling transmission after a fluid change or overhaul, perform the following procedure:
3. Add following initial quantity of MoparT ATF +4, Automatic Transmission Fluid, to the transmission:
a. If only fluid and filter were changed, add 7.0 L (7.4 qts.) of transmission fluid to transmission.
b. If the transmission was completely overhauled or the torque converter was replaced or drained, add 8.1 L
(17.1 pts.) of transmission fluid to transmission.
4. Check the transmission fluid (Refer to 21 - TRANSMISSION/AUTOMATIC - NAG1/FLUID AND FILTER - STAN-
DARD PROCEDURE - CHECK OIL LEVEL) and adjust as required.
FLUID/FILTER SERVICE
1. Run the engine until the transmission oil reaches
operating temperature.
3. Remove the bolts (5) and retainers (4) holding the
oil pan to the transmission.
4. Remove the transmission oil pan (3) and gasket (2)
5. Remove the transmission oil filter (1) and o-ring
from the electrohydraulic control unit.
6. Clean the inside of the oil pan (3) of any debris.
Inspect the oil pan gasket (2) and replace if neces-
sary.
7. Install a new oil filter (1) and o-ring into the elec-
trohydraulic control unit.
8. Install the oil pan (3) and gasket (2) onto the trans- Fluid/Filter Service Points
mission.
1 - OIL FILTER
9. Install the oil pan bolts (5) and retainers (4). Torque 2 - OIL PAN GASKET
the bolts to 8 N·m (70 in.lbs.). 3 - OIL PAN
4 - RETAINER
10. Lower the vehicle and add 7.0 L (7.4 qts.) of 5 - BOLT
transmission fluid to the transmission.
11. Check the oil level (Refer to 21 - TRANSMIS-
SION/AUTOMATIC - NAG1/FLUID AND FILTER - STANDARD PROCEDURE - CHECK OIL LEVEL).
CLUTCH-FREEWHEELING
DESCRIPTION
Freewheeling clutches are installed in the front plane-
tary gear set between the sun gear and the stator
shaft, and in the rear planetary gear set between the
sun gear and the intermediate shaft.
The freewheel consists of an outer race (4), an inner
race (7), a number of locking elements (3) and a cage
(6) for these locking elements.
OPERATION
The freewheeling clutch optimizes individual gear-
shifts. They lock individual elements of a planetary
gear set together or against the transmission housing
in one direction of rotation to allow the torque to be
transmitted.
If the inner race (7) of the freewheeling clutch is
locked and the outer race (4) turns counter-clockwise
(1), the locking elements (3) adopt a diagonal position
on account of their special contours, allowing the free-
wheel function. The inner race (4) slides under the
locking elements (3) with minimal friction. If the rota-
tion of the outer race (4) changes to clockwise (2), the
locking elements (3) stand up and lock the outer and
inner races (4, 7) together.
DISASSEMBLY
Freewheeling Clutch F2
1 - HOLLOW SHAFT 4 - K3 INNER DISC CARRIER AND REAR PLANETARY SUN GEAR
2 - F2 CLUTCH SNAP-RING 5 - RETAINING RING
3 - FREEWHEELING CLUTCH F2 6 - O-RINGS
1. Remove retaining ring (5) from hollow shaft (1).

2. Remove rear sun gear (4) with the K3 internally toothed disk carrier and rear freewheeling clutch F2 (3).
3. Remove snap-ring (2) for freewheel.
4. Press freewheeling clutch (3) out of sun gear.
5. Check O-rings (6), replace if necessary.
6. Check the anti-friction bearing (2) in the rear plan-

etary sun gear for damage. Replace as necessary.
ASSEMBLY
Freewheeling Clutch F2
1 - HOLLOW SHAFT 4 - K3 INNER DISC CARRIER AND REAR PLANETARY SUN GEAR
2 - F2 CLUTCH SNAP-RING 5 - RETAINING RING
3 - FREEWHEELING CLUTCH F2 6 - O-RINGS
NOTE: The side of the freewheeling clutch F2 (3) with the markings (directional arrow, part number, etc.)
must be up when the clutch is installed in the sun gear (4).
1. Press freewheeling clutch F2 (3) into sun gear (4).

2. Install snap-ring (2) for freewheeling clutch.
3. Check O-rings (6) on hollow shaft, replace if necessary.
4. Install rear sun gear (4) with K3 internally toothed disc carrier and rear freewheeling clutch (3) onto the hollow
shaft.
5. Verify proper operation of the freewheeling clutch F2. When the assembly is held with the F2 clutch snap-ring
upward, it should be possible to rotate the hollow shaft counter-clockwise.
6. Install retaining ring (5) onto hollow shaft (1).
CABLE-GEARSHIFT
GEARSHIFT CABLE
1. The floor shifter lever and gate positions should be in alignment with all transmission PARK, NEUTRAL, and gear
detent positions.
2. Engine starts must be possible with floor shift lever in PARK or NEUTRAL gate positions only. Engine starts must
not be possible in any other gear position.
3. With floor shift lever handle push-button not depressed and lever in:
a. PARK position - Apply forward force on center of handle and remove pressure. Engine starts must be pos-
sible.
b. PARK position - Apply rearward force on center of handle and remove pressure. Engine starts must be pos-
sible.
c. NEUTRAL position - Normal position. Engine starts must be possible.
d. NEUTRAL position - Engine running and brakes applied, apply forward force on center of shift handle. Trans-
mission shall not be able to shift from NEUTRAL to REVERSE.
REMOVAL
1. Shift transmission into PARK.
2. Raise vehicle.
3. Disengage the gearshift cable (1) eyelet at trans-
mission manual shift lever (3) and pull cable out of
the mounting bracket (2).

5. Remove the floor console (Refer to 23 - BODY/IN-
TERIOR/FLOOR CONSOLE - REMOVAL) as nec-
essary to access the shift mechanism and cables.
6. If necessary, remove the bolts holding the shield,
covering the gearshift and park lock cables, to the
floorpan and remove the shield.
7. Remove the gearshift cable (1) from the shift lever
pin (3).
8. Remove the gearshift cable retainer (2) from the
notch (2) in the shifter assembly.
9. From under the hood, remove the shift cable grom-
met (2) from the dash panel.
10. Remove gearshift cable (1) from vehicle.
INSTALLATION
1. From under the hood, route the gearshift cable (1)
through the dash panel and toward the shifter
assembly.
2. From under the hood, install the grommet (2) to the
dash panel.
3. Engage the gearshift cable retainer (2) into the
4. Install the gearshift cable (1) onto the shift lever pin
(3).
5. Loosen the cable adjustment screw (5), if
necessary.

forward of the air conditioning lines and the heater
hoses (2) and toward the transmission (3) manual
lever.
7. Raise vehicle.
8. Verify that the transmission is in the PARK position
by trying to rotate the propeller shaft. If the propel-
ler shaft rotates, move the transmission manual
shift lever to the full rearward position and turn the
propeller shaft until the PARK system is engaged.
9. Route the gearshift cable (1) through the mounting
bracket (2).
10. Engage the gearshift cable (1) eyelet onto the
transmission manual shift lever (3).
11. Lower vehicle.
12. Verify that the shifter is in the PARK position.
13. Tighten the adjustment screw (5) to 7 N·m (65
in.lbs.).
14. Verify correct shifter operation.
15. If necessary, install the shield, covering the gear-
shift and park lock cables, to the floorpan and
install the bolts to hold the shield to the floorpan.
16. Install the floor console (Refer to 23 - BODY/IN-
TERIOR/FLOOR CONSOLE - INSTALLATION),
lower instrument panel components (Refer to 23 -
BODY/INSTRUMENT PANEL/INSTRUMENT
PANEL CENTER BEZEL - INSTALLATION) and
dash panel insulation pad as necessary.
ADJUSTMENTS - GEARSHIFT CABLE

Check adjustment by starting the engine in PARK and NEUTRAL. Adjustment is CORRECT if the engine starts only
in these positions. Adjustment is INCORRECT if the engine starts in one but not both positions. If the engine starts
in any position other than PARK or NEUTRAL, or if the engine will not start at all, the park/neutral position contact
may be faulty.
2. Remove floor console as necessary for access to
the shift cable adjustment. (Refer to 23 - BODY/IN-
TERIOR/FLOOR CONSOLE - REMOVAL)
3. Loosen the shift cable adjustment screw (5).
4. Raise vehicle.
5. Unsnap cable eyelet from transmission shift lever.
6. Verify transmission shift lever is in PARK detent by moving lever fully rearward. Last rearward detent is PARK
position.
7. Verify positive engagement of transmission park lock by attempting to rotate propeller shaft. Shaft will not rotate
when park lock is engaged.
8. Snap cable eyelet onto transmission shift lever.
9. Lower vehicle
10. Tighten the shift cable adjustment screw (5) to 7
N·m (65 in.lbs.).
11. Verify correct operation.
12. Install any floor console components removed for
access. (Refer to 23 - BODY/INTERIOR/FLOOR
CONSOLE - INSTALLATION)
CLUTCHES-HOLDING
DESCRIPTION
Holding Clutches
1 - B1 CLUTCH 10 - CENTER PLANETARY GEARSET ANNULUS GEAR

2 - EXTERNALLY TOOTHED DISC 11 - CENTER PLANETARY GEARSET PINION GEARS
3 - INTERNALLY TOOTHED DISC 12 - CENTER PLANETARY GEARSET SUN GEAR
4 - B3 CLUTCH 13 - FRONT PLANETARY GEARSET PINION GEARS
5 - B2 CLUTCH 14 - FRONT PLANETARY GEARSET SUN GEAR
6 - B3 CLUTCH PISTON 15 - B1 CLUTCH INTERNALLY TOOTHED DISC CARRIER
7 - B2 CLUTCH PISTON 16 - B1 CLUTCH PISTON
8 - B2 CLUTCH INTERNALLY TOOTHED DISC CARRIER 17 - B1 CLUTCH EXTERNALLY TOOTHED DISC CARRIER
9 - REAR PLANETARY GEARSET PLANETARY CARRIER
Three multiple-disc holding clutches, the front, B1 (1), middle, B3 (4), and rear multiple disc clutches, B2 (5), are
located in the planetary gear sets in the transmission housing.
A multiple-disc holding clutch consists of a number of internally toothed discs (3) on an internally toothed disc carrier
and externally toothed discs (2) on an externally toothed disc carrier, which is rigidly connected to the transmission
housing.
OPERATION
Holding Clutches
1 - B1 CLUTCH 10 - CENTER PLANETARY GEARSET ANNULUS GEAR

2 - EXTERNALLY TOOTHED DISC 11 - CENTER PLANETARY GEARSET PINION GEARS
3 - INTERNALLY TOOTHED DISC 12 - CENTER PLANETARY GEARSET SUN GEAR
4 - B3 CLUTCH 13 - FRONT PLANETARY GEARSET PINION GEARS
5 - B2 CLUTCH 14 - FRONT PLANETARY GEARSET SUN GEAR
6 - B3 CLUTCH PISTON 15 - B1 CLUTCH INTERNALLY TOOTHED DISC CARRIER
7 - B2 CLUTCH PISTON 16 - B1 CLUTCH PISTON
8 - B2 CLUTCH INTERNALLY TOOTHED DISC CARRIER 17 - B1 CLUTCH EXTERNALLY TOOTHED DISC CARRIER
9 - REAR PLANETARY GEARSET PLANETARY CARRIER
The holding clutches connect the annulus gear, sun gear, or planetary carrier of a planetary gear set against the
transmission housing in order to transmit the drive torque.
If the piston (16) on multiple-disc holding clutch B1 (1) is subjected to oil pressure, it presses the internal (3) and
external discs (2) of the disc set together. The internally toothed disc carrier (15) locks the sun gear (14) against the
housing. The planetary pinion gears (13) turn on the sun gear (14).
If the multiple-disc holding clutch B2 (5) is actuated via the piston (7), the piston compresses the disc set. The
internally toothed disc carrier (8) locks the sun gear (12) against the housing. The planetary pinion gears (11) turn
on the sun gear (12).
If the multiple-disc holding clutch B3 (4) is actuated via the piston (6), the planetary carrier (9) and the annulus gear
(10) are locked. When the multiple-disc brake B3 (4) is actuated, the direction of rotation is reversed.
B1-HOLDING CLUTCH
DISASSEMBLY
1. Remove the teflon rings (1) from the B1 plate car-
rier hub (2).
Holding Clutch B1
1 - HOLDING CLUTCH B1 OUTER CARRIER 5 - DISC SPRING

2 - PISTON 6 - MULTIPLE DISC PACK
3 - DISC SPRING 7 - SNAP-RING
4 - SNAP-RING 8 - MULTI-USE SPRING COMPRESSOR 8900
2. Remove snap-ring (7).

3. Remove multiple-disc pack (6) and disc spring (5) from outer multiple-disc carrier. Note which clutch disc is
removed just prior to the disc spring (5) for re-assembly. If the clutch discs are re-used, this disc must be
returned to its original position on top of the disc spring.
4. Place the Multi-use Spring Compressor 8900 (8) on disc spring (3) and compress the spring until the snap-ring
(4) is exposed.
6. Remove piston (2) from the outer multiple-disc carrier by carefully blowing compressed air into the bore (A).
ASSEMBLY
Holding Clutch B1
1 - HOLDING CLUTCH B1 OUTER CARRIER 5 - DISC SPRING

2 - PISTON 6 - MULTIPLE DISC PACK
3 - DISC SPRING 7 - SNAP-RING
NOTE: Check vulcanized gasket, replace if necessary.
1. Install piston (2) in outer multiple-disc carrier (1).

2. Place compressor (8) on disc spring (3) and compress until the groove of the snap-ring is exposed.
NOTE: The collar of the snap-ring must point towards the multiple-disc pack. After installing, check snap-
ring for correct seat.
3. Insert snap-ring (4).

4. Insert disc spring (2) in the outer multiple-disc car-
rier. Observe the disc spring (2) installation posi-
tion. The lugs of the disc spring (2) washer must
align with the 3 raised pads (arrow) of the B1 mul-
tiple-disc carrier (1). The cone of the spring washer
must point downwards.
5. Insert the multiple-disc pack (6) in the outer multi-

ple-disc carrier and measure the clutch clearance.
NOTE: Pay attention to the sequence of discs. If

the original clutch discs are reused, be sure to
return the disc identified on disassembly as
belonging on top of the disc spring (5) to its orig-
inal location.
CAUTION: When working with double sided fric-

tion discs, an externally lugged steel plate is
installed first, followed by a friction disc, and con-
tinuing on until all the required discs are installed.
When working with single sided friction discs, an
externally lugged disc is installed first, followed by
an internally lugged disc, and continuing on until
all the required discs are installed. All single sided
discs are installed with the friction side up.
NOTE: Place new friction multiple-discs in ATF

fluid for one hour before installing.
6. Measure B1 clutch clearance by mounting Pressing Tool 8901 (1) on outer multiple disc.
7. Using a lever press, compress pressing tool as far as the marking ring (the marking ring is still visible, see small
arrow).
8. For transmissions using double sided friction discs,

use a feeler gauge to determine the play 9L9 at
three points between the snap-ring (6) and outer
multiple-disc (4). During the measurement, the
snap-ring (6) must contact the upper bearing sur-
face of the groove in the outer multiple-disc carrier
(5). The correct clearance for transmissions using
double sided friction discs is 2.3-2.7 mm
(0.091-0.106 in.) for two friction disc versions, 2.7-
3.1 mm (0.106-0.122 in.) for three disc versions,
and 3.0-3.4 mm (0.118-0.134 in.) for four disc ver-
sions.
9. Adjust with snap-ring (6), if necessary. Snap-rings
are available in thicknesses of 2.6 mm (0.102 in.),
2.9 mm (0.114 in.), 3.2 mm (0.126 in.), 3.5 mm
(0.138 in.), 3.8 mm (0.150 in.), and 4.1 mm (0.162
1 - DISC SPRING
in.). 2 - OUTER MULTIPLE DISC - 1.8 mm (0.071 IN.)
3 - OUTER MULTIPLE DISC - 2.8 mm (0.110 IN.)
5 - B1 OUTER CARRIER
6 - SNAP-RING
7 - INNER MULTIPLE DISCS
8 - PISTON
10. For transmissions using single sided friction discs,

multiple-disc (3). During the measurement, the
snap-ring (5) must contact the upper bearing sur-
face of the groove in the outer multiple-disc car-
rier (4). The correct clearance is 2.2-2.6 mm
(0.087-0.102 in.) for four friction disc versions,
2.4-2.8 mm (0.095-0.110 in.) for six disc versions,
and 2.6-3.0 mm (0.102-0.118 in.) for eight disc
versions.
2.9 mm (0.114 in.), 3.2 mm (0.126 in.), 3.5 mm
(0.138 in.), 3.8 mm (0.150 in.), and 4.1 mm (0.162
in.).
1 - DISC SPRING
2 - OUTER MULTIPLE DISC
4 - B1 OUTER CARRIER
5 - SNAP-RING
6 - INNER MULTIPLE DISCS
7 - PISTON
12. Install the teflon rings (1) onto the B1 plate carrier
hub (2).
13. Coat Teflon rings (1) lightly with grease and insert
in the groove so that the joint remains together.
B2-HOLDING CLUTCH
DISASSEMBLY
Holding Clutch B2
1 - SNAP-RING 9 - B2 PISTON SEALING RING

2 - MULTIPLE DISC PACK 10 - B2 PISTON
3 - DISC SPRING 11 - PISTON GUIDE SEALING RING
4 - B2 AND B3 PISTON GUIDE 12 - PISTON GUIDE SEALING RING
5 - O-RING 13 - PISTON GUIDE RING
6 - B3 PISTON SEALING RING 14 - PISTON BACK PRESSURE DISC SPRING
7 - B3 PISTON SEALING RING 15 - SPRING PLATE
8 - B3 PISTON/B2 OUTER DISC CARRIER 16 - SNAP-RING
1. Remove snap ring (1).

2. Take multiple-disc pack B2 (2) and disc spring (3) out of the outer multiple-disc carrier B2 (8). The outer multiple-
disc carrier for the multi-disc holding clutch B2 is the piston for the multiple-disc holding clutch B3 at the same
time. Note which clutch disc is removed just prior to the disc spring (3) for re-assembly. If the clutch discs are
re-used, this disc must be returned to its original position on top of the disc spring.
3. Place the Multi-use Spring Compressor 8900 on the spring disc (14) and compress the spring until the groove for
the snap-ring is exposed.
5. Remove spring plate (15) and disc spring (14).
6. Separate piston guide ring (13) and the B2 piston
(10) from the B3 piston (8) by blowing compressed
air into the bore (D).
7. Press piston guide ring (13) out of the B2 piston
(10).
8. Separate piston guide (4) from the B3 piston (8) by
blowing compressed air into the bore (A).
ASSEMBLY
Holding Clutch B2/B3 Seals
1 - PISTON GUIDE RING 4 - B2 PISTON SEALING RING

2 - PISTON GUIDE RING SEALING RING 5 - B3 PISTON/B2 OUTER DISC CARRIER
3 - PISTON GUIDE RING SEALING RING 6 - B3 PISTON SEALING RING
1. Check all sealing rings (2-4, 6), replace if necessary. The rounded off edges on the sealing rings (2, 4, 6) must
point outwards.
Holding Clutch B2
1 - SNAP-RING 9 - B2 PISTON SEALING RING

2 - MULTIPLE DISC PACK 10 - B2 PISTON
3 - DISC SPRING 11 - PISTON GUIDE SEALING RING
4 - B2 AND B3 PISTON GUIDE 12 - PISTON GUIDE SEALING RING
5 - O-RING 13 - PISTON GUIDE RING
6 - B3 PISTON SEALING RING 14 - PISTON BACK PRESSURE DISC SPRING
7 - B3 PISTON SEALING RING 15 - SPRING PLATE
8 - B3 PISTON/B2 OUTER DISC CARRIER 16 - SNAP-RING
2. Assemble piston guide (4) and B3 piston (8) in the correct position. Verify that the missing tooth in the B3 pis-
ton/B2 outer disc carrier (8) is aligned with the centerline of the two threaded holes in the B2 and B3 piston
guide (4).
3. Insert B2 piston (10) in B3 piston (8).
4. Insert piston guide ring (2). The valve (1) in the pis-
ton guide ring must be on top.
5. Insert disc spring (14) and spring plate (15). Insert disc spring with the curvature towards the spring plate
6. Place Multi-use Spring Compressor 8900 on the disc spring (14) and compress the spring until the groove for the
snap-ring is exposed.
NOTE: Pay attention to sequence of discs. If the original clutch discs are reused, be sure to return the disc
identified on disassembly as belonging on top of the disc spring (3) to its original location. Place new fric-
tion multiple-discs in ATF fluid for one hour before installing.
8. Insert disc spring (3) and multiple-disc pack (2) in the B2 outer multiple-disc carrier.
NOTE: During the measurement the snap-ring

must contact the upper bearing surface of the
groove in the outer multiple-disc carrier.
10. Measure the B2 clutch pack clearance by mount-

ing the Pressing Tool 8901 (1) on outer multiple
disc.
11. Using a lever press, compress pressing tool as far
as the marking ring (the marking ring is still visi-
ble, see small arrow).
12. Using a feeler gauge, determine the play 9L9 at
multiple-disc (7).
13. The correct clutch clearance is 1.9-2.3 mm
(0.075-0.091 in.) for the four friction disc versions
and 2.0-2.4 mm (0.079-0.095 in.) for the five disc
versions.
3.2 mm (0.126 in.), 3.5 mm (0.138 in.), 3.8 mm
(0.150 in.), and 4.1 mm (0.162 in.).
1 - B2 OUTER DISC CARRIER

2 - FRICTION DISCS
3 - DISC SPRING
4 - B2 PISTON
5 - OUTER MULTIPLE DISC - 1.8 MM (0.071 IN.)
8 - SNAP-RING
CLUTCHES-INPUT
DESCRIPTION
Input Clutches
1 - K1 CLUTCH 12 - CENTER PLANETARY GEARSET SUN GEAR

2 - K2 CLUTCH 13 - K2 CLUTCH EXTERNALLY TOOTHED DISC CARRIER
3 - EXTERNALLY TOOTHED DISC 14 - K2 CLUTCH PISTON
4 - INTERNALLY TOOTHED DISC 15 - FRONT PLANETARY GEARSET PLANETARY CARRIER
5 - K3 CLUTCH 16 - FRONT PLANETARY GEARSET ANNULUS GEAR
6 - K3 CLUTCH EXTERNALLY TOOTHED DISC CARRIER 17 - FRONT PLANETARY GEARSET SUN GEAR
7 - K3 CLUTCH PISTON 18 - K1 CLUTCH INTERNALLY TOOTHED DISC CARRIER
8 - K3 CLUTCH INTERNALLY TOOTHED DISC CARRIER 19 - K1 CLUTCH EXTERNALLY TOOTHED DISC CARRIER
9 - REAR PLANETARY GEARSET SUN GEAR 20 - K1 CLUTCH PISTON
10 - CENTER PLANETARY GEARSET PLANETARY CARRIER 21 - INPUT SHAFT
11 - CENTER PLANETARY GEARSET ANNULUS GEAR
Three multi-plate input clutches (1, 2, 5), the front, middle and rear multi-plate clutches K1 (1), K2 (2), and K3 (5),
are located in the planetary gear sets in the transmission housing.
A multi-plate input clutch consists of a number of internally toothed discs (4) on an internally toothed disc carrier and
externally toothed discs (3) on an externally toothed disc carrier.
OPERATION
Input Clutches
1 - K1 CLUTCH 12 - CENTER PLANETARY GEARSET SUN GEAR

2 - K2 CLUTCH 13 - K2 CLUTCH EXTERNALLY TOOTHED DISC CARRIER
3 - EXTERNALLY TOOTHED DISC 14 - K2 CLUTCH PISTON
4 - INTERNALLY TOOTHED DISC 15 - FRONT PLANETARY GEARSET PLANETARY CARRIER
5 - K3 CLUTCH 16 - FRONT PLANETARY GEARSET ANNULUS GEAR
6 - K3 CLUTCH EXTERNALLY TOOTHED DISC CARRIER 17 - FRONT PLANETARY GEARSET SUN GEAR
7 - K3 CLUTCH PISTON 18 - K1 CLUTCH INTERNALLY TOOTHED DISC CARRIER
8 - K3 CLUTCH INTERNALLY TOOTHED DISC CARRIER 19 - K1 CLUTCH EXTERNALLY TOOTHED DISC CARRIER
9 - REAR PLANETARY GEARSET SUN GEAR 20 - K1 CLUTCH PISTON
10 - CENTER PLANETARY GEARSET PLANETARY CARRIER 21 - INPUT SHAFT
11 - CENTER PLANETARY GEARSET ANNULUS GEAR
The input clutches produce a non-positive locking connection between two elements of a planetary gear set or
between one element from each of two planetary gear sets in order to transmit the drive torque.
If the piston (20) on multi-plate clutch K1 (1) is subjected to oil pressure, it presses the internal and external discs
of the disc set together. The sun gear (17) is locked with the planetary carrier (15) via the externally toothed disc
carrier (19) and the internally toothed disc carrier (18). The front planetary gear set is thus locked and turns as a
closed unit.
If the multi-plate clutch K2 (2) is actuated via the piston (14), the piston compresses the disc set. The annulus gear
(16) of the front planetary gear set is locked with the annulus gear (11) of the center planetary gear set via the
externally toothed disc carrier (13) and the center planetary carrier (10) on which the internally toothed discs are
seated. Annulus gear (16) and annulus gear (11) turn at the same speed as the input shaft (21)
If the multi-plate clutch K3 (5) is actuated via the piston (7), the piston compresses the disc set. The sun gear (12)
of the center planetary gear set is locked with the sun gear (9) of the rear planetary gear set via the externally
toothed disc carrier (6) and the internally toothed disc carrier (8). Sun gear (12) and sun gear (9) turn at the same
speed.
K1-INPUT CLUTCH
DISASSEMBLY
Input Clutch K1 Components
1 - K1 OUTER DISC CARRIER 7 - DISC SPRING

2 - FREEWHEELING CLUTCH F1 8 - SPRING PLATE
3 - SNAP-RING 9 - SPRING PLATE SEALING RING
4 - OUTER DISC CARRIER SEALING RING 10 - SNAP-RING
5 - PISTON SEALING RING 11 - SNAP-RING
6 - PISTON 12 - MULTIPLE DISC PACK - REFER TO TEXT FOR CORRECT
ASSEMBLY ORDER
1. Remove snap-ring (11) from outer multiple-disc carrier (1).

2. Take multiple-disc pack (12) out of outer multiple-disc carrier (1). Note which clutch disc is removed just prior to
the spring plate (8) for re-assembly. If the clutch discs are re-used, this disc must be returned to its original
position on top of the spring plate.
3. Place Multi-use Spring Compressor 8900 (2) on the
spring plate and compress the spring until the
snap-ring (1) is exposed.
5. Take out disc spring (7) and remove piston (6) by
carefully blowing compressed air into the drilled oil
feed passage.
6. Remove snap-ring (3) and take out front freewheel-
ing clutch F1 (2). Take care when removing the F1
clutch to prevent the clutch sprags from falling out.
If this occurs, the clutch must be replaced.
ASSEMBLY
1 - K1 OUTER DISC CARRIER 7 - DISC SPRING

2 - FREEWHEELING CLUTCH F1 8 - SPRING PLATE
3 - SNAP-RING 9 - SPRING PLATE SEALING RING
4 - OUTER DISC CARRIER SEALING RING 10 - SNAP-RING
5 - PISTON SEALING RING 11 - SNAP-RING
6 - PISTON 12 - MULTIPLE DISC PACK - REFER TO TEXT FOR CORRECT
ASSEMBLY ORDER
1. Install piston (6) in the outer multiple-disc carrier (1). Check sealing rings (4 and 5), replace if necessary. The
rounded off edges of the sealing rings must point outwards.
2. Insert disc spring (7). Insert disc spring with the curvature towards the piston.
3. Insert spring plate (8). Insert spring plate with the curvature towards the sun gear. Check sealing ring (9), replace
if necessary.
4. Place Multi-use Spring Compressor 8900 (2) on
spring plate and compress the spring until the
groove of the snap-ring (1) is exposed.
5. Insert snap-ring (1). After installing, check snap-ring
for correct seat.
CAUTION: When working with double sided fric-

tion discs, an externally lugged steel plate is
installed first, followed by a friction disc, and con-
tinuing on until all the required discs are installed.
When working with single sided friction discs, an
externally lugged disc is installed first, followed by
an internally lugged disc, and continuing on until
all the required discs are installed. All single sided
discs are installed with the friction side up.
NOTE: Pay attention to the sequence of discs. If

the original clutch discs are reused, be sure to
return the disc identified on disassembly as
belonging on top of the spring plate (8) to its orig-
inal location.
NOTE: Place new friction multiple-discs in ATF

fluid for one hour before installing.
6. Insert multiple-disc pack (12) in the outer multiple-

disc carrier.
8. Measure the K1 clutch pack clearance by mounting Pressing Tool 8901 (1) on outer multiple disc.
9. Using a lever press, compress pressing tool as far as the marking ring (the marking ring is still visible, see small
arrow).
10. For transmissions using double sided friction

discs, use a feeler gauge to determine the play
9L9 at three points between the snap-ring (5) and
outer multiple-disc (3).
11. During the measurement the snap-ring (5) must
contact the upper bearing surface of the groove in
the outer multiple-disc carrier (4).
12. The correct clutch clearance for transmissions
with double sided friction discs is 2.7-3.1 mm
(0.106-0.122 in.) for three friction disc versions,
3.0-3.4 mm (0.118-0.134 in.) for four disc ver-
sions, 3.3-3.7 mm (0.130-0.146 in.) for five disc
versions, and 3.6-4.0 mm (0.142-0.158 in.) for six
disc versions.
are available in thicknesses of 2.6 mm (0.102 in.), 1 - OUTER MULTIPLE DISC - 1.8MM (0.071 IN.)
2.9 mm (0.114 in.), 3.2 mm (0.126 in.), 3.5 mm 2 - OUTER MULTIPLE DISC - 2.8MM (0.110 IN.)
3 - OUTER MULTIPLE DISC - 4.0MM (0.158 IN.)
(0.138 in.), 3.8 mm (0.150 in.), and 4.1 mm (0.162 4 - K1 OUTER DISC CARRIER
in.). 5 - SNAP-RING
6 - FRICTION DISCS
14. Insert front freewheeling clutch F1 (2) and fit 7 - DISC SPRING
snap-ring (3). The freewheeling clutch F1 (2) must 8 - PISTON
be installed in the direction of the arrow.

multiple-disc (2).
the outer multiple-disc carrier (3).
with single sided friction discs is 2.4-2.8 mm
(0.095-0.110 in.) for six friction disc versions, 2.6-
3.0 mm (0.102-0.118 in.) for eight disc versions,
2.8-3.2 mm (0.110-0.126 in.) for ten disc versions,
and 2.9-3.3 mm (0.114-0.130 in.) for twelve disc
versions.
2.9 mm (0.114 in.), 3.2 mm (0.126 in.), 3.5 mm 1 - OUTER MULTIPLE DISCS
(0.138 in.), 3.8 mm (0.150 in.), and 4.1 mm (0.162 2 - OUTER MULTIPLE DISC - 4.0MM (0.158 IN.)
3 - K1 OUTER DISC CARRIER
in.). 4 - SNAP-RING
19. Insert front freewheeling clutch F1 (2) and fit 5 - INNER MULTIPLE DISCS
6 - DISC SPRING
snap-ring (3). The freewheeling clutch F1 (2) must 7 - PISTON
be installed in the direction of the arrow.
K2-INPUT CLUTCH
DISASSEMBLY
1 - NEEDLE ROLLER BEARING 11 - SPRING RETAINER SEALING - O-RING

2 - K1 INNER DISC CARRIER WITH INTEGRATED FRONT GEAR 12 - SPRING RETAINER
SET
3 - THRUST BEARING 13 - SNAP-RING
4 - TORLON SEAL RINGS 14 - DISC SPRING
5 - INPUT SHAFT AND K2 CLUTCH 15 - EXTERNALLY TOOTHED PLATE - 1.8 MM (0.071 IN.)
6 - PISTON OUTER SEAL RING - O-RING 16 - MULTIPLE DISC PACK
7 - PISTON INNER SEAL RING 17 - SNAP-RING
8 - THRUST WASHER 18 - HOLLOW GEAR
9 - PISTON 19 - SNAP-RING
10 - DISC SPRING
1. Remove snap-ring (19) from the K1 inner multiple-disc carrier with integrated front gear set (2) and take off hol-
low gear (18).
2. Remove input shaft with clutch K2 (5).
3. Remove needle thrust bearing (3).
4. Remove snap-ring (17) from K2 outer multiple-disc carrier.
5. Take out multiple-disc pack (16). Note which clutch disc is removed just prior to the disc spring (14) for re-as-
sembly. If the clutch discs are re-used, this disc must be returned to its original position on top of the disc spring.
6. Take out disc spring (14).
7. Fit Multi-use Spring Compressor 8900 (1) onto

spring retainer (12) and press until snap-ring (2) is
released.
9. Take out disc spring (10) and pull piston (9) out of
outer multiple-disc carrier.
ASSEMBLY

SET
10 - DISC SPRING
1. Install piston (9) in outer multiple-disc carrier. Inspect seals (6 and 7), replace if necessary. The rounded edges
of the inner piston seal (7) must point to the outside.
2. Insert disk spring (10) and spring retainer (12). Insert disk spring (10) with curved side pointing toward spring
retainer (12). Inspect seal (11), replace if necessary.
3. Place Multi-use Spring Compressor 8900 (1) on

spring plate and press until the groove (2) of the
snap-ring is exposed.
4. Insert snap-ring.
5. Insert disk spring (14).
NOTE: Pay attention to the sequence of discs. If the original clutch discs are reused, be sure to return the
disc identified on disassembly as belonging on top of the disc spring (14) to its original location.
6. Insert multiple-disk set (16) into outer multiple-disk carrier.

7. Fit snap-ring (17).
8. Measure K2 clutch clearance by mounting Pressing
Tool 8901 (1) on outer multiple disc.
as the marking ring (the marking ring is still visible,
see small arrow).
10. Using a feeler gauge, determine the play 9L9 at
multiple-disc (4).
the outer multiple-disc carrier.
12. The correct clutch clearance is 2.3-2.7 mm
sions, 2.5-2.9 mm (0.099-0.114 in.) for five disc
versions, and 2.7-3.1 mm (0.106-0.122 in.) for six
disc versions.
2.6 mm (0.102 in.), 2.9 mm (0.114 in.), 3.2 mm
(0.126 in.), 3.5 mm (0.138 in.), and 3.8 mm (0.150 1 - DISC SPRING
in.). 2 - OUTER MULTIPLE DISC - 1.8 MM (0.071 IN.)
5 - K2 OUTER DISC CARRIER
6 - SNAP-RING
7 - FRICTION DISCS
8 - PISTON

SET
10 - DISC SPRING
14. Insert axial needle bearing (3) into K1 inner multiple-disk carrier. Insert axial needle bearing (3) with a little
grease to prevent it slipping.
15. Install input shaft in K1 inner multiple-disc carrier with integrated front gear set (2).
16. Fit internally-geared wheel (18) and install snap-ring (19). Pay attention to installation position.
K3-INPUT CLUTCH
DISASSEMBLY
1 - SNAP-RING 6 - PISTON
2 - MULTIPLE DISC PACK 7 - SEALING RING
3 - DISK SPRING 8 - OUTER DISC CARRIER
5 - SPRING PLATE
1. Remove snap-ring (1) from outer multiple-disc carrier.

2. Remove multiple-disc pack (2) and disk spring (3) from outer multiple-disc carrier. Note which clutch disc is
removed just prior to the disc spring (3) for re-assembly. If the clutch discs are re-used, this disc must be
returned to its original position on top of the spring plate.
3. Place Multi-use Spring Compressor 8900 (9) on the spring plate (5) and compress the spring until the snap-ring
(4) is exposed.
5. Remove spring plate (5) and piston (6) from outer multiple-disc carrier.
ASSEMBLY
1 - SNAP-RING 6 - PISTON
2 - MULTIPLE DISC PACK 7 - SEALING RING
3 - DISK SPRING 8 - OUTER DISC CARRIER
5 - SPRING PLATE
1. Install piston (6) in the outer multiple-disc carrier (8). Check sealing ring (7), replace if necessary. The rounded
off edges of the sealing ring must point outwards.
2. Insert the spring plate (5). Insert the spring plate with the curvature towards the piston.
3. Mount the Multi-use Spring Compressor 8900 (9) on the spring plate and clamp until the snap-ring groove is
exposed.
4. Insert snap-ring (4). The collar of the snap-ring must point towards the multiple-disc pack.
CAUTION: When working with double sided friction discs, an externally lugged steel plate is installed first,
followed by a friction disc, and continuing on until all the required discs are installed. When working with
single sided friction discs, an externally lugged disc is installed first, followed by an internally lugged disc,
and continuing on until all the required discs are installed. All single sided discs are installed with the fric-
tion side up.
NOTE: Pay attention to the sequence of discs. If the original clutch discs are reused, be sure to return the
disc identified on disassembly as belonging on top of the disk spring (3) to its original location.
NOTE: Place new friction multiple-discs in ATF fluid for one hour before installing.
5. Install disk spring (3) and multiple-disc pack (2) in outer multiple-disc carrier (8).
7. Measure the K3 clutch clearance by mounting
Pressing Tool 8901 (1) on outer multiple disc.
as the marking ring (the marking ring is still visible,
see small arrow).
9. For transmissions using double sided friction discs,

multiple-disc (2).
with double sided friction discs is 2.3-2.7 mm
sions, and 2.5-2.9 mm (0.099-0.114 in.) for five
disc versions.
2.3 mm (0.091 in.), 2.6 mm (0.102 in.), 2.9 mm
(0.114 in.), 3.2 mm (0.126 in.), and 3.5 mm (0.138 1 - OUTER DISC CARRIER
in.). 2 - OUTER MULTIPLE DISC - 4.0 MM (0.158 IN.)
5 - DISC SPRING
6 - PISTON
7 - FRICTION DISCS - 2.1 MM (0.083 IN.)
8 - SNAP-RING

multiple-disc (2).
with single sided friction discs is 2.3-2.7 mm
(0.091-0.106 in.) for six friction disc versions, 2.4-
2.8 mm (0.095-0.110 in.) for eight disc versions,
and 2.5-2.9 mm (0.099-0.114 in.) for ten disc ver-
sions.
2.3 mm (0.091 in.), 2.6 mm (0.102 in.), 2.9 mm
(0.114 in.), 3.2 mm (0.126 in.), and 3.5 mm (0.138
in.).
SENSORS-INPUT SPEED
DESCRIPTION
The input speed sensors (6, 8) are fixed to the shell of
the control unit via contact blades. The speed sensors
are pressed against the transmission housing (2) by a
spring (7) which is held against the valve housing of
the shift plate (5). This ensures a defined distance
between the speed sensors and the exciter ring (4).
OPERATION
Signals from the input speed sensors (6, 8) are
recorded in the transmission control module (TCM)
together with the wheel and engine speeds and other
information and are processed into an input signal for
electronic control.
Input speed sensor N2 (6) records the speed of the
front sun gear via the externally toothed disc carrier of
the multiple-disc clutch K1 (10) and input speed sen-
sor N3 (8) records the speed of the front planet carrier
via the internally toothed disc carrier of multiple-disc
clutch K1 (3).
PUMP-OIL
DESCRIPTION
The oil pump (2) (crescent-type pump) is installed in
the bellhousing behind the torque converter and is
driven by the drive flange of the torque converter. The
pump creates the oil pressure required for the hydrau-
lic procedures.
OPERATION
When the engine is running, the oil is pumped through
the inlet chamber (5) along the upper and lower side
of the crescent (1) to the pressure chamber (6) of the
housing. The meshing of the teeth prevents oil flowing
from the delivery side to the intake side. An external
gear (3) is eccentrically mounted in the pump housing.
The external gear is driven by the internal gear (4)
which is connected to the torque converter hub.
DISASSEMBLY
1. Remove pump gears (1 and 2) from pump housing.
2. Remove the inner oil pump seal (1).
3. Replace the outer oil pump O-ring (2).
INSPECTION
Before measuring any oil pump components, perform a thorough visual inspection of all the components. If any sign
of scoring, scratches, or other damage is seen, replace the oil pump as an assembly.
SIDE CLEARANCE
Side clearance is the difference between the thickness of the pump gears and the depth of the pocket in the pump
housing. Side clearance can be measured by laying a flat plate across the mounting face of the pump housing, and
measuring the distance between the plate and the gears.
Acceptable side clearance:

• Inner gear: 0.064 mm (0.0025 in) max
• Outer gear: 0.069 mm (0.0027 in) max
TIP CLEARANCE
Tip clearance is the difference between the tip diame-
ters of the gear teeth and the corresponding diameters
of the pocket in the pump housing.
Tip clearance for the inner gear can be checked by
moving the inner gear into tight mesh (2) with the
outer gear as shown. Clearance between the ID of the
crescent feature of the housing and the OD of the
teeth of the inner gear (3) should then me measured
at a point 37 mm from the corner of the crescent (1)
feature, as shown below.
Acceptable tip clearance for inner gear:

• 0.85 mm (0.033 in) max
ASSEMBLY
1. Install new inner oil pump seal (1) with Seal
Installer 8902-A.
2. Replace O-ring (2).
3. Lubricate pump gears and place in the pump hous-

ing. Insert pump gear (1) so that the chamfer
(arrow) points towards the pump housing.
BEARING-OUTPUT SHAFT
REMOVAL
2. Remove the propeller shaft (Refer to 3 - DIFFER-
ENTIAL & DRIVELINE/PROPELLER SHAFT/PRO-
PELLER SHAFT - REMOVAL).
3. Verify that the transmission is in PARK in order to
prepare for the removal of the output shaft nut.
4. Remove the nut, with a 30 mm 12 point socket,
holding the propeller shaft flange to the output
shaft and remove the flange.
6. Remove the transmission output shaft washer. Be
sure to tag the washer since it is very similar to the
geartrain end-play shim and they must not be inter-
changed.
7. Remove the transmission rear output shaft bearing retaining ring (1).
race of the output shaft bearing.


CAUTION: Verify that the geartrain end-play shim

has remained on the output shaft and against the
park gear. The shim may be adhered to the bear-
ing inner race. Retrieve the shim from the bearing
and install over the output shaft and against the
park gear.

INSTALLATION
CAUTION: Verify that the geartrain end-play shim
is properly installed over the output shaft and
against the park gear.
1. Install output shaft bearing in the rear transmission

must point towards the parking lock gear.
2. Install the retaining ring (1). Ensure that the retain-

ing ring is seated correctly in the groove.
3. Check that there is no play between the bearing
and the retaining ring using feeler gauge.
4. There must be no play between the retaining ring
and the bearing. If the ring cannot be installed, a
thinner ring must be used. If there is play between
the ring and the bearing, a thicker ring must be
installed. Retaining rings are available in thick-
nesses of 2.0 mm (0.079 in.), 2.1 mm (0.083 in.),
and 2.2 mm (0.087 in.).
shaft.

prepare for the installation of the output shaft nut.
N·m (147.5 ft.lbs.).
9. Stake the output shaft nut to the output shaft as

follows.Place the Staking Tool 9078 (2) and Driver
Handle C-4171 onto the output shaft.

(2).
13. Install the propeller shaft (Refer to 3 - DIFFEREN-
TIAL & DRIVELINE/PROPELLER SHAFT/PRO-
PELLER SHAFT - INSTALLATION).
SEAL-OUTPUT SHAFT
REMOVAL
1. Remove the propeller shaft (Refer to 3 - DIFFERENTIAL & DRIVELINE/PROPELLER SHAFT/PROPELLER
SHAFT - REMOVAL). Move propeller shaft to the right and tie up.
2. Verify that the transmission is in PARK in order to prepare for the removal of the output shaft nut.
3. Remove the nut, with a 30 mm 12 point socket, holding the propeller shaft flange to the output shaft and remove
the flange.
4. Remove the output shaft seal with suitable screw and slide hammer.
INSTALLATION
1. Position the new output shaft seal over the output
shaft and against the transmission case.
2. Use Seal Installer 8902A (1) to install the seal.
N·m (147.5 ft.lbs.).

6. Rotate the Staking Tool 9078 (2) until the alignment
pin (3) engages the output shaft notch (4).
7. Press downward on the staking tool until the stak-
ing pin (3) contacts the output shaft nut flange (2).
CABLE-PARK LOCK
REMOVAL
1. Place ignition key in the ACC (2) position.
2. Remove the lower instrument panel trim as neces-

sary to access the park lock cable.
3. Disconnect park lock cable (4) from ignition cylin-
der (3).
4. Remove the floor console as necessary for access

to the park lock cable. (Refer to 23 - BODY/INTE-
RIOR/FLOOR CONSOLE - REMOVAL)
6. Disconnect the park lock cable from the shift mech-
anism. Release retention tab using suitable
screwdriver.
INSTALLATION
1. Verify that ignition key is in ACC (2) position.
2. Install the park lock cable (4) to the ignition cylinder
(3). Secure the cable to instrument panel at
retainer.
3. Install any instrument panel trim that was removed
to access the park lock cable.
4. Route park lock cable towards shift mechanism.

5. Connect the park lock cable core to shift mecha-
nism cam (3), and then secure cable housing to
shift mechanism.
6. Adjust the park lock cable. (Refer to 21 - TRANSMISSION/AUTOMATIC TRANSMISSION/SHIFT INTERLOCK

MECHANISM - ADJUSTMENTS)
7. If necessary, install the shield, covering the gearshift and park lock cables, to the floorpan and install the bolts to
hold the shield to the floorpan.
8. Install the floor console assembly. (Refer to 23 - BODY/INTERIOR/FLOOR CONSOLE - INSTALLATION)
GEARTRAIN-PLANETARY
DESCRIPTION
Three planetary gear sets are used to produce the dif-
ferent gear ratios. These are located in the mechanical
part of the transmission as the front, middle and rear
planetary gear sets.
OPERATION
The annulus gear (1) and sun gear (3) elements of a
planetary gear system are alternately driven and
braked by the actuating elements of the multi-plate
clutch and multiple-disc brake. The planetary pinion
gears (2) can turn on the internal gearing of the annu-
lus gear (1) and on the external gearing of the sun
gear (3). This allows for a variety of gear ratios and
the reversal of the rotation direction without the need
for moving gear wheels or shift collars. When two
components of the planetary gear set are locked
together, the planetary gear set is locked and turns as
a closed unit.
The torque and engine speed are converted according
to the lever ratios and the ratio of the number of teeth
on the driven gears to that on the drive gears, and is
referred to as the gear ratio. The overall ratio of a
number of planetary gear sets connected in series is
obtained by multiplying the partial ratios.
DISASSEMBLY
Output Shaft with Center and Rear Planetary Geartrain
1 - TEFLON RINGS 7 - DRIVING CLUTCH K3

2 - OUTPUT SHAFT WITH CENTER PLANETARY CARRIER 8 - THRUST WASHER
3 - NEEDLE BEARING 9 - AXIAL NEEDLE BEARING
4 - THRUST WASHER 10 - SHIM
5 - REAR PLANETARY GEAR SET 11 - RETAINING RING
6 - REAR HOLLOW SHAFT/FREEWHEELING CLUTCH F2
1. Remove upper two visible Teflon rings (1) from output shaft.
2. Remove retaining ring (11), shim (10), thrust needle bearing (9) and thrust washer (8) from output shaft.
3. Remove clutch K3 (7).
4. Remove rear tubular shaft/freewheeling clutch F2 (6) from output shaft.
5. Remove rear gear set (5) with integrated tubular shaft of center gear set from output shaft.
6. Remove thrust washer (4).
ASSEMBLY
Output Shaft with Center and Rear Planetary Geartrain
1 - TEFLON RINGS 7 - DRIVING CLUTCH K3

2 - OUTPUT SHAFT WITH CENTER PLANETARY CARRIER 8 - THRUST WASHER
3 - NEEDLE BEARING 9 - AXIAL NEEDLE BEARING
4 - THRUST WASHER 10 - SHIM
5 - REAR PLANETARY GEAR SET 11 - RETAINING RING
6 - REAR HOLLOW SHAFT/FREEWHEELING CLUTCH F2
1. Mount thrust washer (4) with the collar pointing towards the planet carrier.
2. Mount the rear gear set (5) on the rear hollow shaft (6).
3. Using grease, install lower three Teflon rings (1) in the groove so that the joint stays together
4. Put rear hollow shaft/freewheeling clutch F2 (6) with rear gear set (5) onto output shaft.
5. Install clutch K3 (7).
6. Mount retaining ring, shim, thrust needle bearing and thrust washer (8 - 11).
7. Using grease, insert the upper two Teflon rings (1) in the groove so that the joint remains together.
NOTE: During the test, apply a contact force by
hand to K3 in the direction of the arrow.
8. Inspect axial play between shim (10) and retaining

ring (11). Check axial play 9S9 between shim (10)
and retaining ring (1) using a feeler gauge. Clear-
ance should be 0.15-0.6 mm (0.006-0.024 in.).
Shims are available in thicknesses of 3.0 mm
(0.118 in.), 3.4 mm (0.134 in.), and 3.7 mm (0.146
in.). Adjust as necessary
2 - THRUST WASHER
3 - SHIM
4 - AXIAL NEEDLE BEARING
5 - RETAINING RING
6 - OUTPUT SHAFT WITH CENTER PLANETARY CARRIER
MECHANISM-SHIFT
DESCRIPTION
The automatic transmission is operated with the help
of a shift lever assembly (SLA) (1) located in the floor
console. There are four positions to which the selec-
tion lever can be shifted: P, R, N, D. In addition, the
selector lever can be moved sideways (+/-) in position
9D9 to adjust the shift range.
All selector lever positions, as well as selected shift
ranges in position 9D9, are identified by the SLA. The
information is then sent to the transmission control
module (TCM) via a hardwire connection. At the same
time, the selector lever positions 9P9, 9R9, 9N9 and 9D9
are transmitted by a shift cable to the selector shaft in
the transmission.
The SLA is comprised of the following functions:

• Key lock: Depending on the selector lever position, the ignition cylinder is locked/unlocked, i.e., the ignition
key can be removed only if the selector lever is in position 9P9. A park lock cable is used to perform this
function.
• Park lock: The selector lever is not released from postion 9P9 until the brake pedal has been applied and the
ignition key is in ”ACC” or ON” positions. Shift lock is controlled by the brake light switch in conjunction with a
locking solenoid in the SLA. As soon as the brake pedal is applied firmly, the locking solenoid is energized and
retracted to unlock the selector lever. If the selector lever cannot be moved out of position 9P9 due to a mal-
function, the shift lock function can be overriden (2). (Refer to 21 - TRANSMISSION/AUTOMATIC TRANSMIS-
SION - NAG1/SHIFT INTERLOCK MECHANISM - OPERATION)
• Reverse inhibitor: As soon as the vehicle speed exceeds approximately 4-7 mph, it is no longer possible to
move the selector lever from position 9N9 to position 9R9. The reverse inhibit functionality is controlled by the
same solenoid as the park lock. As the vehicle accelerates past the calibrated speed threshold, the solenoid is
energized to block the sideways motion of the shift lever necessary to move from NEUTRAL to REVERSE.
The reverse inhibit is not released until the vehicle speed falls below approximately 4-7 mph and the shifter is
moved out of the “D” shifter position.
OPERATION
With the selector lever in position 9D9, the transmission control module (TCM) automatically shifts the gears that are
best-suited to the current operating situation. This means that shifting of gears is continuously adjusted to current
driving and operating conditions in line with the selected shift range and the accelerator pedal position. Starting off
is always performed in 1st gear.
The selector lever positions are determined by a sensor assembly internal to the shift lever assembly (SLA). The
sensor assembly identifies the various positions of the SLA according to the following table.
Shift Lever Bit 0 Bit 1 Bit 2 Bit 3
Position
Default 0 0 0 0
9D9 1 0 1 0
9N9 0 1 1 0
9R9 1 1 1 0
9P9 0 0 0 1
9+9 1 0 0 1
9-9 0 1 0 1
9ND9 1 1 0 1
9RN9 0 0 1 1
9PR9 1 0 1 1
Implausible 1 1 1 1
The current selector lever position or, if the shift range has been limited, the current shift range is indicated in the
instrument cluster display.
The permissible shifter positions and transmission operating ranges are:
• P = Parking lock and engine starting.
• R = Reverse.
• N = Neutral and engine starting (no power is transmitted to the axles).
• D = The shift range includes all forward gears.
The shift range can be adjusted to the current operating conditions by tipping the selector lever to the left-hand side
(9-9) or the right-hand side (9+9) when in position 9D9. If the shift range is limited, the display in the instrument cluster
indicates the selected shift range and not the currently engaged gear.
• 4= Shift range is limited to gears 1 to 4.
• 1= Shift range is limited to the 1st gear.
Tipping the shift lever will have the following results:
• Tipping the selector lever toward (-( one time after another: The shift range is reduced in descending
sequence by one gear each time, i.e., from D - 4 - 3 - 2 - 1. If the selected limitation of the shift range would
result in a downshift causing excessive engine speed, the shifting is not executed and the engaged gear as
well as the shift range remain unchanged. This is to prevent the engine from overspeeding. Engine retardation
is low with the selector lever in position 9D9. To make use of the full braking power of the engine, 9manual9
downshifting by tipping the lever towards the left-hand side is recommended. If this has been done, subse-
quent upshifting must be carried out manually as well.
• Tipping the selector lever toward (-( and holding it in this position: The currently engaged gear in range
9D9 is indicated in the instrument cluster display and the shift range is limited to this gear.
• Tipping the selector lever toward (+( one time after another: The shift range is increased by one gear each
time and the increased shift range is displayed in the instrument cluster; possibly, the transmission upshifts to
a faster gear.
• Tipping the selector lever toward (+( several times: The shift range is increased by one gear each time the
lever is tipped until the shift range ends up in 9D9.
• Tipping the selector lever toward (+( and holding it in this position: The shift range is extended immedi-
ately to 9D9, shift ranges are indicated in ascending sequence; possibly, the transmission upshifts to a faster
gear due to the extension of the shift range.
REMOVAL
1. Remove any necessary console parts for access to
shift lever assembly and shifter cables. (Refer to 23
- BODY/INTERIOR/FLOOR CONSOLE -
REMOVAL)
4. Disconnect the transmission shift cable (1) at shift
lever (3) and shifter assembly bracket (2).
5. Remove the shift cable retainer (2) from the notch
in the shifter assembly (2).
6. Verify the key is in the LOCK position and discon-

nect the park lock cable (1) from the shifter
mechansim cam (3) and the notch in the shifter
assembly (3).
7. Disengage all wiring connectors (2) from the shifter
assembly (1).
8. Remove all nuts (2) holding the shifter assembly

(1) to the floor pan.
9. Remove the shifter assembly (1) from the vehicle.
INSTALLATION
1. If a new shifter assembly is being installed,
unscrew the original shift knob from the shift lever.
Screw the knob onto the new shifter assembly’s
lever no more than 14 turns.
2. Install shifter assembly (1) onto the shifter assem-
bly studs on the floor pan.
3. Install the nuts (2) to hold the shifter assembly (1)
onto the floor pan. Tighten nuts to 7 N·m (65
in.lbs.).
4. Place the floor shifter lever in PARK position.

5. Loosen the adjustment screw (5) on the gearshift
cable (1).
6. Install the gearshift cable (1) to the shift lever pin
(3).
7. Install the park lock cable (1) to the shift mecha-
nism cam (3) and the notch in the shifter assembly
(2).
8. Verify that the key is in the LOCK position and
remains there until the cable is fully adjusted.
9. Verify that the park lock cable adjustment tab is
pulled upward to the unlocked position.
10. Install the wiring harness connectors (2) to the

shifter assembly.
11. Verify that the shift lever is in the PARK position.
12. Tighten the adjustment screw to 7 N·m (65
in.lbs.).
13. Verify that the key in the LOCK position and the
shifter is in PARK.
14. Push downward on the park lock cable adjust-
ment tab to lock the adjustment.
15. Verify correct shifter, park lock, and BTSI opera-
tion.
17. Install any console parts removed for access to
shift lever assembly and shift cables. (Refer to 23
- BODY/INTERIOR/FLOOR CONSOLE - INSTAL-
LATION)
SOLENOID
DESCRIPTION
The typical electrical solenoid used in automotive applications is a linear actuator. It is a device that produces
motion in a straight line. This straight line motion can be either forward or backward in direction, and short or long
distance.
A solenoid is an electromechanical device that uses a magnetic force to perform work. It consists of a coil of wire,
wrapped around a magnetic core made from steel or iron, and a spring loaded, movable plunger, which performs
the work, or straight line motion.
The solenoids used in transmission applications are attached to valves which can be classified as normally open
or normally closed. The normally open solenoid valve is defined as a valve which allows hydraulic flow when no
current or voltage is applied to the solenoid. The normally closed solenoid valve is defined as a valve which does
not allow hydraulic flow when no current or voltage is applied to the solenoid. These valves perform hydraulic con-
trol functions for the transmission and must therefore be durable and tolerant of dirt particles. For these reasons, the
valves have hardened steel poppets and ball valves. The solenoids operate the valves directly, which means that
the solenoids must have very high outputs to close the valves against the sizable flow areas and line pressures
found in current transmissions. Fast response time is also necessary to ensure accurate control of the transmission.
The strength of the magnetic field is the primary force that determines the speed of operation in a particular sole-
noid design. A stronger magnetic field will cause the plunger to move at a greater speed than a weaker one. There
are basically two ways to increase the force of the magnetic field:
1. Increase the amount of current applied to the coil or
2. Increase the number of turns of wire in the coil.
The most common practice is to increase the number of turns by using thin wire that can completely fill the available
space within the solenoid housing. The strength of the spring and the length of the plunger also contribute to the
response speed possible by a particular solenoid design.
A solenoid can also be described by the method by which it is controlled. Some of the possibilities include variable
force, pulse-width modulated, constant ON, or duty cycle. The variable force and pulse-width modulated versions
utilize similar methods to control the current flow through the solenoid to position the solenoid plunger at a desired
position somewhere between full ON and full OFF. The constant ON and duty cycled versions control the voltage
across the solenoid to allow either full flow or no flow through the solenoid’s valve.
UPSHIFT/DOWNSHIFT SOLENOID VALVES

The solenoid valves (1) for upshifts and downshifts
are located in the shell of the electric control unit and
pressed against the shift plate with a spring.
The solenoid valves (1) initiate the upshift and down-
shift procedures in the shift plate.
The solenoid valves (1) are sealed off from the valve
housing of the shift plate (5) by two O-rings (4, 6). The
contact springs (8) at the solenoid valve engage in a
slot in the conductor tracks (7). The force of the con-
tact spring (8) ensures safe contacts.
The modulating pressure control solenoid valve (1) is

located in the shell of the electric valve control unit
and pressed against the shift plate by a spring.
Its purpose is control the modulating pressure depend-
ing on the continuously changing operating conditions,
such as load and gear change.
The modulating pressure regulating solenoid valve (1)
has an interference fit and is sealed off to the valve
body of the shift plate (4) by a seal (arrow). The con-
tact springs (2) at the solenoid valve engage in a slot
in the conductor tracks (3). The force of the contact
springs (2) ensures secure contacts.
TORQUE CONVERTER LOCKUP CLUTCH PWM SOLENOID VALVE

The torque converter lockup clutch PWM solenoid
valve (1) is located in the shell of the electric valve
control unit and pressed against the shift plate by a
spring.
The PWM solenoid valve (1) for the torque converter
lockup controls the pressure for the torque converter
lockup clutch.
The torque converter lockup PWM solenoid valve (1)
is sealed off to the valve body of the shift plate (4) by
an O-ring (5) and a seal (arrow). The contact springs
(2) at the solenoid valve engage in a slot in the con-
ductor tracks (3). The force of the contact springs (2)
ensures secure contacts.
SHIFT PRESSURE CONTROL SOLENOID VALVE
The shift pressure control solenoid valve (1) is located

in the shell of the electric valve control unit and
pressed against the shift plate by a spring.
Its purpose is to control the shift pressure depending
on the continuously changing operating conditions,
such as load and gear change.
The shift pressure regulating solenoid valve (1) has an
interference fit and is sealed off to the valve body of
the shift plate (4) by a seal (arrow). The contact
springs (2) at the solenoid valve engage in a slot in
the conductor tracks (3). The force of the contact
springs (2) ensures secure contacts.
OPERATION
When an electrical current is applied to the solenoid coil, a magnetic field is created which produces an attraction
to the plunger, causing the plunger to move and work against the spring pressure and the load applied by the fluid
the valve is controlling. The plunger is normally directly attached to the valve which it is to operate. When the cur-
rent is removed from the coil, the attraction is removed and the plunger will return to its original position due to
spring pressure.
The plunger is made of a conductive material and accomplishes this movement by providing a path for the magnetic
field to flow. By keeping the air gap between the plunger and the coil to the minimum necessary to allow free move-
ment of the plunger, the magnetic field is maximized.
UPSHIFT/DOWNSHIFT SOLENOID VALVES
If a solenoid valve (1) is actuated by the TCM, it

opens and guides the control pressure (p-SV) to the
assigned command valve. The solenoid valve remains
actuated and therefore open until the shifting process
is complete. The shift pressure (p-SV) to the com-
mand valve is reduced to zero as soon as the power
supply to the solenoid valve is interrupted.

The modulating pressure regulating solenoid valve (1)
assigns a proportional pressure to the current which is
controlled by the TCM according to the load.
TORQUE CONVERTER LOCKUP CLUTCH PWM SOLENOID VALVE
The torque converter lockup PWM solenoid (1) valve

converts pulse-wave-modulated current controlled by
the TCM into the appropriate hydraulic control pres-
sure (p-S/TCC).
SHIFT PRESSURE CONTROL SOLENOID VALVE

The shift pressure regulating solenoid valve (1)
assigns a proportional pressure to the current which is
controlled by the TCM according to the load.
CONTACT-TEMPERATURE SENSOR/PARK-NEUTRAL
DESCRIPTION
PARK/NEUTRAL CONTACT
The park/neutral contact (4) is located in the shell of
the electric control unit and is fixed to the conductor
tracks.
Its purpose is to recognize selector valve and selector
lever positions 9P9 and 9N9. The park/neutral contact
consists of:
• the plunger (2).
• the permanent magnet (3).
• the dry-reed contact (4).
TRANSMISSION TEMPERATURE SENSOR

The transmission oil temperature sensor (1) is located
in the shell of the electric valve control unit and is
fixed to the conductor tracks.
Its purpose is to measure the temperature of the
transmission oil and pass the temperature to the TCM
as an input signal. It is a temperature-dependent
resistor (PTC).
OPERATION
PARK/NEUTRAL CONTACT
In selector lever positions 9P9 and 9N9 the park/neutral
contact (4) is actuated by a cam track which is located
on the detent plate. The permanent magnet (3) is
moved away from the dry-reed contact (4). The dry-
reed contact (4) is opened. The TCM receives an
electric signal. The circuit to the starter in the selector
lever positions 9P9 and 9N9 is closed.

The temperature of the transmission oil has a consid-
erable effect on the shifting time and therefore the
shift quality. By measuring the oil temperature, shift
operations can be optimized in all temperature ranges.
The transmission oil temperature sensor (1) is
switched in series with the park/neutral contact. The
temperature signal is transferred to the TCM only
when the dry-reed contact of the park/neutral contact
is closed in REVERSE or a forward gear position.
Refer to the Transmission Temperature Sensor Speci-
fications table for the relationship between transmis-
sion temperature, sensor voltage, and sensor
resistance.
CONVERTER-TORQUE
DESCRIPTION
CAUTION: The torque converter must be replaced
if a transmission failure resulted in large amounts
of metal or fiber contamination in the fluid.
The torque converter is a hydraulic device that cou-

ples the engine crankshaft to the transmission. The
torque converter consists of an outer shell with an
internal turbine (1), a stator (3), an overrunning clutch,
an impeller (2), and an electronically applied converter
clutch. The converter clutch provides reduced engine
speed and greater fuel economy when engaged.
Clutch engagement also provides reduced transmis-
sion fluid temperatures. The converter clutch engages
in third through fifth gears. The torque converter hub
drives the transmission oil (fluid) pump.
A turbine damper (6) has been added for some appli-
cations to help improve vehicle noise, vibration, and
harshness (NVH) characteristics.
The torque converter is a sealed, welded unit that is
not repairable and is serviced as an assembly.
1 - TURBINE
2 - IMPELLER
3 - STATOR
4 - INPUT SHAFT
5 - STATOR SHAFT
6 - TURBINE DAMPER
IMPELLER
Impeller
1 - ENGINE FLEXPLATE 4 - ENGINE ROTATION

2 - OIL FLOW FROM IMPELLER SECTION INTO TURBINE 5 - ENGINE ROTATION
SECTION
3 - IMPELLER VANES AND COVER ARE INTEGRAL
The impeller (3) is an integral part of the converter housing. The impeller consists of curved blades placed radially
along the inside of the housing on the transmission side of the converter. As the converter housing is rotated by the
engine, so is the impeller, because they are one and the same and are the driving members of the system.
TURBINE
Turbine
1 - TURBINE VANE 4 - PORTION OF TORQUE CONVERTER COVER

2 - ENGINE ROTATION 5 - ENGINE ROTATION
3 - INPUT SHAFT 6 - OIL FLOW WITHIN TURBINE SECTION
The turbine (1) is the output, or driven, member of the converter. The turbine is mounted within the housing opposite
the impeller, but is not attached to the housing. The input shaft is inserted through the center of the impeller and
splined into the turbine. The design of the turbine is similar to the impeller, except the blades of the turbine are
curved in the opposite direction.
STATOR
The stator assembly (1-4) is mounted on a stationary

shaft which is an integral part of the oil pump.
The stator (1) is located between the impeller (2) and

turbine (4) within the torque converter case. The stator
contains a freewheeling clutch, which allows the stator
to rotate only in a clockwise direction. When the stator
is locked against the freewheeling clutch, the torque
multiplication feature of the torque converter is
operational.
TORQUE CONVERTER CLUTCH (TCC)
The TCC (9) was installed to improve the efficiency of

the torque converter that is lost to the slippage of the
fluid coupling. Although the fluid coupling provides
smooth, shock-free power transfer, it is natural for all
fluid couplings to slip. If the impeller and turbine were
mechanically locked together, a zero slippage condi-
tion could be obtained. A hydraulic piston with friction
material was added to the turbine assembly to provide
this mechanical lock-up.
In order to reduce heat build-up in the transmission
and buffer the powertrain against torsional vibrations,
the TCM can duty cycle the torque converter lock-up
solenoid to achieve a smooth application of the torque
converter clutch. This function, referred to as Electron-
ically Modulated Converter Clutch (EMCC) can occur
at various times depending on the following variables:
• Shift lever position
• Current gear range
• Transmission fluid temperature
• Input speed
• Throttle angle 1 - TURBINE
• Engine speed 2 - IMPELLER
3 - STATOR
4 - INPUT SHAFT
5 - STATOR SHAFT
6 - PISTON
7 - COVER SHELL
8 - INTERNALLY TOOTHED DISC CARRIER
9 - CLUTCH PLATE SET
10 - EXTERNALLY TOOTHED DISC CARRIER
11 - TURBINE DAMPER
OPERATION
The converter impeller (driving member) (2), which is
integral to the converter housing and bolted to the
engine drive plate, rotates at engine speed. The con-
verter turbine (driven member) (1), which reacts from
fluid pressure generated by the impeller, rotates and
turns the transmission input shaft (4).
1 - TURBINE
2 - IMPELLER
3 - STATOR
4 - INPUT SHAFT
5 - STATOR SHAFT
6 - TURBINE DAMPER
TURBINE
As the fluid that was put into motion by the impeller blades strikes the blades of the turbine, some of the energy and
rotational force is transferred into the turbine and the input shaft. This causes both of them (turbine and input shaft)
to rotate in a clockwise direction following the impeller. As the fluid is leaving the trailing edges of the turbine’s
blades it continues in a “hindering” direction back toward the impeller. If the fluid is not redirected before it strikes
the impeller, it will strike the impeller in such a direction that it would tend to slow it down.
STATOR
Torque multiplication is achieved by locking the sta-

tor’s over-running clutch to its shaft. Under stall condi-
tions (the turbine is stationary), the oil leaving the
turbine blades strikes the face of the stator blades and
tries to rotate them in a counterclockwise direction.
When this happens the over-running clutch of the sta-
tor locks and holds the stator from rotating. With the
stator locked, the oil strikes the stator blades and is
redirected into a “helping” direction before it enters the
impeller. This circulation of oil from impeller to turbine,
turbine to stator, and stator to impeller, can produce a
maximum torque multiplication of about 2.0:1. As the
turbine begins to match the speed of the impeller, the
fluid that was hitting the stator in such as way as to
cause it to lock-up is no longer doing so. In this con-
dition of operation, the stator begins to free wheel and
the converter acts as a fluid coupling. 1 - DIRECTION STATOR WILL FREE WHEEL DUE TO OIL
PUSHING ON BACKSIDE OF VANES
2 - FRONT OF ENGINE
3 - INCREASED ANGLE AS OIL STRIKES VANES
4 - DIRECTION STATOR IS LOCKED UP DUE TO OIL PUSHING
AGAINST STATOR VANES

In a standard torque converter, the impeller (2) and
turbine (1) are rotating at about the same speed and
the stator (3) is freewheeling, providing no torque mul-
tiplication. By applying the turbine’s piston and friction
material (9), a total converter engagement can be
obtained. The result of this engagement is a direct 1:1
mechanical link between the engine and the transmis-
sion.
The clutch can be engaged in second, third, fourth,
and fifth gear ranges.
The TCM controls the torque converter by way of
internal logic software. The programming of the soft-
ware provides the TCM with control over the torque
converter solenoid. There are four output logic states
that can be applied as follows:
• No EMCC
• Partial EMCC
• Full EMCC
• Gradual-to-no EMCC
1 - TURBINE
2 - IMPELLER
3 - STATOR
4 - INPUT SHAFT
5 - STATOR SHAFT
6 - PISTON
7 - COVER SHELL
8 - INTERNALLY TOOTHED DISC CARRIER
9 - CLUTCH PLATE SET
10 - EXTERNALLY TOOTHED DISC CARRIER
11 - TURBINE DAMPER
NO EMCC
Under No EMCC conditions, the TCC Solenoid is OFF. There are several conditions that can result in NO EMCC
operations. No EMCC can be initiated due to a fault in the transmission or because the TCM does not see the need
for EMCC under current driving conditions.
PARTIAL EMCC
Partial EMCC operation modulates the TCC Solenoid (duty cycle) to obtain partial torque converter clutch applica-
tion. Partial EMCC operation is maintained until Full EMCC is called for and actuated. During Partial EMCC some
slip does occur. Partial EMCC will usually occur at low speeds, low load and light throttle situations.
FULL EMCC
During Full EMCC operation, the TCM increases the TCC Solenoid duty cycle to full ON after Partial EMCC control
brings the engine speed within the desired slip range of transmission input speed relative to engine rpm.
GRADUAL-TO-NO EMCC
This operation is to soften the change from Full or Partial EMCC to No EMCC. This is done at mid-throttle by
decreasing the TCC Solenoid duty cycle.
REMOVAL
1. Remove transmission and torque converter from vehicle. (Refer to 21 - TRANSMISSION/AUTOMATIC - NAG1 -
REMOVAL)
2. Place a suitable drain pan under the converter housing end of the transmission.
CAUTION: Verify that transmission is secure on the lifting device or work surface, the center of gravity of
the transmission will shift when the torque converter is removed creating an unstable condition. The torque
converter is a heavy unit. Use caution when separating the torque converter from the transmission.
3. Pull the torque converter forward until the center hub clears the oil pump seal.
4. Separate the torque converter from the transmission.
INSTALLATION
Check converter hub and drive flats for sharp edges,
burrs, scratches, or nicks. Polish the hub and flats
with 320/400 grit paper or crocus cloth if necessary.
The hub must be smooth to avoid damaging the pump
2. Place torque converter in position on transmission.


gears.
6. Check converter seating with a scale and straightedge. Surface of converter lugs should be at least 19 mm (3/4
in.) to rear of straightedge when converter is fully seated.
8. Install the transmission in the vehicle.
9. Fill the transmission with the recommended fluid.
SEAL-TORQUE CONVERTER HUB

REMOVAL
1. Remove the torque converter (Refer to 21 - TRANSMISSION/AUTOMATIC - NAG1/TORQUE CONVERTER -
REMOVAL).
2. Remove the torque converter hub seal with suitable screw and slide hammer.
INSTALLATION
1. Position the torque converter hub seal (1) over the
input shaft and against the transmission oil pump.
2. Using Seal Installer 8902A (2), install a new torque

converter hub seal.
3. Install the torque converter (Refer to 21 - TRANS-
MISSION/AUTOMATIC - NAG1/TORQUE CON-
VERTER - INSTALLATION).
21 - 462 AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS LX
AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL
DIAGNOSTICS
TABLE OF CONTENTS
page page
AUTOMATIC TRANSMISSION 42RLE - P0868-LINE PRESSURE LOW . . . . . . . . . . . . . . 569

ELECTRICAL DIAGNOSTICS P0869-LINE PRESSURE HIGH . . . . . . . . . . . . . . 575
DIAGNOSIS AND TESTING P0870-OD HYDRAULIC PRESSURE TEST . . . 581
P0122-TPS/APP CIRCUIT LOW . . . . . . . . . . . . . 464 P0871-OD PRESSURE SWITCH
P0123-TPS/APP CIRCUIT HIGH . . . . . . . . . . . . . 466 RATIONALITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 587
P0124-TPS/APP INTERMITTENT . . . . . . . . . . . . 468 P0882-TCM POWER INPUT LOW . . . . . . . . . . . 592
P0218-HIGH TEMPERATURE OPERATION P0891-TRANSMISSION RELAY ALWAYS ON . 598
ACTIVATED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 470 P0884-POWER UP AT SPEED . . . . . . . . . . . . . . 602
P0562-BATTERY VOLTAGE LOW . . . . . . . . . . . . 472 P0890-SWITCHED BATTERY . . . . . . . . . . . . . . . 603
P0602-CONTROL MODULE PROGRAMMING P0897-TRANSMISSION FLUID
ERROR/NOT PROGRAMMED . . . . . . . . . . . . . . 477 DETERIORATED. . . . . . . . . . . . . . . . . . . . . . . . . . 607
P0604-INTERNAL CONTROL MODULE RAM . 478 P0932-LINE PRESSURE SENSOR CIRCUIT . . 608
P0605-INTERNAL CONTROL MODULE ROM . 479 P0934-LINE PRESSURE SENSOR CIRCUIT
P0613-INTERNAL TRANSMISSION LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 611
PROCESSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 480 P0935-LINE PRESSURE SENSOR CIRCUIT
P0706-TRANSMISSION RANGE SENSOR HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 616
RATIONALITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 481 P0944-LOSS OF HYDRAULIC PUMP PRIME . 621
P0711-TRANSMISSION TEMPERATURE P0992-2/4/OD HYDRAULIC PRESSURE
SENSOR PERFORMANCE. . . . . . . . . . . . . . . . . 492 TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 623
P0712-TRANSMISSION TEMPERATURE P1684-BATTERY WAS DISCONNECTED . . . . . 624
SENSOR LOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . 495 P1713-RESTRICTED MANUAL VALVE IN T2
P0713-TRANSMISSION TEMPERATURE RANGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 626
SENSOR HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . 499 P1745-TRANSMISSION LINE PRESSURE
P0714-TRANSMISSION TEMPERATURE TOO HIGH FOR TOO LONG . . . . . . . . . . . . . . . 627
SENSOR INTERMITTENT . . . . . . . . . . . . . . . . . 504 P1775-SOLENOID SWITCH VALVE
P0715-INPUT SPEED SENSOR 1 CIRCUIT . . . 507 LATCHED IN TCC POSITION . . . . . . . . . . . . . . 628
P0720-OUTPUT SPEED SENSOR CIRCUIT . . 513 P1776-SOLENOID SWITCH VALVE
P0725-ENGINE SPEED SENSOR CIRCUIT . . . 519 LATCHED IN LR POSITION . . . . . . . . . . . . . . . . 633
P0731-GEAR RATIO ERROR IN 1ST . . . . . . . . . 521 P1790-FAULT IMMEDIATELY AFTER SHIFT . . 638
P0732-GEAR RATIO ERROR IN 2ND . . . . . . . . 523 P1794-SPEED SENSOR GROUND ERROR . . 639
P0733-GEAR RATIO ERROR IN 3RD . . . . . . . . 525 P1797-MANUAL SHIFT OVERHEAT . . . . . . . . . . 642
P0734-GEAR RATIO ERROR IN 4TH . . . . . . . . 527 U0002 CAN C BUS OFF PERFORMANCE . . . . 643
P0736-GEAR RATIO ERROR IN REVERSE . . . 529 U0100 LOST COMMUNICATION WITH
P0740-TCC OUT OF RANGE . . . . . . . . . . . . . . . . 531 ECM/PCM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 645
P0750-LR SOLENOID CIRCUIT . . . . . . . . . . . . . 533 U0121 LOST COMMUNICATION WITH ABS . . 647
P0755-2/4 SOLENOID CIRCUIT . . . . . . . . . . . . . 538 U0141 LOST COMMUNICATION WITH FCM . . 649
P0760-OD SOLENOID CIRCUIT . . . . . . . . . . . . . 543 STANDARD PROCEDURE
P0765-UD SOLENOID CIRCUIT . . . . . . . . . . . . . 548 42RLE - PRE-DIAGNOSTIC
P0841-LR PRESSURE SWITCH TROUBLESHOOTING PROCEDURE. . . . . . . . 651
RATIONALITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 553 42RLE TRANSMISSION VERIFICATION
P0845-2/4 HYDRAULIC PRESSURE TEST . . . 558 TEST - VER 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 652
P0846-2/4 PRESSURE SWITCH
RATIONALITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 564
LX AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS 21 - 463
AUTOMATIC TRANSMISSION 42RLE - ELECTRICAL DIAGNOSTICS

P0122-TPS/APP CIRCUIT LOW
• When Monitored:
Continuously with the ignition on and engine running.
• Set Condition:
This DTC will set if the monitored TPS voltage drops below .078 volts for the period of 0.48 seconds.
Possible Causes
RELATED TPS ENGINE DTCS PRESENT
Always perform the 42RLE Pre-Diagnostic Troubleshooting Procedure before proceeding. (Refer to 21 -
TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)
Theory of Operation
The powertrain controller receives the throttle position signal from the Throttle Position Sensor (TPS) / Accelerator
Pedal Position (APP). The controller provides the TPS/APP with a 5 volt pull up and a sensor ground. The signal is
checked for being out of range as well as for intermittent operation (excessive signal changes). The engine con-
troller transmits the throttle value onto the Bus. Most engine controllers will calculate the throttle value if the throttle
signal is lost. If an error is detected by the transmission controller and the throttle value is available on the Bus, the
Bus value will be used, normal operation will continue, and a TPS/APP code will be set. If an error is detected and
the throttle value is not available on the Bus, normal operation will be discontinued, a TPS/APP DTC will be set, and
the MIL will be turned on after 5 minutes of calculated operation.
Diagnostic Test
1. DETERMINING IF RELATED ENGINE TPS DTCS ARE PRESENT

With the scan tool, check Engine DTCs, including pending DTCs and one trip failures.
Are there any Engine TPS/APP DTCs present?
Yes >> Refer to the Driveability category and perform the appropriate diagnostic procedure.
Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/
TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)
No >> Go To 2

With the scan tool, record the DTC EVENT DATA to help identify the conditions in which the DTC was set.
NOTE: To erase DTC EVENT DATA information, a BATTERY DISCONNECT must be performed. Performing a
BATTERY DISCONNECT will reset all learned Transmission values to controller defaults which may lead to
erratic shift schedules.
Drive the vehicle and try to duplicate the conditions in which the DTC was reported by the DTC EVENT DATA.
Yes >> Using the schematics as a guide, check the Powertrain Control Module (PCM) terminals for corrosion,
are found, replace the PCM per the Service Information. With the scan tool PERFORM QUICK LEARN,
then program Pinion Factor in the Front Control Module. (Refer to 8 - ELECTRICAL/ELECTRONIC
CONTROL MODULES/POWERTRAIN CONTROL MODULE - REMOVAL)
No >> Go To 3

Pay particular attention to the TPS/APP signal and sensor ground circuits.
With the scan tool, check the DTC EVENT DATA to help identify the conditions in which the DTC was set.
P0123-TPS/APP CIRCUIT HIGH
• When Monitored:
• Set Condition:
This DTC will set if the monitored TPS voltage rises above 4.94 volts for the period of 0.48 seconds.
Possible Causes
Theory of Operation
Pedal Position (APP). The controller provides the TPS with a 5 volt pull up and a sensor ground. The signal is
Diagnostic Test
1. DETERMINING IF RELATED ENGINE TPS DTCS ARE PRESENT

No >> Go To 2

NOTE: To erase EVENT DATA information, a BATTERY DISCONNECT must be performed. Performing a BAT-
TERY DISCONNECT will reset all learned Transmission values to controller defaults which may lead to
Drive the vehicle and try to duplicate the conditions in which the DTC was reported by the DTC EVENT DATA.
Yes >> Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/
No >> Go To 3

Yes >> Perform 42RLE TRANSMISSION VERIFICATION TEST - VER 1. (Refer to 21 - TRANSMISSION/
P0124-TPS/APP INTERMITTENT
• When Monitored:
• Set Condition:
This DTC will set if the monitored TPS throttle angle between the angles of 6° and 120° and the degree
change is greater than 5° within a period of less than 7.0 ms.
Possible Causes

THROTTLE POSITION SENSOR
Theory of Operation
Pedal Position (APP). The controller provides the TPS with a 5 volt pull up and a sensor ground. The signal is
Diagnostic Test
1. DETERMINING IF RELATED ENGINE TPS/APP DTCS ARE PRESENT

No >> Go To 2

NOTE: To erase EVENT DATA information, a BATTERY DISCONNECT must be performed. Performing a BAT-
TERY DISCONNECT will reset all learned Transmission values to controller defaults which may lead to
Drive the vehicle and try to duplicate the conditions in which the DTC was reported by the EVENT DATA.
No >> Go To 3

P0218-HIGH TEMPERATURE OPERATION ACTIVATED
• When Monitored:
Whenever the engine is running.
• Set Condition:
Immediately when a Overheat shift schedule is activated when the Transmission Oil Temperature reaches 155°
C or 240° F.
Possible Causes
ENGINE COOLING SYSTEM OPERATION

TRANSMISSION OIL COOLER PLUGGED
HIGH TEMPERATURE OPERATIONS ACTIVATED
Theory of Operation
If the transmission oil temperature rises above 115° C (240° F), the overheat shift schedule is activated refer to
Transmission Operation as a function of Transmission Oil Temperature and the code is set. The DTC is an infor-
mational code only and is being set to aid the technician in determining root cause of a customer driveability issue.
The code is also intended to alert the technician to determine if a cooling system malfunction has occurred or if an
additional transmission air to oil cooler should be added to the vehicle if the customer regularly drives in a manner
that overheats the transmission. Extended operation above 115° C (240° F) will reduce the durability of the trans-
mission and should be avoided. Correcting the cooling system malfunction or installing an additional transmission oil
cooler will improve transmission durability especially for customers who operate in city/construction stop and go traf-
fic, tow trailers regularly, drive aggressively in low gear or drive regularly in mountainous areas.
Diagnostic Test
1. CHECK ENGINE COOLING SYSTEM

Perform Engine Cooling System diagnostics per the Service Information.
Is the Engine Cooling System functioning properly?
Yes >> Go To 2
No >> Repair the cause of the engine overheating. Refer to the Service Information for the related diagnostic
or repair procedures.
2. TRANSMISSION OIL COOLER RESTRICTED

Check the Transmission Oil Cooler Flow in accordance with the Service Information.
Is the transmission oil cooler restricted or plugged?
Yes >> Go To 3
No >> Repair or replace the Transmission Oil Cooler per the Service Information. Repair the cause of the
plugged Transmission Oil Cooler as necessary.
3. HIGH TEMPERATURE OPERATION

This DTC is an informational DTC designed to aid the Technician in diagnosing shift quality complaints.
This DTC indicates that the transmission has been operating in the 9Overheat9 shift schedule which may generate
a customer complaint.
The customer driving patterns may indicate the need for an additional transmission oil cooler.
View repair options.
Repair
Repair the cause of transmission overheating per the Service Information.
For the Transmission circuit diagram (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE - SCHE-

MATICS AND DIAGRAMS)
• When Monitored:
With the engine running and the PCM has closed the Transmission Control Relay.
• Set Condition:
If the battery voltage of the Transmission Control Relay Output Sense circuit(s) to the PCM is less than 10.0
volts for the period of 15 seconds. Note: P0562 generally indicates a gradually falling battery voltage or a
resistive connection(s) to the PCM. The DTC will also set if the battery voltage sensed at the PCM is less than
6.5v for 200ms or where Transmission Control Relay Output circuits is less than 7.2v for 200ms.
Possible Causes
RELATED CHARGING SYSTEM DTC’S

(Z904) GROUND CIRCUIT OPEN OR HIGH RESISTANCE
(INTERNAL) FUSED B+ CIRCUIT TO PCM HIGH RESISTANCE
(T16) TRANSMISSION CONTROL RELAY OUTPUT TO TCM OPEN OR HIGH RESISTANCE
TRANSMISSION CONTROL RELAY
Theory of Operation
Transmission damage may occur if there is insufficient supply voltage to properly control the solenoids. To prevent
this possibility, the battery voltage is monitored and the system is placed in logical limp-in if the battery voltage
drops below the limit.
Diagnostic Test
1. RELATED CHARGING SYSTEM DTC’S

With the scan tool, read the Engine DTC’s.
Are there any Charging System related DTCs also present?
Yes >> Refer to the Charging System category and repair any PCM Charging System DTCs, before proceeding.
NOTE: After repairing the PCM Charging System DTCs, perform the Transmission Verification test to
verify the transmission was not damaged.
No >> Go To 2
2. CONDITION P0562 PRESENT

NOTE: Generator, battery, and charging system must be fully functional before performing this test.
With the scan tool, Check the STARTS SINCE SET counter for P0562.
NOTE: This counter only applies to the last DTC set.
Is the STARTS SINCE SET counter set at 0?
Yes >> Go To 3
No >> Go To 7
3. CHECKING (Z904) GROUND CIRCUIT
Disconnect the PCM C4 harness connector.
CAUTION: Do not probe the PCM harness connectors. Probing the
PCM harness connectors will damage the PCM terminals resulting
in poor terminal to pin connection. Install Miller Tool #8815 to per-
form diagnosis.
Ground circuits in the appropriate terminals of Miller tool #8815.
Does the test light illuminate brightly for all the Ground cir-
cuits?
Yes >> Go To 4
No >> Repair the Ground circuit and/or circuits for an open or high
resistance.
4. CHECKING (INTERNAL) FUSED B(+) CIRCUIT

Remove the Transmission Control Relay.
Using a 12-volt test light connected to ground, check the (internal)
Fused B(+) circuit in the Transmission Control Relay connector.
NOTE: The Test light must illuminate brightly. Compare the bright-
Yes >> Go To 5
No >> Repair the Fused B(+) circuit for an open or high resis-
tance.
Perform 42RLE TRANSMISSION VERIFICATION TEST -
TOMATIC - 42RLE - STANDARD PROCEDURE)
5. CHECKING THE (T16) TRANSMISSION CONTROL RELAY OUTPUT CIRCUIT

Connect a jumper wire between (INTERNAL) Fused B(+) circuit and the
(T16) Transmission Control Relay Output circuit.
Using a 12-volt test light connected to ground, check all (T16) Trans-
mission Control Relay Output circuits in the appropriate terminals of
Miller tool #8815.
Yes >> Go To 6
No >> Repair the (T16) Transmission Control Relay Output cir-
cuit(s) for an open or high resistance.
6. TRANSMISSION CONTROL RELAY

Install a substitute Relay in place of the Transmission Control Relay.
Start the engine.
Using a voltmeter, measure the battery voltage.
With the scan tool, monitor the Transmission Switched Battery Voltage.
Compare the scan tool Transmission Switched Battery voltage to the actual battery voltage.
Is the scan tool voltage within 2.0 volts of the battery voltage?
Yes >> Replace the Transmission Control Relay.
No >> Using the schematics as a guide, check the Powertrain Control Module (PCM) terminals for corrosion,
The conditions necessary to set the DTC are not present at this time.
Wiggle the wiring and connectors while checking for shorts and open circuits.
P0602-CONTROL MODULE PROGRAMMING ERROR/NOT PROGRAMMED
• When Monitored:
Check for generic software is made at power-up.
• Set Condition:
If generic software is found , the MIL will light immediately. This DTC is designed to signal the technician that
the controller still has generic software installed.
Possible Causes
PCM - PROGRAMMING ERROR
Theory of Operation
The controller is programmed during manufacturing with generic software to facilitate testing. This software does not
have the proper calibrations to control a transmission in a vehicle. The check for generic software is made at power-
up. If generic software is found , the MIL will light immediately and the MIL will stay on even if the fault is cleared,
until the proper software is installed. Note: Transmission will be placed in limp-in mode.
Diagnostic Test
1. CONTROL MODULE PROGRAMMING ERROR

management.
Record the controller part number.
Update the controller with the correct software in accordance with the Service Information.
Verify that the controller updated successfully.
Test Complete
P0604-INTERNAL CONTROL MODULE RAM
• When Monitored:
One time after the ignition key is turned to the run position.
• Set Condition:
The read value does not match the written value in any RAM location.
Possible Causes
PCM - INTERNAL ERROR
SION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)
Theory of Operation
After the controller is reset, the microprocessor checks the integrity of each RAM location by writing to it and read-
ing back from it. The read value should be the same as the written value. MIL on after 10 seconds of vehicle oper-
ation and transmission will be placed in limp-in.
Diagnostic Test
1. PCM - INTERNAL ERROR

View repair.
Repair
Using the schematics as a guide, check the Powertrain Control Module (PCM) terminals for corrosion,
P0605-INTERNAL CONTROL MODULE ROM
• When Monitored:
One time after the ignition key is turned to the run position.
• Set Condition:
If the ROM checksum does not match a known constant.
Possible Causes
Theory of Operation
After the controller is reset, the microprocessor checks the integrity of the program memory (ROM). A checksum is
calculated by adding all used bytes in the program memory. The sum should be the same as a known constant
stored in memory. MIL on after 10 seconds of vehicle operation and transmission will be placed in limp-in.
Diagnostic Test

View repair.
Repair
P0613-INTERNAL TRANSMISSION PROCESSOR
• When Monitored:
After the ignition key is turned to the run position and 60 seconds thereafter.
• Set Condition:
Either of the following conditions occur 3 times in less than 590 milliseconds: The watchdog line remains high
after the watchdog test or the transmission relay coil is energized and remains on after the watchdog delay
expires.
Possible Causes
Theory of Operation
The internal watchdog is a separate hardware circuit which continuously monitors the microprocessor. To make sure
the transmission is operating properly, the watchdog must receive a signal from the microprocessor within a specific
time window. MIL on after 10 seconds of vehicle operation and transmission will be placed in limp-in.
Diagnostic Test

View repair.
Repair
P0706-TRANSMISSION RANGE SENSOR RATIONALITY

• When Monitored:
Continuously with the ignition in the run position.
• Set Condition:
The DTC will set if an invalid PRNDL code which lasts for more than 100 milliseconds and within 1 second of
power-up or the PRNDL code error does not correct itself before a change in input occurs.
Possible Causes
SHIFTER OUT OF ADJUSTMENT

TRS (T1) SENSE CIRCUIT OPEN
TRS (T1) SENSE CIRCUIT SHORT TO GROUND
TRS (T1) SENSE CIRCUIT SHORT TO VOLTAGE
TRANSMISSION RANGE SENSOR
Theory of Operation
The C1 through C4 (T1, T3, T41, and T42) sense circuits communicate the shift lever position to the PCM. Each
circuit is terminated at the transmission with a switch. Each switch can be either open or closed, depending on the
shift lever position. The PCM can decode this information and determine the shift lever position. Each shift lever
position has a certain combination of switches, which will be open and closed, this is called a PRNDL code. There
are 4 switches, therefore: there are many possible combinations of open and closed switches (codes). However,
there are only 9 valid codes (8 for AutoStick), one for each gear position and three recognized between gear codes.
The remainder of the codes should never occur, these are called invalid codes. The following chart shows the nor-
mal switch states for each shift lever position.
TRS SWITCH STATES
SLP T42 T41 T3 T1

P CL CL CL OP
R CL OP OP OP
N CL CL OP CL
OD OP OP OP CL
3 OP OP CL OP
L CL OP CL CL
Diagnostic Test
1. CHECK IF THE DTC P0706 IS CURRENT

Cycle the ignition off, then start the vehicle.
Firmly apply the brakes and shift into Overdrive.
NOTE: Vehicle must remain in Overdrive for at least three seconds.
With the brakes firmly applied, shift slowly through all gears (PRNDL) as least three times, pausing momentarily in
each gear.
NOTE: If all the PRNDL lights box individually then the error was cleared.
Shift into park and turn the ignition off to the lock position.
Does the DTC P0706 reset, or do all the PRNDL indicators remain boxed in park or neutral?
Yes >> Go To 2
No >> Go To 18
2. CHECK SHIFTER OPERATION

With the scan tool, perform the Shift Lever Position Test.
Select the test outcome from the following:
Test passes
Go To 18
Test fails with error code
Go To 3
Test fails without error code
Go To 17
3. PCM AND WIRING

Remove the Starter Relay.
CAUTION: Removal of the Starter Relay is to prevent a Transmission, NO RESPONSE, condition and disable
the starter.
Install the Transmission Simulator, Miller tool #8333 and the Electronic Transmission Adapter kit 8333-1A.
With the scan tool, perform the Shift Lever Position Test.
When the scan tool instructs you to put the Gear Selector in a particular position, you must do so using the Trans-
mission Simulator.
The LED for the gear position in question must be illuminated on the Transmission Simulator, prior to pressing the
ENTER key on the scan tool.
NOTE: After completion of this procedure, make sure to disconnect the Transmission Simulator, Miller tool
#8333 and Electronic Transmission adaptor cable kit, Miller tool #8333-1A and reconnect all connectors.
Did the Shift Lever Position Test pass?
Yes >> Replace the Transmission Range Sensor per the Service Information.
No >> Go To 4
4. IDENTIFY FAULTY CIRCUIT
Reconnect all disconnected connectors. Turn the ignition on, engine not running.
With the scan tool, monitor the TRS Sense circuits on the Input/Output screen - C1 through C4.
Move the shift lever through all gear positions, pausing momentarily in each gear position and watch for one of the
circuits to not change state.
Pick the one that did not change state.
TRS (T1)sense (C4)
Go To 5
TRS (T3)sense (C3)
Go To 8
TRS (T41)sense (C1)
Go To 11
TRS (T42)sense (C2)
Go To 14
5. TRS (T1) SENSE CIRCUIT OPEN

Disconnect the TRS harness connector.
form diagnosis.
Measure the resistance of the TRS (T1) Sense circuit from the appro-
priate terminal of special tool #8815 to the TRS harness connector.
Yes >> Repair the TRS (T1) Sense circuit for an open.
No >> Go To 6
6. TRS (T1) SENSE CIRCUIT SHORT TO GROUND

Measure the resistance between ground and the TRS (T1) Sense cir-
cuit.
Yes >> Repair the TRS (T1) Sense circuit for a short to ground.
No >> Go To 7
7. TRS (T1) SENSE CIRCUIT SHORT TO VOLTAGE

Remove the Transmission Control Relay from the PDC.
Connect a jumper wire between the (Internal) Fused B+ circuit and the
(T16) Transmission Control Relay Output circuit in the Transmission
Control Relay connector.
Measure the voltage of the TRS (T1) Sense circuit at the appropriate
terminal of special tool #8815.
Is the voltage above 0.5 volt?
Yes >> Repair the TRS (T1) Sense circuit for a short to voltage.
No >> Using the schematics as a guide, check the Powertrain
Control Module (PCM) terminals for corrosion, damage, or
ground circuits. If no problems are found, replace the PCM
per the Service Information. With the scan tool PERFORM
QUICK LEARN, then program Pinion Factor in the Front
Control Module. (Refer to 8 - ELECTRICAL/ELECTRONIC
CONTROL MODULES/POWERTRAIN CONTROL MOD-
ULE - REMOVAL)

form diagnosis.
No >> Go To 9

cuit.
No >> Go To 10

Measure the voltage of the TRS (T3) Sense circuit.
ULE - REMOVAL)

form diagnosis.
No >> Go To 12

cuit
No >> Go To 13

Control Relay connector.Ignition on, engine not running.
ULE - REMOVAL)

form diagnosis.
No >> Go To 15

cuit.
No >> Go To 16

ULE - REMOVAL)
17. CHECK AND ADJUST SHIFTER

View repair.
Repair
Adjust the Shift Linkage and/or cable per the Service Information.

Wiggle the wiring and connectors while checking for shorted and open circuits.
Check the Shift Linkage and cable for proper operation per the Service Information.
With the scan tool, check the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set.
Perform *PRNDL FAULT CLEARING PROCEDURE after completion of any repairs.
P0711-TRANSMISSION TEMPERATURE SENSOR PERFORMANCE

• When Monitored:
• Set Condition:
is DTC will set when the desired transmission temperature does not reach a normal operating temperature
within a given time frame. Time is variable due to ambient temperature. Approximate DTC set time is 10 to 35
minutes. The following are starting temperature to warm up times to set this DTC: starting temp -40° C (-40°
F) warm up time 35 minuets, starting temp -28° C ( -20° F) 25 min, starting temp -6.6° C (20° F) 20 minuets,
starting temp 15.5 ° C (60° F) 10 minuets. When the fault is set, calculated temperature is substituted for
measured temperature, however the fault code is stored only after three consecutive occurrences of the fault.
Possible Causes
RELATED TRANSMISSION TEMPERATURE DTC’S PRESENT

Theory of Operation
The temperature sensor is used to sense the temperature of the transmission fluid. Transmission fluid temperature
can affect shift quality, torque converter operation and when or if some diagnostics are run. A failed temperature
sensor could affect the OBD diagnostics. If a problem occurs in the transmission temperature sensor circuit, trans-
mission temperature will be based on a calculated value.
Diagnostic Test
1. DETERMINE IF RELATED TRANSMISSION TEMPERATURE DTC’S ARE PRESENT

With the scan tool, check Transmission DTC’s.
Are there any other Transmission Temperature Sensor related DTCs present?
Yes >> Refer to the Transmission category and perform the appropriate symptom. (Refer to 21 - TRANSMIS-
SION/TRANSAXLE/AUTOMATIC - 42RLE - DIAGNOSIS AND TESTING)
No >> Go To 2

Is the STARTS SINCE SET counter 2 or less?
Yes >> Go To 3
No >> Go To 4
3. PCM AND WIRING

the starter.
With the Transmission Simulator, turn the Input/Output switch to OFF.
With the scan tool, monitor the TRANS TEMP VOLTS while turning the Thermistor Voltage switch to all three posi-
tions on the Transmission Simulator.
Compare the scan tool readings with the numbers listed on the Transmission Simulator.
Do the readings on the Transmission Simulator match the scan tool readings ± 0.2 volts?
Yes >> Replace Transmission Solenoid/Pressure Switch Assembly per the Service Information. (Refer to 21 -
TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE/SOLENOID/PRESSURE SWITCH ASSY -
REMOVAL)

P0712-TRANSMISSION TEMPERATURE SENSOR LOW

• When Monitored:
• Set Condition:
The DTC will set when the monitored Temperature Sensor voltage drops below 0.078 volts for the period of
1.45 seconds. When the fault is set, calculated temperature is substituted for measured temperature, however
the fault code is stored only after three consecutive occurrences of the fault.
Possible Causes
RELATED DTC’S PRESENT

(T54) TRANSMISSION TEMPERATURE SENSOR SIGNAL CIRCUIT SHORT TO GROUND
Theory of Operation
Diagnostic Test
1. DETERMINE IF RELATED DTC’S ARE PRESENT

With the scan tool, check Transmission DTC’s.
Are there any Speed Sensor DTCs present?
Yes >> Refer to the Transmission category and perform the appropriate symptom.
No >> Go To 2

Yes >> Go To 3
No >> Go To 6
3. PCM AND WIRING

the starter.
Yes >> Go To 4
No >> Go To 5
4. TRANSMISSION TEMPERATURE SENSOR
View repair.
Repair
Replace Transmission Solenoid/TRS Assembly per the Service Information.
5. (T54) TRANSMISSION TEMPERATURE SENSOR SIGNAL CIRCUIT SHORT TO GROUND

form diagnosis.
Measure the resistance between ground and the (T54) Transmission
Temperature Sensor Signal circuit.
Yes >> Repair the (T54) Transmission Temperature Sensor Signal
ULE - REMOVAL)
P0713-TRANSMISSION TEMPERATURE SENSOR HIGH

• When Monitored:
• Set Condition:
The DTC will set when the monitored Temperature Sensor voltage rises above 4.94 volts for the period of 1.45
seconds. When the fault is set, calculated temperature is substituted for measured temperature, however the
fault code is stored only after three consecutive occurrences of the fault.
Possible Causes
(K900) SENSOR GROUND OPEN

(T54) TRANSMISSION TEMPERATURE SENSOR SIGNAL CIRCUIT OPEN
(T54) TRANSMISSION TEMPERATURE SENSOR SIGNAL CIRCUIT SHORT TO VOLTAGE
Theory of Operation

Yes >> Go To 2
No >> Go To 7
2. PCM AND WIRING

the starter.
Yes >> Go To 3
No >> Go To 4

Repair
Replace TRS Assembly per the Service Information.
4. (T54) TRANSMISSION TEMPERATURE SENSOR SIGNAL CIRCUIT OPEN

Disconnect the TRS harness connector
form diagnosis.
Measure the resistance of the Transmission Temperature Sensor Signal
circuit from the appropriate terminal of special tool #8815 to the TRS
harness connector.
Yes >> Repair the Transmission Temperature Sensor Signal circuit
for an open.
No >> Go To 5
5. (K900) SENSOR GROUND CIRCUIT OPEN
Disconnect the TRS harness connector
Disconnect the PCM C2 harness connector
Measure the resistance of the (K900) Sensor Ground circuit from the
appropriate terminal of special tool #8815 to the TRS harness connec-
tor.
Yes >> Repair the (K900) Sensor Ground circuit for an open.
No >> Go To 6
6. (T54) TRANSMISSION TEMPERATURE SENSOR SIGNAL CIRCUIT SHORT TO VOLTAGE

Measure the voltage of the (T54) Transmission Temperature Sensor
Signal circuit in the appropriate terminal of special tool #8815.
Yes >> Repair the Transmission Tempeture Sensor Signal circuit
for a short to voltage.
ULE - REMOVAL)

P0714-TRANSMISSION TEMPERATURE SENSOR INTERMITTENT

• When Monitored:
• Set Condition:
The DTC will set when the monitored Temperature Sensor voltage fluctuates or changes abruptly within a pre-
determined period of time.
Possible Causes
Theory of Operation

With the scan tool , check the STARTS SINCE SET counter for P0714.
Yes >> Go To 2
No >> Go To 4
2. PCM AND WIRING

the starter.
With the scan tool , monitor the TRANS TEMP VOLTS while turning the Thermistor Voltage switch to all three posi-
Do the readings on the Transmission Simulator match a non-fluctuating scan tool reading ± 0.2 volts?
Yes >> Go To 3
View repair.
Repair
Replace TRS Assembly per the Service Information.

With the scan tool , check the EATX DTC EVENT DATA to help identify the conditions in which the DTC was set.
P0715-INPUT SPEED SENSOR 1 CIRCUIT

• When Monitored:
The transmission gear ratio is monitored continuously while the transmission is in gear.
• Set Condition:
If there is an excessive change in the Input RPM in any gear. the vehicle must be in a valid gear R, 1st, 2nd,
3rd, or 4th.
Possible Causes
(T52) INPUT SPEED SENSOR SIGNAL CIRCUIT OPEN

(T13) SPEED SENSOR GROUND CIRCUIT OPEN
(T52) INPUT SPEED SENSOR SIGNAL CIRCUIT SHORT TO GROUND
(T52) INPUT SPEED SENSOR SIGNAL CIRCUIT SHORT TO VOLTAGE
(T13) SPEED SENSOR GROUND CIRCUIT SHORT TO VOLTAGE
INPUT SPEED SENSOR
Theory of Operation
The transmission system uses two speed sensors, one to measure input RPM and one to measure output RPM.
These inputs are essential for proper transmission operation. Therefore, the integrity of this data is verified through
system checks.
Diagnostic Test
1. CHECK TO SEE IF DTC P0715 IS CURRENT

Start the engine.
Place the shifter in park.
With the scan tool , read the Input Speed Sensor RPM.
Is the Input Speed Sensor reading below 400 RPM?
Yes >> Go To 2
No >> Go To 9
2. PCM AND WIRING

the starter.
With the Transmission Simulator, set the 9Input/Output Speed9 switch to 9ON9 and the rotary switch to the 93000/
12509 position.
With the scan tool, read the Input and Output RPM.
Does the Input speed read 3000 RPM and the Output speed read 1250 RPM ± 50 RPM?
Yes >> Go To 3
No >> Go To 4
3. INPUT SPEED SENSOR
View repair.
Repair
Replace the Input Speed Sensor per the Service Information.
4. (T52) INPUT SPEED SENSOR SIGNAL CIRCUIT OPEN

Disconnect the Input Speed Sensor harness connector.
in poor terminal to pin connection. Install Miller Special Tool #8815
to perform diagnosis.
Measure the resistance of the (T52) Input Speed Sensor Signal circuit
from the appropriate terminal of special tool #8815 to the Input Speed
Sensor connector.
Yes >> Repair the (T52) Input Speed Sensor Signal circuit for an
open.
No >> Go To 5
5. (T13) SENSOR GROUND CIRCUIT OPEN
from the appropriate terminal of special tool #8815 to the Input Speed
Sensor harness connector.
No >> Go To 6
6. (T52) INPUT SPEED SENSOR SIGNAL CIRCUIT SHORT TO GROUND

Sensor Signal circuit.
Is the resistance Below 5.0 ohms?
Yes >> Repair the (T52) Input Speed Sensor Signal circuit for a
short to ground.
No >> Go To 7
7. (T52) INPUT SPEED SENSOR SIGNAL CIRCUIT SHORT TO VOLTAGE

Disconnect the Output Speed Sensor harness connector.
Connect a jumper wire between the (Internal) Fused B+ circuit and
Measure the voltage of the (T52) Input Speed Sensor Signal circuit.
Yes >> Repair the (T52) Input Speed Sensor Signal circuit for a
short to voltage.
No >> Go To 8
8. (T13) SENSOR GROUND CIRCUIT SHORT TO VOLTAGE

Connect a jumper wire between the (Internal) Fused B+ and (T16)
Transmission Control Relay Output circuits in the Transmission Control
Relay connector.
Measure the voltage of the (T13) Sensor Ground circuit.
Yes >> Repair the (T13) Sensor Ground circuit for a short to volt-
age.
ULE - REMOVAL)

P0720-OUTPUT SPEED SENSOR CIRCUIT

• When Monitored:
The transmission gear ratio is monitored continuously while the transmission is in gear.
• Set Condition:
If there is an excessive change in the Output RPM in any gear.
Possible Causes
(T14) OUTPUT SPEED SENSOR SIGNAL CIRCUIT OPEN

(T14) OUTPUT SPEED SENSOR SIGNAL CIRCUIT SHORT TO GROUND
(T14) OUTPUT SPEED SENSOR SIGNAL CIRCUIT SHORT TO VOLTAGE
(T13) SENSOR GROUND CIRCUIT SHORT TO VOLTAGE
OUTPUT SPEED SENSOR
Theory of Operation
system checks.
Diagnostic Test

Start the engine in park.
Raise the drive wheels off of the ground.
Firmly apply the brakes and place the transmission selector in drive.
WARNING: Be sure to keep hands and feet clear of rotating wheels.
Release the brakes and allow the drive wheels to spin freely.
NOTE: The drive wheels must be turning at this point.
With the scan tool, read the Output RPM
Is the Output RPM below 100?
Yes >> Go To 2
No >> Go To 9
2. PCM AND WIRING

the starter.
12509 position.
With the scan tool , read the Input and Output RPM.
Does the Input RPM read 3000 and the Output RPM read 1250 (within 50 RPM)?
Yes >> Go To 3
No >> Go To 4
3. OUTPUT SPEED SENSOR

Repair
Replace the Output Speed Sensor per the Service Information.
4. (T14) OUTPUT SPEED SENSOR SIGNAL CIRCUIT OPEN

Measure the resistance of the (T14) Output Speed Sensor Signal circuit
from appropriate terminal of special tool #8815 to the Output Speed
Sensor harness connector.
Yes >> Repair the (T14) Output Speed Sensor Signal circuit for an
open.
No >> Go To 5
5. (T13) SENSOR GROUND CIRCUIT OPEN
Measure the resistance of the Sensor Ground circuit from the appropri-
ate terminal of special tool #8815 to the Output Speed Sensor harness
connector.
No >> Go To 6
6. (T14) OUTPUT SPEED SENSOR SIGNAL CIRCUIT SHORT TO GROUND

Measure the resistance between ground and the (T14) Output Speed
Yes >> Repair the (T14) Output Speed Sensor Signal circuit for a
short to ground.
No >> Go To 7
7. (T14) OUTPUT SPEED SENSOR SIGNAL CIRCUIT SHORT TO VOLTAGE

Measure the voltage of the (T14) Output Speed Sensor Signal circuit.
Yes >> Repair the (T14) Output Speed Sensor Signal circuit for a
short to voltage.
No >> Go To 8
8. (T13) SENSOR GROUND CIRCUIT SHORT TO VOLTAGE

Connect a jumper wire between the (Internal) Fused B+ and (T16)
Transmission Control Relay Output circuits in the Transmission Control
Relay connector.
Measure the voltage of the (T13) Sensor Ground circuit.
Yes >> Repair the (T13) Sensor Ground circuit for a short to volt-
age.
ULE - REMOVAL)

P0725-ENGINE SPEED SENSOR CIRCUIT
• When Monitored:
• Set Condition:
The Engine RPM is less than 390 or greater than 8000 for more than 2 seconds while the engine is running.
Possible Causes
ENGINE DTCS PRESENT
Theory of Operation
The PCM uses a dual port RAM internal to the controller to send the engine speed signal to the Transmission
Control System. The calculated engine RPM is compared to a minimum and maximum value. If the PCM interprets
this signal to be out of range when the engine is running the code is set. The MIL illuminates after 10 seconds of
vehicle operation and the transmission system defaults to Limp-in mode.
Diagnostic Test
1. CONDITION FOR DTC P0725 IS PRESENT

Start the engine.
NOTE: This DTC is not a Transmission Input Speed Sensor DTC.
With the scan tool, view DTCs.
Is the status Active for this DTC or is the STARTS SINCE SET counter set at 0?
Yes >> Go To 2
No >> Go To 3

Are there any Engine DTC’s present?
Yes >> Refer to Section 9 – Engine Electrical Diagnostics and perform the appropriate diagnostic procedure.
P0731-GEAR RATIO ERROR IN 1ST
• When Monitored:
The Transmission gear ratio is monitored continuously while the transmission is in gear.
• Set Condition:
If the ratio of the Input RPM to the Output RPM does not match the current gear ratio when compared to the
known gear ratio.
Possible Causes
RELATED TRANSMISSION DTCS PRESENT

INTERMITTENT GEAR RATIO ERRORS
Theory of Operation
data checks. When in gear, if the gear ratio does not compare to a known gear ratio, the corresponding gear ratio
error trouble code is set. The transmission will go into Limp-in mode after four gear ratio error events occur in a
given driving cycle.
Diagnostic Test
1. DETERMINING IF RELATED TRANSMISSION DTCS ARE PRESENT

If any of these DTCs are present, perform their respective tests first.
Are there any Loss of Prime, Line Pressure Sensor and/or Speed Sensor DTCs present?
Yes >> Refer to appropriate diagnostic procedure in the Transmission category. If any of these DTC’s are
present, they will cause a gear ratio error. Perform the test for Loss of Prime first if it is present.
No >> Go To 2
2. CHECK TO SEE IF P0731 IS CURRENT

With the scan tool, perform the 1st gear clutch test. Follow the instructions on the scan tool.
Increase the throttle angle or TPS Degree to 30° for no more than a few seconds.
CAUTION: Do not overheat the transmission.
Did the Clutch Test pass, Input Speed remain at zero?
Yes >> Go To 3
No >> Go To 4
3. CHECK FOR INTERMITTENT OPERATION
The conditions to set this DTC are not current at this time.
Check the gearshift linkage adjustment.
Gear ratio DTCs can be set by problems in the Input and Output Speed Sensor circuits. If the vehicle passes the
Clutch Test and still sets Gear Ratio DTC, check the Speed Sensors for proper operation.
CAUTION: removal of the Starter Relay is to prevent a Transmission NO RESPONSE condition and to dis-
able the starter.
Check the wiring and connectors for the Speed Sensors for a good connection, then perform a wiggle test using the
Transmission Simulator, Miller tool #8333 and the Electronic Transmission Adapter kit 8333-1A.
This DTC can also be set under extreme temperature conditions. This is usually caused by an internal problem.
Verify if the problem is only experienced under extreme hot or cold conditions.

Repair
Repair internal Transmission per the Service Information. Check all of the components related to the UD
and LR clutches. Inspect the Oil Pump and repair or replace per the Service Information.
P0732-GEAR RATIO ERROR IN 2ND
• When Monitored:
• Set Condition:
known gear ratio.
Possible Causes

TRANSMISSION SOLENOID/PRESSURE SWITCH ASSEMBLY
Theory of Operation
Diagnostic Test

Yes >> Refer to appropriate diagnostic procedure in the Transmission category. If any of these DTCs are
No >> Go To 2

With the scan tool, perform the 2nd gear clutch test. Follow the instructions on the scan tool.
Yes >> Go To 3
No >> Go To 4
able the starter.
Check the wiring and connectors to the Speed Sensors for a good connection, then perform a wiggle test using the
4. CHECK FOR RELATED PRESSURE SWITCH DTC’S

Are the DTC’s P0845 and/or P0846 present also?
Yes >> Replace the Transmission Solenoid/Pressure Switch Assembly per the Service Information.
No >> Go To 5

Repair
and 2/4 clutches. Inspect the Oil Pump and repair or replace per the Service Information.
P0733-GEAR RATIO ERROR IN 3RD
• When Monitored:
• Set Condition:
known gear ratio.
Possible Causes

Theory of Operation
Diagnostic Test

No >> Go To 2

With the scan tool, perform the 3rd gear clutch test. Follow the instructions on the scan tool.
Yes >> Go To 3
No >> Go To 4
able the starter.
This DTC can also be set under extreme temperature conditions, this is usually caused by an internal problem.
4. CHECK FOR RELATED PRESSURE SWITCH DTCS

Are the DTCs P0870 and/or P0871 present also?
No >> Go To 5

Repair
and O/D clutches. Inspect the Oil Pump and repair or replace per the Service Information.
• When Monitored:
• Set Condition:
known gear ratio.
Possible Causes

Theory of Operation
Diagnostic Test

No >> Go To 2

With the scan tool, perform the 4th gear clutch test. Follow the instructions on the scan tool.
Yes >> Go To 3
No >> Go To 4
Gear ratio DTC’s can be set by problems in the Input and Output Speed Sensor circuits. If the vehicle passes the
Clutch Test and still sets a Gear Ratio DTC, check the Speed Sensors for proper operation.
CAUTION: Removal of the Starter Relay is to prevent a Transmission NO RESPONSE condition and to dis-
able the starter.
4. CHECK FOR RELATED PRESSURE SWITCH DTC’S

Are the DTC’s P0870 and/or P0871 present also?
No >> Go To 5

Repair
Repair internal Transmission per the Service Information. Check all of the components related to the
O/D and 2/4 clutches. Inspect the Oil Pump and repair or replace per the Service Information.
P0736-GEAR RATIO ERROR IN REVERSE
• When Monitored:
• Set Condition:
known gear ratio.
Possible Causes
RELATED TRANSMISSION DTC’S PRESENT

Theory of Operation
Diagnostic Test
1. DETERMINING IF RELATED TRANSMISSION DTC’S ARE PRESENT

If any of these DTC’s are present, perform their respective tests first.
Yes >> Refer to appropriate diagnostic procedure in the Transmission category. If any of these DTC’s are
No >> Go To 2

With the scan tool, perform the Reverse gear clutch test. Follow the instructions on the scan tool.
Yes >> Go To 3
No >> Go To 4
Gear ratio DTC’s can be set by problems in the Input and Output Speed Sensor circuits. If the vehicle passes the
CAUTION: removal of the Starter Relay is to prevent a Transmission, NO RESPONSE, condition and disable
the starter.

Repair
Repair internal Transmission per the Service Information. Check all of the components related to the
Reverse and LR clutches. Inspect the Oil Pump and repair or replace per the Service Information.
P0740-TCC OUT OF RANGE
• When Monitored:
The Torque Converter Clutch (TCC) is in FEMCC or PEMCC, Transmission temperature is hot, Engine tem-
perature is greater than 38° C or 100° F, Transmission Input Speed greater than engine speed, TPS less than
30°, and brake not applied.
• Set Condition:
The TCC is modulated by controlling the duty cycle of the L/R Solenoid until the difference between the Engine
RPM and the Transmission Input Speed RPM or duty cycle is within a desired range. The DTC is set after the
period of 10 seconds and 3 occurrences of either: FEMCC - with slip greater than 100 RPM or PEMCC - duty
cycle greater than 85%.
Possible Causes
RELATED L/R SOLENOID OR PRESSURE SWITCH DTCS PRESENT
Theory of Operation
When in 2nd, 3rd, or 4th gear, the torque converter clutch (TCC) can be locked or partially locked when certain
conditions are met. The TCC piston is electronically modulated by increasing the duty cycle of the LR/TCC solenoid
until the torque converter slip difference (difference between engine and turbine speed) is within 60 RPM. Then the
LR/TCC solenoid is fully energized (FEMCC / 100% duty cycle). Torque converter slip is monitored in FEMCC to
ensure adequate clutch capacity. The transmission will attempt normal EMCC operation (not in Limp-in) even after
the MIL is illuminated. MIL will illuminate after 5 minutes of accumulated slip in FEMCC.
Diagnostic Test
1. RELATED L/R SOLENOID OR PRESSURE SWITCH DTCS ARE PRESENT

With the scan tool, read Transmission DTCs
Are the DTCs P0750 and/or P0841 present also?
Yes >> Refer to the Transmission category and perform the appropriate diagnostic procedure.
No >> Go To 2

With the scan tool, record and erase DTCs.
Drive the vehicle until it is fully warmed up to at least 110 degrees (F).
Perform the following step 3 times.
Drive the vehicle at 50 MPH and allow 4th gear to engage for at least 10 seconds. Close the throttle, then tip back
in until the throttle angle is between 25 and 29 degrees. Note that if you go over 30 degrees, you must back off of
the throttle and retry.
Did the TCC engage during any of the attempts?
Yes >> Go To 4
No >> Go To 3

Repair
Perform the Hydraulic Pressure test per the Service Information and repair the internal transmission
components and Torque convertor as necessary.

P0750-LR SOLENOID CIRCUIT

• When Monitored:
Initially at ignition on, then every 10 seconds thereafter. The solenoids will also be tested immediately after a
gear ratio error or pressure switch error is detected.
• Set Condition:
Three consecutive solenoid continuity test failures, or one failure if test is run in response to a gear ratio or
pressure switch error.
Possible Causes
RELATED TCM POWER INPUT DTCS PRESENT

(T20) LR SOLENOID CONTROL CIRCUIT OPEN
(T20) LR SOLENOID CONTROL CIRCUIT SHORT TO GROUND
(T20) LR SOLENOID CONTROL CIRCUIT SHORT TO VOLTAGE
Theory of Operation
Four solenoids are used to control the friction elements (clutches). The continuity of the solenoids circuits are peri-
odically tested. Each solenoid is turned on or off depending on its current state. An inductive spike should be
detected by the PCM during this test. If no spike is detected, the circuit is tested again to verify the failure. In
addition to the periodic testing, the solenoid circuits are tested if a gear ratio or pressure switch error occurs. In this
case, one failure will result in the appropriate DTC being set. The MIL will illuminate and the transmission goes into
neutral, if the DTC is set above 35 Km/h (22 MPH), Limp-in mode when vehicle speed is below 35 Km/h (22 MPH).
Diagnostic Test
1. DETERMINE IF RELATED TCM POWER INPUT DTCS ARE PRESENT

Are there any TCM Power Input DTCs present also?
No >> Go To 2

With the scan tool, Check the STARTS SINCE SET counter.
Is the STARTS SINCE SET counter for P0750 set at 0?
Yes >> Go To 3
No >> Go To 8
3. PCM AND WIRING

the starter.
With the scan tool, actuate the L/R Solenoid.
Monitor the L/R Solenoid LED on the Transmission Simulator.
Did the L/R Solenoid LED on the Transmission Simulator blink on and off during actuation?
Yes >> Go To 7
No >> Go To 4
4. (T20) LR SOLENOID CONTROL CIRCUIT OPEN

Disconnect the Transmission Solenoid/Pressure Switch Assembly har-
ness connector.
Measure the resistance of the (T20) LR Solenoid Control circuit from
the appropriate terminal of special tool #8815 to the Solenoid/Pressure
Switch Assembly harness connector.
Yes >> Repair the (T20) LR Solenoid Control circuit for an open.
No >> Go To 5
5. (T20) LR SOLENOID CONTROL CIRCUIT SHORT TO GROUND
ness connector.
Measure the resistance between ground and the (T20) LR Solenoid
Control circuit.
Yes >> Repair the (T20) LR Solenoid Control circuit for a short to
ground.
No >> Go To 6
6. (T20) LR SOLENOID CONTROL CIRCUIT SHORT TO VOLTAGE

ness connector.
Measure the voltage of the (T20) LR Solenoid Control circuit.
Yes >> Repair the (T20) LR Solenoid Control circuit for a short to
voltage.
ULE - REMOVAL)
7. LR SOLENOID/PRESSURE SWITCH ASSEMBLY

View repair.
Repair
Replace the Transmission Solenoid/Pressure Switch Assembly per the Service Information.

P0755-2/4 SOLENOID CIRCUIT

• When Monitored:
• Set Condition:
Possible Causes

(T19) 2/4 SOLENOID CONTROL CIRCUIT OPEN
(T19) 2/4 SOLENOID CONTROL CIRCUIT SHORT TO GROUND
(T19) 2/4 SOLENOID CONTROL CIRCUIT SHORT TO VOLTAGE
Theory of Operation
Diagnostic Test

No >> Go To 2

Yes >> Go To 3
No >> Go To 8
3. PCM AND WIRING
the starter.
With the scan tool, actuate the 2/4 Solenoid.
Monitor the 2/4 Solenoid LED on the Transmission Simulator.
Did the 2/4 Solenoid LED on the Transmission Simulator blink on and off during actuation?
Yes >> Go To 7
No >> Go To 4
4. (T19) 2/4 SOLENOID CONTROL CIRCUIT OPEN

ness connector.
Measure the resistance of the (T19) 2/4 Solenoid Control circuit from
Yes >> Repair the (T19) 2/4 Solenoid Control circuit for an open.
No >> Go To 5
5. (T19) 2/4 SOLENOID CONTROL CIRCUIT SHORT TO GROUND

ness connector.
Measure the resistance between ground and the (T19) 2/4 Solenoid
Control circuit.
Yes >> Repair the (T19) 2/4 Solenoid Control circuit for a short to
ground.
No >> Go To 6
6. (T19) 2/4 SOLENOID CONTROL CIRCUIT SHORT TO VOLTAGE

ness connector.
Measure the voltage of the (T19) 2/4 Solenoid Control circuit.
Yes >> Repair the (T19) 2/4 Solenoid Control circuit for a short to
voltage.
ULE - REMOVAL)
7. 2/4 SOLENOID/PRESSURE SWITCH ASSEMBLY

View repair.
Repair

P0760-OD SOLENOID CIRCUIT

• When Monitored:
• Set Condition:
Possible Causes

(T60) OD SOLENOID CONTROL CIRCUIT OPEN
(T60) OD SOLENOID CONTROL CIRCUIT SHORT TO GROUND
(T60) OD SOLENOID CONTROL CIRCUIT SHORT TO VOLTAGE
Theory of Operation
Diagnostic Test

No >> Go To 2

Yes >> Go To 3
No >> Go To 8
3. PCM AND WIRING

the starter.
With the scan tool, actuate the OD Solenoid.
Monitor the OD Solenoid LED on the Transmission Simulator.
Did the OD Solenoid LED on the Transmission Simulator blink on and off during actuation?
Yes >> Go To 7
No >> Go To 4
4. (T60) OD SOLENOID CONTROL CIRCUIT OPEN

ness connector.
Measure the resistance of the (T60) OD Solenoid Control circuit from
Yes >> Repair the (T60) OD Solenoid Control circuit for an open.
No >> Go To 5
5. (T60) OD SOLENOID CONTROL CIRCUIT SHORT TO GROUND
ness connector.
Measure the resistance between ground and the (T60) OD Solenoid
Control circuit.
Yes >> Repair the (T60) OD Solenoid Control circuit for a short to
ground.
No >> Go To 6
6. (T60) OD SOLENOID CONTROL CIRCUIT SHORT TO VOLTAGE

ness connector.
Measure the voltage of the (T60) OD Solenoid Control circuit.
Yes >> Repair the (T60) OD Solenoid Control circuit for a short to
voltage.
ULE - REMOVAL)
7. OD SOLENOID/PRESSURE SWITCH ASSEMBLY
View repair.
Repair

P0765-UD SOLENOID CIRCUIT

• When Monitored:
• Set Condition:
Possible Causes

(T59) UD SOLENOID CONTROL CIRCUIT OPEN
(T59) UD SOLENOID CONTROL CIRCUIT SHORT TO GROUND
(T59) UD SOLENOID CONTROL CIRCUIT SHORT TO VOLTAGE
Theory of Operation
Diagnostic Test

No >> Go To 2

Yes >> Go To 3
No >> Go To 8
3. PCM AND WIRING
the starter.
With the scan tool, actuate the UD Solenoid.
Monitor the UD Solenoid LED on the Transmission Simulator.
Did the UD Solenoid LED on the Transmission Simulator blink on and off during actuation?
Yes >> Go To 7
No >> Go To 4
4. (T59) UD SOLENOID CONTROL CIRCUIT OPEN

ness connector.
Measure the resistance of the (T59) UD Solenoid Control circuit from
Yes >> Repair the (T59) UD Solenoid Control circuit for an open.
No >> Go To 5
5. (T59) UD SOLENOID CONTROL CIRCUIT SHORT TO GROUND

ness connector.
Measure the resistance between ground and the (T59) UD Solenoid
Control circuit.
Yes >> Repair the (T59) UD Solenoid Control circuit for a short to
ground.
No >> Go To 6
6. (T59) UD SOLENOID CONTROL CIRCUIT SHORT TO VOLTAGE

ness connector.
Measure the voltage of the (T59) UD Solenoid Control circuit.
Yes >> Repair the (T59) UD Solenoid Control circuit for a short to
voltage.
VER 1.
ULE - REMOVAL)
7. UD SOLENOID/PRESSURE SWITCH ASSEMBLY

View repair.
Repair

P0841-LR PRESSURE SWITCH RATIONALITY

• When Monitored:
• Set Condition:
The DTC is set if one of the pressure switches are open or closed at the wrong time in a given gear. If the
problem is identified for 3 successive key starts, the transmission will go into Limp-in mode a MIL will turn on
after 10 seconds of vehicle operation.
Possible Causes

LOSS OF PRIME DTC PRESENT
(T50) L/R PRESSURE SWITCH SENSE CIRCUIT OPEN
(T50) L/R PRESSURE SWITCH SENSE CIRCUIT SHORT TO GROUND
(T50) L/R PRESSURE SWITCH SENSE CIRCUIT SHORT TO VOLTAGE
Theory of Operation
The Transmission system uses three pressure switches to monitor the fluid pressure in the LR, 2/4, and OD ele-
ments. The pressure switches are continuously monitored for the correct states in each gear. If a set condition is
identified, 1st gear and torque converter lock-up (EMCC) will be inhibited. The vehicle will launch in 2nd gear and
shift normally through the gears without allowing EMCC. If during the same key start, the set condition is no longer
valid, the transmission will return to normal operation (1st and EMCC available). Limp-in will not occur unless DTC
P0841 is accompanied by a code P0706 and the MIL will illuminate after 5 minutes of substituted operation.
PRESSURE SWITCH STATES
GEAR L/R 2/4 OD
R OP OP OP
P/N CL OP OP
1st CL OP OP
2nd OP CL OP
D OP OP CL
OD OP CL CL
OP = OPEN
CL = CLOSED
Diagnostic Test

No >> Go To 2
2. CHECK FOR LOSS OF PRIME DTC

With the scan tool, check for other Transmission DTCs.
Is the DTC P0944 present also?
No >> Go To 3

Yes >> Go To 4
No >> Go To 9
4. PCM AND WIRING

the starter.
With the Transmission Simulator, turn the Pressure Switch selector to L/R.
With the scan tool , monitor the L/R Pressure Switch state while pressing the Pressure Switch Test button on the
Transmission Simulator.
Did the L/R Pressure Switch state change?
Yes >> Go To 8
No >> Go To 5
5. (T50) L/R PRESSURE SWITCH SENSE CIRCUIT OPEN
ness connector.
Measure the resistance of the (T50) L/R Pressure Switch Sense circuit
from the appropriate terminal of special tool #8815 to the Transmission
Solenoid/Pressure Switch Assembly harness connector.
Yes >> Repair the (T50) L/R Pressure Switch Sense circuit for an
open.
No >> Go To 6
6. (T50) L/R PRESSURE SWITCH SENSE CIRCUIT SHORT TO GROUND

ness connector.
Measure the resistance between ground and the (T50) L/R Pressure
Switch Sense circuit.
Yes >> Repair the (T50) L/R Pressure Switch Sense circuit for a
short to ground.
No >> Go To 7
7. (T50) L/R PRESSURE SWITCH SENSE CIRCUIT SHORT TO VOLTAGE

ness connector.
Connect a jumper wire between the (A104)Fused B+ circuit and (T16)
Transmission Control Relay Output circuit.
Measure the voltage of the (T50) L/R Pressure Switch Sense circuit.
short to voltage.
ULE - REMOVAL)
8. L/R PRESSURE SWITCH

View repair.
Repair

P0845-2/4 HYDRAULIC PRESSURE TEST

• When Monitored:
In any forward gear with engine speed above 1000 RPM, shortly after a shift and every minute thereafter.
• Set Condition:
After a shift into a forward gear, with engine speed greater than 1000 RPM, the PCM momentarily turns on
element pressure to the clutch circuits that don’t have pressure to identify the correct pressure switch closes.
If the pressure switch does not close 2 times the DTC sets
Possible Causes
LOSS OF PRIME P0944 PRESENT

(T16) TCM POWER INPUT CIRCUIT OPEN
(T47) 2/4 PRESSURE SWITCH SENSE CIRCUIT OPEN
(T47) 2/4 PRESSURE SWITCH CIRCUIT SHORT TO GROUND
(T47) 2/4 PRESSURE SWITCH SENSE CIRCUIT SHORT TO VOLTAGE
Theory of Operation
Background: Pressure switches are normally off or open (no pressure applied) and read high (+12 volts). When an
element is applied the corresponding pressure switch closes to ground (0 volts) or turns on. The controller tests the
OD and 24 pressure switches when they are off (ie. when the corresponding friction element is not applied) by
briefly applying the OD and 24 elements which will cause the corresponding pressure switch to close. The test
verifies that the switches are operational and that the switch will close when the corresponding element is applied.
If a switch fails to respond, it is re-tested. The MIL illuminates and the transmission system defaults to Limp-in
mode.
GEAR L/R 2/4 OD
R OP OP OP
P/N CL OP OP
1st CL OP OP
2nd OP CL OP
D OP OP CL
OD OP CL CL
OP = OPEN
CL = CLOSED
Diagnostic Test
1. CHECKING FOR LOSS OF PRIME DTC

No >> Go To 2
2. CHECK FOR RELATED TRANSMISSION DTC’S
Are any of the DTCs P0732, P0734 and/or P0846 present also?
No >> Go To 3

Yes >> Go To 4
No >> Go To 10
4. PCM AND WIRING

the starter.
With the Transmission Simulator, turn the Pressure Switch selector switch to 2/4.
With the scan tool, monitor the UD Pressure Switch state while pressing the Pressure Switch Test button on the
Wiggle the wires leading to the PCM while pressing and holding the Pressure Switch Test button.
Did the 2/4 Pressure Switch state change to closed and remain closed while wiggling the wires?
Yes >> Go To 5
No >> Go To 6
View repair.
Repair
Disassemble and inspect the Valve Body per the Service Information and repair or replace as neces-
sary. If no problems are found in the Valve Body, replace the Transmission Solenoid/Pressure Switch
Assembly.
6. (T47) 2/4 PRESSURE SWITCH SENSE CIRCUIT OPEN

ness connector.
Measure the resistance of the (T47) 2/4 Pressure Switch Sense circuit
Yes >> Repair the (T47) 2/4 Pressure Switch Sense circuit for an
open.
No >> Go To 7
7. (T47) 2/4 PRESSURE SWITCH SENSE CIRCUIT SHORT TO GROUND

ness connector.
Measure the resistance between ground and the (T47) 2/4 Pressure
Yes >> Repair the (T47) 2/4 Pressure Switch Sense circuit for a
short to ground.
No >> Go To 8
8. (T47) 2/4 PRESSURE SWITCH SENSE CIRCUIT SHORT TO VOLTAGE
ness connector.
Connect a jumper wire between the (A104) Fused B+ circuit and the
Measure the voltage of the (T47) 2/4 Pressure Switch Sense circuit.
short to voltage.
No >> Go To 9
9. TRANSMISSION CONTROL RELAY OUTPUT CIRCUIT OPEN

ness connector.
Using a 12-volt test light connected to ground, check (T16) Transmis-
sion Control Relay Output circuit in the Transmission Solenoid/Pressure
Yes >> Using the schematics as a guide, check the Powertrain
ULE - REMOVAL)
No >> Repair the Transmission Control Relay Output circuit for an open or high resistance. If the fuse is open
make sure to check for a short to ground.

P0846-2/4 PRESSURE SWITCH RATIONALITY

• When Monitored:
• Set Condition:
Possible Causes

(T47) 2/4 PRESSURE SWITCH SENSE CIRCUIT OPEN
(T47) 2/4 PRESSURE SWITCH SENSE CIRCUIT SHORT TO GROUND
Theory of Operation
ments. The pressure switches are continuously monitored for the correct states in each gear. The 2/4 pressure
switch monitors the fluid pressure to the 2/4 clutch to confirm proper operation of the 2/4 solenoid. If the 2/4 pres-
sure switch is identified as closed in P or N, the code will immediately be set and normal operation will be allowed
for that given key start. If the problem is identified for 3 successive ignition cycles, the transmission will go into
Limp-in mode.
GEAR L/R 2/4 OD
R OP OP OP
P/N CL OP OP
1st CL OP OP
2nd OP CL OP
D OP OP CL
OD OP CL CL
OP = OPEN
CL = CLOSED
Diagnostic Test

No >> Go To 2
With the scan tool, check for other Transmission DTC’s.
No >> Go To 3

Yes >> Go To 4
No >> Go To 9
4. PCM AND WIRING

the starter.
With the Transmission Simulator, turn the Pressure Switch selector to 2/4.
With the scan tool , monitor the 2/4Pressure Switch state while pressing the Pressure Switch Test button on the
Did the 2/4 Pressure Switch state change?
Yes >> Go To 8
No >> Go To 5
5. (T47) 2/4 PRESSURE SWITCH SENSE CIRCUIT OPEN

ness connector.
Measure the resistance of the (T47) 2/4Pressure Switch Sense circuit
Yes >> Repair the (T47) 2/4Pressure Switch Sense circuit for an
open.
No >> Go To 6
6. (T47) 2/4 PRESSURE SWITCH SENSE CIRCUIT SHORT TO GROUND

ness connector.
Measure the resistance between ground and the (T47) 2/4 Pressure
short to ground.
No >> Go To 7
ness connector.
short to voltage.
ULE - REMOVAL)
8. 2/4 PRESSURE SWITCH

View repair.
Repair

P0868-LINE PRESSURE LOW

• When Monitored:
Continuously while driving in a forward gear.
• Set Condition:
The PCM continuously monitors Actual Line Pressure and compares it to Desired Line Pressure. If the Actual
Line Pressure is more than 10 psi below Desired Line Pressure, this DTC will set.
Possible Causes
CHECK FOR RELATED DTCS

LOW FLUID LEVEL
(F856) 5-VOLT SUPPLY CIRCUIT OPEN
(F856) 5-VOLT SUPPLY CIRCUIT SHORT TO GROUND
(F856) 5-VOLT SUPPLY CIRCUIT SHORT TO VOLTAGE
(T118) PRESSURE CONTROL SOLENOID CONTROL CIRCUIT SHORT TO ANOTHER CIRCUIT
LINE PRESSURE SENSOR
CRACKED, PLUGGED, OR MIS-INSTALLED PRIMARY OIL FILTER
STUCK OR STICKING MAIN REGULATOR VALVE
Always perform the 42RLE Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 21 -
Theory of Operation
Line pressure is measured by the Line Pressure Sensor (LPS) and regulation is achieved by changing the duty
cycle of the Pressure Control Solenoid (PCS) controlled by the Transmission Control System. (5% duty cycle =
solenoid off = Max line pressure, 62% duty cycle = solenoid on = Min line pressure). The Transmission Control
System calculates the desired line pressure based on inputs from both the engine and transmission.
The Transmission Control System calculates torque input to the transmission and uses it as the primary input to the
desired line pressure calculation. This is called Torque Based Line Pressure. In addition, the line pressure is set to
a preset level 827 or 931 kPa (120 or 135 psi) during shifts and in Park and Neutral to ensure consistent shift
quality. The desired line pressure is continuously being compared to the actual line pressure. If the actual line pres-
sure is consistently lower than the target while driving, the line pressure low DTC P0868 will set.
Diagnostic Test
1. CHECK FOR RELATED DTCS

No >> Go To 2

With the scan tool, check the STARTS SINCE SET counter for P0868.
Is the STARTS SINCE SET COUNTER 2 or less?
Yes >> Go To 3
No >> Go To 10
3. CHECK THE PCM AND WIRING

Remove the Starter Relay from the PDC.
CAUTION: Removal of the Starter Relay will prevent the vehicle from being started in gear.
WARNING: The Starter Relay must be removed from the PDC. Failure to do so can result in personal injury
or death.
NOTE: Removal of the Starter Relay is to prevent a Transmission, NO RESPONSE, condition and disable the
starter.
Install the Transmission Simulator, Miller tool #8333 and the Electronic Transmission Adapter kit.
On the Transmission Simulator select the 9OFF9 position of the 9Input/Output Speed9 switch.
With the scan tool, monitor the Line Pressure during the following steps.
Using the Transmission Simulator, set the rotary knob to each of the 3 line pressure positions.
NOTE: All three scan tool Line Pressure readings should be steady and ± 14 kPa or 2.0 psi of the reading
specified on the Transmission Simulator.
Did the Line Pressure read within ± 14 kPa or 2.0 psi in all three positions?
Yes >> Go To 4
No >> Go To 6
4. CHECK THE LINE PRESSURE SENSOR

Disconnect the Transmission Simulator, Miller tool #8333 and reconnect all previously disconnected connectors.
Install a Pressure Gauge, 0 to 2000 kPa or 0 to 300 psi to the L/R test port.
Monitor the line pressure readings of both the scan tool and the pressure gauge and compare the two readings.
Is the line pressure gauge reading within 34 kPa or 5 psi of the scan tool reading?
Yes >> Go To 5
No >> Replace the Line Pressure Sensor per the Service Information.
5. CHECK FOR A PLUGGED TRANSMISSION OIL FILTER
Remove and inspect the Transmission Oil Pan for excessive debris per the Service Information.
Remove and inspect the Transmission Oil Filter per the Service Information.
Does the Oil Pan contain excessive debris and/or is the Transmission Oil Filter plugged?
Yes >> Repair as necessary. If the Transmission Oil Filter is plugged or there is excessive debris, refer to the
Service Information for the proper Hydraulic repair procedure.
No >> Repair internal transmission and inspect the Transmission Oil Pump per the Service Information and
replace if necessary.
6. CHECK THE (F856) 5-VOLT SUPPLY CIRCUIT FOR A SHORT TO VOLTAGE

Disconnect the Transmission Simulator, Miller tool #8333 and the Elec-
tronic Transmission Adapter kit.
Reconnect all previously disconnected connectors except the Line Pres-
sure Sensor/Variable Force Solenoid Assembly harness connector.
Measure the voltage of the (F856) 5-volt Supply circuit.
Yes >> Repair the (F856) 5-volt Supply circuit for a short to voltage.
No >> Go To 7
7. CHECK THE (F856) 5-VOLT SUPPLY CIRCUIT FOR AN OPEN

Disconnect the PCM C1 harness connector and connect Miller tool
#8815.
in poor terminal to pin connection. Install Miller tool #8815 to per-
form diagnosis.
Measure the resistance of the (F856) 5-volt Supply circuit between the
Line Pressure Sensor/Variable Force Solenoid Assembly harness con-
nector and the appropriate terminal of Miller tool #8815.
Yes >> Repair the (F856) 5-volt Supply circuit for an open.
No >> Go To 8
8. CHECK THE (F856) 5-VOLT SUPPLY CIRCUIT FOR A SHORT TO GROUND

Measure the resistance between ground and the (F856) 5-volt Supply
circuit.
Yes >> Repair the (F856) 5-volt Supply circuit for a short to ground.
No >> Go To 9
9. CHECK THE (T118) PRESSURE CONTROL SOLENOID CONTROL CIRCUIT FOR A SHORT TO ANOTHER
CIRCUIT
Disconnect the Line Pressure Sensor/Variable Force Solenoid Assembly
harness connector.
Disconnect all PCM harness connectors.
Measure the resistance between the (T118) Pressure Control Solenoid
Control circuit and all other circuits in the Line Pressure Sensor/Variable
Force Solenoid Assembly harness connector.
Is the resistance below 5.0 ohms between the (T118) Pressure
Control Solenoid Control circuit and any other circuit(s) in the
Line Pressure Sensor/Variable Force Solenoid Assembly har-
ness connector?
Yes >> Repair the (T118) Pressure Control Solenoid Control circuit
are found, replace the PCM per the Service Information. With the scan tool, perform QUICK LEARN.

P0869-LINE PRESSURE HIGH

• When Monitored:
Continuously while driving in a forward gear.
• Set Condition:
The PCM continuously monitors Actual Line Pressure. If the Actual Line Pressure reading is greater than the
highest Desired Line Pressure ever used in the current gear, while the Pressure Control Solenoid duty cycle is
at or near its maximum value (which should result in minimum line pressure), the DTC will set.
Possible Causes

LINE PRESSURE SENSOR CONNECTION
(T118) PRESSURE CONTROL SOLENOID CONTROL CIRCUIT OPEN
(T118) PRESSURE CONTROL SOLENOID CONTROL CIRCUIT SHORT TO GROUND
TRANSMISSION CONTROL RELAY OUTPUT CIRCUIT
STUCK OR STICKING MAIN REGULATOR VALVE
Theory of Operation
Line pressure is measured by the Line Pressure Sensor (LPS) and regulation is achieved by changing the duty
cycle of the Pressure Control Solenoid (PCS) controlled by the Transmission Control System. (5% duty cycle =
solenoid off = Max line pressure, 62% duty cycle = solenoid on = Min line pressure). The Transmission Control
System calculates the desired line pressure based on inputs from both the engine and transmission.
The Transmission Control System calculates torque input to the transmission and uses it as the primary input to the
desired line pressure calculation. This is called Torque Based Line Pressure. In addition, the line pressure is set to
a preset level 827 or 931 kPa (120 or 135 psi) during shifts and in Park and Neutral to ensure consistent shift
quality. The desired line pressure is continuously being compared to the actual line pressure. If the actual line pres-
sure is consistently higher than the highest desired line pressure ever used in the current gear, the line pressure
high DTC P0869 will set.
Diagnostic Test
1. CHECK FOR RELATED DTCS

Are there any line pressure sensor or transmission relay output DTCs present also?
No >> Go To 2

Is the STARTS SINCE SET COUNTER 2 or less?
Yes >> Go To 3
No >> Go To 9

or death.
starter.
With the Transmission Simulator select the 9OFF9 position on the 9Input/Output Speed9 switch.
With the scan tool, monitor the Line Pressure during the following step.
Using the Transmission Simulator, set the rotary switch to each of the 3 line pressure positions.
Yes >> Go To 4
No >> Go To 5
4. CHECK THE LINE PRESSURE SENSOR CALIBRATION

Disconnect the Transmission Simulator, Miller tool #8333 and the Electronic Transmission Adapter kit and reconnect
all previously disconnected connectors.
Install the Line Pressure Gauge, Miller tool #C-3293, 0 to 2000 kPa or 0 to 300 psi in the L/R pressure port.
Monitor the Line Pressure readings on the scan tool and the pressure gauge.
Compare the Line Pressure readings between the scan tool and the pressure gauge.
Is the pressure gauge reading within 34 kPa or 5 psi of the scan tool reading?
Yes >> Repair the internal transmission and inspect the Transmission Oil Pump per the Service Information and
replace if necessary. If no problem is found, replace the Pressure Control Solenoid.
No >> Replace the Line Pressure Sensor per the Service information.
5. CHECK THE (T118) PRESSURE CONTROL SOLENOID CONTROL CIRCUIT FOR AN OPEN
Disconnect the Transmission Simulator, Miller tool #8333.
Disconnect the Powertrain Control Module C4 harness connector.
form diagnosis.
Measure the resistance of the (T118) Pressure Control Solenoid Control
circuit between the Line Pressure Sensor/Variable Force Solenoid
Assembly harness connector and the appropriate terminal of Miller tool
#8815.
for an open.
No >> Go To 6
6. CHECK THE (T118) PRESSURE CONTROL SOLENOID CONTROL CIRCUIT FOR A SHORT TO GROUND
Measure the resistance between ground and the (T118) Pressure Con-
trol Solenoid Control circuit.
No >> Go To 7

Measure the resistance of the (F856) 5-volt Supply circuit between the
nector to the appropriate terminal of Miller tool #8815.
Yes >> Repair the (F856) 5-volt Supply circuit for an open.
No >> Go To 8

Disconnect the Line Pressure Sensor/Variable Force Solenoid Assembly
harness connector.
form diagnosis.
circuit.
per the Service Information. With the scan tool, perform
QUICK LEARN.
P0870-OD HYDRAULIC PRESSURE TEST

• When Monitored:
• Set Condition:
element pressure to the clutch circuits that don’t have pressure to identify the correct pressure switch closes.
If the pressure switch does not close 2 times the DTC sets.
Possible Causes
LOSS OF PRIME P0944 PRESENT

(T16) TCM POWER INPUT CIRCUIT OPEN
(T9) OD PRESSURE SWITCH SENSE CIRCUIT OPEN
(T9) OD PRESSURE SWITCH CIRCUIT SHORT TO GROUND
(T9) OD PRESSURE SWITCH SENSE CIRCUIT SHORT TO VOLTAGE
GEAR L/R 2/4 OD
R OP OP OP
P/N CL OP OP
1st CL OP OP
2nd OP CL OP
D OP OP CL
OD OP CL CL
OP = OPEN
CL = CLOSED
Theory of Operation
Background: Pressure switches are normally off or open (no pressure applied) and read high (+12 volts). When an
element is applied the corresponding pressure switch closes to ground (0 volts) or turns on. The controller tests the
OD and 24 pressure switches when they are off (ie. when the corresponding friction element is not applied) by
briefly applying the OD and 24 elements which will cause the corresponding pressure switch to close. The test
verifies that the switches are operational and that the switch will close when the corresponding element is applied.
If a switch fails to respond, it is re-tested. The MIL illuminates and the transmission system defaults to Limp-in
mode.
Diagnostic Test
1. CHECKING FOR LOSS OF PRIME DTC

With the scan tool, check for other Transmission DTC’s.
No >> Go To 2
2. CHECK FOR RELATED TRANSMISSION DTC’S

Are any of the DTCs P0732, P0734 and/or P0846 present also?
No >> Go To 3

Yes >> Go To 4
No >> Go To 10
4. PCM AND WIRING

the starter.
With the Transmission Simulator, turn the Pressure Switch selector switch to OD.
With the scan tool, monitor the UD Pressure Switch state while pressing the Pressure Switch Test button on the
Wiggle the wires leading to the PCM while pressing and holding the Pressure Switch Test button.
Did the OD Pressure Switch state change to closed and remain closed while wiggling the wires?
Yes >> Go To 5
No >> Go To 6
View repair.
Repair
Disassemble and inspect the Valve Body per the Service Information and repair or replace as neces-
sary. If no problems are found in the Valve Body, replace the Transmission Solenoid/Pressure Switch
Assembly.
6. (T9) OD PRESSURE SWITCH SENSE CIRCUIT OPEN
ness connector.
Measure the resistance of the (T9)OD Pressure Switch Sense circuit
Yes >> Repair the (T9) OD Pressure Switch Sense circuit for an
open.
No >> Go To 7
7. (T9) OD PRESSURE SWITCH SENSE CIRCUIT SHORT TO GROUND

ness connector.
Measure the resistance between ground and the (T9) OD Pressure
Yes >> Repair the (T9) OD Pressure Switch Sense circuit for a
short to ground.
No >> Go To 8
8. (T9) OD PRESSURE SWITCH SENSE CIRCUIT SHORT TO VOLTAGE

ness connector.
Measure the voltage of the (T9) OD Pressure Switch Sense circuit.
short to voltage.
No >> Go To 9
9. (T16) TRANSMISSION CONTROL RELAY OUTPUT CIRCUIT OPEN

ness connector.
Using a 12-volt test light connected to ground, check (T16) Transmis-
sion Control Relay Output circuit in the Transmission Solenoid/Pressure
Yes >> Using the schematics as a guide, check the Powertrain
ULE - REMOVAL)
No >> Repair the (T16) Transmission Control Relay Output circuit for an open. If the fuse is open make sure
to check for a short to ground.

P0871-OD PRESSURE SWITCH RATIONALITY

• When Monitored:
• Set Condition:
Possible Causes
RELATED TCM DTCS PRESENT

(T9) OD PRESSURE SWITCH SENSE CIRCUIT OPEN
(T9) OD PRESSURE SWITCH SENSE CIRCUIT SHORT TO GROUND
SION/TRANSAXLE/AUTOMATIC - 42RLE - DIAGNOSIS AND TESTING).
Theory of Operation
ments. The pressure switches are continuously monitored for the correct states in each gear. Normal operation will
be experienced if no other codes are present. Transmission Control System will ignore the code. Limp-in condition
will only occur if DTC P0871 is present with a DTC P0706.
GEAR L/R 2/4 OD
R OP OP OP
P/N CL OP OP
1st CL OP OP
2nd OP CL OP
D OP OP CL
OD OP CL CL
OP = OPEN
CL = CLOSED
Diagnostic Test

No >> Go To 2

No >> Go To 3

Yes >> Go To 4
No >> Go To 9
4. PCM AND WIRING

the starter.
With the Transmission Simulator, turn the Pressure Switch selector to OD.
With the scan tool , monitor the OD Pressure Switch state while pressing the Pressure Switch Test button on the
Did the OD Pressure Switch state change?
Yes >> Go To 8
No >> Go To 5
5. (T9) OD PRESSURE SWITCH SENSE CIRCUIT OPEN
ness connector.
Measure the resistance of the (T9) OD Pressure Switch Sense circuit
Yes >> Repair the (T9) OD Pressure Switch Sense circuit for an
open.
No >> Go To 6
6. (T9) OD PRESSURE SWITCH SENSE CIRCUIT SHORT TO GROUND

ness connector.
Measure the resistance between ground and the (T9) OD Pressure
short to ground.
No >> Go To 7

ness connector.
short to voltage.
VER 1.
ULE - REMOVAL)
8. OD PRESSURE SWITCH
View repair.
Repair

P0882-TCM POWER INPUT LOW

• When Monitored:
Continuously
• Set Condition:
This DTC is set when less than 3 volts are present at the Transmission Control Relay output circuits at the
Powertrain Control Module when the PCM is energizing the relay. Note: Due to the integration of the Power-
train and Transmission Control Modules, the transmission part of the PCM has its own specific power and
ground circuits.
Possible Causes
(Internal) FUSED B+ CIRCUIT OPEN

(T16) TRANSMISSION CONTROL RELAY OUTPUT CIRCUIT OPEN
(T15) TRANSMISSION CONTROL RELAY CONTROL CIRCUIT OPEN
(Z901) TRANSMISSION CONTROL RELAY GROUND CIRCUIT OPEN
(T15) TRANSMISSION CONTROL RELAY CONTROL CIRCUIT SHORT TO GROUND
(T16) TRANSMISSION CONTROL RELAY OUTPUT CIRCUIT SHORT TO GROUND
TRANSMISSION CONTROL RELAY
Theory of Operation
The transmission control relay is used to supply power to the solenoid pack when the transmission is in normal
operating mode. When the relay is off, no power is supplied to the solenoid pack and the transmission is in Limp-in
mode. The relay output is fed back to the PCM. It is referred to as the Trans Relay Output circuit or switched
battery. After a controller reset (ignition key turned to the run position or after cranking engine), the controller ener-
gizes the relay. Prior to this, the PCM verifies that the contacts are open by checking for no voltage at the trans-
mission control relay outputs (switched battery) terminals. After the relay is energized, the PCM monitors the
terminals to verify that the voltage is greater than 3 volts. The MIL illuminates and the transmission will be placed
in Limp-in.
Diagnostic Test

Is the STARTS SINCE SET counter equal to 0?
Yes >> Go To 2
No >> Go To 11
2. CHECK THE (INTERNAL) FUSED B+ CIRCUIT
Using a 12-volt test light connected to ground, check the (Internal)
Fused B+ circuit in the Transmission Control Relay connector.
Yes >> Go To 3
No >> Go To 8

(T16) Transmission Control Relay Output circuits.
With the scan tool in Transmission Sensors, read the Switched Battery
voltage.
Does the Switched Battery voltage read battery voltage?
Yes >> Go To 4
No >> Repair the (T16) Transmission Control Relay Output circuits
for an open or high resistance. Note: There are multiple
Transmission Control Relay Output circuits.
4. TRANSMISSION CONTROL RELAY

Install a substitute Relay in place of the Transmission Control Relay.
With the scan tool in Transmission Sensors, read the Switched Battery voltage.
Does the Switched Battery voltage read battery voltage?
Yes >> Replace the Transmission Control Relay.
No >> Go To 5
5. (Z901) TRANSMISSION CONTROL RELAY GROUND CIRCUIT OPEN

Using a 12-volt test light connected to 12-volts, check the (Z901) Trans-
mission Control Relay Ground circuit.
Yes >> Go To 6
No >> Repair the (Z901) Transmission Control Relay Ground cir-
cuit for an open.
6. (T15) TRANSMISSION CONTROL RELAY CONTROL CIRCUIT OPEN

Measure the resistance of the (T15) Transmission Control Relay Con-
trol circuit between the Transmission Control Relay connector and the
appropriate terminal of special tool #8815.
Yes >> Repair the (T15) Transmission Control Relay Control circuit
for an open.
No >> Go To 7
7. (T15) TRANSMISSION CONTROL RELAY CONTROL CIRCUIT SHORT TO GROUND
Control Relay Control circuit.
ULE - REMOVAL)
8. CHECK THE FUSED B+ CIRCUIT FOR SHORT TO GROUND

Disconnect the PCM C4 harness connectors.
Control Relay Output circuit.
Yes >> Go To 9
No >> Repair the Fused B+ circuit for an open.
9. (T16) TRANSMISSION CONTROL RELAY OUTPUT CIRCUIT SHORT TO GROUND

Disconnect the Transmission Solenoid/Pressure Switch harness connec-
tor.
Control Relay Output circuit.
Yes >> Repair the (T16) Transmission Control Relay Output circuit
No >> Go To 10
10. TRANSMISSION SOLENOID/PRESSURE SWITCH ASSEMBLY

Using the schematics as a guide, inspect the wiring and connectors. Repair as necessary. Pay particular attention
to all power and ground circuits.
View repair.
Repair

With the scan tool, check the EATX EVENT DATA to help identify the conditions in which the DTC was set.
P0891-TRANSMISSION RELAY ALWAYS ON

• When Monitored:
After a reset (ignition key turned to the RUN position) and after a power down.
• Set Condition:
Relay output (Switched Battery) is higher than 3 volts when relay is not energized by controller. Fault Set Time:
Less than 100 msec
Possible Causes
TRANSMISSION CONTROL RELAY STUCK CLOSED

(T15) TRANSMISSION CONTROL RELAY CONTROL CIRCUIT SHORT TO VOLTAGE
(T16) TRANSMISSION CONTROL RELAY OUTPUT CIRCUITS SHORT TO VOLTAGE
Theory of Operation
The transmission relay is used to supply power to the solenoid pack when in normal operating mode, and to turn off
power to produce transmission 9limp-in9 mode. The relay output (which supplies power to the solenoid pack) is fed
back to the controller This is referred to as SWITCHED BATTERY. After a controller reset (ignition key turned to the
RUN position or after cranking engine), the controller verifies that the relay contacts are open by checking for no
voltage on Switched battery line (ie. relay output) before the relay is energized. Transmission locked in Limp-In. MIL
on after 10 sec. of vehicle operation.
Diagnostic Test

Is the STARTS SINCE SET counter equal to 0?
Yes >> Go To 2
No >> Go To 5
2. TRANSMISSION CONTROL RELAY CONTACTS STUCK CLOSED

Measure the resistance between the Fused B+ circuit and the Transmission Control Relay Output Circuit of the
Transmission Control Relay.
Yes >> Go To 3
No >> Replace the Transmission Control Relay.
3. (T16) TRANSMISSION RELAY OUTPUT CIRCUIT SHORT TO VOLTAGE
Measure the voltage at the (T16) Transmission Control Relay Output
circuit in the Transmission Control Relay connector.
Yes >> Repair the (T16) Transmission Control Relay Output circuit
No >> Go To 4
4. (T15) TRANSMISSION CONTROL RELAY CONTROL CIRCUIT SHORT TO VOLTAGE

NOTE: The Transmission Controller will power up the Transmis-
sion Control Relay Control circuit for approximately 3.0 seconds
after initial ignition on. Wait at least 3.0 seconds before performing
the following voltage check.
NOTE: A One-trip fault may set for P0888 Relay Always Off, disre-
gard the DTC.
Measure the voltage at the (T15) Transmission Control Relay Control
circuit after a 3.0 second wait period.

P0884-POWER UP AT SPEED
• When Monitored:
One time after each controller reset. Note: the Transmission Control Module is integrated with Powertrain Con-
trol Module. The Transmission Control Module has separate powers and grounds specifically to its portion of
the PCM.
• Set Condition:
This DTC will set if the PCM powers up and senses the vehicle in a valid forward gear (no PRNDL DTCs) with
a output speed above 800 RPM, approximately 32 Km/h (20 mph).
Possible Causes
INTERMITTENT POWER AND GROUND CIRCUITS
Theory of Operation
If a vehicle loses power to the PCM, the vehicle will go to the 2nd gear mode since there is no power available to
control the transmission solenoids. However if power is restored, the PCM will power-up and normal operation will
be restored. This DTC identifies that power to the PCM was restored when the gear selector was in a 9Drive9 posi-
tion while the vehicle was moving at speeds above 32 Km/h (20 mph). If a customer shifts to Neutral and cycles the
ignition key and quickly shifts to 9Drive9 while moving before the PCM comes out of its START ROUTINE, the DTC
can be set. Therefore it is critical that this DTC diagnosis repair procedure should only be used if the vehicle is
experiencing intermittent 2nd gear operation and subsequently a return to normal operation during normal driving.
The transmission will not be placed in Limp-in. This is an informational DTC to be used when attempting to diag-
nose an intermittent 2nd gear operation and subsequent return to normal transmission operation.
Diagnostic Test
1. CHECK THE POWER AND GROUND CIRCUITS

This DTC is set when the PCM is initialized while the vehicle is moving in a valid forward gear. This is usually
caused by a momentary loss of power to the Transmission portion of the PCM.
CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness connectors will damage
the PCM terminals resulting in poor terminal to pin connection. Install Miller Special Tool #8815 to perform
diagnosis.
NOTE: Due to the integration of the Powertrain and Transmission Control Modules, the transmission part of
the PCM has its own specific power and ground circuits.
Check all of the Fused B+, Fused Ignition Switch Output, and Ground circuits related to the PCM for an intermittent
open or short to ground.
Perform a wiggle test on all wiring and connectors pertaining to the PCM while looking for shorted or open circuits.
View repair.
Repair
Repair as necessary.
P0890-SWITCHED BATTERY

• When Monitored:
One time after a reset (ignition key turned to the RUN position or after cranking engine).
• Set Condition:
Fault Set If: A voltage is greater than 4.5 volts is detected on any of the pressure switches, before the relay is
energized. Fault Set Time: Less than 7 msec, transmission placed in Limp-In. MIL on after 10 sec. of vehicle
operation).
Possible Causes

Theory of Operation
The transmission relay is used to supply power to the solenoid pack when in normal operating mode, and to turn off
power to produce transmission 9limp-in9 mode. The relay output (which supplies power to the solenoid pack) is fed
back to the controller. It is referred to as SWITCHED BATTERY. After a controller reset (ignition key turned to the
RUN position or after cranking engine), the controller verifies that the relay contacts are open by checking for no
voltage on Switched battery line (ie. transmission control relay output) before the relay is energized. After switched
battery is verified for no voltage, the voltage of each of the solenoid pack pressure switches is also checked. Since
the solenoid pack is not powered up, there should be no voltage on any of the pressure switches.
Diagnostic Test
1. CHECK TO SEE IF DTC P0890 IS PRESENT

Is the (STARTS SINCE SET( counter set at 0?
Yes >> Go To 2
No >> Go To 5

Disconnect the Solenoid/Pressure Switch Assembly harness connector.
short to voltage.
No >> Go To 3

ness connector.
short to voltage.
No >> Go To 4
4. (T50) L/R PRESSURE SWITCH SENSE CIRCUIT SHORT TO VOLTAGE
ness connector.
Measure the voltage of the (T50) L/R Pressure Switch Sense circuit.
short to voltage.
ULE - REMOVAL)

P0897-TRANSMISSION FLUID DETERIORATED
• When Monitored:
Each transition from full EMCC to partial EMCC for A/C bump prevention.
• Set Condition:
DTC set if 20 occurrences of a turbine acceleration sum. Fault Set Time: 20 transitions from full EMCC to
partial EMCC. Transmission will not use partial EMCC. Established for A/C bump prevention.
Possible Causes
WORN OUT/ BURNT TRANSAXLE FLUID
Theory of Operation
To prevent a bump due to A/C clutch engagement, a temporary torque converter partial EMCC condition is estab-
lished prior to A/C clutch engagement. A message is received over the bus indicating that A/C clutch engagement
is imminent. Partial EMCC is then established and a reply message, 9OK to engage A/C clutch9 is sent via the bus.
Partial EMCC will be held for 450 ms before returning to full EMCC. During the transition from full to partial EMCC,
a turbine acceleration sum is calculated, if this value exceeds a threshold value for several transitions, degraded
transmission fluid is indicated.
Diagnostic Test
1. WORN OUT/ BURNT TRANSMISSION FLUID

Flush the Transmission Oil Cooler and lines, replace the Transmission Oil Filter, refill with new Transmission Fluid,
start the engine, and adjust the fluid per the Service Information.
NOTE: The Transmission Cooler must be flushed before proceeding.
Allow the engine to idle for 10 minutes, in Park.
Again, flush the Transmission Oil Cooler and lines, replace the Transmission Oil Filter, refill with new Transmission
Fluid, start the engine, and adjust the fluid per the Service Information.
With the scan tool, perform a Battery Disconnect.
NOTE: The Battery Disconnect must be done to re-enable EMCC during an A/C Clutch engagement.
NOTE: The vehicle may exhibit intermittent shudder during the first few hundred miles. The new Transmis-
sion Fluid will gradually penetrate the Torque Convertor Clutch friction material and the shudder should
disappear.
Erase the DTC and return the vehicle to the customer.
Did the DTC reset and/or does the vehicle still shudder after a few thousand miles?
Yes >> Replace the Torque Converter per the Service Information.
P0932-LINE PRESSURE SENSOR CIRCUIT

• When Monitored:
Continuously with the ignition on, engine running, with the transmission in gear.
• Set Condition:
The PCM continuously monitors Actual Line Pressure and compares it to Desired Line Pressure. If the Actual
Line Pressure reading is more than 172.4 kPa (25 psi) higher than the Desired Line Pressure, but is less than
the highest Line Pressure ever used in the current gear, the DTC sets.
Possible Causes
RELATED DTCS PRESENT

LINE PRESSURE CONNECTOR AND WIRING
Theory of Operation
Line pressure is electronically controlled by the Transmission Control System and is measured by the Line Pressure
Sensor (LPS). The desired line pressure is continuously being compared to the actual line pressure and is regulated
by electronically changing the duty cycle of the Pressure Control Solenoid (PCS). (5% duty cycle = solenoid off =
max line pressure, 62% duty cycle = solenoid on = min line pressure).
The Transmission Control System calculates the desired line pressure based on inputs from the transmission and
engine. A calculated torque input to the transmission is used as the primary input of the desired line pressure cal-
culation and is called Torque Based Line Pressure. In addition, the line pressure is set to a preset level 827 to 931
kPa (120 to 135 psi) during shifts and in Park and Neutral to ensure consistent shift quality.
Diagnostic Test
1. DETERMINING IF RELATED DTCS ARE PRESENT

Are there any other line pressure related DTCs present?
Yes >> Refer to the Transmission category and perform the appropriate symptom. Perform the test for P0934
and/or P0935 first if present.
No >> Go To 2
2. COMPARE ACTUAL LINE PRESSURE TO DESIRED LINE PRESSURE

CAUTION: Apply Parking Brake
Start the engine.
CAUTION: Firmly apply the brakes.
With the scan tool, monitor the Line Pressure, Desired Line Pressure and the TPS degrees.
While firmly applying the brakes, place the shifter in reverse, then slowly press the accelerator pedal to a TPS
degree of 15°.
Compare the Line Pressure reading to the Desired Line Pressure reading on the scan tool.
Does the Line Pressure stay within ± 34 kPa (5 psi) of the Desired Line Pressure?
Yes >> Go To 5
No >> Go To 3
3. CHECK LINE PRESSURE CONNECTOR AND WIRING
With the scan tool, monitor the Line Pressure Sensor voltage while wiggling the wiring harness and connectors
pertaining to the Line Pressure Sensor/Variable Force Solenoid Assembly.
Did the voltage remain steady while wiggling the wiring harness and connectors?
Yes >> Go To 4
No >> Disconnect and properly reconnect the Line Pressure Sensor/Variable Force Solenoid Assembly con-
nector. Inspect terminals and repair as necessary.
4. CHECK PCM AND WIRING

or death.
NOTE: Failure to remove the Starter Relay can cause a Transmission - No Response condition.
With the Transmission Simulator select the 9OFF9 position on the 9Input/Output Speed9 switch.
With the scan tool, monitor the Line Pressure during the following step.
With the Transmission Simulator, turn the selector switch to each of the 3 Line Pressure positions.
NOTE: All three scan tool Line Pressure readings should be steady and ± 14 kPa (2.0 psi) of the reading
Did the Line Pressure read within ± 14 kPa or (2.0 psi) in all three positions?
are found, replace the PCM per the Service Information. With the scan tool, perform QUICK LEARN.
No >> Repair internal transmission and inspect the oil pump per the Service information and replace if neces-
sary. If no problems are found, replace the Line Pressure Sensor/Variable Force Solenoid Assembly —
possible cause is the Pressure Control Solenoid is stuck.

P0934-LINE PRESSURE SENSOR CIRCUIT LOW

• When Monitored:
• Set Condition:
This DTC will set when the monitored Line Pressure Sensor voltage is less than or equal to 0.35 volts for 0.18
seconds.
Possible Causes

(T38) LINE PRESSURE SENSOR SIGNAL CIRCUIT SHORT TO GROUND
Theory of Operation
kPa (120 to 135 PSI) during shifts and in Park and Neutral to ensure consistent shift quality.
The monitored Line Pressure Sensor voltage should always be between 0.35 and 4.75 volts. Any monitored volt-
ages outside these parameters indicate a Line Pressure Sensor or wiring problem and will cause either DTC P0934
or P0935 to set.
Diagnostic Test

Yes >> Go To 2
No >> Go To 6

or death.
starter.
With the scan tool, under Transmission Sensors, monitor the Line Pressure.
Yes >> Replace the Line Pressure Sensor per the Service Information.
No >> Go To 3
3. CHECK THE (T38) LINE PRESSURE SENSOR SIGNAL CIRCUIT FOR A SHORT TO GROUND
#8815.
form diagnosis.
Measure the resistance between ground and the (T38) Line Pressure
Yes >> Repair the (T38) Line Pressure Sensor Signal circuit for a
short to ground.
No >> Go To 4
#8815.
Measure the resistance of the (F856) 5-volt Supply circuit between Line
Pressure Sensor/Variable Force Solenoid Assembly harness connector
and the appropriate terminal of Miller tool #8815.
Yes >> Go To 5
No >> Repair the (F856) 5-volt Supply circuit for an open.

#8815.
circuit.
QUICK LEARN.

P0935-LINE PRESSURE SENSOR CIRCUIT HIGH

• When Monitored:
Continuously with ignition on and engine running.
• Set Condition:
This DTC will set if the monitored Line Pressure Sensor voltage is greater than or equal to 4.75 volts for the
period of 0.18 seconds
Possible Causes
(T38) LINE PRESSURE SENSOR SIGNAL CIRCUIT OPEN

(K900) SENSOR GROUND CIRCUIT OPEN
(T38) LINE PRESSURE SENSOR SIGNAL CIRCUIT SHORT TO VOLTAGE
Theory of Operation
kPa (120 to 135 PSI) during shifts and in Park and Neutral to ensure consistent shift quality.
The monitored Line Pressure Sensor voltage should always be between 0.35 and 4.75 volts. Any monitored volt-
ages outside these parameters indicate an Line Pressure Sensor or wiring problem and will cause either DTC
P0934 or P0935 to set.
Diagnostic Test

Yes >> Go To 2
No >> Go To 6

or death.
starter.
With the scan tool, monitor the Line Pressure.
Yes >> Replace the Line Pressure Sensor per the Service Information.
No >> Go To 3
3. CHECK THE (K900) SENSOR GROUND CIRCUIT FOR AN OPEN

#8815.
form diagnosis.
Measure the resistance of the (K900) Sensor Ground circuit from the
nector to the appropriate terminal of Miller tool #8815.
Yes >> Repair the (K900) Sensor Ground circuit for an open.
No >> Go To 4
4. CHECK THE (T38) LINE PRESSURE SENSOR SIGNAL CIRCUIT FOR AN OPEN
#8815.
Measure the resistance of the (T38) Line Pressure Sensor Signal circuit
from the Line Pressure Sensor/Variable Force Solenoid Assembly har-
ness connector to the appropriate terminal of Miller tool #8815.
Yes >> Repair the (T38) Line Pressure Sensor Signal circuit for an
open.
No >> Go To 5
5. CHECK THE (T38) LINE PRESSURE SENSOR SIGNAL CIRCUIT FOR A SHORT TO VOLTAGE
Connect a jumper wire between the (A104) Fused B(+) circuit and the
Measure the voltage of the (T38) Line Pressure Sensor Signal circuit.
Yes >> Repair the (T38) Line Pressure Sensor Signal circuit for a
short to voltage.
QUICK LEARN.
P0944-LOSS OF HYDRAULIC PUMP PRIME
For a complete wiring diagramRefer to Section 8W.
• When Monitored:
Every 350 msec
• Set Condition:
If the transmission begins to slip in any forward gear, and the pressure switch or switches that should be
closed for a given gear are open, a loss of prime test begins. All available elements (in 1st gear LR, 2/4 and
OD, in 2nd, 3rd, and 4th gear 2/4 and OD) are turned on by the PCM to see if pump prime exists. The code
is set if none of the pressure switches respond. The PCM will continue to run the loss of prime test until pump
pressure returns. The vehicle will not move or the transmission will slip. Normal operation will continue if pump
prime returns.
Possible Causes
LOW TRANSMISSION FLUID LEVEL

SHIFT LEVER POSITION
PLUGGED TRANSMISSION FILTER
TRANSMISSION OIL PUMP
Theory of Operation
The Loss of Prime Test is used to prevent transmission defaults and erroneous fault codes during temporary loss of
pump prime that may occur with low transmission fluid under severe braking conditions, start-up, etc. and to point
towards more subtle problems such as a plugged or ruptured oil filter. The Loss of Prime fault is set by a loss of
hydraulic pressure in the transmission system. This condition, if sustained, will result in the vehicle being unable to
move.
Diagnostic Test

Place the gear selector in park.
Start the engine.
NOTE: The Transmission Temperature must be at least 43° C (110° F) before performing the following steps.
The Transmission must be at operating temperature prior to checking pressure. Cold transmission fluid will result in
higher pressure readings.
Place the Transmission in Reverse.
With the scan tool, observe the Transmission Pressure Switch states.
Are any of the Pressure Switches closed?
Yes >> Go To 2
No >> Go To 4
2. INTERMITTENT OPERATION
Test drive the vehicle. Allow the Transmission to shift through all gears and ranges.
Was a delayed engagement and/or a no drive condition present during the test drive?
Yes >> Go To 4
No >> Go To 3

Wiggle the wiring while checking for shorted and open circuits.
4. SHIFT LEVER POSITION TEST

With the scan tool, perform a Shift Lever Position test. Follow the instructions on the screen.
Did the Shift Lever Position Test pass?
Yes >> Go To 5
No >> Perform the diagnostic procedure for P0706–CHECK SHIFTER SIGNAL.
5. CHECK FOR PLUGGED TRANSMISSION FILTER

Remove the Transmission Pan and inspect the Transmission Fluid and Transmission Filter per the Service Informa-
tion.
Does the Transmission Oil Pan contain excessive debris and/or is the Oil Filter plugged?
Yes >> Repair the cause of the plugged Transmission Filter. Refer to the Service Information for the proper
repair procedure.
No >> Go To 6
6. TRANSMISSION OIL PUMP

View repair.
Repair
Replace the Transmission Oil Pump per the Service Information.
P0992-2/4/OD HYDRAULIC PRESSURE TEST
• When Monitored:
• Set Condition:
element pressure to the clutch circuits that do not have pressure to identify that the correct pressure switch
closes. If the pressure switch does not close 2 times the DTC sets.
Possible Causes
CONDITION P0992 PRESENT
Theory of Operation
Pressure switches are normally off or open (no pressure applied) and read high (+12 volts). When an element is
applied, the corresponding pressure switch closes to ground (0 volts) or turns on. The controller tests the OD and
2/4 pressure switches when they are off (when the corresponding friction element is not applied) by briefly applying
the OD and 2/4 elements which will cause the corresponding pressure switch to close. The test verifies that the
switches are operational and that the switch will close when the corresponding element is applied. If a switch fails
to respond, it is re-tested. The MIL illuminates and the transmission system defaults to Limp-in mode.

NOTE: The vehicle must be driven to set this DTC. The transmission must at operating temperature with the
Engine RPM above 1000 RPM.
This DTC is an indication of both the 2/4 and the O/D Hydraulic Pressure Switch DTCs present.
Perform the diagnostic procedures for both P0845 and P0870.
View repair.
Repair
Refer to the Transmission category and perform the diagnostic procedures for P0845 and P0870.
P1684-BATTERY WAS DISCONNECTED
• When Monitored:
After a reset (ignition key turned to the RUN position).
• Set Condition:
The checksum of the battery backed RAM does not match the stored checksum. Set Time: Less than 7 msec.
Possible Causes
BATTERY WAS DISCONNECTED

PCM WAS REPLACED OR DISCONNECTED
QUICK LEARN WAS PERFORMED
(A209) FUSED B+ CIRCUIT TO PCM OPEN
(Z904) GROUND CIRCUITS OPEN
Theory of Operation
Note: This is not a fault code. It exists to provide reference information only. A battery backed RAM is used to
maintain some learned values. When the battery is disconnected, this memory is lost. When the battery is recon-
nected, the loss of learned values will be detected by the controller. The code will be set and the learned values will
be initialized to known constants and the learning process will continue. Setting the code has no effect except for
re-initialization of learned values.
Diagnostic Test
1. BATTERY WAS DISCONNECTED

Has the battery been disconnected, lost its charge, or been replaced recently?
Yes >> Disconnecting or replacing the battery will set this DTC. Erase the DTC.
No >> Go To 2
2. WAS QUICK LEARN PERFORMED

Has a Quick Learn procedure been performed?
Yes >> Performing Quick Learn will set this DTC. Erase the DTC.
No >> Go To 3
3. PCM REPLACED OR DISCONNECTED
Has the PCM been replaced or disconnected?

Yes >> Replacing or disconnecting the PCM will set this DTC. Erase the DTC.
No >> Go To 4
4. (A209) FUSED B+ CIRCUIT

Using a 12-volt test light connected to ground, check the (A209) Fused
B+ circuit.
Yes >> Go To 5
No >> Repair the Fused B+ circuit for an open. If the fuse is open
make sure to check for a short to ground.
5. (Z904) GROUND CIRCUITS

Ground circuits in the appropriate terminal of special tool #8815.
Does the test light illuminate brightly for all the ground cir-
cuits?
Yes >> Go To 6
No >> Repair the Ground circuits for an open.

P1713-RESTRICTED MANUAL VALVE IN T2 RANGE
• When Monitored:
Ignition on, engine running with the gear shift selector in a valid forward gear.
• Set Condition:
This DTC sets whenever Transmission control system detects the manual valve is in the T2 range when it
should be in OD. This is mainly an informational DTC.
Possible Causes

CUSTOMER DRIVING HABITS
MIS-ADJUSTED SHIFTER CABLE
SION/TRANSAXLE/AUTOMATIC - 42RLE - STANDARD PROCEDURE)
Diagnostic Test

Are there any speed sensor or gear ratio DTCs present?
No >> Go To 2
2. CHECK THE GEAR SHIFT CABLE FOR PROPER ADJUSTMENT

Check the Gear shift cable adjustment per the Service Information.
Also check the cable for possible binding or improperly routed.
Is the Gear shift cable properly adjusted and not binding or improperly routed?
Yes >> Go To 3
No >> Adjust the Shifter Assembly per the Service Information.
3. CHECK CUSTOMER DRIVING HABIT

This DTC can be set if the customer does not move the shift lever completely into the OD position (in between
gears) causing the manual valve to be in the T2 position.
When this occurs, the feed port to the clutch is restricted, the transmission will declare neutral, and this DTC will
set.
This DTC can also be set by simply bumping the shift lever toward neutral while accelerating.
Repair
This DTC can be set by the shift lever in the wrong position or not completely in the OD position. Make
sure the customer is properly informed.
P1745-TRANSMISSION LINE PRESSURE TOO HIGH FOR TOO LONG
• When Monitored:
Continuously with ignition on.
• Set Condition:
If the transmission has been operating in an open-loop line pressure control for 3220 kilometers (2000 miles)
or 1000 2-3 upshifts.
Possible Causes
LINE PRESSURE DTCS PRESENT
Theory of Operation
This DTC is an informational DTC to inform the technician that transmission has been operating in an open-loop line
pressure control for 3220 kilometers (2000 miles) or 1000 2-3 upshifts resulting from a Line Pressure DTC. The
42RLE Transmission is not designed to operate in open-loop line pressure control for an extended period time. This
DTC is intended to protect the transmission. If the DTC sets, the transmission controller will place the transmission
into limp-in mode.
Diagnostic Test
1. CHECK FOR RELATED DTC’S

With the scan tool, check for Transmission Line Pressure DTCs.
View repair
Repair
Refer to the Transmission category and perform the appropriate symptom. (Refer to 21 - TRANSMIS-
SION/TRANSAXLE/AUTOMATIC - 42RLE - DIAGNOSIS AND TESTING)
P1775-SOLENOID SWITCH VALVE LATCHED IN TCC POSITION

• When Monitored:
Prior to a shift into 1st gear.
• Set Condition:
Transmission temperature must be HOT. DTC is set after six unsuccessful attempts to shift into 1st gear.
Possible Causes
RELATED DTC P0841 PRESENT

(T16) TRANSMISSION CONTROL RELAY OUTPUT CIRCUIT OPEN
Theory of Operation
The Solenoid Switch Valve, an internal, hydraulically operated valve, controls the direction of the transmission fluid
when the LR solenoid is energized. When the solenoid switch valve is in the downshifted position and the LR sole-
noid is energized, fluid is directed to the LR element for 1st gear. When the solenoid switch valve is In the up-
shifted position (2nd, 3rd, and 4th gear) and the LR solenoid is energized, fluid is directed into the Lockup Switch
Valve which controls the Torque Converter Clutch. When shifting into 1st gear, a special sequence is followed to
insure solenoid switch valve movement into the downshifted position. The LR pressure switch is monitored to con-
firm switch valve movement. If the solenoid switch valve movement is not confirmed (i.e. no LR pressure when the
LR solenoid is energized), 2nd gear is substituted for 1st. No 1st gear (2nd gear is substituted). The transmission
Torque converter FEMCC operation is inhibited. MIL on after 5 min. of substituted operation.
Diagnostic Test

No >> Go To 2

Yes >> Go To 3
No >> Go To 9
3. PCM AND WIRING
the starter.
With the Transmission Simulator, turn the Pressure Switch selector switch to LR.
With the scan tool, monitor the LR Pressure Switch State while pressing the Pressure Switch Test button.
Did the Pressure Switch state change from open to closed when the test button was pressed?
Yes >> Go To 4
No >> Go To 5

Repair
Repair internal transmission as necessary per the Service Information. Inspect the Solenoid Switch
Valve per the Service Information and repair or replace as necessary. If no problems are found, replace
the Transmission Solenoid/Pressure Switch Assembly.

ness connector.
Connect a jumper wire between the (A104) Fused B+ circuit and the
Using a 12-volt test light connected to ground, check all (T16) Trans-
mission Control Relay Output circuits in the appropriate terminals of
special tool #8815.
Does the test light illuminate brightly on all Transmission Con-
trol Relay Output circuits?
Yes >> Go To 6
No >> Repair the (T16) Transmission Control Relay Output circuit
for an open.
6. (T50) LR PRESSURE SWITCH SENSE CIRCUIT OPEN

ness connector.
Measure the resistance of the (T50) LR Pressure Switch Sense circuit
Yes >> Repair the (T50) LR Pressure Switch Sense circuit for an
open.
No >> Go To 7
7. (T50) LR PRESSURE SWITCH SENSE CIRCUIT SHORT TO GROUND

ness connector.
Measure the resistance between ground and the (T50) LR Pressure
Yes >> Repair the (T50) LR Pressure Switch Sense circuit for a
short to ground.
No >> Go To 8
8. (T50) LR PRESSURE SWITCH SENSE CIRCUIT SHORT TO VOLTAGE
ness connector.
Measure the voltage of the (T50) LR Pressure Switch Sense circuit.
short to voltage.
ULE - REMOVAL)

Test drive and verify if the transmission is launching in 2nd gear and/or no TCC engagement.
Are there 2nd gear launches and/or no TCC engagement?
Yes >> Disassemble and inspect the Valve Body per the Service Information and repair or replace as neces-
sary. If no problems are found in the Valve Body, replace the Transmission Solenoid Pressure Switch
Assembly.
P1776-SOLENOID SWITCH VALVE LATCHED IN LR POSITION

• When Monitored:
Every 7 ms when doing PEMCC or FEMCC.
• Set Condition:
Must be in partial or full EMCC. The DTC is set if LR pressure is detected high for the fourth time.
Possible Causes
RELATED DTC P0841 PRESENT

DTC EVENT DATA SHOWS TRS CODE TR2 - SHIFT LEVER OR MANUAL CONTROL VALVE IN A INVALID
POSITION
SHIFTER CABLE OUT OF ADJUSTMENT
SOLENOID SWITCH VALVE STICKING IN ITS BORE
VALVE BODY
Theory of Operation
The Solenoid Switch Valve, an internal, hydraulically operated valve, controls the direction of the transmission fluid
when the LR solenoid is energized. When the solenoid switch valve is in the downshifted position and the LR sole-
noid is energized, fluid is directed to the LR element for 1st gear. When the solenoid switch valve is In the up-
shifted position (2nd, 3rd, and 4th gear) and the LR solenoid is energized, fluid is directed into the Lockup Switch
Valve which controls the Torque Converter Clutch. When doing PEMCC or FEMCC, the LR pressure switch should
indicate no pressure if the solenoid switch valve is in the LR position. If the LR pressure switch indicates pressure
for some time while in partial or full EMCC, the EMCC operation is aborted and momentarily inhibited to avoid
accidental application of the LR clutch. EMCC is attempted again when there is no LR pressure. The fourth detec-
tion of LR pressure while in PEMCC or FEMCC will result in setting the DTC.Torque converter EMCC operation
inhibited. MIL on after 5 min. of substituted operation.
Diagnostic Test

No >> Go To 2
2. CHECK THE DTC EVENT DATA FOR TRS CODE TR2

With the scan tool, check the DTC EVENT DATA for P1776.
Does the DTC EVENT DATA show a TRS Code of TR2?
Yes >> This indicates the shift lever and the manual control valve were in an invalid position between Neutral
and OD. Check the shifter cable for: proper adjustment, binding, friction, improper routing, or the shifter
was moved in transit. Repair as necessary.
No >> Go To 3

Is the status Active or is the STARTS SINCE SET counter 2 or less for this DTC?
Yes >> Go To 4
No >> Go To 9
4. CHECK THE PCM AND WIRING USING THE TRANSMISSION SIMULATOR

the starter.
With the Transmission Simulator, turn the Pressure Switch selector switch to LR.
With the scan tool, monitor the LR Pressure Switch State while pressing the Pressure Switch Test button.
Did the Pressure Switch state change from open to closed when the test button was pressed?
Yes >> Go To 5
No >> Go To 6
5. CHECK THE SOLENOID SWITCH VALVE FOR STICKING

Remove the transmission oil pan and Valve body and inspect the Solenoid Switch Valve for sticking in its bore,
repair or replace as necessary.
NOTE: This DTC may be caused by debris lodged in the Transmission Solenoid Switch Valve bore. If debris
is found, clean the valve body and reassemble the transmission per the Service Information.
With the scan tool, record the DTC EVENT DATA for P1776 and erase DTCs.
Reassemble the transmission and test drive the vehicle. Try to duplicate the original set conditions using the DTC
EVENT DATA recorded earlier.
With the scan tool, check Transmission DTCs.
Yes >> Replace the Transmission Solenoid Assembly per the Service Information.
No >> Test Complete
6. CHECK THE (T50) LR PRESSURE SWITCH SENSE CIRCUIT FOR AN OPEN
ness connector.
form diagnosis.
Measure the resistance of the (T50) LR Pressure Switch Sense circuit
betweem the appropriate terminal of Miller tool #8815 and the Trans-
mission Solenoid/Pressure Switch Assembly harness connector.
Yes >> Repair the (T50) LR Pressure Switch Sense circuit for an
open.
No >> Go To 7
7. CHECK THE (T50) LR PRESSURE SWITCH SENSE CIRCUIT FOR A SHORT TO GROUND
Measure the resistance between ground and the (T50) LR Pressure
short to ground.
No >> Go To 8
8. CHECK THE (T50) LR PRESSURE SWITCH SENSE CIRCUIT FOR A SHORT TO VOLTAGE
Measure the voltage of the (T50) LR Pressure Switch Sense circuit.
short to voltage.
ground circuits. Check for Service Information Tune-ups or
Service Bulletins for any possible causes that may apply. If
no problems are found, replace the PCM per the Service
Information. With the scan tool, perform QUICK LEARN.

Test Drive the vehicle and verify if the transmission is launching in 2nd gear and/or there is no TCC engagement.
Check for any Service Information Tune-ups or Service Bulletins for possible causes that may apply.
Are there 2nd gear launches and/or no TCC engagement?
Yes >> Disassemble and inspect the Valve Body per the Service Information Inspect the Solenoid Switch Valve
for sticking in its bore and repair or replace as necessary.
P1790-FAULT IMMEDIATELY AFTER SHIFT
• When Monitored:
After a Gear Ratio Error code is stored.
• Set Condition:
After a Gear Ratio Error DTC has already been set. The DTC is set if the fault happened within 1.3 seconds
of a shift. The DTC set time will vary from 1.214 seconds to 15 seconds.
Possible Causes
FAULT AFTER SHIFT
Theory of Operation
This DTC is not stored alone. It is stored if a Gear Ratio DTC is detected immediately after shift. The existence of
DTC P1790 indicates a mechanical or hydraulic (not electrical) related problems. It should be noted, however, that
all mechanical problems don’t necessarily result in DTC P1790. When this DTC exists, diagnosing the system
should be based on the associated DTC and only mechanical causes should be considered.
Diagnostic Test
1. FAULT AFTER SHIFT

This DTC is set along with a Gear Ratio DTC. Perform the appropriate test for the Gear Ratio DTC stored.
NOTE: Check Pending DTCs or 1 trip failures if there are no Active or Stored Gear Ratio DTCs.
View repair.
Repair
Refer to the Transmission category and perform the appropriate diagnostic procedure.
P1794-SPEED SENSOR GROUND ERROR

• When Monitored:
Every 7ms after a controler reset with transmission range in neutral.
• Set Condition:
After a PCM reset in neutral and Input/Output Ratio equals a ratio of 2.50 to 1.0 ± 50.0 RPM.
Possible Causes
SPEED SENSOR GROUND CIRCUIT OPEN
Theory of Operation
The two speed sensors in the transmission system and use a common ground circuit. The loss of this common
ground results in the input signal being sensed by both sensors. After a reset and in neutral, and observing a certain
Output/Input ratio will increment the Speed Check Fault Counter. Because the speed sensors and the thermistor
share the same ground wire, this DTC may indicate a loss of the common speed sensor ground. In some cases this
fault will cause a Gear Ratio Error DTC to be set.
Diagnostic Test
1. PCM AND WIRING

the starter.
12509 position.
With the scan tool, monitor the Input and Output Speed Sensor readings.
Does the Input Speed read 3000 RPM and the Output Speed read 1250 RPM, ± 50 RPM?
Yes >> Go To 2
No >> Go To 3
2. (T13) SPEED SENSOR GROUND CIRCUIT OPEN

Disconnect the Input and Output Speed Sensor harness connectors.
Measure the resistance of the (T13) Speed Sensor Ground circuit from
the appropriate terminal of special tool #8815 to the Input and Output
Speed Sensor harness connectors.
Is the resistance above 5.0 ohms on either circuit?
Yes >> Repair the (T13) Speed Sensor Ground circuit for an open.
ULE - REMOVAL)

P1797-MANUAL SHIFT OVERHEAT
• When Monitored:
Continuously with engine running.
• Set Condition:
If the Engine Temperature exceeds 123° C (255° F) or the Transmission Temperature exceeds 135° C (275° F)
while in AutoStickT mode. Note: Aggressive driving or driving in low for extended periods of time will set this
DTC.
Possible Causes
MANUAL SHIFT OVERHEAT
Theory of Operation
The major cause of heat build up in the transmission is torque converter slip. With the transmission in the Auto-
StickT mode, the torque converter can slip during aggressive driving or heavy loading conditions such as trailer
towing or driving up steep grades. In the non autostick mode, internal controller logic prevents the transmission from
overheating by managing the shift and EMCC schedule. In the autostick mode, when the transmission or engine
temperature approaches an overheat condition, the manual shift overheat DTC sets and the autostick mode is tem-
porarily suspended until the temperature returns to normal.
Diagnostic Test
1. MANUAL SHIFT OVERHEAT

This is an informational DTC only.
Check the engine and transmission cooling system for proper operation.
Check the Radiator Cooling Fan operation.
Check the Transmission Cooling operation.
Check the Transmission Fluid Level per the Service Information to verify that it is not overfilled.
NOTE: Aggressive driving or driving in low for extended periods of time will set this DTC.
Repair
If the Transmission Fluid is low, repair any Transmission Fluid leak as necessary and adjust the Trans-
mission Fluid Level per the Service Information. Refer to Service Information for the related symptoms
and repair as necessary.
U0002 CAN C BUS OFF PERFORMANCE

• When Monitored:
Every 7 msec with:
1) Engine speed greater than 500 RPM.
2) Battery voltage between 10 and 16 volts.
• Set Condition:
CAN C bus messages are not received for 10 seconds.
Theory of Operation
The NGC controller communicates over the CAN C bus. The transmission controller continuously monitors bus
activity. The CAN C bus is also used to communicate transmission MIL status to the Engine Controller. If the Engine
Controller is unable to communicate with the Transmission Controller, a DTC will set and the Engine Controller will
illuminate the MIL.
Diagnose the U0002 CAN C BUS OFF PERFORMANCE as the U0001 CAN C BUS CIRCUIT test in 8-ELEC-
TRICAL/ELECTRONIC CONTROL MODULES - DIAGNOSIS AND TESTING for diagnostic procedures and for
further possible causes.
U0100 LOST COMMUNICATION WITH ECM/PCM

• When Monitored:
Every 7 msec with:
• Set Condition:
Theory of Operation
illuminate the MIL.
Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES - DIAGNOSIS AND TESTING for diagnostic
procedures and for further possible causes.
U0121 LOST COMMUNICATION WITH ABS

• When Monitored:
Every 7 msec with:
• Set Condition:
Theory of Operation
illuminate the MIL.
Refer to 8-ELECTRICAL/ELECTRONIC CONTROL MODULES - DIAGNOSIS AND TESTING for diagnostic pro-
cedures and for further possible causes.
U0141 LOST COMMUNICATION WITH FCM

• When Monitored:
Every 7 msec with:
• Set Condition:
Theory of Operation
illuminate the MIL.
Refer to 8-ELECTRICAL/ELECTRONIC CONTROL MODULES - DIAGNOSIS AND TESTING for diagnostic pro-
cedures and for further possible causes.
STANDARD PROCEDURE
42RLE - PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE
Perform the following steps prior to any diagnostic procedure(s).
1. Many transmission symptoms can be caused by a low fluid level. If the fluid level is low, locate and repair any
leaks and fill the transmission to the proper fluid level. Refer to the Service Information for the proper repair and
fluid fill procedures.
2. Testing should only be performed with the battery fully charged to avoid false diagnosis.
3. With the scan tool, read Engine (PCM) DTCs. If Engine DTCs are present, refer to the Driveability Category and
perform to the appropriate diagnostic procedure(s) before proceeding.
4. With the scan tool, read Transmission (TCM) DTCs. Record all Stored, Active, and Pending DTC information.
Diagnose any Pending DTC as a matured DTC.
5. With the scan tool, read DTC EVENT DATA. Use this data to identify the conditions in which the DTC was set.
Note: Performing a Battery Disconnect will clear all DTC EVENT DATA and reset all learned Transmission
values to the controllers default values which may temporarily result in erratic shift schedules.
6. With the scan tool, perform the Shift Lever Position Test. If the test does not pass, refer to the diagnostic pro-
cedure for P0706-TRANSMISSION RANGE SENSOR RATIONALITY.
7. For Gear Ratio Error DTCs, use the scan tool to read and record the Clutch Volume Index (CVI) information.
8. Use the wiring diagram as a guide, inspect the wiring and connectors related to this circuit and repair as nec-
essary.
9. Refer to the When Monitored and Set Conditions for this DTC. DTCs can set at ignition on, at start up, driving
under specific conditions, and after controller diagnostic monitors have run.
10. Refer to applicable Technical Service Bulletins (TSBs) for controller software update information. Some condi-
tions can be corrected by upgrading the Engine (PCM) or Transmission (TCM) controller software.
11. Check for any Service Information Tune-ups or Service Bulletins for any possible causes that may apply.
1.
Perform 42RLE VERIFICATION TEST. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC -
42RLE - STANDARD PROCEDURE)
No >> Refer to the transmission category and perform the appropriate diagnostic procedure(s).
42RLE TRANSMISSION VERIFICATION TEST - VER 1
Perform the following after completion of a diagnostic repair:
NOTE: After completion of the Transmission Verification Test, the Powertrain Verification Test must be per-
formed. Refer to the Engine Category.
2. With the scan tool, erase all Transmission and Engine DTCs.
3. Erase DTC P0700 under engine to turn off the MIL off after completion of transmission repairs.
4. Perform *PRNDL FAULT CLEARING PROCEDURE after completion of repairs for P0706-TRANSMISSION
RANGE SENSOR RATIONALITY.
5. If the Powertrain Control Module or the Transmission has been repaired or replaced, it is necessary to perform
the scan tool Quick Learn Procedure.
6. If the Torque converter has been replaced, with the scan tool perform TCC BREAK-IN.
7. If the Powertrain Control Module or Front Control Module has been replaced you must reset the Pinion Factor in
the Front Control Module.
8. With the scan tool, display Transmission Temperature. Start and run the engine until the Transmission Temper-
ature is HOT, above 43° C or 110° F.
9. Check the transmission fluid and adjust if necessary. Refer to the Service Information for the Fluid Fill procedure.
10. Road test the vehicle. With the scan tool, monitor the engine RPM. Make 15 to 20 1-2, 2-3, 3-4 upshifts. Per-
form these shifts from a standing start to 45 mph with a constant throttle opening of 20 to 25 degrees.
11. With speeds below 25 MPH, make 5 to 8 wide open throttle kickdowns to 1st gear. Allow at least 5 seconds
each in 2nd and 3rd gear between each kickdown.
12. For a specific DTC, drive the vehicle to the Symptom’s When Monitored/When Set conditions to verify the DTC
is repaired.
13. If equipped with AutoStickT, upshift and downshift several times using the AutoStickT feature during the road
test.
NOTE: Use the OBDII task manager to run a Good Trip in each gear, this will confirm the repair and to
ensure that the DTC has not re-matured.
14. Check for any Diagnostic Trouble Codes (DTCs) during and after the road test.
1.
Did any Diagnostic Trouble Codes set during the road test?
Yes >> Repair is not complete. Refer to the Transmission category and perform the appropriate symptom(s).
No >> Repair is complete.
LX AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION 21 - 653
AUTOMATIC TRANSMISSION 42RLE - SERVICE

INFORMATION
TABLE OF CONTENTS
page page
AUTOMATIC TRANSMISSION 42RLE - SERVICE CABLE-GEARSHIFT

INFORMATION DIAGNOSIS AND TESTING - GEARSHIFT
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 655 CABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 762
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 658 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 762
DIAGNOSIS AND TESTING INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 763
AUTOMATIC TRANSMISSION . . . . . . . . . . . . . . . 662 ADJUSTMENTS - GEARSHIFT CABLE . . . . . . . . . 765
ROAD TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 663 CLUTCHES-HOLDING
HYDRAULIC PRESSURE TESTS . . . . . . . . . . . . 664 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 767
CLUTCH AIR PRESSURE TESTS . . . . . . . . . . . 666 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 767
FLUID LEAKAGE . . . . . . . . . . . . . . . . . . . . . . . . . . 667 ASSEMBLY-INPUT CLUTCH
STANDARD PROCEDURE - ALUMINUM DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 768
THREAD REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . 668 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 777
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 668 SENSOR-INPUT SPEED
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 673 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 791
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 694 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 791
SCHEMATICS AND DIAGRAMS INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 792
42RLE - WITHOUT VARIABLE LINE SENSOR-VARIABLE LINE PRESSURE
PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 722 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 793
42RLE - WITH VARIABLE LINE PRESSURE . . 736 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 793
SPECIFICATIONS REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 793
42RLE AUTOMATIC TRANSMISSION . . . . . . . . 745 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 794
SPECIAL TOOLS PUMP-OIL
AUTOMATIC TRANSMISSION – 42RLE . . . . . . 747 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 795
ACCUMULATOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 795
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 751 DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 795
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 752 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 797
BEARINGS BEARING-OUTPUT SHAFT
ADJUSTMENTS REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 798
BEARING ADJUSTMENT PROCEDURES . . . . 753 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800
MECHANISM-BRAKE TRANSMISSION SHIFT SEAL-OUTPUT SHAFT
INTERLOCK REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 802
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 754 SENSOR-OUTPUT SPEED
DIAGNOSIS AND TESTING - BRAKE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 804
TRANSMISSION SHIFT INTERLOCK . . . . . . . 755 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 804
ADJUSTMENTS - BRAKE TRANSMISSION REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 804
SHIFT INTERLOCK . . . . . . . . . . . . . . . . . . . . . . . 756 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 805
CLUTCHES-DRIVING CABLE-PARK LOCK
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 758 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 807
FLUID AND FILTER GEARTRAIN-PLANETARY
DIAGNOSIS AND TESTING DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 809
CAUSES OF BURNT FLUID . . . . . . . . . . . . . . . . . 759 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 809
EFFECTS OF INCORRECT FLUID LEVEL . . . . 759 SEAL-OIL PUMP
FLUID CONTAMINATION . . . . . . . . . . . . . . . . . . . 759 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 810
STANDARD PROCEDURE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 810
CHECK OIL LEVEL . . . . . . . . . . . . . . . . . . . . . . . . 759 SOLENOID-PRESSURE CONTROL
FLUID/FILTER SERVICE . . . . . . . . . . . . . . . . . . . . 760 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 811
TRANSMISSION FILL . . . . . . . . . . . . . . . . . . . . . . 761 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 811
21 - 654 AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION LX
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 812 RELAY-TRANSMISSION CONTROL
MECHANISM-SHIFT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 831
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 813 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 831
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 813 SENSOR-TRANSMISSION RANGE
SOLENOID REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 833
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 819 SENSOR-TRANSMISSION TEMPERATURE
ASSEMBLY-TRANSMISSION SOLENOID/ DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 835
PRESSURE SWITCH OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 835
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 820 BODY-VALVE
CONVERTER-TORQUE DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 843
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 830
AUTOMATIC TRANSMISSION 42RLE - SERVICE INFORMATION

DESCRIPTION
42RLE Automatic Transmission

1 - DRIVEPLATE 6 - REVERSE CLUTCH 11 - STUB SHAFT

2 - TORQUE CONVERTER 7 - FRONT PLANET CARRIER 12 - LOW/REVERSE CLUTCH
3 - INPUT SHAFT 8 - REAR PLANET CARRIER 13 - 2/4 CLUTCH
4 - UNDERDRIVE CLUTCH 9 - OUTPUT SHAFT 14 - OIL PUMP
5 - OVERDRIVE CLUTCH 10 - SNAP RING
The 42RLE is a four-speed transmission that is a conventional hydraulic/mechanical assembly controlled with adap-
tive electronic controls and monitors. The hydraulic system of the transmission consists of the transmission fluid,
fluid passages, hydraulic valves, and various line pressure control components. An input clutch assembly which
houses the underdrive, overdrive, and reverse clutches is used. It also utilizes separate holding clutches: 2nd/4th
gear and Low/Reverse. The primary mechanical components of the transmission consist of the following:
• Three multiple disc input clutches
• Two multiple disc holding clutches
• Four hydraulic accumulators
• Two planetary gear sets
• Hydraulic oil pump
• Valve body
• Solenoid/Pressure switch assembly
Control of the transmission is accomplished by fully adaptive electronics. Optimum shift scheduling is accomplished
through continuous real-time sensor feedback information provided to the Transmission Control Module (TCM) por-
tion of the Powertrain Control Module (PCM).
The TCM is the heart of the electronic control system and relies on information from various direct and indirect
inputs (sensors, switches, etc.) to determine driver demand and vehicle operating conditions. With this information,
the TCM can calculate and perform timely and quality shifts through various output or control devices (solenoid
pack, transmission control relay, etc.).
The TCM also performs certain self-diagnostic functions and provides comprehensive information (sensor data,
DTC’s, etc.) which is helpful in proper diagnosis and repair. This information can be viewed with the scan tool.
TRANSMISSION IDENTIFICATION
The 42RLE transmission can be identified by a bar-
code label that is affixed to the upper left area of the
bellhousing.
The label contains a series of digits that can be trans-
lated into useful information such as transmission part
number (10), date of manufacture (4, 5), manufactur-
ing origin (2), assembly line identifier (6), build
sequence number (7), etc..
If the tag is not legible or is missing, the “PK” number,
which is stamped into the left rear flange of the trans-
mission case, can be referred to for identification. The
entire part number, build code, and sequence number
are stamped into the flange.
1 - T=TRACEABILITY
2 - SUPPLIER CODE (PK=KOKOMO)
3 - COMPONENT CODE (TK=KOKOMO TRANSMISSION)
4 - BUILD DAY (350=DEC. 15)
5 - BUILD YEAR (1=2001)
6 - ASSEMBLY LINE CODE
7 - BUILD SEQUENCE NUMBER
8 - LAST THREE OF P/N
9 - CHANGE LEVEL
10 - TRANSMISSION PART NUMBER
11 - P=PART NUMBER
OPERATION
The 42RLE transmission ratios are:
First 2.84 : 1
Second 1.57 : 1
Third 1.00 : 1
Overdrive 0.69 : 1
Reverse 2.21 : 1
FIRST GEAR POWERFLOW
1 - UNDERDRIVE CLUTCH APPLIED (Turns Rear Sun)

2 - LOW-REVERSE CLUTCH APPLIED (Holds Rear Annulus/Front Carrier)
In first gear range, torque input is through the underdrive clutch (1) to the underdrive hub assembly. The underdrive
hub is splined to the rear sun gear. When the underdrive clutch is applied, it rotates the underdrive hub and rear
sun gear. The L/R clutch (2) is applied to hold the front carrier/rear annulus assembly. The rear sun gear drives the
rear planetary pinion gears. The rear planetary pinion gears are forced to walk around the inside of the stationary
rear annulus gear. The pinions are pinned to the rear carrier and cause the rear carrier assembly to rotate as they
walk around the annulus gear. This provides the torque output for first gear. The other planetary gearset compo-
nents are freewheeling. The first gear ratio is 2.84:1.
SECOND GEAR POWERFLOW

2 - 2-4 CLUTCH APPLIED (Holds Front Sun)
Second gear is achieved by having both planetary gear sets contribute to torque multiplication. As in first gear,
torque input is through the underdrive clutch (1) to the rear sun gear. The 2/4 clutch (2) is applied to hold the front
sun gear stationary. The rotating rear sun gear turns the rear planetary pinions. The rear pinions rotate the rear
annulus/front carrier assembly. The pinions of the front carrier walk around the stationary front sun gear. This trans-
mits torque to the front annulus/rear carrier assembly, which provides output torque and a gear ratio of 1.57:1.
THIRD GEAR POWERFLOW

2 - OVERDRIVE CLUTCH APPLIED (Turns Front Carrier/Rear Annulus)
In third gear, two input clutches are applied to provide torque input: the underdrive clutch (1) and overdrive clutch
(2). The underdrive clutch rotates the rear sun gear, while the overdrive clutch rotates the front carrier/rear annulus
assembly. The result is two components (rear sun gear and rear annulus gear) rotating at the same speed and in
the same direction. This effectively locks the entire planetary gearset together and is rotated as one unit. The gear
ratio in third is 1:1.
FOURTH GEAR POWERFLOW
1 - OVERDRIVE CLUTCH APPLIED (Turns Rear Sun)

2 - 2-4 CLUTCH APPLIED (Holds Front Sun)
In fourth gear input torque is through the overdrive clutch (1) which drives the front carrier. The 2/4 clutch (2) is
applied to hold the front sun gear. As the overdrive clutch rotates the front carrier, it causes the pinions of the front
carrier to walk around the stationary front sun gear. This causes the front carrier pinions to turn the front annulus/
rear carrier assembly which provides output torque. In fourth gear, transmission output speed is more than engine
input speed. This situation is called overdrive and the gear ratio is 0.69:1.
REVERSE GEAR POWERFLOW
1 - LOW-REVERSE CLUTCH APPLIED (Holds Rear Annulus Front Carrier)

2 - REVERSE CLUTCH APPLIED (Turns Front Sun)
In reverse, input power is through the reverse clutch (1). When applied, the reverse clutch drives the front sun gear
through the overdrive hub and shaft. The L/R clutch (2) is applied to hold the front carrier/rear annulus assembly
stationary. The front carrier is being held by the L/R clutch so the pinions are forced to rotate the front annulus/rear
carrier assembly in the reverse direction. Output torque is provided, in reverse, with a gear ratio of 2.21:1.

CAUTION: Before attempting any repair on the 42RLE Four Speed Automatic Transmission, always check
for proper shift cable adjustment. Also check for diagnostic trouble codes with the scan tool and the 42RLE
Transmission Diagnostic information.
42RLE automatic transmission malfunctions may be caused by these general conditions:

• Poor engine performance
• Improper adjustments
• Hydraulic malfunctions
• Mechanical malfunctions
• Electronic malfunctions
When diagnosing a problem always begin with recording the complaint. The complaint should be defined as specific
as possible. Include the following checks:
• Temperature at occurrence (cold, hot, both)
• Dynamic conditions (acceleration, deceleration, upshift, cornering)
• Elements in use when condition occurs (what gear is transmission in during condition)
• Road and weather conditions
• Any other useful diagnostic information.
After noting all conditions, check the easily accessible variables:
• Fluid level and condition
• Shift cable adjustment
• Diagnostic trouble code inspection
Then perform a road test to determine if the problem has been corrected or that more diagnosis is necessary. If the
problem exists after the preliminary tests and corrections are completed, hydraulic pressure checks should be per-
formed.
ROAD TEST
Prior to performing a road test, verify that the fluid level, fluid condition, and linkage adjustment have been
approved.
During the road test, the transmission should be operated in each position to check for slipping and any variation in
shifting.
If the vehicle operates properly at highway speeds, but has poor acceleration, the converter stator overrunning
clutch may be slipping. If acceleration is normal, but high throttle opening is needed to maintain highway speeds,
the converter stator clutch may have seized. Both of these stator defects require replacement of the torque con-
verter and thorough transmission cleaning.
Slipping clutches can be isolated by comparing the “Elements in Use” chart with clutch operation encountered on a
road test. This chart identifies which clutches are applied at each position of the selector lever.
A slipping clutch may also set a DTC and can be determined by operating the transmission in all selector positions.
ELEMENTS IN USE AT EACH POSITION OF SELECTOR LEVER
Shift Lever INPUT CLUTCHES HOLDING CLUTCHES

Position Underdrive Overdrive Reverse 2/4 Low/Reverse
P - PARK X
R - REVERSE X X
N - NEUTRAL X
OD -
OVERDRIVE
First X X
Second X X
Direct X X
Overdrive X X
D - DRIVE*
First X X
Second X X
Direct X X
L - LOW*
First X X
Second X X
Direct X X
* Vehicle upshift and downshift speeds are increased when in these selector positions.
The process of elimination can be used to detect any unit which slips and to confirm proper operation of good units.
Road test analysis can diagnose slipping units, but the cause of the malfunction cannot be determined. Practically
any condition can be caused by leaking hydraulic circuits or sticking valves.
HYDRAULIC PRESSURE TESTS
Pressure testing is a very important step in the diag-
nostic procedure. These tests usually reveal the cause
of most transmission problems.
Before performing pressure tests, be certain that fluid
level and condition, and shift cable adjustments have
been checked and approved. Fluid must be at operat-
ing temperature (150 to 200 degrees F.).
Install an engine tachometer, raise vehicle on hoist
which allows the wheels to turn, and position tachom-
eter so it can be read.
Using special adapters L-4559, attach 300 psi
gauge(s) C-3293SP to the port(s) required for test
being conducted.
Test port locations are shown in the Pressure Taps
graphic.
Pressure Taps
1 - TORQUE CONVERTER CLUTCH OFF

2 - REVERSE
3 - LOW/REVERSE
4 - 2/4
5 - UNDERDRIVE
6 - TORQUE CONVERTER CLUTCH ON
7 - OVERDRIVE
TEST ONE - SELECTOR IN MANUAL 1 (1st Gear)

NOTE: This test checks pump output, pressure regulation and condition of the low/reverse clutch hydraulic
circuit and shift schedule.
1. Attach pressure gauge to the low/reverse clutch tap.

2. Move selector lever to the MANUAL 1 position.
3. Allow vehicle wheels to turn and increase throttle opening to achieve an indicated vehicle speed to 20 mph.
4. Low/reverse clutch pressure should read 115 to 145 psi.
TEST TWO - SELECTOR IN MANUAL 2 (Second Gear)

NOTE: This test checks the underdrive clutch hydraulic circuit as well as the shift schedule.
1. Attach gauge to the underdrive clutch tap.

2. Move selector lever to the MANUAL 2 position.
3. Allow vehicle wheels to turn and increase throttle opening to achieve an indicated vehicle speed of 30 mph.
4. In second gear the underdrive clutch pressure should read 110 to 145 psi.
TEST TWO A - SELECTOR IN DRIVE (OD ON - Fourth Gear)

NOTE: This test checks the underdrive clutch hydraulic circuit as well as the shift schedule.
1. Attach gauge to the underdrive clutch tap.

2. Move selector lever to the DRIVE position. Verfy that the OD switch is ON.
3. Allow wheels to rotate freely and increase throttle opening to achieve an indicated speed of 40 mph.
4. Underdrive clutch pressure should read below 5 psi. If not, than either the solenoid assembly or controller is at
fault.
TEST THREE - SELECTOR IN DRIVE (OD OFF - Third and Second Gear)
NOTE: This test checks the overdrive clutch hydraulic circuit as well as the shift schedule.
1. Attach gauge to the overdrive clutch tap.

2. Move selector lever to the DRIVE position.
4. Overdrive clutch pressure should read 74 to 95 psi.
5. Move selector lever to the DRIVE position and increase indicated vehicle speed to 30 mph.
6. The vehicle should be in second gear and overdrive clutch pressure should be less than 5 psi.
TEST FOUR - SELECTOR IN DRIVE (OD ON - Fourth Gear)

NOTE: This test checks the 2/4 clutch hydraulic circuit.
1. Attach gauge to the 2/4 clutch tap.

3. Allow vehicle front wheels to turn and increase throttle opening to achieve an indicated vehicle speed of 30 mph.
Vehicle should be in fourth gear.
4. The 2/4 clutch pressure should read 75 to 95 psi.
TEST FIVE-SELECTOR IN DRIVE (OD ON - Fourth Gear, CC on)

NOTE: These tests check the torque converter clutch hydraulic circuit.
1. Attach gauge to the torque converter clutch off pressure tap.

Vehicle should be in 4th gear, CC on.
CAUTION: Both wheels must turn at the same speed.
4. Torque converter clutch off pressure should be less than 5 psi.

5. Now attach the gauge to the torque converter clutch on pressure tap.
6. Move selector to the OD position.
8. Verify the torque converter clutch is applied mode using the RPM display of the scan tool.
9. Torque converter clutch on pressure should be 60-90 psi.
TEST SIX-SELECTOR IN REVERSE

NOTE: This test checks the reverse clutch hydraulic circuit.
1. Attach gauge to the reverse and low/reverse clutch tap.

2. Move selector lever to the REVERSE position.
3. Read reverse clutch pressure with output stationary (foot on brake) and throttle opened to achieve 1500 rpm.
4. Reverse and low/reverse clutch pressure should read 165 to 235 psi.
TEST RESULT INDICATIONS

1. If proper line pressure is found in any one test, the pump and pressure regulator are working properly.
2. Low pressure in all positions indicates a defective pump, a clogged filter, or a stuck pressure regulator valve.
3. Clutch circuit leaks are indicated if pressures do not fall within the specified pressure range.
4. If the overdrive clutch pressure is greater than 5 psi in Step 6 of Test Three, a worn reaction shaft seal ring or
a defective solenoid assembly is indicated.
5. If the underdrive clutch pressure is greater than 5 psi in Step 4 of Test Two-A, a defective solenoid/pressure
switch assembly or controller is the cause.
ALL PRESSURE SPECIFICATIONS ARE PSI (on hoist, with wheels free to turn)
Gear Selector Actual Gear PRESSURE TAPS

Position
Under- Over- Reverse Torque Torque 2/4 Low/
drive drive Clutch Converter Converter Clutch Reverse
Clutch Clutch Clutch Clutch Clutch
Off On
PARK - 0 mph * PARK 0-2 0-5 0-2 60-110 45-100 0-2 115-
145
REVERSE - 0 mph REVERSE 0-2 0-7 165-235 50-100 35-85 0-2 165-
* 235
NEUTRAL - 0 mph * NEUTRAL 0-2 0-5 0-2 60-110 45-100 0-2 115-
145
Low - 20 mph # FIRST 110-145 0-5 0-2 60-110 45-100 0-2 115-
145
Third - 30 mph # SECOND 110-145 0-5 0-2 60-110 45-100 115- 0-2
145
Third - 45 mph # DIRECT 75-95 75-95 0-2 60-90 45-80 0-2 0-2
OD - 30 mph # OVERDRIVE 0-2 75-95 0-2 60-90 45-80 75-95 0-2
OD - 50 mph # OVERDRIVE WITH 0-2 75-95 0-2 0-5 60-95 75-95 0-2
TCC
* Engine Speed at 1500 rpm
# CAUTION: Both wheels must be turning at same speed.
CLUTCH AIR PRESSURE TESTS

Inoperative clutches can be located by substituting air
pressure for fluid pressure. The clutches may be
tested by applying air pressure to their respective pas-
sages after the valve body has been removed. Use
Plate Set 6599-1 (1) and 6599-2 (1) to perform test.
To make air pressure tests, proceed as follows:
NOTE: The compressed air supply must be free of

all dirt and moisture. Use a pressure of 30 psi.
1. Remove oil pan and valve body. (Refer to 21 -

TRANSMISSION/AUTOMATIC - 42RLE/VALVE
BODY - REMOVAL)
2. Apply air pressure to the holes in the plates (1),
one at a time.
3. Listen for the clutch to apply. It will give a slight Air Pressure Test Plate
thud sound. If a large amount of air is heard escap-
ing, the transmission must be removed from vehi- 1 - AIR PRESSURE TEST PLATES
2 - 2/4 CLUTCH RETAINER HOLE
cle, disassembled and all seals inspected.
2/4 CLUTCH
Apply air pressure to the feed hole located on the 2/4 clutch retainer (2). Look in the area where the 2/4 piston
contacts the first separator plate and watch carefully for the 2/4 piston to move rearward. The piston should return
to its original position after the air pressure is removed.
OVERDRIVE CLUTCH
Apply air pressure to the overdrive clutch apply passage and watch for the push/pull piston to move forward. The
piston should return to its starting position when the air pressure is removed.
REVERSE CLUTCH
Apply air pressure to the reverse clutch apply passage and watch for the push/pull piston to move rearward. The
piston should return to its starting position when the air pressure is removed.
LOW/REVERSE CLUTCH
Apply air pressure to the low/reverse clutch feed hole passage. Look in the area where the low/reverse piston con-
tacts the first separator plate. Watch carefully for the piston to move forward. The piston should return to its original
position after the air pressure is removed.
UNDERDRIVE CLUTCH
Because this clutch piston cannot be seen, its opera-
tion is checked by function. Use an air nozzle (2) to
apply air pressure is to the low/reverse or the 2/4
clutch opening in Test Plate 6599-1 (2). This locks the
output shaft. Use a piece of rubber hose wrapped
around the input shaft and a pair of clamp-on pliers to
turn the input shaft. Next apply air pressure to the
underdrive clutch. The input shaft should not rotate
with hand torque. Release the air pressure and con-
firm that the input shaft will rotate.
FLUID LEAKAGE
FLUID LEAKAGE - TORQUE CONVERTER HOUSING AREA
When diagnosing converter housing (5) fluid leaks,
three actions must be taken before repair:
1. Verify proper transmission fluid level.
2. Verify that the leak originates from the converter
housing area and is transmission fluid.
3. Determine the true source of the leak.
Fluid leakage at or around the torque converter area
may originate from an engine oil leak (7). The area
should be examined closely. Factory fill fluid is red
and, therefore, can be distinguished from engine oil.
Some suspected converter housing fluid leaks may
not be leaks at all. They may only be the result of
residual fluid in the converter housing, or excess fluid
spilled during factory fill, or fill after repair. Converter
housing leaks have several potential sources. Through
careful observation, a leak source can be identified
before removing the transmission for repair.
Pump seal (1) leaks tend to move along the drive hub and onto the rear of the converter. Pump o-ring or pump
body leaks follow the same path as a seal leak. Pump attaching bolt (3) leaks are generally deposited on the inside
of the converter housing (5) and not on the converter itself. Pump seal (1) or gasket (4) leaks usually travel down
the inside of the converter housing.
TORQUE CONVERTER LEAKAGE
Possible sources of torque converter leakage are:
• Torque converter weld leaks at the outside diam-
eter weld (1).
• Torque converter hub weld (2).
STANDARD PROCEDURE - ALUMINUM THREAD REPAIR

Damaged or worn threads in the aluminum transmission case and valve body can be repaired by the use of Heli-
CoilsT, or equivalent. This repair consists of drilling out the worn-out damaged threads. Then tap the hole with a
special Heli-CoilT tap, or equivalent, and installing a Heli-CoilT insert, or equivalent, into the hole. This brings the
hole back to its original thread size.
Heli-CoilT, or equivalent, tools, and inserts are readily available from most automotive parts suppliers.
REMOVAL
3. Mark propeller shaft (1) and the transmission
flange (4) for assembly alignment.
4. Remove the bolts (2) holding the rear propeller
shaft coupler (3) to the transmission flange (4).
5. Slide the propeller shaft (1) rearward until the cou-
pler clears the propeller shaft pilot (5) on the trans-
mission output shaft.
6. Remove the bolts (2) holding the starter motor (1)

to the transmission. (Refer to 8 - ELECTRICAL/
STARTING/STARTER MOTOR - REMOVAL)
7. Remove the starter (1) from the transmission
starter pocket and safely relocate.
8. Remove the bolt (2) holding the torque converter
access cover (1) to the transmission, 3.5L engines.
9. Remove the torque converter access cover (1)
10. Remove the structural collar bolts (3, 4) and stuc-

tural collar (2) on vehicles equipped with 2.7L
engines. (Refer to 9 - ENGINE - 2.7L/ENGINE
BLOCK/STRUCTURAL COVER - REMOVAL)
11. Rotate crankshaft in clockwise direction until con-

verter bolts (1) are accessible. Then remove bolts
(1) one at a time. Rotate crankshaft with socket
wrench on dampener bolt.
12. Disconnect the gearshift cable (1) from the trans-
mission manual valve lever (3).
13. Loosen the bolts holding the shift cable retaining
strap (2) to the transmission.
14. Remove the shift cable (1) from the transmission.
15. Disconnect wires from the input (1) and output (2)
speed sensors.
16. Disconnect wires from the transmission range
sensor (3).
17. Disconnect wires from the solenoid/pressure

switch assembly (1).
18. Remove the crankshaft position sensor. (Refer to

14 - FUEL SYSTEM/FUEL INJECTION/CRANK-
SHAFT POSITION SENSOR - REMOVAL)
19. Remove the bolt (3) holding the transmission fill

tube (2) to the transmission (1).
20. Remove the transmission fill tube (2).
21. Disconnect transmission fluid cooler lines (1) at

transmission fittings (2) and clips (3).
22. Disconnect the transmission vent hose from the
transmission.
23. Support rear of engine with safety stand or jack.
24. Raise transmission slightly with service jack to
relieve load on crossmember and supports.
25. Remove bolts (2) securing rear support and cush-
ion (3) to transmission crossmember (1).
26. Remove bolts attaching crossmember (1) to frame
and remove crossmember.
27. Remove the bolts (1) holding the engine oil pan
28. Remove all remaining bolts (2) holding the engine

29. Carefully work transmission and torque converter
assembly rearward off engine block dowels.
30. Hold torque converter in place during transmission
removal.
31. Lower transmission and remove assembly from
under the vehicle.
32. To remove torque converter, carefully slide torque
converter out of the transmission.
DISASSEMBLY
perform the Quick Learn Procedure using the scan tool (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL
MODULES/TRANSMISSION CONTROL MODULE - STANDARD PROCEDURE).
NOTE: Tag all clutch pack assemblies, as they are removed, for reassembly identification.
CAUTION: Do not intermix clutch discs or plates as the unit might then fail.
Before disassembling transmission, move the shift lever clockwise as far as it will go and then remove the shift
lever.
1. Remove the torque converter (1) from the transmis-
sion input shaft (3).
2. Measure input shaft end play using Tool 8266 (1,

2). Set up Tool 8266 and a dial indicator as shown.
3. Move input shaft in and out to obtain end play
reading. End play specifications are 0.13 to 0.64
mm (0.005 to 0.025 inch). Record indicator reading
for reference when reassembling the transmission.
If endplay exceeds the specified range, the #4
thrust plate needs to be inspected and changed if
necessary.
NOTE: It is not necessary to remove the output
shaft flange to dissassemble the transmission.
Perform the following steps only if it necessary to
replace a component in the extension housing
assembly.

removal of the output shaft nut.
5. Remove the nut holding the propeller shaft flange
to the output shaft and remove the flange.
7. Remove the transmission output shaft washer.
8. Remove the transmission rear output shaft bearing
retaining ring (1).
race of the output shaft bearing (3).



12. Remove the geartrain end-play shim from the out-
put shaft. Be sure to tag the shim since it is very
similar to the output shaft washer and they must
NOTE: The four bolts (3) along the bottom of the
extension housing (2) have a sealing patch applied
from the factory. Note the locations of these bolts
and separate these bolts for reuse.
13. Remove the bolts that hold the extension housing

(2) onto the transmission case.
14. Remove the extension (2) housing from the trans-

mission case. There are two pry slots located
near the bottom corners of the housing for sepa-
rating the housing from the transmission case.
15. Inspect the lube tube grommet (3) for damage. If

the grommet lip is damaged, it will need to be
replaced.
NOTE: The speed sensor bolts have a sealing

patch applied from the factory. Separate these
bolts for reuse.
16. Remove the input speed sensor bolt.
NOTE: The speed sensor bolts have a sealing

patch applied from the factory. Separate these
bolts for reuse.
17. Remove the output speed sensor bolt.
18. Remove the input and output (2) speed sensors.

Identify the speed sensors for re-installation since
they are not interchangeable.
NOTE: One of the oil pan bolts has a sealing patch
applied from the factory. Separate this bolt for
reuse.
19. Remove the transmission oil pan bolts (2).
20. Remove the transmission oil pan (1).
21. Remove the transmission oil filter screws (2).

22. Remove transmission oil filter (1).
23. Remove the oil filter o-ring (2) from the valve
body.
24. If necessary, use a suitable tool to push the trans-
mission fill tube grommet and extension from the
transmission case from the bottom.
25. Remove valve body-to-case bolts (1).

CAUTION: Do not handle the valve body by the
manual shaft. Damage could result.
26. Remove valve body (1) from transmission.
27. Remove underdrive and overdrive accumulators

(1, 2).
28. Remove the low/reverse accumulator snap ring

(1).
29. Remove the low/reverse accumulator plug (2).
30. Remove low/reverse accumulator piston (1) using

suitable pliers.
31. Remove piston (1) and springs (2).

32. Remove and discard the oil pump-to-case bolts
(1). The oil pump bolts are not to be reused.
33. Remove oil pump using C-3752 Pullers (2).
34. Remove oil pump while pushing in on input shaft

(1).
35. Remove oil pump gasket (2).
CAUTION: By-pass valve must be replaced if

transmission failure occurs.
36. Remove the cooler by-pass valve (1).
37. Remove the #1 caged needle bearing (1).

38. Remove the input clutch assembly (1).
39. Remove the #4 thrust plate (2).
40. Remove the front sun gear assembly (1) and #4

thrust washer (if still in place).
41. Remove the front carrier/rear annulus (2) and #6

needle bearing (1).
42. Remove the rear sun gear (2) and #7 needle

bearing (1).
NOTE: The number seven needle bearing (1) has

three antireversal tabs and is common with the
number five and number two position. The orien-
tation should allow the bearing to seat flat against
the rear sun gear. A small amount of petrolatum
can be used to hold the bearing to the rear sun
gear.
NOTE: Verify that Tool 5058A (1) is centered prop-
erly over the 2/4 clutch retainer (4) before com-
pressing. If necessary, fasten the 5058A bar to the
bellhousing flange with any combination of lock-
ing pliers and bolts to center the tool properly.
43. Install and load Tool 5058A to remove the 2/4

clutch retainer snap ring (3).
NOTE: The 2/4 Clutch Piston has bonded seals

which are not individually serviceable. Seal
replacement requires replacement of the piston
assembly.
44. Remove the 2/4 clutch retainer (1).
45. Remove the 2/4 clutch return spring (1).

46. Remove the 2/4 clutch pack (1, 2).
47. Remove the tapered snap ring (4).
48. Remove the low/reverse reaction plate (1).

49. Remove one (1) low/reverse clutch disc to facili-
tate snap ring removal.
50. Remove the low/reverse reaction plate snap ring

(2).
51. Remove the low/reverse clutch pack (1, 2).

CAUTION: Failure to grind and open stakes (4) of

the output shaft nut will result in thread damage to
the shaft during nut removal.
WARNING: WEAR SAFETY GOGGLES WHILE

GRINDING STAKE NUTS.
52. Using a die grinder or equivalent, grind the stakes

in the shoulder of the shaft nut (2) as shown. Do
not grind all the way through the nut and into the
shaft. There are two stakes on each nut.
53. Using a small chisel (1), carefully open the stakes

on nut (2).
54. Use special tool 6497 (1) and 6498A (2) to
remove the output shaft nut.
55. Remove the output shaft (1) from case (3) using a
shop press (2).
56. Use special tool 6596 (2) with a shop press (1) to
remove the front output shaft bearing cup.
57. Use special tool 6597 (2) and handle C-4171 (1)
and C-4171-2 to press the rear output shaft bear-
ing cup rearward.
58. Remove the rear carrier front bearing cone (3).

59. Install and load compressor 5059A (4) as shown.
60. Remove the low/reverse belleville spring snap ring

(1).
61. Remove the low/reverse piston belleville spring

(1).
62. Remove the park sprag pivot retaining screw.

63. Drive out the anchor shaft using suitable punch
(1).
64. Remove the guide bracket pivot pin (1). Inspect

all components for wear and replace if necessary.
NOTE: The Low/Reverse Clutch Piston has bonded

seals which are not individually serviceable. Seal
assembly.
65. Remove the low/reverse clutch piston (1).

66. Remove the low/reverse piston retainer screws.
67. Remove low/reverse piston retainer (1).
68. Remove the low/reverse piston retainer gasket

(2).
ASSEMBLY
NOTE: If the transmission assembly is being reconditioned (clutch/seal replacement) or replaced, it is nec-
essary to perform the Quick Learn Procedure using the scan tool (Refer to 8 - ELECTRICAL/ELECTRONIC
CONTROL MODULES/TRANSMISSION CONTROL MODULE - STANDARD PROCEDURE).
1. Install the output bearing cups using Special Tool -

5050A.
2. Install low/reverse piston retainer gasket (2).
3. Install low/reverse piston retainer (1).
4. Install low/reverse piston retainer-to-case screws

(3) and torque to 5 N·m (45 in. lbs.).
NOTE: The Low/Reverse Clutch Piston has bonded
seals which are not individually serviceable. Seal
assembly.
5. Install low/reverse clutch piston (1).
6. Assemble guide bracket (1) assembly as shown, if

necessary.
CAUTION: When installing, be sure guide bracket

and split sleeve touch the rear of the transmission
case.
7. Install guide bracket pivot pin (1).

8. Install park sprag pivot retaining screw and torque
to 4.5 N·m (40 in. lbs.).
9. Install low/reverse piston belleville spring (1) into

position.
10. Install and load low/reverse spring compressor

tool (3, 4, 5) as shown to facilitate snap ring (2)
installation.
11. Install snap ring (1) and remove compressor tool.

12. Install rear carrier (4) front bearing cone.
Check output bearing preload. Output bearing pre-

load must be checked and/or adjusted if any of the
following items have been replaced:
• Output shaft (rear carrier assembly)
• Output shaft bearings
• Transmission case
13. PRELOAD CHECK/SHIM SELECTION: Install
rear output shaft bearing cone and special tool
6618A (1).
14. Install special tool 6618A (1). Lightly tighten

retaining screws. Screws should be below the
plate surface, but do not snug screws.
15. Turn case over on arbor press so that the plate is
resting on the press base. CAUTION: The output
shaft will extend through the hole of tool
6618A. Ensure your press table has clearance
for the output shaft.
16. Install shim (1) on output shaft (2). Apply small

amount of petrolatum onto the shim to hold it in
place. Use the original shim as a starting point. If
original shim is not available, use the thickest
shim available.
17. Install output shaft/rear carrier into rear bearing.
The shaft must be pressed into position. Use spe-
cial tool MD-998911 (Disc) (2) and C- 4171 and
C4171-2 (Handle) (1) to press shaft into rear
bearing.
CAUTION: Do not re-use old output shaft nut

because the removed stake weakens the nut
flange. Using special tools 6497 and 6498-A, install
new output shaft nut. Tighten new output shaft nut
to 271 N·m (200 ft. lbs.).
18. Check the turning torque (1) of the output shaft.

The shaft should have 1 to 8 in. lbs. of turning
torque. If the turning torque is higher than 8 in.
lbs., install a thicker shim. If turning torque is less
than 1 in. lb., install a thinner shim. Make sure
there is no end play.
CAUTION: Failure to stake nut could allow the nut

to back-off during use.
19. The new nut (3) must be staked after the correct
turning torque is obtained. Use special tool 6639
(2) to stake output shaft nut.
20. Verify that the nut has been properly staked (2) to
the output shaft.
21. Install low/reverse clutch pack (1, 2). Leave
uppermost disc out to facilitate snap ring
installation.
22. Install low/reverse reaction plate snap ring (2).
23. Install one low/reverse clutch disc (1).

24. Install low/reverse reaction plate (1) with flat side

up.
25. Install a new tapered snap ring (2) (tapered side

out).
26. Make sure that the snap ring ends are oriented as
shown.
27. Measure low/reverse clutch pack. Set up dial indi-
cator (1) as shown. Press down clutch pack with
finger and zero dial indicator. Record measure-
ment in four (4) places and take average reading.
Low/Reverse clutch pack clearance is 0.84 to
1.60 mm (0.033 to 0.063 inch).
28. Select the proper low/reverse reaction plate to
achieve specifications.
29. Install 2/4 clutch pack (1, 2).
NOTE: The 2/4 Clutch Piston has bonded seals

which are not individually serviceable. Seal
assembly.
30. Install 2/4 clutch belleville spring (1).

31. Verify the proper orientation of the return spring

(2) to the 2/4 retainer (3).
32. Install 2/4 clutch retainer (1).
NOTE: Verify that Tool 5058A (1) is centered prop-

erly over the 2/4 clutch retainer (4) before com-
pressing. If necessary, fasten the 5058A bar to the
bellhousing flange with any combination of lock-
ing pliers and bolts to center the tool properly.
33. Set up Tool 5058 (1) as shown. Compress 2/4

clutch just enough to facilitate snap ring
installation.
34. Measure 2/4 clutch clearance: Set up dial indi-
cator (1) as shown. Press down clutch pack with
finger and zero dial indicator. Record measure-
ment in four (4) places and take average reading.
The 2/4 clutch pack clearance is 0.76 to 2.64
mm (0.030 to 0.104 inch). If not within specifica-
tions, the clutch is not assembled properly or is
excessively worn. There is no adjustment for
the 2/4 clutch clearance.
35. Install the #7 needle bearing (1) to the rear sun

gear (2). The number 7 needle bearing has
three antireversal tabs and is common with
the number 5 and number 2 position. The ori-
entation should allow the bearing to seat flat
against the rear sun gear. A small amount of
petrolatum can be used to hold the bearing to
the rear sun gear.
36. Install rear sun gear (2) and #7 needle bearing

(1).
37. Install front carrier/rear annulus assembly (2) and

#6 needle bearing (1).
38. Install front sun gear assembly (1) and #4 thrust

washer (2).
39. Determine proper #4 thrust plate thickness. Select

the thinnest available #4 thrust plate.
40. Install #4 thrust plate (2) using petrolatum to hold
into position.
41. Install input clutch assembly. Ensure the input
clutch assembly is completely seated by viewing
position through input speed sensor hole. If the
speed sensor tone wheel is not centered in
the opening, the input clutches assembly is
not seated properly.
42. Remove the oil pump o-ring (2) and install oil
pump and gasket to transmission. Use screw-in
dowels or phillips-head screwdrivers to align
pump to case. Be sure to reinstall O-ring on
oil pump after selecting the proper No. 4
thrust plate.
43. Measure the input shaft end play with the trans-
mission in the vertical position. This will ensure
that the measurement will be accurate.
44. Set up and measure endplay using End Play Set
8266 (1, 2) and Dial Indicator Set C3339 (3) as
shown.
45. Measure input shaft end play. Input shaft end
play must be 0.127 to 0.635 mm (0.005 to 0.025
inch). For example, if end play reading is 0.055
inch, select No. 4 Thrust Plate which is 0.071 to
0.074 thick. This should provide an input shaft
end play reading of 0.020 inch, which is within
specifications.
46. Remove oil pump, gasket, and input clutch

assembly to gain access to and install proper #4
thrust plate.
47. Install input clutch assembly (1) with proper thrust
plate.
48. Install #1 caged needle bearing (1).
CAUTION: By-pass valve MUST be replaced if

transmission failure occurs.
49. Replace cooler by-pass valve (1) if transmission

failure has occurred.
NOTE: To align oil pump, gasket, and case during installation, use threaded dowels or phillips screwdrivers.
50. Install oil pump gasket (2).

51. Install oil pump (2) and torque oil pump-to-case
bolts (1) to 30 N·m (265 in. lbs.). Do not reuse
original oil pump bolts.
52. Install low/reverse accumulator (1) as shown.
53. Install low/reverse accumulator plug (2).

54. Install low/reverse accumulator snap ring (1).
55. Install underdrive (2) and overdrive (1) accumula-

tors and springs.
CAUTION: Do not handle the valve body by the

manual shaft. Damage could result.
56. Install valve body (1) into place as shown.

57. Install seven (7) valve body-to-case bolts (1) and
torque to 12 N·m (105 in. lbs.).
58. Install transmission oil filter (1) and o-ring. Tighten

the bolts to 5 N·m (45 in. lbs.).
59. If necessary, install a new transmission fill tube
grommet into the transmission case with Installer
8254.
60. Install transmission oil pan (1) with a bead of

MoparT ATF RTV.
NOTE: Before installing the oil pan bolt in the bolt

hole located between the torque converter clutch
on and U/D clutch pressure tap circuits , it will be
necessary to replentish the sealing patch on the
bolt using MoparT Lock & Seal Adhesive.
61. Install and torque the oil pan-to-case bolts to 20

N·m (14.5 ft. lbs.).
NOTE: Before installing either speed sensor bolt,

it will be necessary to replentish the sealing patch
on the bolt using MoparT Lock & Seal Adhesive.
62. Install both speed sensors (1, 2) into the transmis-

sion case. Torque the speed sensor bolts to 9
N·m (80 in. lbs.).
63. As a final check of the transmission, measure the

input shaft end play. This will indicate when a #4
thrust plate change is required. The #4 thrust
plate is located behind the overdrive clutch hub.
Attach a dial indicator to transmission bell housing
with its plunger seated against end of input shaft.
Move input shaft in and out to obtain end play
reading. Input shaft end play must be 0.127 to
0.635 mm (0.005 to 0.025 inch). If not within
specifications, make the necessary thrust plate
adjustment.
64. Inspect the lube tube grommet (2) for damage. If
the grommet lip is damaged, it will need to be
replaced.
65. Install output shaft bearing in the rear transmis-

sion housing. Using Bearing Installer 9287 (1),
install the output shaft bearing (2) into the trans-
mission housing. The closed side of the plastic
cage must point towards the transmission.
66. Install the snap-ring into the groove in the output

shaft.
67. Install the output shaft into the output shaft bear-
ing.
68. Install the retaining ring (1). Ensure that the
retaining ring is seated correctly in the groove.
shaft.

shaft and install an new flange nut finger tight.
72. Install the extension housing (2) onto the trans-

mission case.
NOTE: Before installing the lowermost four exten-

sion housing bolts, it will be necessary to replen-
tish the sealing patch on the bolts using MoparT
Lock & Seal Adhesive.
73. Install the bolts that hold the extension housing onto the transmission case. Be sure to install any stud bolts to
their original locations. Tighten the bolts to 54 N·m (40 ft.lbs.).
Tighten the flange nut to 120 N·m (88.5 ft.lbs.).

(2).
INSTALLATION
1. Check torque converter hub and hub drive flats for sharp edges burrs, scratches, or nicks. Polish the hub and
flats with 320/400 grit paper and crocus cloth if necessary. The hub must be smooth to avoid damaging pump
2. If a replacement transmission is being installed, transfer any components necessary, such as the manual shift
lever and shift cable bracket, from the original transmission onto the replacement transmission.
4. Place torque converter (1) in position in transmis-
sion (2).


gears.
8. Check converter seating with a scale and straight-
edge (A). Surface of converter lugs should be at
least 19 mm (3/4 in.) to rear of straightedge when
converter is fully seated.
10. Check condition of converter driveplate. Replace

the plate if cracked, distorted or damaged. Also
be sure transmission dowel pins are seated in
engine block and protrude far enough to hold
transmission in alignment.
11. Apply a light coating of MoparT High Temp
Grease to the torque converter hub pocket in the
rear pocket of the engine’s crankshaft.
12. Raise transmission (3) and align the torque con-
verter with the drive plate and the transmission
converter housing with the engine block (1).
13. Move transmission forward. Then raise, lower, or
tilt transmission to align the converter housing
with the engine block dowels.
14. Carefully work transmission forward and over
engine block dowels until converter hub is seated
in crankshaft. Verify that no wires, or the transmis-
sion vent hose, have become trapped between
the engine block and the transmission.
15. Install two bolts (2) to attach the transmission to
the engine.
16. Install remaining torque converter housing to engine bolts (2). Tighten to 39 N·m (29 ft.lbs.).
17. Install rear transmission crossmember (1). Tighten
crossmember to frame bolts to 68 N·m (50 ft.lbs.).
18. Install rear support (3) to transmission. Tighten
19. Lower transmission onto crossmember and install
bolts attaching transmission mount to crossmem-
ber. Tighten clevis bracket to crossmember
bolts(2) to 47 N·m (39 ft.lbs.).
20. Remove engine support fixture.
21. Install the transmission (3) to engine oil pan (2)
bolts (1). Tighten to 39 N·m (29 ft.lbs.).
22. Connect input (1) and output (2) speed sensor

wires and the transmission range sensor (3).
23. Connect wires to the solenoid/pressure switch

assembly (1).
24. Install the crankshaft position sensor. (Refer to 14

- FUEL SYSTEM/FUEL INJECTION/CRANK-
SHAFT POSITION SENSOR - INSTALLATION)
25. Connect the gearshift cable (1) to the transmis-

sion manual shift lever (3).

26. Install all torque converter-to-driveplate bolts (1)

by hand.
the driveplate. Tighten bolts to 42 N·m (30.5 ft.
lbs.).
28. Install the torque converter bolt access cover (1)
onto the transmission, for vehicles equipped with
3.5L engines. Install the access cover bolt (2) and
tighten to 11 N·m (8 ft.lbs.).
29. Install the structural collar (2) and bolts (3, 4) for
vehicles equipped with a 2.7L engine. (Refer to 9
- ENGINE - 2.7L/ENGINE BLOCK/STRUCTURAL
COVER - INSTALLATION)
30. Install starter motor (1). (Refer to 8 - ELECTRI-

CAL/STARTING/STARTER MOTOR -
INSTALLATION)
31. Connect the cooler line fittings (2) and cooler lines
(1) to the transmission.
NOTE: Inspect the fill tube grommet to determine

if the grommet is new or used. If a new fill tube
grommet is in the transmission case, pierce the
center of the grommet with a ballpoint pen, or sim-
ilar instrument, to prepare the grommet for the fill
tube installation.
32. Install the transmission fill tube (2).

33. Install exhaust components.
34. Align and connect the propeller shaft (1). (Refer to

3 - DIFFERENTIAL & DRIVELINE/PROPELLER
SHAFT - INSTALLATION)
35. Adjust gearshift cable if necessary.
36. Lower vehicle.
38. Fill transmission with appropriate transmission
fluid (Refer to LUBRICATION & MAINTENANCE/
FLUID TYPES - DESCRIPTION) according to the
standard procedure (Refer to 21 - TRANSMIS-
SION/AUTOMATIC - NAG1/FILTER - STANDARD
PROCEDURE).
39. Verify proper operation.
SCHEMATICS AND DIAGRAMS
42RLE - WITHOUT VARIABLE LINE PRESSURE
Park/Neutral (Speed Under 8 mph)

Neutral (Speed Over 8 mph)

Reverse
Reverse Block (Shift to Reverse w/Speed Over 8 mph)

First Gear
Second Gear
Second Gear (EMCC)

Direct Gear
Direct Gear (EMCC)

Direct Gear (CC On)

Overdrive
Overdrive (EMCC)
Overdrive (CC On)

42RLE - WITH VARIABLE LINE PRESSURE
Park and Neutral

Reverse
Drive - First Gear

Drive - Second Gear

Drive - Second Gear EMCC

Drive - Direct Gear

Drive - Direct Gear EMCC

Drive - Fourth Gear (Overdrive)

Drive - Fourth Gear (Overdrive) EMCC

SPECIFICATIONS
42RLE AUTOMATIC TRANSMISSION
GENERAL SPECIFICATIONS
Four-Speed Automatic, Electronically Controlled, Fully

Transmission Type
Adaptive, Electronically Modulated Torque Converter
Lubrication Method Pump (internal - external gear-type)
Cooling Method Water Heat Exchanger and/or Air-to-Oil Heat Exchanger
GEAR RATIOS
1st Gear 2.84:1

2nd Gear 1.57:1
3rd Gear (Direct) 1.00:1
4th Gear (Overdrive) 0.69:1
Reverse Gear 2.21:1
BEARING PRELOAD (Drag Torque)
Description Metric Standard

Output Shaft 0.22-0.903 N·m 1-8 in. lbs.
CLUTCH PACK

Low/Reverse Clutch (Select
0.84-1.60 mm 0.033-0.063 in.
Reaction Plate)
Two/Four Clutch (No Select) 0.76-2.64 mm 0.030-0.104 in.
Reverse Clutch (Select Snap Ring) 0.89-1.37 mm 0.035-0.054 in.
Overdrive Clutch (No Select) 1.07-3.25 mm 0.042-0.128 in.
Underdrive Clutch (Select Reaction
0.94-1.50 mm 0.037-0.059 in.
Plate)
INPUT SHAFT

End Play 0.127-0.635 mm 0.005-0.025 in.
OIL PUMP CLEARANCES
DESCRIPTION METRIC STANDARD

Outer Gear-to-Crescent 0.060-0.298 mm 0.0023-0.0117 in.
Inner Gear-to-Crescent 0.093-0.385 mm 0.0036-0.0151 in.
Outer Gear-to-Pocket 0.089-0.202 mm 0.0035-0.0079 in.
Outer Gear Side Clearance 0.020-0.046 mm 0.0008-0.0018 in.
Inner Gear Side Clearance 0.020-0.046 mm 0.0008-0.0018 in.
Description N·m Ft. Lbs. In. Lbs.

Bolt, Torque Converter Housing to Engine 68 50 -
Bolt, Converter-to-Driveplate 88 65 -
Bolt, Fluid Filter-to-Valve Body 5 - 45
Bolt, L/R Piston Retainer-to-Case 5 - 45
Bolt, Adapter/Extension Housing 54 40 -
Bolt, Manual Valve Lever-to-Manual Valve 5 - 45
Bolt, Oil Pan-to-Case 20 14.5 -
Bolt, Oil Pump-to-Case 30 - 265
Bolt, Park Sprag Retainer 4.5 - 40
Bolt, Reaction Shaft Support Halves 28 - 250
Bolt, Solenoid/Pressure Switch Assembly-to-
5.5 - 50
Valve Body
Bolt, Valve Body-to-Case 12 - 105
Bolt, Valve Body-to-Transfer Plate 5 - 45
Fitting, Cooler Line 47.5 35 -
Nut, Output Shaft 271 200 -
Plug, Pressure Tap 5 - 45
Bolt, Input Speed-to-Case Sensor 9 - 80
Bolt, Output Speed-to-Case Sensor 9 - 80
Nut, Transfer Case 47 35 -
Bolt, Crossmember to Frame 68 50 -
Bolt, Rear Support to Transmission 47 35 -
Bolt, Clevis Bracket to Crossmember 47 35 -
Bolt, Clevis Bracket to Transmission 68 50 -
Screw, TRS/Manual Shaft Retaining 5 - 45
Screw, 2/4 Accumulator Retainer Plate 5 - 45
SPECIAL TOOLS
AUTOMATIC TRANSMISSION – 42RLE
Handle, Universal - C-4171

Gauge , Pressure (High) - C-3293SP
Extension, Handle - C-4171-2

Indicator, Dial - C-3339
Adapter Set - L-4559
Hammer, Slide - C-3752
Puller Set - 5048
Puller, Seal - C-3981B
Installer - 5050A
Compressor - 5058A Tip - 6268
Compressor - 5059-A Remover/Installer - 6301
Installer - 5067 Remover/Installer - 6302
Remover - 6310
Installer - 6052
Wrench - 6497
Disc - 6057
Wrench - 6498-A Plate, Support - 6618A
Puller Jaws - 6545 Tool, Staking - 6639
Remover - 6596
Installer, Seal - 8254
Remover - 6597
End Play Set - 8266
Plate Set - 6599

Fixture, Pressure - 8391 Installer, Bearing - 9287
Dipstick - 9336
Installer, Seal - 8902A
Tool, Staking - 9078
Remover, Bearing - 9082

ACCUMULATOR
DESCRIPTION
The 42RLE underdrive, overdrive, low/reverse, and
2/4 clutch hydraulic circuits each contain an accumu-
lator. An accumulator typically consists of a piston,
return spring(s), and a cover or plug. The overdrive (1)
and underdrive (2) accumulators are located within the
transmission case, and are retained by the valve body.
The low reverse (1) accumulator is also located within

the transmission case, but the assembly is retained by
a cover and a snap-ring.
The 2/4 accumulator (5) is located in the valve body. It

is retained by a cover and retaining screws.
OPERATION
The function of an accumulator is to cushion the application of a frictional clutch element. When pressurized fluid is
applied to a clutch circuit, the application force is dampened by fluid collecting in the respective accumulator cham-
ber against the piston and springs. The intended result is a smooth, firm clutch application.
BEARINGS
ADJUSTMENTS
BEARING ADJUSTMENT PROCEDURES
Take extreme care when removing and installing bearing cups and cones. Use only an arbor press for installa-
tion, as a hammer may not properly align the bearing cup or cone. Burrs or nicks on the bearing seat will give a
false end play reading, while gauging for proper shims. Improperly seated bearing cup and cones are subject to
low-mileage failure.
Bearing cups and cones should be replaced if they show signs of pitting or heat distress.
If distress is seen on either the cup or bearing rollers, both cup and cone must be replaced.
NOTE: Bearing drag torque specifications must be maintained to avoid premature bearing failures.
Used (original) bearing may lose up to 50 percent of the original drag torque after break-in.
NOTE: All bearing adjustments must be made with no other component interference or gear inter-mesh.
Oil all bearings before checking turning torque.

MECHANISM-BRAKE TRANSMISSION SHIFT INTERLOCK
DESCRIPTION
(BTSI) is a cable operated system that prevents the
transmission gear shifter from being moved out of
PARK without the proper driver inputs. The system
also contains a solenoid that is integral to the shifter
assembly. The solenoid works in conjunction with the
park lock cable to permit shifter movement out of
PARK when the brake is depressed.
A BTSI override (2) is provided on the side of the
shifter mechanism (1) to allow the vehicle to be shifted
out of PARK in the event of an electrical failure.
OPERATION
(BTSI) is engaged whenever the ignition switch is in
the LOCK (1) position. An additional electrically acti-
vated feature will prevent shifting out of the PARK
position unless the brake pedal is depressed at least
one-half inch. A solenoid in the shifter assembly is
energized when the brake pedal is depressed. When
the key is in the ON position and the brake pedal is
depressed, the shifter is unlocked and will move into
any position. The interlock system also prevents the
ignition switch from being turned to the LOCK position,
unless the shifter is in the gated PARK position.
The following chart describes the normal operation of the Brake Transmission Shift Interlock (BTSI) system. If the
“expected response” differs from the vehicle’s response, then system repair and/or adjustment is necessary.
ACTION EXPECTED RESPONSE

1. Turn key to the 9ACC9 position and depress brake 1. Shifter CAN be shifted out of park.
pedal.
2. Turn key to the 9ON9 position, with foot off of brake 2. Shifter CANNOT be shifted out of park.
pedal.
3. Turn key to the 9ON9 position and depress the brake 3. Shifter CAN be shifted out of park.
pedal.
4. Leave shifter in any gear position, except PARK, and 4. Key cannot be returned to the 9LOCK9 position.
try to return key to the 9LOCK9 position.
5. Return shifter to 9PARK9 and try to remove the key. 5. Key can be removed (after returning to 9LOCK9
position).
6. With the key removed, and the brake depressed, try 6. Shifter cannot be shifted out of 9PARK9.
to shift out of 9PARK9.
NOTE: Any failure to meet these expected responses requires system adjustment or repair.
BTSI Override
In the event of an electrical failure, the vehicle can be

shifted out of PARK by using the following procedure.
1. Turn the key to the ACC or ON position.
2. Remove the liner to the cubby bin to the right side
of the shifter.
3. Depress the BTSI override (2) on the side of the
shifter assembly (1).
4. While the override is depressed, move the shifter
out of the PARK position.
5. Return the cubby bin liner to its original location.
DIAGNOSIS AND TESTING - BRAKE TRANSMISSION SHIFT INTERLOCK

SYSTEM VERIFICATION
1. Verify that the key can only be removed in the PARK position
2. When the shift lever is in PARK, the ignition key cylinder should rotate freely from ACC to LOCK. When the
shifter is in any other gear or neutral position, the ignition key cylinder should not rotate to the LOCK position.
(12mm).
DIAGNOSTIC CHART

KEY WILL NOT ROTATE TO THE 1. Misadjusted Park Lock cable. 1. Adjust Park Lock cable. (Refer to
LOCK POSITION. 21 - TRANSMISSION AND
TRANSMISSION/BRAKE
TRANSMISSION SHIFT
INTERLOCK SYSTEM -
ADJUSTMENTS)
2. Misadjusted gearshift cable. 2. Adjust gearshift cable. (Refer to
21 - TRANSMISSION AND
TRANSMISSION/GEAR SHIFT
3. Burrs on ignition key. 3. Remove burrs and cycle key
several times to verify operation.
4. Binding or broken components. 4. Inspect system components and
repair/replace components as
necessary.
VEHICLE WILL NOT START 1. Misadjusted gearshift cable. 1. Adjsut gearshift cable. (Refer to
UNLESS SHIFTER IS HELD 21 - TRANSMISSION AND
FORWARD, OR REARWARD, OF TRANSFER CASE/AUTOMATIC
THE PARK POSITION. TRANSMISSION/GEAR SHIFT
ADJUSTMENTS - BRAKE TRANSMISSION SHIFT INTERLOCK

The park interlock cable is part of the brake/shift lever interlock system. Correct cable adjustment is important to
proper interlock operation. The gear shift and park lock cables must both be correctly adjusted in order to shift out
of PARK.
ADJUSTMENT PROCEDURE
1. Remove floor console as necessary for access to the park lock cable. (Refer to 23 - BODY/INTERIOR/FLOOR
CONSOLE - REMOVAL)
2. Shift the transmission into the PARK position.
3. Turn ignition switch to LOCK position. Be sure ignition key cylinder is in the LOCK position. Cable will not
adjust correctly in any other position.
NOTE: If the key will not turn to the LOCK position, pull up on the cable lock button and manually move the
cable in and out until the key can be turned to the LOCK position.
4. Pull cable lock button up to release cable, if necessary.

5. Remove and discard the cable adjuster lock pin, if a new cable is being installed.
6. Ensure that the cable is free to self-adjust by pushing cable rearward and releasing.
7. Push lock button down until it snaps in place. The lock should be 1-2mm below the surface of the cylinderical
portion of the cable adjustment housing.
BTSI FUNCTION CHECK

1. Verify removal of ignition key allowed in PARK position only.
2. When the shift lever is in PARK, the ignition key cylinder should rotate freely LOCK position. When the shifter is
in any other position, the ignition key should not rotate to the LOCK position.
(12mm).
7. The floor shifter lever and gate positions should be in alignment with all transmission detent positions.
8. Engine starts must be possible with shifter lever in PARK or NEUTRAL gate positions only. Engine starts must
not be possible in any other gate positions other than PARK or NEUTRAL.
9. With the shifter lever handle in the:
• PARK position- apply forward force on center of handle and remove pressure. Engine start must be possible.
• PARK position- apply rearward force on center of handle and remove pressure. Engine start must be possible.
• NEUTRAL position- engine start must be possible.
• NEUTRAL position, engine running and brakes applied- Apply forward force on center of shift handle. Trans-
mission should not be able to shift into REVERSE detent.
CLUTCHES-DRIVING
DESCRIPTION
Three hydraulically applied input clutches are used to
drive planetary components. The underdrive (2), over-
drive (3), and reverse (4) clutches are considered
input/driving clutches and are contained within the
input clutch assembly. The input clutch assembly also
contains:
• Input shaft.
• Input hub.
• Clutch retainer.
• Underdrive piston.
• Overdrive/reverse piston.
• Overdrive hub.
• Underdrive hub.
OPERATION
The three input clutches are responsible for driving different components of the planetary geartrain.
NOTE: (Refer to 21 - TRANSMISSION/AUTOMATIC - 42RLE - DIAGNOSIS AND TESTING) for a collective view
of which clutch elements are applied at each position of the selector lever.
UNDERDRIVE CLUTCH
The underdrive clutch is hydraulically applied in first, second, and third (direct) gears by pressurized fluid against the
underdrive piston. When the underdrive clutch is applied, the underdrive hub drives the rear sun gear.
OVERDRIVE CLUTCH
The overdrive clutch is hydraulically applied in third (direct) and overdrive gears by pressurized fluid against the
overdrive/reverse piston. When the overdrive clutch is applied, the overdrive hub drives the front planet carrier.
REVERSE CLUTCH
The reverse clutch is hydraulically applied in reverse gear only by pressurized fluid against the overdrive/reverse
piston. When the reverse clutch is applied, the front sun gear assembly is driven.
FLUID AND FILTER

CAUSES OF BURNT FLUID
Burnt, discolored fluid is a result of overheating which has two primary causes.
1. A result of restricted fluid flow through the main and/or auxiliary cooler. This condition is usually the result of a
faulty or improperly installed drainback valve, a damaged oil cooler, or severe restrictions in the coolers and lines
caused by debris or kinked lines.
2. Heavy duty operation with a vehicle not properly equipped for this type of operation. Trailer towing or similar high
load operation will overheat the transmission fluid if the vehicle is improperly equipped. Such vehicles should
have an auxiliary transmission fluid cooler, a heavy duty cooling system, and the engine/axle ratio combination
needed to handle heavy loads.
EFFECTS OF INCORRECT FLUID LEVEL

A low fluid level allows the pump to take in air along with the fluid. Air in the fluid will cause fluid pressures to be
low and develop slower than normal. If the transmission is overfilled, the gears churn the fluid into foam. This aer-
ates the fluid and causing the same conditions occurring with a low level. In either case, air bubbles cause fluid
overheating, oxidation, and varnish buildup which interferes with valve and clutch operation. Foaming also causes
fluid expansion which can result in fluid overflow from the transmission vent or fill tube. Fluid overflow can easily be
mistaken for a leak if inspection is not careful.
FLUID CONTAMINATION
Transmission fluid contamination is generally a result of:
• adding incorrect fluid
• failure to clean dipstick and fill tube when checking level
• engine coolant entering the fluid
• internal failure that generates debris
• overheat that generates sludge (fluid breakdown)
• failure to replace contaminated converter after repair
The use of non-recommended fluids can result in transmission failure. The usual results are erratic shifts, slippage,
abnormal wear and eventual failure due to fluid breakdown and sludge formation. Avoid this condition by using rec-
ommended fluids only.
The dipstick cap and fill tube should be wiped clean before checking fluid level. Dirt, grease and other foreign mate-
rial on the cap and tube could fall into the tube if not removed beforehand. Take the time to wipe the cap and tube
clean before withdrawing the dipstick.
Engine coolant in the transmission fluid is generally caused by a cooler malfunction. The only remedy is to replace
the radiator as the cooler in the radiator is not a serviceable part. If coolant has circulated through the transmission,
an overhaul is necessary.
The torque converter should be replaced whenever a failure generates sludge and debris. This is necessary
because normal converter flushing procedures will not remove all contaminants.
STANDARD PROCEDURE
CHECK OIL LEVEL
WARNING: Risk of accident from vehicle starting off by itself when engine running. Risk of injury from con-
tusions and burns if you insert your hands into the engine when it is started or when it is running. Secure
vehicle to prevent it from moving off by itself. Wear properly fastened and close-fitting work clothes. Do not
touch hot or rotating parts.
3. Actuate the service brake. Start engine and let it run at idle speed in selector lever position 9P9.
4. Shift through the transmission modes several times with the vehicle stationary and the engine idling
5. Warm up the transmission, wait at least 2 minutes and check the oil level with the engine running. Push the Oil
Dipstick 9336 into transmission fill tube until the dipstick tip contacts the oil pan and pull out again, read off oil
level, repeat if necessary.
NOTE: The dipstick will protrude from the fill tube when installed.
42RLE Fluid Temperature Chart

6. Check transmission oil temperature using the appropriate scan tool.
7. The transmission Oil Dipstick 9336 has indicator marks every 10mm. Determine the height of the oil level on the
dipstick and using the height, the transmission temperature, and the Transmission Fluid Graph, determine if the
transmission oil level is correct.
8. Add or remove oil as necessary and recheck the oil level.
9. Once the oil level is correct, install the dipstick tube cap.
FLUID/FILTER SERVICE
NOTE: Only fluids of the type labeled MoparT ATF+4, Automatic Transmission Fluid, should be used in the
transmission sump. A filter change should be made at the time of the transmission oil change. The magnet
(on the inside of the oil pan) should also be cleaned with a clean, dry cloth.
NOTE: If the transmission is disassembled for any reason, the fluid and filter should be changed.
1. Raise vehicle on a hoist. Place a drain container with a large opening, under transmission oil pan.
NOTE: One of the oil pan bolts (5) has a sealing

patch applied from the factory. Separate this bolt
for reuse.
2. Loosen pan bolts and tap the pan at one corner to

break it loose allowing fluid to drain, then remove
the oil pan.
3. Install a new filter and o-ring on bottom of the valve
body and tighten retaining screws to 5 N·m (45 in.
lbs.).
NOTE: Before installing the oil pan bolt (5) in the

bolt hole located between the torque converter
clutch on and U/D clutch pressure tap circuits, it
will be necessary to replentish the sealing patch
4. Clean the oil pan and magnet. Reinstall pan using

new MoparT Silicone Adhesive sealant. Tighten oil
pan bolts to 20 N·m (14.5 ft. lbs.).
5. Pour four quarts of MoparT ATF+4, Automatic
Transmission Fluid, through the dipstick opening.
6. Start engine and allow to idle for at least one minute. Then, with parking and service brakes applied, move selec-
tor lever momentarily to each position, ending in the park or neutral position.
7. Check the transmission fluid level and add an appropriate amount to bring the transmission fluid level to 3mm
(1/8 in.) below the lowest mark on the dipstick.
8. Recheck the fluid level after the transmission has reached normal operating temperature, 82° C (180°F).
9. To prevent dirt from entering transmission, make certain that dipstick is fully seated into the dipstick opening.
TRANSMISSION FILL
To avoid overfilling transmission after a fluid change or overhaul, perform the following procedure:
1. Remove dipstick and insert clean funnel in transmission fill tube.
2. Add following initial quantity of MoparT ATF +4, Automatic Transmission Fluid, to transmission:
a. If only fluid and filter were changed, add 3 pints (1-1/2 quarts) of ATF +4 to transmission.
b. If transmission was completely overhauled, or torque converter was replaced or drained, add 12 pints (6
quarts) of ATF +4 to transmission.
3. Apply parking brakes.
4. Start and run engine at normal curb idle speed.
5. Apply service brakes, shift transmission through all gear ranges then back to NEUTRAL, set parking brake, and
leave engine running at curb idle speed.
6. Remove funnel, insert dipstick and check fluid level. If level is low, add fluid to bring level to MIN mark on
dipstick. Check to see if the oil level is equal on both sides of the dipstick. If one side is noticably higher than
the other, the dipstick has picked up some oil from the dipstick tube. Allow the oil to drain down the dipstick tube
and re-check.
7. Drive vehicle until transmission fluid is at normal operating temperature.
8. With the engine running at curb idle speed, the gear selector in NEUTRAL, and the parking brake applied, check
the transmission fluid level.
CAUTION: Do not overfill transmission, fluid foaming and shifting problems can result.
9. Add fluid to bring level up to MAX arrow mark.

When fluid level is correct, shut engine off, release park brake, remove funnel, and install dipstick in fill tube.
CABLE-GEARSHIFT
DIAGNOSIS AND TESTING - GEARSHIFT CABLE
1. Engine starts must be possible with shift lever in PARK or NEUTRAL positions only. Engine starts must not be
possible in any other gear position.
2. With the shift lever in the:
a. PARK position - Apply upward force on the shift arm and remove pressure. Engine starts must be possible.
b. PARK position - Apply downward force on the shift arm and remove pressure. Engine starts must be pos-
sible.
c. NEUTRAL position - Normal position. Engine starts must be possible.
d. NEUTRAL position - Engine running and brakes applied, apply upward force on the shift arm. Transmission
shall not be able to shift from neutral to reverse.
REMOVAL
2. Raise vehicle.
3. Disengage the gearshift cable (1) eyelet at trans-
mission manual shift lever (3) and pull cable out of
mounting bracket (2).

5. Remove the floor console (Refer to 23 - BODY/IN-
TERIOR/FLOOR CONSOLE - REMOVAL) as nec-
essary to access the shift mechanism and cables.
7. Remove the gearshift cable (1) from the shift lever
pin (3).
8. Remove the gearshift cable retainer (2) from the
9. From under the hood, remove the shift cable grom-
met (2) from the dash panel.
10. Remove gearshift cable (1) from vehicle.
INSTALLATION
through the dash panel and toward the shifter
assembly.
2. Install the grommet (2) to the dash panel.
3. Engage the gearshift cable retainer (2) into the
4. Install the gearshift cable (1) onto the shift lever pin
(3).
5. Loosen the cable adjustment screw (5), if
necessary.

forward of the air conditioning lines and the heater
hoses (2) and toward the transmission (3) manual
lever.
7. Raise vehicle.
8. Verify that the transmission is in the PARK position
by trying to rotate the propeller shaft. If the propel-
ler shaft rotates, move the transmission manual
shift lever until the PARK system is engaged.
9. Route the gearshift cable (1) through the mounting
bracket (2).
10. Engage the gearshift cable (1) eyelet onto the
transmission manual shift lever (3).
11. Lower vehicle.

12. Verify that the shifter is in the PARK position and
tighten the adjustment screw (5) to 7 N·m (65
in.lbs.).
13. Verify correct shifter operation.
15. Install the floor console (Refer to 23 - BODY/IN-
TERIOR/FLOOR CONSOLE - INSTALLATION) as
necessary.
ADJUSTMENTS - GEARSHIFT CABLE

Check adjustment by starting the engine in PARK and NEUTRAL. Adjustment is CORRECT if the engine starts only
in these positions. Adjustment is INCORRECT if the engine starts in one but not both positions. If the engine starts
in any position other than PARK or NEUTRAL, or if the engine will not start at all, the park/neutral position contact
may be faulty.
2. Remove floor console as necessary for access to
the shift cable adjustment. (Refer to 23 - BODY/IN-
TERIOR/FLOOR CONSOLE - REMOVAL)
3. Loosen the shift cable adjustment screw (5).
4. Raise vehicle.
5. Unsnap cable eyelet from transmission shift lever.
6. Verify transmission shift lever is in PARK detent by moving lever fully rearward. Last rearward detent is PARK
position.
7. Verify positive engagement of transmission park lock by attempting to rotate propeller shaft. Shaft will not rotate
when park lock is engaged.
8. Snap cable eyelet onto transmission shift lever.
9. Lower vehicle
10. Tighten the shift cable adjustment screw (5) to 7
N·m (65 in.lbs.).
11. Verify correct operation.
12. Install any floor console components removed for
access. (Refer to 23 - BODY/INTERIOR/FLOOR
CONSOLE - INSTALLATION)
CLUTCHES-HOLDING
DESCRIPTION
Two hydraulically applied multi-disc clutches are used
to hold planetary geartrain components stationary
while the input clutches drive others. The 2/4 (2) and
Low/Reverse (3) clutches are considered holding
clutches and are contained at the rear of the transmis-
sion case.
OPERATION
NOTE: (Refer to 21 - TRANSMISSION/AUTOMATIC - 42RLE - DIAGNOSIS AND TESTING) for a collective view
of which clutch elements are applied at each position of the selector lever.
2/4 CLUTCH
The 2/4 clutch is hydraulically applied in second and fourth gears by pressurized fluid against the 2/4 clutch piston.
When the 2/4 clutch is applied, the front sun gear assembly is held or grounded to the transmission case.
LOW/REVERSE CLUTCH
The Low/Reverse clutch is hydraulically applied in park, reverse, neutral, and first gears by pressurized fluid against
the Low/Reverse clutch piston. When the Low/Reverse clutch is applied, the front planet carrier/rear annulus assem-
bly is held or grounded to the transmission case.
ASSEMBLY-INPUT CLUTCH
DISASSEMBLY
NOTE: If the input clutch assembly is being reconditioned (clutch/seal replacement) or replaced, it is nec-
essary to perform the Quick Learn Procedure using the scan tool (Refer to 8 - ELECTRICAL/ELECTRONIC
CONTROL MODULES/TRANSMISSION CONTROL MODULE - STANDARD PROCEDURE).
1. Mount input clutch assembly to Input Clutch Pres-

sure Fixture (Tool 8391).
2. Tap down (2) reverse clutch reaction plate (4) to
release pressure from snap ring.
3. Remove reverse clutch snap ring (3).
4. Pry up reverse clutch reaction plate (1).

5. Remove reverse clutch reaction plate (1).
NOTE: Tag reverse clutch pack for reassembly

identification.
6. Remove the reverse clutch pack (two fibers/one

steel) (1, 2).
7. Remove the OD/Reverse reaction plate (1) snap

ring (3).
8. Remove OD/Reverse pressure plate (1).
9. Remove OD/Reverse reaction plate wave snap ring

(2).
10. Remove OD shaft/hub and OD clutch pack (1).

NOTE: Tag overdrive clutch pack for reassembly

identification.
11. Remove the overdrive clutch (1, 3) from the over-

drive hub/shaft (2).
12. Remove and inspect number 3 and 4 thrust plates

(1, 3).
13. Remove the underdrive shaft assembly (2).

14. Remove the number 2 needle bearing (1).
15. Remove the OD/UD reaction plate tapered snap

ring (1).
NOTE: The OD/UD clutch reaction plate has a step

on both sides. The OD/UD clutches reaction plate
goes tapered step side up.
16. Remove the OD/UD reaction plate (1).

17. Remove the first UD clutch disc (1).
18. Remove the UD clutch flat snap ring (1).
NOTE: Tag underdrive clutch pack for reassembly

identification.
19. Remove the UD clutch pack (1, 3).

CAUTION: Compress return spring just enough to
remove or install snap ring.
20. Using Compressor 5059A (4) and an arbor press

(2), compress UD clutch piston enough to remove
snap ring (3).
21. Remove the underdrive spring retainer snap ring

(2), spring retainer (1), and spring (4).
22. Remove the UD clutch piston (1).

23. Remove the input hub tapered snap ring (2).
24. Tap on input hub (1) with soft faced hammer (2)
and separate input hub from OD/Reverse piston
and clutch retainer.
25. Separate the input hub from OD/Reverse piston

(5) and clutch retainer (2).
26. Separate clutch retainer (2) from OD/Reverse pis-
ton (1).
27. Using Disc 6057 (4) and an arbor press (1), com-
press OD/Reverse piston (5) return spring just
enough to remove snap ring (3).
28. Remove the OD/Reverse piston return spring (2)

and snap ring (3).
29. Remove input shaft (1) to input clutch hub snap

ring (3).
30. Using a suitably sized socket (2) and an arbor

press (1), remove input shaft (5) from input shaft
hub.
ASSEMBLY
Use petrolatum on all seals to ease assembly of components.
1. Using an arbor press (2), install input shaft (1) to
input shaft hub (3).
2. Install input shaft snap ring (3).
3. Position the OD/Reverse piston return spring (2)

and snap ring (3) onto the OD/Reverse piston (1).
4. Using an arbor press (1) and Disc 6057 (4), install

the OD/Reverse piston return spring (6) and snap
ring (3).
5. Install the OD/Reverse piston (1) assembly to the

input clutch retainer (2).
6. Install the input hub/shaft assembly (1) to the

OD/Reverse piston/clutch retainer assembly (2).
7. Install input hub tapered snap ring (2). Make sure

snap ring is fully seated.
8. Install the UD clutch piston (1).
9. Install UD piston return spring (1) and Disc 5067

(2).
10. Position the UD spring retainer (1) and snap ring

(2) on the piston return spring (4).
CAUTION: Compress return spring just enough to

install snap ring.
11. Using Compressor 5059A (6) and an arbor press

(1), install the UD spring retainer and snap ring
(3).
12. Install the UD clutch pack (four fibers/four steels)

(1, 3). Leave the top disc (2) out until after the
snap ring is installed.
13. Install the UD clutch flat snap ring (1).

14. Install the last UD clutch disc (1).
15. Install the OD/UD clutch reaction plate (1). The

OD/UD clutches reaction plate has a step on both
sides. Install the OD/UD clutches reaction plate
tapered step side up.
NOTE: Snap ring ends must be located within one

finger of the input clutch hub. Be sure that snap
ring is fully seated, by pushing with screwdriver,
into snap ring groove all the way around.
16. Install the UD/OD tapered snap ring (1).

17. Seat tapered snap ring (1) to ensure proper

installation.
18. Install input clutch assembly (1) to the Input

Clutch Pressure Fixture 8391 (2).
19. Set up Dial Indicator C-3339 (1) on the UD clutch
pack (2).
20. Using moderate pressure, press down and hold

(near indicator) the UD clutch pack (2) with screw-
driver or suitable tool and zero dial indicator (1).
When releasing pressure on clutch pack, indicator
reading should advance 0.005-0.010 inches.
CAUTION: Do not apply more than 30 psi (206

kPa) to the underdrive clutch pack.
21. Apply 30 psi (206 kPa) to the underdrive hose on

Pressure Fixture 8391 and measure UD clutch
clearance. Measure and record UD clutch pack
measurement in four (4) places, 90° apart.
22. Take average of four measurements and compare
with UD clutch pack clearance specification.
Underdrive clutch pack clearance must be
0.94-1.50 mm (0.037-0.059 in.).
23. If necessary, select the proper reaction plate to
achieve specifications.
24. Install the OD clutch pack (four fibers/three steels)

(1).
25. Install OD reaction plate waved snap ring (1).
26. Install the OD/Reverse reaction plate (1) with

large step down (towards OD clutch pack).
27. Install OD reaction plate flat snap ring (3).

28. Measure OD clutch pack clearance. Set up Dial
Indicator C-3339 (1) on top of the OD/Reverse
reaction plate (2).
29. Zero dial indicator and apply 30 psi (206 kPa) air
pressure to the overdrive clutch hose on Pressure
Fixture 8391. Measure and record OD clutch pack
measurement in four (4) places, 90° apart.
with OD clutch pack clearance specification. The
overdrive (OD) clutch pack clearance is
1.07-3.25 mm (0.042-0.128 in.).
If not within specifications, the clutch is not assembled
properly. There is no adjustment for the OD clutch
clearance.
31. Install reverse clutch pack (two fibers/one steel)

(1, 2).
32. Install reverse clutch reaction plate (1) with the

flat side down towards reverse clutch.
33. Tap reaction plate (3) down to allow installation of

the reverse clutch snap ring (1). Install reverse
clutch snap ring (1).
34. Pry up reverse reaction plate (4) to seat against

snap ring (2).
35. Set up a Dial Indicator C-3339 (1) on the reverse

clutch pack (2).
36. Using moderate pressure, press down and hold
(near indicator) reverse clutch disc (2) with screw-
driver or suitable tool and zero dial indicator (1).
When releasing pressure, indicator should
advance 0.005-0.010 inches as clutch pack
relaxes.
37. Apply 30 psi (206 kPa) air pressure to the reverse
clutch hose on Pressure Fixture 8391. Measure
and record reverse clutch pack measurement in
four (4) places, 90° apart.
with reverse clutch pack clearance specification.
The reverse clutch pack clearance is 0.89-1.37
mm (0.035-0.054 in.). Select the proper reverse
clutch snap ring to achieve specifications.
39. To complete the assembly, reverse clutch and
overdrive clutch must be removed.
40. Install the number 2 needle bearing (1).
41. Install the underdrive shaft assembly (1).

42. Install the number 3 thrust washer (1) to the

underdrive shaft assembly (2). Be sure five tabs
are seated properly.
43. Install the number 3 thrust plate (3) to the bottom

of the overdrive shaft assembly (1). Retain with
petrolatum or transmission assembly gel (2).
44. Install the overdrive shaft assembly (1).

45. Reinstall overdrive and reverse clutch. Recheck-
ing these clutch clearances is not necessary.
SENSOR-INPUT SPEED
DESCRIPTION
The Input (1) and Output (2) Speed Sensors are two-
wire magnetic pickup devices that generate AC signals
as rotation occurs. They are mounted in the left side
of the transmission case and are considered primary
inputs to the Transmission Control Module (TCM).
OPERATION
The Input Speed Sensor provides information on how fast the input shaft is rotating. As the teeth of the input clutch
hub pass by the sensor coil, an AC voltage is generated and sent to the TCM. The TCM interprets this information
as input shaft rpm.
The Output Speed Sensor generates an AC signal in a similar fashion, though its coil is excited by rotation of the
rear planetary carrier lugs. The TCM interprets this information as output shaft rpm.
The TCM compares the input and output speed signals to determine the following:
• Transmission gear ratio
• Speed ratio error detection
• CVI calculation
The TCM also compares the input speed signal and the engine speed signal to determine the following:
• Torque converter clutch slippage
• Torque converter element speed ratio
REMOVAL
1. Raise vehicle.
2. Place a suitable fluid catch pan under the transmis-
sion.
3. Remove the wiring connector from the input speed
sensor 91).
NOTE: The speed sensor bolt has a sealing patch

applied from the factory. Be sure to reuse the
same bolt.
4. Remove the bolt holding the input speed sensor (1)

to the transmission case.
5. Remove the input speed sensor (1) from the trans-
mission case.
INSTALLATION
1. Install the input speed sensor (1) into the transmis-
sion case.
NOTE: Before installing the speed sensor bolt, it

2. Install the bolt to hold the input speed sensor (1)

into the transmission case. Tighten the bolt to 9
N·m (80 in.lbs.).
3. Install the wiring connector onto the input speed
sensor
4. Verify the transmission fluid level. Add fluid as nec-
essary. (Refer to 21 - TRANSMISSION/AUTO-
MATIC TRANSMISSION - 42RLE/FLUID -
STANDARD PROCEDURE)
5. Lower vehicle.
SENSOR-VARIABLE LINE PRESSURE

DESCRIPTION
The line pressure sensor (2) is mounted on the top of
the valve body, next to the pressure control solenoid
(1).
The TCM utilizes a closed-loop system to control
transmission line pressure. The system contains a
variable force style solenoid, the Pressure Control
Solenoid. The solenoid is duty cycle controlled by the
TCM to vent the unnecessary line pressure supplied
by the oil pump back to the sump. The system also
contains a variable pressure style sensor, the Line
Pressure Sensor, which is a direct input to the TCM.
The line pressure solenoid monitors the transmission
line pressure and completes the feedback loop to the
TCM. The TCM uses this information to adjust its con-
trol of the pressure control solenoid to achieve the
desired line pressure.
OPERATION
The TCM calculates the desired line pressure based upon inputs from the transmission and engine. The TCM cal-
culates the torque input to the transmission and uses that information as the primary input to the calculation. The
line pressure is set to a predetermined value during shifts and when the transmission is in the PARK and NEUTRAL
positions. This is done to ensure consistent shift quality. During all other operation, the actual line pressure is com-
pared to the desired line pressure and adjustments are made to the pressure control solenoid duty cycle.
REMOVAL
1. Remove the valve body from the transmission.
(Refer to 21 - TRANSMISSION/TRANSAXLE/AU-
TOMATIC - 42RLE/VALVE BODY - REMOVAL)
2. Remove the electrical connectors from the pres-
sure control solenoid (1) and the line pressure sen-
sor (2).
3. Remove the screws (6) holding the pressure con-
trol solenoid (1) and line pressure sensor (2) to the
valve body.
4. Remove the pressure control solenoid and line
pressure sensor from the valve body.
INSTALLATION
1. Install the pressure control solenoid (1) and line
pressure sensor (2) into the valve body.
2. Install the screws (6) to hold the pressure control
solenoid (1) and line pressure sensor (2) to the
valve body.
3. Install the electrical connectors to the pressure
control solenoid (1) and the line pressure sensor
(2).
4. Install the valve body into the transmission. (Refer
to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC
- 42RLE/VALVE BODY - INSTALLATION)
PUMP-OIL
DESCRIPTION
The oil pump is located in the pump housing inside
the bell housing of the transmission case. The oil
pump assembly consists of an inner (3) and outer (2)
gear, a housing (1), and a cover that also serves as
the reaction shaft support (6).
OPERATION
As the torque converter rotates, the converter hub rotates the inner and outer gears. As the gears rotate, the clear-
ance between the gear teeth increases in the crescent area, and creates a suction at the inlet side of the pump.
This suction draws fluid through the pump inlet from the oil pan. As the clearance between the gear teeth in the
crescent area decreases, it forces pressurized fluid into the pump outlet and to the valve body.
DISASSEMBLY
1. Remove the reaction shaft support bolts.
2. Remove the reaction shaft support (2) from the
pump housing (1).
3. Remove the pump gears (2, 3) and check for wear
and damage on pump housing (1) and gears (2, 3).
4. Re-install the gears and check clearances.

5. Measure the clearance between the outer gear (1)
and the pump pocket (2). Clearance should be
0.089-0.202 mm (0.0035-0.0079 in.).
6. Measure clearance between outer gear and cres-
cent. Clearance should be 0.060-0.298 mm
(0.0023-0.0117 in.).
7. Measure clearance between inner gear and cres-
cent. Clearance should be 0.093-0.385 mm
(0.0036-0.0151 in.).
8. Position an appropriate piece of Plastigage across
both pump gears.
9. Align the Plastigage to a flat area on the reaction
shaft support housing.
10. Install the reaction shaft to the pump housing.
11. Remove bolts and carefully separate the housings. Measure the Plastigage following the instructions supplied.
12. Clearance between outer gear side and the reaction shaft support should be 0.020-0.046 mm (0.0008-0.0018
in.). Clearance between inner gear side and the reaction shaft support should be 0.020-0.046 mm (0.0008-
0.0018 in.).
ASSEMBLY
1. Assemble oil pump as shown
2. Install and torque reaction shaft support-to-oil pump
housing bolts to 28 N·m (250 in. lbs.) torque.
BEARING-OUTPUT SHAFT
REMOVAL
2. Remove the propeller shaft (Refer to 3 - DIFFER-
ENTIAL & DRIVELINE/PROPELLER SHAFT/PRO-
PELLER SHAFT - REMOVAL).
prepare for the removal of the output shaft nut.
4. Remove the nut holding the propeller shaft flange
to the output shaft and remove the flange.
6. Remove the transmission rear output shaft bearing
retaining ring (1).

race of the output shaft bearing.



INSTALLATION
1. Install output shaft bearing in the rear transmission
must point towards the transmission.
2. Install the retaining ring (1). Ensure that the retain-

ing ring is seated correctly in the groove.
shaft.

flange nut to 120 N·m (88.5 ft.lbs.).


(2).
SEAL-OUTPUT SHAFT
REMOVAL
1. Remove the propeller shaft (Refer to 3 - DIFFERENTIAL & DRIVELINE/PROPELLER SHAFT/PROPELLER
SHAFT - REMOVAL). Move propeller shaft to the right and tie up.
2. Verify that the transmission is in PARK in order to prepare for the removal of the output shaft nut.
3. Remove the nut holding the propeller shaft flange to the output shaft and remove the flange.
4. Remove the output shaft seal with suitable screw and slide hammer.
INSTALLATION
1. Position the new output shaft seal over the output
shaft and against the transmission case.
2. Use Seal Installer 8902A (1) to install the seal.
flange nut to 120 N·m (88.5 ft.lbs.).

7. Press downward on the staking tool until the stak-
ing pin (3) contacts the output shaft nut flange (2).
SENSOR-OUTPUT SPEED
DESCRIPTION
The Input (1) and Output (2) Speed Sensors are two-
wire magnetic pickup devices that generate AC signals
as rotation occurs. They are mounted in the left side
of the transmission case and are considered primary
inputs to the Transmission Control Module (TCM).
OPERATION
The Input Speed Sensor provides information on how fast the input shaft is rotating. As the teeth of the input clutch
hub pass by the sensor coil, an AC voltage is generated and sent to the TCM. The TCM interprets this information
as input shaft rpm.
The Output Speed Sensor generates an AC signal in a similar fashion, though its coil is excited by rotation of the
rear planetary carrier lugs. The TCM interprets this information as output shaft rpm.
The TCM compares the input and output speed signals to determine the following:
• Transmission gear ratio
• Speed ratio error detection
• CVI calculation
The TCM also compares the input speed signal and the engine speed signal to determine the following:
• Torque converter clutch slippage
• Torque converter element speed ratio
REMOVAL
1. Raise vehicle.
2. Place a suitable fluid catch pan under the transmis-
sion.
3. Remove the wiring connector from the output
speed sensor (2).
NOTE: The speed sensor bolt has a sealing patch

applied from the factory. Be sure to reuse the
same bolt.
4. Remove the bolt holding the output speed sensor

(2) to the transmission case.
5. Remove the output speed sensor (2) from the
transmission case.
INSTALLATION
1. Install the output speed sensor (2) into the trans-
mission case.
NOTE: Before installing the speed sensor bolt, it

2. Install the bolt to hold the output speed sensor (2)

into the transmission case. Tighten the bolt to 9
N·m (80 in.lbs.).
3. Install the wiring connector onto the output speed
sensor (2).
4. Verify the transmission fluid level. Add fluid as nec-
essary. (Refer to 21 - TRANSMISSION/AUTO-
MATIC TRANSMISSION - 42RLE/FLUID -
STANDARD PROCEDURE)
5. Lower vehicle.
CABLE-PARK LOCK
REMOVAL
1. Place ignition key in the ACC (2) position.
2. Remove the lower instrument panel trim as neces-

sary to access the park lock cable.
3. Disconnect park lock cable (4) from ignition cylin-
der (3).
4. Remove the floor console as necessary for access

to the park lock cable. (Refer to 23 - BODY/INTE-
RIOR/FLOOR CONSOLE - REMOVAL)
6. Disconnect the park lock cable from the shift mech-
anism. Release retention tab using suitable
screwdriver.
INSTALLATION
1. Verify that ignition key is in ACC (2) position.
2. Install the park lock cable (4) to the ignition cylinder
(3). Secure the cable to instrument panel at
retainer.
3. Install any instrument panel trim that was removed
to access the park lock cable.
4. Route park lock cable towards shift mechanism.

5. Connect the park lock cable core to shift mecha-
nism cam (3), and then secure cable housing to
shift mechanism.
6. Adjust the park lock cable. (Refer to 21 - TRANSMISSION/AUTOMATIC TRANSMISSION/SHIFT INTERLOCK

MECHANISM - ADJUSTMENTS)
7. If necessary, install the shield, covering the gearshift and park lock cables, to the floorpan and install the bolts to
hold the shield to the floorpan.
8. Install the floor console assembly. (Refer to 23 - BODY/INTERIOR/FLOOR CONSOLE - INSTALLATION)
GEARTRAIN-PLANETARY
DESCRIPTION
The planetary geartrain is located between the input
clutch assembly and the rear of the transmission case.
The planetary geartrain consists of two sun gears, two
planetary carriers, two annulus (ring) gears, and one
output shaft.
OPERATION
The planetary geartrain utilizes two planetary gear sets that connect the transmission input shaft to the output shaft.
Input and holding clutches drive or lock different planetary members to change output ratio or direction.
SEAL-OIL PUMP
REMOVAL
1. Remove the transmission from the vehicle (Refer to 21 - TRANSMISSION/AUTOMATIC - 42RLE - REMOVAL).
2. Remove the torque converter from the transmission bellhousing.
3. Use a screw mounted in a slide hammer to remove oil pump seal.
INSTALLATION
1. Clean and inspect oil pump seal seat. Then install seal using Seal Installer C-4193-A.
2. Clean and inspect torque converter hub. If nicks, scratches or hub wear are found, torque converter replacement
will be required.
CAUTION: If the torque converter is being replaced, apply a light coating of grease to the crankshaft pilot
hole. Also inspect the engine drive plate for cracks. If any cracks are found replace the drive plate. Do not
attempt to repair a cracked drive plate. Always use new torque converter to drive plate bolts.
3. Apply a light film of transmission oil to the torque converter hub and oil seal lips. Then install torque converter
into transmission. Be sure that the hub lugs mesh with the front pump lugs when installing.
4. Reinstall the transmission into the vehicle. (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - 42RLE -
INSTALLATION)
SOLENOID-PRESSURE CONTROL
DESCRIPTION
The pressure control solenoid (1) is mounted on the
top of the valve body, next to the line pressure sensor
(2).
The TCM utilizes a closed-loop system to control
transmission line pressure. The system contains a
variable force style solenoid, the Pressure Control
Solenoid. The solenoid is duty cycle controlled by the
TCM to vent the unnecessary line pressure supplied
by the oil pump back to the sump. The system also
contains a variable pressure style sensor, the Line
Pressure Sensor, which is a direct input to the TCM.
The line pressure solenoid monitors the transmission
line pressure and completes the feedback loop to the
TCM. The TCM uses this information to adjust its con-
trol of the pressure control solenoid to achieve the
desired line pressure.
OPERATION
The pressure control solenoid (PCS) is a variable force (VFS) style solenoid. A VFS solenoid is an electro-hydraulic
actuator, combining a solenoid and a regulating valve.
The transmission control module varies the current for the PCS, which varies the pressure in the line pressure
hydraulic circuit. When the current (duty cycle) of the PCS is low, the pressure in the circuit is higher. At 0 current
(0% duty cycle), the pressure is at the maximum value. Conversely, when the current is maximized (100% duty
cycle), the pressure in the circuit is at the lowest possible value.
REMOVAL
1. Remove the valve body from the transmission.
(Refer to 21 - TRANSMISSION/TRANSAXLE/AU-
TOMATIC - 42RLE/VALVE BODY - REMOVAL)
sor (2).
valve body.
INSTALLATION
1. Install the pressure control solenoid (1) and line
pressure sensor (2) into the valve body.
valve body.
(2).
4. Install the valve body into the transmission. (Refer
to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC
- 42RLE/VALVE BODY - INSTALLATION)
MECHANISM-SHIFT
DESCRIPTION
The automatic transmission is operated with the help
of a shift lever assembly (SLA) (1) located in the floor
console. There are six positions to which the selection
lever can be shifted: P, R, N, D, 3, L.
All selector lever positions are identified by the SLA
and transmitted by a shift cable to the selector shaft in
the transmission.
The SLA is comprised of the following functions:

• Key lock: Depending on the selector lever position, the ignition cylinder is locked/unlocked, i.e., the ignition
key can be removed only if the selector lever is in position 9P9. A park lock cable is used to perform this
function.
• Park lock: The selector lever is not released from postion 9P9 until the brake pedal has been applied and the
ignition key is in ”ACC” or ON” positions. Shift lock is controlled by the brake light switch in conjunction with a
locking solenoid in the SLA. As soon as the brake pedal is applied firmly, the locking solenoid is energized and
retracted to unlock the selector lever. If the selector lever cannot be moved out of position 9P9 due to a mal-
function, the shift lock function can be overriden (2). (Refer to 21 - TRANSMISSION/AUTOMATIC TRANSMIS-
SION - NAG1/SHIFT INTERLOCK MECHANISM - OPERATION)
OPERATION
With the selector lever in position 9D9, the transmission control module (TCM) automatically shifts the gears that are
best-suited to the current operating situation. This means that shifting of gears is continuously adjusted to current
driving and operating conditions in line with the selected shift range and the accelerator pedal position. Starting off
is always performed in 1st gear.
The current selector lever position or, if the shift range has been limited, the current shift range is indicated in the
instrument cluster display.
The permissible shifter positions and transmission operating ranges are:
• P = Parking lock and engine starting.
• R = Reverse.
• N = Neutral and engine starting (no power is transmitted to the axles).
• D = The shift range includes all forward gears.
• 1= Shift range is limited to the 1st gear.
REMOVAL
1. Remove any necessary console parts for access to
shift lever assembly and shifter cables. (Refer to 23
- BODY/INTERIOR/FLOOR CONSOLE -
REMOVAL)
4. Disconnect the transmission shift cable (1) at shift
lever (3) and shifter assembly bracket (2).
5. Remove the shift cable retainer (2) from the notch
in the shifter assembly (2).
6. Verify the key is in the LOCK position and discon-

nect the park lock cable (1) from the shifter
mechansim cam (3) and the notch in the shifter
assembly (3).
7. Disengage all wiring connectors (2) from the shifter

assembly (1).
8. Remove all nuts (2) holding the shifter assembly

(1) to the floor pan.
9. Remove the shifter assembly (1) from the vehicle.
INSTALLATION
1. If a new shifter assembly is being installed,
unscrew the original shift knob from the shift lever.
Screw the knob onto the new shifter assembly’s
lever no more than 14 turns.
2. Install shifter assembly (1) onto the shifter assem-
bly studs on the floor pan.
3. Install the nuts (2) to hold the shifter assembly (1)
onto the floor pan. Tighten nuts to 7 N·m (65
in.lbs.).
4. Place the floor shifter lever in PARK position.

5. Loosen the adjustment screw (5) on the gearshift
cable (1).
6. Install the gearshift cable (1) to the shift lever pin
(3).
7. Install the park lock cable (1) to the shift mecha-

nism cam (3) and the notch in the shifter assembly
(2).
8. Verify that the key is in the LOCK position and
remains there until the cable is fully adjusted.
9. Verify that the park lock cable adjustment tab is
pulled upward to the unlocked position.
10. Install the wiring harness connectors (2) to the

shifter assembly.
11. Verify that the shift lever is in the PARK position.
12. Tighten the adjustment screw to 7 N·m (65
in.lbs.).
13. Verify that the key in the LOCK position and the
shifter is in PARK.
14. Push downward on the park lock cable adjust-
ment tab to lock the adjustment.
15. Verify correct shifter, park lock, and BTSI opera-
tion.
17. Install any console parts removed for access to
shift lever assembly and shift cables. (Refer to 23
- BODY/INTERIOR/FLOOR CONSOLE - INSTAL-
LATION)
SOLENOID
DESCRIPTION
The typical electrical solenoid used in automotive applications is a linear actuator. It is a device that produces
motion in a straight line. This straight line motion can be either forward or backward in direction, and short or long
distance.
A solenoid is an electromechanical device that uses a magnetic force to perform work. It consists of a coil of wire,
wrapped around a magnetic core made from steel or iron, and a spring loaded, movable plunger, which performs
the work, or straight line motion.
The solenoids used in transmission applications are
attached to valves which can be classified as nor-
mally open or normally closed. The normally open
solenoid valve is defined as a valve which allows
hydraulic flow when no current or voltage is applied to
the solenoid. The normally closed solenoid valve is
defined as a valve which does not allow hydraulic flow
when no current or voltage is applied to the solenoid.
These valves perform hydraulic control functions for
the transmission and must therefore be durable and
tolerant of dirt particles. For these reasons, the valves
have hardened steel poppets and ball valves. The
solenoids operate the valves directly, which means
that the solenoids must have very high outputs to
close the valves against the sizable flow areas and
line pressures found in current transmissions. Fast
response time is also necessary to ensure accurate
1 - MANUAL VALVE
control of the transmission. 2 - LINE PRESSURE
3 - 2/4 - LOW REVERSE SOLENOID ENERGIZED
4 - UNDERDRIVE SOLENOID DE-ENERGIZED
5 - UNDERDRIVE CLUTCH
The strength of the magnetic field is the primary force

that determines the speed of operation in a particular
solenoid design. A stronger magnetic field will cause
the plunger to move at a greater speed than a weaker
one. There are basically two ways to increase the
force of the magnetic field:
1. Increase the amount of current applied to the
coil or
2. Increase the number of turns of wire in the coil.
The most common practice is to increase the number
of turns by using thin wire that can completely fill the
available space within the solenoid housing. The
strength of the spring and the length of the plunger
also contribute to the response speed possible by a
particular solenoid design.
A solenoid can also be described by the method by
1 - OVERDRIVE CLUTCH
which it is controlled. Some of the possibilities include 2 - NO VENT
variable force, pulse-width modulated, constant ON, or 3 - OVERDRIVE SOLENOID ENERGIZED
duty cycle. The variable force and pulse-width modu- 4 - MANUAL VALVE
5 - LOW REVERSE/CONVERTER CLUTCH SOLENOID DE-
lated versions utilize similar methods to control the ENERGIZED
current flow through the solenoid to position the sole- 6 - SOLENOID SWITCH VALVE
noid plunger at a desired position somewhere 7 - TAPER
8 - VENT TO SUMP
between full ON and full OFF. The constant ON and 9 - ORIFICE
duty cycled versions control the voltage across the 10 - CHECK BALL
solenoid to allow either full flow or no flow through the solenoid’s valve.
OPERATION
When an electrical current is applied to the solenoid coil, a magnetic field is created which produces an attraction
to the plunger, causing the plunger to move and work against the spring pressure and the load applied by the fluid
the valve is controlling. The plunger is normally directly attached to the valve which it is to operate. When the cur-
rent is removed from the coil, the attraction is removed and the plunger will return to its original position due to
spring pressure.
The plunger is made of a conductive material and accomplishes this movement by providing a path for the magnetic
field to flow. By keeping the air gap between the plunger and the coil to the minimum necessary to allow free move-
ment of the plunger, the magnetic field is maximized.
ASSEMBLY-TRANSMISSION SOLENOID/PRESSURE SWITCH
DESCRIPTION
The Solenoid/Pressure Switch Assembly (1) is inside
the transmission and mounted to the valve body
assembly. The assembly consists of four solenoids
that control hydraulic pressure to the L/R, 2/4, OD,
and UD friction elements (transmission clutches), and
the torque converter clutch. The reverse clutch is con-
trolled by line pressure from the manual valve in the
valve body. The solenoids are contained within the
Solenoid/Pressure Switch Assembly, and can only be
serviced by replacing the assembly.
The solenoid assembly also contains pressure
switches that monitor and send hydraulic circuit infor-
mation to the TCM. Likewise, the pressure switches
can only be service by replacing the assembly.
OPERATION
SOLENOIDS
The solenoids receive electrical power from the Transmission Control Relay through a single wire. The TCM ener-
gizes or operates the solenoids individually by grounding the return wire of the solenoid needed. When a solenoid
is energized, the solenoid valve shifts, and a fluid passage is opened or closed (vented or applied), depending on
its default operating state. The result is an apply or release of a frictional element.
The 2/4 and UD solenoids are normally applied, which allows fluid to pass through in their relaxed or “off” state. By
design, this allows transmission limp-in (P,R,N,2) in the event of an electrical failure.
The continuity of the solenoids and circuits are periodically tested. Each solenoid is turned on or off depending on
its current state. An inductive spike should be detected by the TCM during this test. If no spike is detected, the
circuit is tested again to verify the failure. In addition to the periodic testing, the solenoid circuits are tested if a
speed ratio or pressure switch error occurs.
PRESSURE SWITCHES
The TCM relies on three pressure switches to monitor fluid pressure in the L/R, 2/4, and OD hydraulic circuits. The
primary purpose of these switches is to help the TCM detect when clutch circuit hydraulic failures occur. The range
for the pressure switch closing and opening points is 11-23 psi. Typically the switch opening point will be approxi-
mately one psi lower than the closing point. For example, a switch may close at 18 psi and open at 17 psi. The
switches are continuously monitored by the TCM for the correct states (open or closed) in each gear as shown in
the following chart:
GEAR L/R 2/4 OD
R OP OP OP
P/N CL OP OP
1st CL OP OP
2nd OP CL OP
D OP OP CL
OD OP CL CL
OP = OPEN
CL = CLOSED
A Diagnostic Trouble Code (DTC) will set if the TCM senses any switch open or closed at the wrong time in a given
gear.
The TCM also tests the 2/4 and OD pressure switches when they are normally off (OD and 2/4 are tested in 1st
gear, OD in 2nd gear, and 2/4 in 3rd gear). The test simply verifies that they are operational, by looking for a closed
state when the corresponding element is applied. Immediately after a shift into 1st, 2nd, or 3rd gear with the engine
speed above 1000 rpm, the TCM momentarily turns on element pressure to the 2/4 and/or OD clutch circuits to
identify that the appropriate switch has closed. If it doesn’t close, it is tested again. If the switch fails to close the
second time, the appropriate Diagnostic Trouble Code (DTC) will set.
REMOVAL
NOTE: If the Solenoid/Pressure Switch Assembly is being replaced, the Quick Learn Procedure must be per-
formed. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE

2. Remove valve body assembly from transmission.
(Refer to 21 - TRANSMISSION/AUTOMATIC -
42RLE/VALVE BODY - REMOVAL)
3. Remove Solenoid/Pressure Switch Assembly
retaining screws (2) from solenoid.
4. Remove Solenoid/Pressure Switch Assembly (1)
and screen from valve body (2).
INSTALLATION
NOTE: If the Solenoid/Pressure Switch assembly is being replaced, the Quick Learn Procedure must be per-
formed. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE
1. Install Solenoid/Pressure Switch Assembly (1) and

screen (3) to the separator and transfer plates.
2. Install and tighten retaining screws (2) to 5.5 N·m

(50 in. lbs.) torque.
3. Install valve body. (Refer to 21 - TRANSMISSION/
AUTOMATIC - 42RLE/VALVE BODY - INSTALLA-
TION)
CONVERTER-TORQUE
DESCRIPTION
The torque converter is a hydraulic device that cou-
ples the engine crankshaft to the transmission. The
torque converter consists of an outer shell with an
internal turbine (1), a stator (4), an overrunning clutch,
an impeller (2) and an electronically applied converter
clutch (6). The converter clutch provides reduced
engine speed and greater fuel economy when
engaged. Clutch engagement also provides reduced
transmission fluid temperatures. The torque converter
hub drives the transmission oil (fluid) pump.
The torque converter is a sealed, welded unit that is
not repairable and is serviced as an assembly.
CAUTION: The torque converter must be replaced

if a transmission failure resulted in large amounts
of metal or fiber contamination in the fluid.
IMPELLER
Impeller
1 - ENGINE FLEXPLATE 4 - ENGINE ROTATION

2 - OIL FLOW FROM IMPELLER SECTION INTO TURBINE 5 - ENGINE ROTATION
SECTION
3 - IMPELLER VANES AND COVER ARE INTEGRAL
The impeller is an integral part of the converter housing. The impeller consists of curved blades placed radially
along the inside of the housing on the transmission side of the converter. As the converter housing is rotated by the
engine, so is the impeller, because they are one and the same and are the driving members of the system.
TURBINE
Turbine
1 - TURBINE VANE 4 - PORTION OF TORQUE CONVERTER COVER

2 - ENGINE ROTATION 5 - ENGINE ROTATION
3 - INPUT SHAFT 6 - OIL FLOW WITHIN TURBINE SECTION
The turbine is the output, or driven, member of the converter. The turbine is mounted within the housing opposite
the impeller, but is not attached to the housing. The input shaft is inserted through the center of the impeller and
splined into the turbine. The design of the turbine is similar to the impeller, except the blades of the turbine are
curved in the opposite direction.
STATOR
The stator assembly is mounted on a stationary shaft

which is an integral part of the oil pump. The stator (1)
is located between the impeller (2) and the turbine (4)
within the torque converter case.
The stator contains an over-running clutch (1-4), which

allows the stator to rotate only in a clockwise direction.
When the stator is locked against the over-running
clutch, the torque multiplication feature of the torque
converter is operational.
The TCC was installed to improve the efficiency of the

torque converter that is lost to the slippage of the fluid
coupling. Although the fluid coupling provides smooth,
shock-free power transfer, it is natural for all fluid cou-
plings to slip. If the impeller (3) and turbine (5) were
mechanically locked together, a zero slippage condi-
tion could be obtained. A hydraulic piston (6) with fric-
tion material (7) was added to the turbine assembly
(5) to provide this mechanical lock-up.
In order to reduce heat build-up in the transmission
and buffer the powertrain against torsional vibrations,
the TCM can duty cycle the L/R-CC Solenoid to
achieve a smooth application of the torque converter
clutch. This function, referred to as Electronically Mod-
ulated Converter Clutch (EMCC) can occur at various
times depending on the following variables:
• Shift lever position
• Current gear range
• Transmission fluid temperature
• Input speed
• Throttle angle
• Engine speed
OPERATION
Torque Converter Fluid Operation - Typical
1 - APPLY PRESSURE 3 - RELEASE PRESSURE

2 - THE PISTON MOVES SLIGHTLY FORWARD 4 - THE PISTON MOVES SLIGHTLY REARWARD
The converter impeller (driving member), which is integral to the converter housing and bolted to the engine drive
plate, rotates at engine speed. The converter turbine (driven member), which reacts from fluid pressure generated
by the impeller, rotates and turns the transmission input shaft.
TURBINE
As the fluid that was put into motion by the impeller blades strikes the blades of the turbine, some of the energy and
rotational force is transferred into the turbine and the input shaft. This causes both of them (turbine and input shaft)
to rotate in a clockwise direction following the impeller. As the fluid is leaving the trailing edges of the turbine’s
blades it continues in a “hindering” direction back toward the impeller. If the fluid is not redirected before it strikes
the impeller, it will strike the impeller in such a direction that it would tend to slow it down.
STATOR
Torque multiplication is achieved by locking the sta-

tor’s over-running clutch to its shaft. Under stall condi-
tions (the turbine is stationary), the oil leaving the
turbine blades strikes the face of the stator blades and
tries to rotate them in a counterclockwise direction.
When this happens the over-running clutch of the sta-
tor locks and holds the stator from rotating. With the
stator locked, the oil strikes the stator blades and is
redirected into a “helping” direction before it enters the
impeller. This circulation of oil from impeller to turbine,
turbine to stator, and stator to impeller, can produce a
maximum torque multiplication of about 2.4:1. As the
turbine begins to match the speed of the impeller, the
fluid that was hitting the stator in such as way as to
cause it to lock-up is no longer doing so. In this con-
dition of operation, the stator begins to free wheel and
the converter acts as a fluid coupling. 1 - DIRECTION STATOR WILL FREE WHEEL DUE TO OIL
PUSHING ON BACKSIDE OF VANES
2 - FRONT OF ENGINE
3 - INCREASED ANGLE AS OIL STRIKES VANES
4 - DIRECTION STATOR IS LOCKED UP DUE TO OIL PUSHING
AGAINST STATOR VANES

In a standard torque converter, the impeller and turbine are rotating at about the same speed and the stator is
freewheeling, providing no torque multiplication. By applying the turbine’s piston and friction material to the front
cover, a total converter engagement can be obtained. The result of this engagement is a direct 1:1 mechanical link
between the engine and the transmission.
The clutch can be engaged in second, third, and fourth gear ranges depending on overdrive control switch position.
If the overdrive control switch is in the normal ON position, the clutch will engage after the shift to fourth gear. If the
control switch is in the OFF position, the clutch will engage after the shift to third gear.
The TCM controls the torque converter by way of internal logic software. The programming of the software provides
the TCM with control over the L/R-CC Solenoid. There are four output logic states that can be applied as follows:
• No EMCC
• Partial EMCC
• Full EMCC
• Gradual-to-no EMCC
NO EMCC
Under No EMCC conditions, the L/R Solenoid is OFF. There are several conditions that can result in NO EMCC
operations. No EMCC can be initiated due to a fault in the transmission or because the TCM does not see the need
for EMCC under current driving conditions.
PARTIAL EMCC
Partial EMCC operation modulates the L/R Solenoid (duty cycle) to obtain partial torque converter clutch application.
Partial EMCC operation is maintained until Full EMCC is called for and actuated. During Partial EMCC some slip
does occur. Partial EMCC will usually occur at low speeds, low load and light throttle situations.
FULL EMCC
During Full EMCC operation, the TCM increases the L/R Solenoid duty cycle to full ON after Partial EMCC control
brings the engine speed within the desired slip range of transmission input speed relative to engine rpm.
GRADUAL-TO-NO EMCC
This operation is to soften the change from Full or Partial EMCC to No EMCC. This is done at mid-throttle by
decreasing the L/R Solenoid duty cycle.
REMOVAL
1. Remove transmission and torque converter from vehicle. (Refer to 21 - TRANSMISSION/AUTOMATIC - 545RFE/
42RLE - REMOVAL)
2. Place a suitable drain pan under the converter housing end of the transmission.
CAUTION: Verify that transmission is secure on the lifting device or work surface, the center of gravity of
the transmission will shift when the torque converter is removed creating an unstable condition. The torque
converter is a heavy unit. Use caution when separating the torque converter from the transmission.
3. Pull the torque converter forward until the center hub clears the oil pump seal.
4. Separate the torque converter from the transmission.
INSTALLATION
NOTE: Check converter hub and drive notches for sharp edges, burrs, scratches, or nicks. Polish the hub
and notches with 320/400 grit paper or crocus cloth if necessary. The hub must be smooth to avoid dam-
aging the pump seal at installation.

2. Place torque converter in position on transmission.
CAUTION: Do not damage oil pump seal or bush-

ing while inserting torque converter into the front
of the transmission.

gears.
6. Check converter seating with a scale (1) and
straightedge (2). Surface of converter lugs should
be 1/2 in. to rear of straightedge when converter is
fully seated.
7. If necessary, temporarily secure converter with
C-clamp attached to the converter housing.
8. Install the transmission in the vehicle.
9. Fill the transmission with the recommended fluid.
RELAY-TRANSMISSION CONTROL
DESCRIPTION
The relay is supplied fused B+ voltage, energized by the TCM, and is used to supply power to the solenoid pack
when the transmission is in normal operating mode.
OPERATION
When the relay is “off”, no power is supplied to the solenoid pack and the transmission is in “limp-in” mode. After a
controller reset, the TCM energizes the relay. Prior to this, the TCM verifies that the contacts are open by checking
for no voltage at the switched battery terminals. After this is verified, the voltage at the solenoid pack pressure
switches is checked. After the relay is energized, the TCM monitors the terminals to verify that the voltage is greater
than 3 volts.
SENSOR-TRANSMISSION RANGE
DESCRIPTION
The Transmission Range Sensor (TRS) (2) is mounted
to the top of the valve body inside the transmission
and can only be serviced by removing the valve body
assembly. The electrical connector extends through
the transmission case.
The Transmission Range Sensor (TRS) has four
switch contacts that monitor shift lever position and
send the information to the PCM.
OPERATION
The Transmission Range Sensor (TRS) communicates shift lever position (SLP) to the TCM as a combination of
open and closed switches. Each shift lever position has an assigned combination of switch states (open/closed) that
the TCM receives from four sense circuits. The TCM interprets this information and determines the appropriate
transmission gear position and shift schedule.
Since there are four switches, there are 16 possible combinations of open and closed switches (codes). Seven of
these codes are related to gear position and three are recognized as “between gear” codes. This results in six
codes which should never occur. These are called “invalid” codes. An invalid code will result in a DTC, and the TCM
will then determine the shift lever position based on pressure switch data. This allows reasonably normal transmis-
sion operation with a TRS failure.
TRS SWITCH STATES
SLP T42 T41 T3 T1
P CL CL CL OP
R CL OP OP OP
N CL CL OP CL
D OP OP OP CL
2 OP OP CL OP
1 CL OP CL CL
REMOVAL
1. Remove valve body assembly from vehicle. (Refer
to 21 - TRANSMISSION/AUTOMATIC - 42RLE/
VALVE BODY - REMOVAL)
2. Remove the manual shaft seal (1).
3. Remove manual shaft/TRS retaining screw (1).

4. Slide TRS off of manual valve shaft.
INSTALLATION
1. Install the TRS (2) to the manual shaft. Make sure
TRS locating pin rests in manual valve bore slot.
2. Install the TRS/manual shaft retaining screw (1)
and torque to 5 N·m (45 in. lbs.) torque.
3. Install the manual shaft seal (1).

4. Install valve body to the transmission. (Refer to 21
- TRANSMISSION//AUTOMATIC - 42RLE/VALVE
BODY - INSTALLATION)
SENSOR-TRANSMISSION TEMPERATURE
DESCRIPTION
The transmission temperature sensor (2) is located in
the transmission range sensor (1) and communicates
transmission sump temperature to the TCM.
OPERATION
The transmission range sensor (TRS) has an integrated thermistor that the TCM uses to monitor the transmission’s
sump temperature. Since fluid temperature can affect transmission shift quality and convertor lock up, the TCM
requires this information to determine which shift schedule to operate in. The TCM also monitors this temperature
data so it can energize the vehicle cooling fan(s) when a transmission “overheat” condition exists. If the thermistor
circuit fails, the TCM will revert to calculated oil temperature usage.
CALCULATED TEMPERATURE
A failure in the temperature sensor or circuit will result in calculated temperature being substituted for actual tem-
perature. Calculated temperature is a predicted fluid temperature which is calculated from a combination of inputs:
• Battery (ambient) temperature
• In-gear run time since start-up
BODY-VALVE
DESCRIPTION
The valve body assembly consists of a cast aluminum
valve body (5), separator plate (4), and transfer plate
(3). The valve body contains valves and check balls
that control fluid delivery to the torque converter
clutch, solenoid/pressure switch assembly, and fric-
tional clutches.
Also mounted to the valve body assembly are the
solenoid/pressure switch assembly and the transmis-
sion range sensor (2).
Valve Body - Exploded
1 - VALVE BODY
2 - T/C REGULATOR VALVE
3 - L/R SWITCH VALVE
4 - CONVERTER CLUTCH CONTROL VALVE
5 - MANUAL VALVE
6 - CONVERTER CLUTCH SWITCH VALVE
7 - SOLENOID SWITCH VALVE
8 - REGULATOR VALVE
The valves contained within the valve body (1) include the following :
• Regulator valve (8)
• Solenoid switch valve (7)
• Manual valve (5)
• Converter clutch switch valve (6)
• Converter clutch control valve (4)
• Torque converter regulator valve (2)
• Low/Reverse switch valve (3)
In addition, the valve body also contains the thermal valve, #2, 3, 4 & 5 check balls and the 2/4 accumulator assem-
bly.
OPERATION
NOTE: (Refer to 21 - TRANSMISSION/AUTOMATIC - 42RLE - SCHEMATICS AND DIAGRAMS) for a visual aid
in determining valve location, operation and design.
THERMAL VALVE
The thermal valve (1) is a bi-metallic shudder valve

that helps control the venting rate of oil pressure in
the underdrive clutch passage during release of the
clutch. When the oil temperature is approximately 20
degrees Fahrenheit or less, the valve is fully open to
assist in venting oil past the U1 orifice (2). At temper-
atures above 20 degrees, the valve starts to close and
becomes fully closed at approximately 140 degrees.
The thermal valve is located in the transfer plate of
the valve body.
REGULATOR VALVE
The regulator valve (9) controls hydraulic pressure in
the transmission. It receives unregulated pressure
from the pump (6), which works against spring tension
(8) to maintain oil at specific pressures. A system of
sleeves and ports allows the regulator valve to work at
one of three predetermined pressure levels. Regulated
oil pressure is also referred to as “line pressure.”
1 - FROM OVERDRIVE CLUTCH CIRCUIT

2 - FROM MANUAL VALVE
3 - HYDRAULIC PRESSURE
4 - FILTER
5 - PUMP INLET
6 - PUMP OUTLET
7 - OIL PRESSURE REGULATED AT THIS POINT
8 - SPRING TENSION
9 - REGULATOR VALVE
10 - TORQUE CONVERTER CONTROL VALVE
SOLENOID SWITCH VALVE
The solenoid switch valve controls line pressure from

the LR/CC solenoid (4). In one position, it allows the
low/reverse clutch to be pressurized. In the other, it
directs line pressure to the converter control and con-
verter clutch valves (7).
1 - 2/4 CLUTCH
2 - MANUAL VALVE
3 - UD CLUTCH
4 - LR/CC SOLENOID DE-ENERGIZED
5 - MANUAL VALVE
6 - LINE PRESSURE
7 - CONVERTER CLUTCH SWITCH AND CONTROL VALVES
8 - LR CLUTCH
MANUAL VALVE
The manual valve (4) is operated by the mechanical

shift linkage. Its primary responsibility is to send line
pressure to the appropriate hydraulic circuits and sole-
noids. The valve has three operating ranges or
positions.
1 - UD CLUTCH
2 - LR/CC CLUTCH
3 - REVERSE CLUTCH
4 - MANUAL VALVE
5 - REGULATOR VALVE
6 - REGULATOR VALVE
8 - 2/4 CLUTCH
9 - 2/4 - L/R SOLENOID
10 - L/R CLUTCH
CONVERTER CLUTCH SWITCH VALVE

The main responsibility of the converter clutch switch
valve (10) is to control hydraulic pressure applied to
the front (off) side of the converter clutch piston. Line
pressure from the regulator valve (5) is fed to the
torque converter regulator valve (8). The pressure is
then directed to the converter clutch switch valve (10)
and to the front side of the converter clutch piston.
This pressure pushes the piston back and disengages
the converter clutch.
1 - CONVERTER CLUTCH
2 - TORQUE CONVERTER
3 - LR CLUTCH
4 - DRIBBLERS
5 - REGULATOR VALVE
8 - TORQUE CONVERTER REGULATOR VALVE
11 - BYPASS VALVE
12 - LUBE
13 - COOLER
CONVERTER CLUTCH CONTROL VALVE
The converter clutch control valve (5) controls the

back (on) side of the torque converter clutch (1).
When the controller energizes or modulates the
LR/CC solenoid to apply the converter clutch piston,
both the converter clutch control valve (5) and the
converter control valve move, allowing pressure to be
applied to the back side of the clutch.
1 - CONVERTER CLUTCH
2 - TORQUE CONVERTER
3 - LR/CC SOLENOID
4 - FROM MANUAL VALVE
6 - TORQUE CONVERTER REGULATOR VALVE
8 - BYPASS VALVE
9 - COOLER
T/C REGULATOR VALVE

The torque converter regulator valve slightly regulates the flow of fluid to the torque converter.
LOW/REVERSE SWITCH VALVE

The low/reverse clutch is applied from different sources, depending on whether low (1st) gear or reverse is selected.
The low/reverse switch valve alternates positions depending on from which direction fluid pressure is applied. By
design, when the valve is shifted by fluid pressure from one channel, the opposing channel is blocked. The switch
valve alienates the possibility of a sticking ball check, thus providing consistent application of the low/reverse clutch
under these operating conditions.
REMOVAL
NOTE: If valve body is being reconditioned or replaced, it is necessary to perform the Quick Learn Proce-
dure. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION CONTROL MODULE -
STANDARD PROCEDURE)
1. Disconnect the transmission range sensor (5) and
solenoid/pressure switch assembly wiring connec-
tors.
2. Disconnect the variable line pressure connector (4),
if equipped.
3. Disconnect the shift cable from the shift lever (at
the transmission).
4. Move the manual shift lever clockwise as far as it
will go. This should be one position past the L posi-
tion. Then remove the manual shift lever.
NOTE: One of the oil pan bolts has a sealing patch

applied from the factory. Separate this bolts for
reuse.
5. Remove transmission pan bolts (2).
6. Remove transmission oil pan (1).

7. Remove oil filter (1) from valve body. It is held in

place by two screws.
8. Remove valve body bolts-to-case (1).
CAUTION: The overdrive and underdrive accumu-

lators and springs may fall out when removing the
valve body.
9. Carefully remove valve body assembly (1) from the

transmission.
DISASSEMBLY
NOTE: If the valve body is being reconditioned or replaced, it is necessary to perform the Quick Learn Pro-
cedure using the scan tool (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANSMISSION
CONTROL MODULE - STANDARD PROCEDURE)
sor (2).
valve body.
4. Remove the shoulder screw (3) holding the vari-
able line pressure header (4) to the valve body.
5. Remove the variable line pressure header from the
manual shaft (5).
6. Remove manual shaft seal.

7. Remove manual shaft screw (1).
8. Remove Transmission Range Sensor (TRS) (1)

and manual shaft (2).
9. Remove Solenoid/Pressure Switch Assembly (1)

from valve body.
10. Remove valve body stiffener plate (1).

11. Invert valve body assembly and remove transfer
plate-to-valve body screws (1).
12. Remove transfer/separator plate (1) from valve

body (2)
13. Remove separator plate-to-transfer plate screws

(2).
14. Remove separator plate (1) from transfer plate

(2).
15. Remove the oil screen (1) from the transfer plate.
16. Remove thermal valve (1) from transfer plate.

Ball Check Location
1 - (#4) BALL CHECK LOCATION

17. Remove valve body check balls (1-4). Note their location for assembly ease.
18. Remove 2/4 accumulator assembly (1-5).
19. Remove dual retainer plate (2) from valve body.

Use Remover/Installer 6301 (1) to remove plate
(2).
20. Remove regulator valve spring retainer (2).
21. Remove remaining retainers (1, 2).

Valve Body Assembly
1 - VALVE BODY
5 - MANUAL VALVE
8 - REGULATOR VALVE
22. Remove all valves and springs.

23. Cleanliness through entire disassembly and assembly of the valve body cannot be overemphasized. When dis-
assembling, each part should be washed in a suitable solvent, then dried by compressed air. Do not wipe
parts with shop towels. All mating surfaces in the valve body are accurately machined; therefore, careful han-
dling of all parts must be exercised to avoid nicks or burrs.
ASSEMBLY
NOTE: If the valve body assembly is being reconditioned or replaced, it is necessary to perform the Quick
Learn Procedure using the scan tool. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/TRANS-
MISSION CONTROL MODULE - STANDARD PROCEDURE)
Valve Body Assembly
1 - VALVE BODY
5 - MANUAL VALVE
8 - REGULATOR VALVE
1. Install all valves and springs as shown.

2. Install regulator valve spring retainer (2).
3. Install dual retainer plate (2) using Remover/In-
staller 6301 (1).
4. Verify that all retainers (1, 2) are installed as

shown. Retainers should be flush or below valve
body surface.
5. Install 2/4 Accumulator components (1-5) as

shown. Torque 2/4 Accumulator retainer plate to 5
N·m (45 in. lbs.).
Ball Check Location

6. Install check balls into position as shown. If necessary, secure them with petrolatum or transmission assembly
gel for assembly ease.
7. Install thermal valve (1) to the transfer plate.
8. Install the oil screen (1) to the transfer plate.
9. Install separator plate (1) to transfer plate (2).
10. Install the two separator plate-to-transfer plate

screws (2).
11. Install the transfer plate (1) to the valve body (2).
12. Install the transfer plate-to-valve body screws (1)

and torque to 5 N·m (45 in. lbs.).
13. Install the stiffener plate (1).

14. Install the solenoid/pressure switch assembly (1)
and screws to the transfer plate and torque to 5.5
N·m (50 in. lbs.).
15. Install the manual shaft/rooster comb (3) and

transmission range sensor (1) to the valve body.
16. Install the TRS/manual shaft retaining screw (1)

and torque to 5 N·m (45 in. lbs.).
17. Install manual shaft seal.
18. Install the variable line pressure header onto the

manual shaft (5).
19. Install the shoulder screw (3) to hold the variable
line pressure header (4) to the valve body.
20. Install the pressure control solenoid and line pres-
sure sensor into the valve body.
valve body.
(2).
INSTALLATION
1. Install valve body into position and start bolts (1).
Torque valve body to transmission case bolts (1) to
12 N·m (105 in. lbs.) torque.
2. Install transmission oil filter (1).

NOTE: Before installing the oil pan bolt in the bolt
hole (5) located between the torque converter
clutch on and U/D clutch pressure tap circuits, it
will be necessary to replenish the sealing patch on
the bolt using MOPART Lock & Seal Adhesive.
3. Make sure oil pan (1) and case rail are clean and
dry. Install an 1/8” bead of RTV to the transmission
oil pan and install to case. Tighten bolts (2) to 20
N·m (14.5 ft. lbs.).
4. Lower vehicle and connect the transmission range

sensor (5) connector.
5. Connect solenoid/pressure switch assembly con-
nector.
6. Connect the variable line pressure connector (4), if
equipped.
7. Lower vehicle.
8. Fill transmission with ATF+4, Automatic Transmis-
sion Fluid. Verify proper fluid level. (Refer to 21 -
TRANSMISSION/AUTOMATIC - 42RLE/FLUID -
STANDARD PROCEDURE)
NOTE: If the valve body has been reconditioned or

replaced, it is necessary to perform the Quick
Learn Procedure. (Refer to 8 - ELECTRICAL/ELEC-
TRONIC CONTROL MODULES/TRANSMISSION
CONTROL MODULE - STANDARD PROCEDURE)
LX TRANSFER CASE - MS140 - SERVICE INFORMATION 21 - 859
TRANSFER CASE - MS140 - SERVICE INFORMATION

TABLE OF CONTENTS
page page
TRANSFER CASE - MS140 - SERVICE PLANETARY-TRANSFER CASE

INFORMATION DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 889
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 862 SEAL-FRONT OUTPUT SHAFT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 863 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 894
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 865 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 895
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 873 SEAL-REAR OUTPUT SHAFT
SPECIFICATIONS INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 897
TORQUE SPECIFICATIONS - MS140 . . . . . . . . 884
SPECIAL TOOLS - MS140 . . . . . . . . . . . . . . . . . . . . 885
FLUID
STANDARD PROCEDURE - FLUID DRAIN AND
FILL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 888
21 - 860 TRANSFER CASE - MS140 - SERVICE INFORMATION LX
TRANSFER CASE - MS140 - SERVICE INFORMATION
DESCRIPTION
MS140 Exploded View
1 - INPUT SHAFT 10 - REAR TRANSFER CASE HOUSING

2 - FRONT OUTPUT SHAFT NUT 11 - OIL DRAIN PLUG
3 - FRONT OUTPUT SHAFT FLANGE 12 - BOLTS
4 - FRONT TRANSFER CASE HOUSING 13 - PLANETARY GEAR SYSTEM
5 - FRONT OUTPUT SHAFT 14 - SNAP-RING
6 - INTERMEDIATE GEAR 15 - REAR OUTPUT SHAFT
7 - HOLLOW SHAFT 16 - TRANSFER CASE COVER
8 - WASHER 17 - REAR OUTPUT SHAFT FLANGE
9 - SNAP-RING 18 - REAR OUTPUT SHAFT NUT
The MS140 is an all-wheel-drive transfer case system that divides power between the front and rear differentials
and transmits power to both axles at all times. Its planetary center differential (13) delivers approximately 62 percent
of the engine torque to the rear axle and 38 percent to the front.
IDENTIFICATION
The transfer case name can be decoded as follows:

• M = Magna
• S = Steyr
• 1 = Single speed transfer case
• 4 = relative torque capacity
• 0 = Full time with an open differential
The transfer case (1) has a barcode label (3) applied
to the right side of the rear transfer case housing to
provide important part number and build information.
OPERATION
MS140 Exploded View
1 - INPUT SHAFT 10 - REAR TRANSFER CASE HOUSING

2 - FRONT OUTPUT SHAFT NUT 11 - OIL DRAIN PLUG
3 - FRONT OUTPUT SHAFT FLANGE 12 - BOLTS
4 - FRONT TRANSFER CASE HOUSING 13 - PLANETARY GEAR SYSTEM
5 - FRONT OUTPUT SHAFT 14 - SNAP-RING
6 - INTERMEDIATE GEAR 15 - REAR OUTPUT SHAFT
7 - HOLLOW SHAFT 16 - TRANSFER CASE COVER
8 - WASHER 17 - REAR OUTPUT SHAFT FLANGE
9 - SNAP-RING 18 - REAR OUTPUT SHAFT NUT
The transfer case input shaft (1) extends through the hollow shaft (7) to drive the planetary gear system (13) hous-
ing. The housing transfers the engine torque to the outer gears, which drive the rear output shaft (15). The outer
gears drive the smaller inner gears, which drive the hollow shaft (7). The hollow shaft transfers the torque to the
intermediate gear (6) and then to the front output shaft (5).
The planetary gear system assembly contains a friction disc that is splined to the hollow shaft and applied to the
planetary gear system housing to dampen vibrations in the system.
REMOVAL
1. Raise support vehicle.
2. Disconnect the front and rear propeller shafts from
the transfer case. (Refer to 3 - DIFFERENTIAL &
DRIVELINE/PROPELLER SHAFT - REMOVAL)
3. Support transmission (1) with jack stand.
4. Remove the bolts holding the transmission cross-
member to the frame.
5. Remove the bolts (2) holding the transmission
crossmember (1) to the transmission mount (3).

mount (1) to the transfer case, 5.7L engine, and
remove the transmission mount.
mount assembly (2) to the transfer case (1), 3.5L
engine, and remove the transmission mount
assembly.
8. Remove the transfer case dampner.

9. Remove the transfer case drain plug (3) and drain
transfer case lubricant.
10. Support transfer case (4) with transmission jack.
11. Secure transfer case to jack with chains.
12. Lower the transmission and transfer case slightly,
to improve access to the upper transfer case to
transmission fasteners.
13. Remove nuts and bolts attaching transfer case to
transmission.
14. Pull transfer case and jack rearward to disengage
transfer case.
15. Remove transfer case from under vehicle.
DISASSEMBLY
1. Place the transfer case so that it can be drained of
any remaining fluid and remove the drain plug (5).
2. Install Holder 6958 (1) onto the rear output flange

(2).
3. Remove the output shaft nut.
4. Remove the rear output shaft flange (2) from the

output shaft. If the flange is difficult to remove, use
a suitable 2 or 3 jaw puller to remove the flange.
5. Install Holder 6958 (1) onto the front output flange
(2).
6. Remove the output shaft nut.
7. Remove the front output shaft flange (2) from the

output shaft. If the flange (2) is difficult to remove,
use a suitable 2 or 3 jaw puller (1) to remove the
flange.
8. Remove the bolts (3) holding the transfer case rear

cover (2) to the transfer case.
9. Remove the transfer case cover (1) from the trans-

fer case (2).
10. Remove the rear output shaft seal from the trans-
fer case cover with a suitable pry tool.
11. Remove the rear output shaft bearing snap-ring
(1) from the transfer case cover (2).
12. Remove the output shaft bearing from the cover
using a suitable drift tool.
13. Remove the output shaft (1) from the planetary

gear system (2).
14. Remove the snap-ring (2) holding the input shaft
(1) to the planetary gear system (3).
15. Remove the planetary gear system (1) from the

transfer case rear housing (2).
16. Remove the bolts (1) holding the rear housing (2)
to the front housing.
17. Loosen the rear housing (1) from the front hous-
ing (2) by prying the sections apart at the pro-
vided slots. Remove the rear housing (1) from the
front housing (2).
18. Remove the front output shaft (1) from the front
housing (2).
19. Remove the intermediate gear (1) from the front

housing (2).
20. Remove the input gear and hollow shaft assembly
(1) from the front housing (2).
21. Remove the snap-ring (2) holding the input shaft

(1) in the hollow shaft (3).
22. Remove the input gear thrust washer (2) from the
input shaft (1) and hollow shaft (3).
23. Remove the hollow shaft (2) from the input shaft
(1).
CAUTION: Inspect the needle bearing located

inside the hollow shaft. If the needle bearing is
within 1 mm (0.040 in.) of the edge of the hollow
shaft, the hollow shaft must be replaced. DO NOT
attempt to drive the bearing back into the hollow
shaft.
24. Install the jaws from Remover L-4518 (2) into the
intermediate gear rear bearing race in the rear
housing (1).
25. Install the cup from Remover L-4518 (2) onto the
jaws. Install the bearing, washer, and nut onto the
threaded shaft and remove the bearing race.
26. Repeat Step 24 and Step 25 for the other blind
bearing races in the front and rear housings.
27. Drive out the input gear and front output shaft
seals with a suitable drift.
28. Drive out the front hollow shaft and front output
shaft front bearing races with a suitable brass
drift.
29. Remove the front output shaft (2) front bearing
with Press C-293-PA (1) and Adapters C-293-52
(3).
30. Remove the front output shaft (4) rear bearing

with Press C-293-PA (1), Plug 8513A (2), and
Adapters C-293-52 (3).
31. Remove the front hollow shaft (3) bearing with

Press C-293-PA (1), Plug 9678 (2), and Adapters
C-293-48 (4).
32. Remove the rear hollow shaft (4) bearing with

Press C-293-PA (1), Plug SP3289 (2), and Adapt-
ers C-293-48 (3).
33. Remove the front and rear intermediate gear (4)

bearings with Press C-293-PA (1), Plug 8513A (2),
and Adapters C-293-40 (3).
ASSEMBLY
1. Install the intermediate gear rear bearing race into
the rear housing (1) with Handle C-4171 (2) and
Installer D-130 (3).
2. Install the intermediate gear front bearing race into
the front housing (1) with Handle C-4171 (2) and
3. Install the hollow shaft front bearing race into the

front housing (1) with Handle C-4171 (2) and
Installer C-4308 (3).
4. Install the hollow shaft rear bearing race into the

rear housing (1) with Handle C-4171 (2) and
5. Install the front output shaft front bearing race into

the front housing (1) with Handle C-4171 (2) and
6. Install the front output shaft rear bearing race into

the rear housing (1) with Handle C-4171 (2) and
7. Install the front output shaft front bearing (2) onto

the front output gear (3) with Installer C-3717 (1).
8. Install the front output shaft rear bearing onto the
front output gear (3) with Handle C-4171 (1) and
Installer L-4410 (2).
9. Install the front and rear bearings onto the interme-

diate gear (3) with Handle C-4171 (1) and Installer
L-4410 (2).
10. Install the front bearing onto the hollow shaft (3)
with Handle C-4171 (1) and Installer C-4213 (2).
11. Install the rear bearing onto the hollow shaft with
Installer 9679.
12. Install a new front output shaft seal into the front
housing with Insataller MD998334.
NOTE: Apply a light coating of oil to both the inner

lip and outer surface of the new oil seal.
13. Install a new input gear seal in the front housing

(1) using Installer 8891 (2).
14. Set the hollow shaft in position in the front hous-

ing.
15. Install the input shaft through the front seal and
the hollow shaft.
16. Install the input gear thrust washer (2) onto the
input shaft (1) and hollow shaft (3).
17. Install the snap-ring (2) to hold the input shaft (1)
in the hollow shaft (3).
18. Install the intermediate gear (1) into the front
housing (2).
19. Install the front output shaft (1) into the front
housing (2).
20. Clean the mating surfaces of the transfer case

housings.
21. Apply a 2 mm (0.08 in.) bead of MOPART Gasket
Maker around the perimeter of the front housing.
22. Set the rear housing (1) onto the front housing
(2).
23. Install the bolts (1) to hold the rear housing (2) to
the front housing. Tighten the bolts in a cross pat-
tern to 34 N·m (25 ft.lbs.) for the 30 and 45 mm
long bolts.
24. Using locally acquired nuts, install the 120 mm
long bolts through the transfer case and install the
nuts to the bolts. Tighten the nuts to 10 N·m (7.5
ft.lbs.). Leave the 120 mm bolts torqued this way
for a minimum of 30 minutes to ensure that the
sealant has cured properly. After the 30 minutes,
the 120 mm bolts can be removed.
25. Install the planetary gear system (1) into the

transfer case rear housing (2).
26. Install the snap-ring (2) to hold the input shaft (1)
to the planetary gear system (3).
27. Install the output shaft (1) into the planetary gear
system (2).
28. Install the output shaft bearing into the cover

using a suitable drift tool.
29. Install the rear output shaft bearing snap-ring (1)
into the transfer case cover (2).
30. Clean the mating surfaces of the transfer case

cover and the rear housing.
31. Apply a 2 mm (0.08 in.) bead of MOPART Gasket
Maker around the perimeter of the rear housing.
32. Position the transfer case cover (1) onto the
transfer case (2).
33. Install the bolts (3) to hold the transfer case rear
cover (2) to the transfer case. Tighten the bolts in
a cross pattern to 34 N·m (25 ft.lbs).
34. Install the rear output shaft seal from the transfer
case cover (2) with Installer C-3860A (1).
NOTE: For the most accurate torque reading,

apply a light coating of oil to the nut face that con-
tacts the flange and to the flange splines.
35. Install the rear output shaft flange (2) onto the
output shaft. Install a new nut.
36. Install Holder 6958 (1) onto the rear output flange
(2).
37. Tighten the rear output flange nut to 250 N·m
(185 ft.lbs.).
38. Install the front output shaft flange onto the front
output shaft. Install a new nut.
39. Install Holder 6958 (1) onto the front output flange
(2).
40. Tighten the front output flange nut to 250 N·m
(185 ft.lbs.).
INSTALLATION
1. Support transfer case on a transmission jack.
2. Secure transfer case to jack with chains.
3. Position the transfe case under the vehicle and
align the input shaft with the transmission output
shaft.
4. Move the transfer case and jack forward to engage
transfer case to the transmission.
5. Install the nuts and bolts to attach transfer case to
transmission. Tighten the 120mm bolts to 25 N·m
(18 ft.lbs.), the 30mm bolts to 27 N·m (20 ft.lbs.),
and the nuts to 20 N·m (15 ft.lbs.)
6. Raise the transmission and transfer case into their
normal position.
7. Fill (1, 2) the transfer case with the appropriate
fluid.
8. Install the transfer case dampner.
9. Install the transmission mount assembly to the
transfer case and install the bolts (3) to hold the
transmission mount assembly (2) to the transfer
case (1), 3.5L engine. Tighten the bolts to 55 N·m
(41 ft.lbs.).
10. Install the transmission mount to the transfer case

and install the bolts (2) to hold the transmission
mount (1) to the transfer case, 5.7L engine.
Tighten the bolts to 68 N·m (50 ft.lbs.).
11. Install the bolts (2) to hold the transmission cross-
member (1) to the transmission mount (3). Tighten
the bolts to 65 N·m (48 ft.lbs.).
12. Install the bolts to hold the transmission cross-
member to the frame.Tighten the bolts to 68 N·m
(50 ft.lbs.).
13. Install the front and rear propeller shafts to the
transfer case. (Refer to 3 - DIFFERENTIAL &
DRIVELINE/PROPELLER SHAFT -
INSTALLATION)
SPECIFICATIONS
TORQUE SPECIFICATIONS - MS140

Bolts, Transfer Case Mounting - 120mm 25 18 -
Bolts, Transfer Case Mounting - 30mm 27 20 -
Nuts, Transfer Case Mounting 20 15 -
Bolts, Front to Rear Housing - 120mm 22 16 -
Bolts, Planetary Assembly Cover 9 6.5 79.5
Bolts, Rear Cover 34 25 -
Nut, Rear Output Shaft Flange 250 185 -
Nut, Front Output Shaft Flange 250 185 -
Bolts, Transmission Mount Assembly to Transfer Case - 3.5L 55 41 -
Bolts, Transmission Mount to Transfer Case - 5.7L 68 50 -
Bolts, Transmission Mount to Crossmember 65 48 -
Bolts, Transmission Crossmember 68 50 -
Plug, Oil Fill and Drain 25 18.5 -
SPECIAL TOOLS - MS140
Sleeve - 9679
Wrench, Spanner - 6958
Plug - C-293-3
Insert, Crankshaft Damper Removal - 8513
Blocks, Adapter - C-293-40
Installer, Seal - 8891

Plug - 9678

Puller - C-293-PA
Installer, Bearing - C-4308
Installer - D-130
Sleeve - C-3717
Installer - D-145
Installer - C-3860A
Installer, Bearing - L-4410
Handle, Driver - C-4171
Remover - L-4518
Installer - C-4213
Installer, Seal - MD998334
Plug - SP-3289
FLUID
STANDARD PROCEDURE - FLUID DRAIN AND FILL
1. Raise support vehicle.
2. Disconnect the front and rear propeller shafts from
the transfer case. (Refer to 3 - DIFFERENTIAL &
DRIVELINE/PROPELLER SHAFT - REMOVAL) It
is not necessary to completely remove the propel-
ler shafts from the vehicle.
3. Support transmission (1) with jack stand.
4. Remove the bolts holding the transmission cross-
member to the frame.
crossmember (1) to the transmission mount (3) and
remove the crossmember from the vehicle.
6. Remove the transfer case dampner.

7. Clean the area around the transfer case plugs.
8. Remove the transfer case fill plug (1).
9. Remove the transfer case fluid level inspection
plug (2).
10. Remove the transfer case drain plug (3) and drain
transfer case lubricant.
NOTE: Inspect all the transfer case plug seals and

replace as necessary.
11. Once the fluid has stopped draining, install the

drain plug and tighten the plug to 25 N·m (18.5
ft.lbs.).
12. Raise the transfer case to the normal installed
position.
CAUTION: The fluid must be poured through the

fill opening since there is an area behind the
opening that must be filled with fluid. Do not
attempt to fill the transfer case through the
inspection hole.
13. Begin pouring the appropriate transfer case fluid in the fill hole until the fluid begins to run out of the inspection
hole.
14. After the fluid has drained from the inspection hole for one to two minutes, install the inspection plug and
tighten the plug to 30 N·m (22 ft.lbs.).
15. Install the fill plug and tighten the plug to 25 N·m (18.5 ft.lbs..
16. Install the propeller shafts, transfer case dampner, and the transmission crossmember.
PLANETARY-TRANSFER CASE
DISASSEMBLY
1. Remove the bolts (1) holding the planetary cover
(2) to the planetary assembly (3).
2. Remove the planetary cover (1) from the planetary

assembly (2).
3. Remove the Belleville spring (1) from the friction
disc apply plate (2).
4. Remove the friction disc apply plate (1) from the

friction disc (2).
5. Remove the friction disc (1) from the friction disc

washer (2).
6. Remove the friction disc washer (1) from the plan-

etary assembly (2).
ASSEMBLY
CAUTION: Soak the new friction disc in the appropriate transfer case lubricant (Refer to LUBRICATION &
MAINTENANCE/FLUID TYPES - DESCRIPTION) for a minimum of 30 minutes prior to installation.
1. Install the friction disc washer (1) onto the plane-

tary assembly (2).
2. Install the friction disc (1) onto the friction disc
washer (2).
3. Install the friction disc apply plate (1) onto the fric-
tion disc (2).
4. Install the Belleville spring (1) onto the friction disc

apply plate (2).
5. Install the planetary cover (1) onto the planetary

assembly (2).
6. Install the bolts (1) holding the planetary cover (2)

to the planetary assembly (3). Tighten the bolts to
9 N·m (6.5 ft.lbs.).
SEAL-FRONT OUTPUT SHAFT
REMOVAL
1. Remove the front propeller shaft. (Refer to 3 - DIF-
REMOVAL)
2. Using Holder 6958 (1), remove the front output
shaft flange (2) nut.
3. Using a suitable 2 or 3 jaw puller (1), remove the

front output shaft flange (2).
4. Using a suitable pry tool (1), remove the output

shaft seal (2) from the transfer case (2).
INSTALLATION
1. Install a new front output shaft seal into the transfer
case (2) using Seal Installer MD 998334 (1).
2. Coat both the outer surface and the seal lip with
automatic transmission fluid.
NOTE: Apply a light coating of automatic transmis-

sion fluid to the flange splines prior to installation.
CAUTION: It may be necessary to use a block of

wood and a soft-faced hammer to install the flange
since the flange may have a slight interference fit
to the output shaft.
3. Install the front output shaft flange onto the front

output shaft.
4. Install a new nut onto the output shaft.
5. Using Holder 6958 (1), tighten the front output
shaft flange (2) nut to 250 N·m (185 ft.lbs.).
6. Install the front propeller shaft. (Refer to 3 - DIF-
INSTALLATION)
7. Check and correct the transfer case oil level. (Refer to 21 - TRANSMISSION AND TRANSFER CASE/TRANS-
FER CASE - MS140/FLUID - STANDARD PROCEDURE)
SEAL-REAR OUTPUT SHAFT
REMOVAL
1. Remove the rear propeller shaft. (Refer to 3 - DIF-
REMOVAL)
2. Using Holder 6958 (1), remove the rear output
shaft flange (2) nut.
3. Using a suitable 2 or 3 jaw puller (1), remove the

rear output shaft flange (2).
4. Using a suitable pry tool (1), remove the output

shaft seal (2) from the transfer case (2).
INSTALLATION
1. Install a new rear output shaft seal into the transfer
case (2) using Seal Installer C-3860A (1).
2. Coat both the outer surface and the seal lip with
automatic transmission fluid.
NOTE: Apply a light coating of automatic transmis-

sion fluid to the flange splines prior to installation.
CAUTION: It may be necessary to use a block of

wood and a soft-faced hammer to install the flange
since the flange may have a slight interference fit
to the output shaft.
3. Install the rear output shaft flange onto the rear

output shaft.
4. Install a new nut onto the output shaft.
5. Using Holder 6958 (1), tighten the rear output shaft
flange (2) nut to 250 N·m (185 ft.lbs.).
6. Install the rear propeller shaft. (Refer to 3 - DIF-
INSTALLATION)
7. Check and correct the transfer case oil level. (Refer to 21 - TRANSMISSION AND TRANSFER CASE/TRANS-
FER CASE - MS140/FLUID - STANDARD PROCEDURE)
LX TIRES/WHEELS 22 - 1
TIRES/WHEELS
TABLE OF CONTENTS
page page
TIRES/WHEELS TPM VERIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . 58

DIAGNOSIS AND TESTING TIRE PRESSURE MONITORING - SERVICE
TIRE AND WHEEL VIBRATION . . . . . . . . . . . . . . . . 3 INFORMATION
STANDARD PROCEDURE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
TIRE AND WHEEL BALANCE . . . . . . . . . . . . . . . . . 8 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
TIRE AND WHEEL MATCH MOUNTING . . . . . . . . 9 SENSOR - TPM
TIRE AND WHEEL ROTATION . . . . . . . . . . . . . . . . . 9 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
TIRE AND WHEEL ROTATION - SRT8 . . . . . . . . . . 9 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
REMOVAL CAUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
TIRE AND WHEEL ASSEMBLY (ALUMINUM DIAGNOSIS AND TESTING
WHEEL). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 TIRE PRESSURE SENSOR . . . . . . . . . . . . . . . . . . 65
TIRE AND WHEEL ASSEMBLY (STEEL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
WHEEL). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
INSTALLATION TRANSPONDER - TPM
TIRE AND WHEEL ASSEMBLY (ALUMINUM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
WHEEL). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
TIRE AND WHEEL ASSEMBLY (STEEL REMOVAL
WHEEL). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 FRONT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
SPECIAL TOOLS REAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
TIRES AND WHEELS . . . . . . . . . . . . . . . . . . . . . . . . 15 INSTALLATION
TIRE PRESSURE MONITORING - ELECTRICAL FRONT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
DIAGNOSIS REAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
DIAGNOSIS AND TESTING TIRES
C0077-LOW TIRE PRESSURE . . . . . . . . . . . . . . . 17 DESCRIPTION
C1501–TIRE PRESSURE SENSOR 1 TIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
INTERNAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 TIRE - SRT8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
C1502–TIRE PRESSURE SENSOR 2 REPLACEMENT TIRES . . . . . . . . . . . . . . . . . . . . . . 75
INTERNAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 SPARE TIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
C1503–TIRE PRESSURE SENSOR 3 DIAGNOSIS AND TESTING
INTERNAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 TIRE NOISE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
C1504–TIRE PRESSURE SENSOR 4 TIRE/VEHICLE LEAD . . . . . . . . . . . . . . . . . . . . . . . . 76
INTERNAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 TIRE WEAR PATTERNS . . . . . . . . . . . . . . . . . . . . . 77
C1505–TIRE PRESSURE SENSOR 5 TREAD WEAR INDICATORS . . . . . . . . . . . . . . . . . 77
INTERNAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 STANDARD PROCEDURE
C1506–LEFT FRONT TIRE PRESSURE TIRE INFLATION PRESSURES . . . . . . . . . . . . . . . 77
TRANSPONDER MODULE TIRE PRESSURE FOR HIGH SPEED
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
C1507–RIGHT FRONT TIRE PRESSURE TIRE LEAK REPAIRING . . . . . . . . . . . . . . . . . . . . . 79
TRANSPONDER MODULE CLEANING
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 TIRE CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
C1509–RIGHT REAR TIRE PRESSURE SPECIFICATIONS
TRANSPONDER MODULE TIRE - SRT8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 WHEELS
C150A–LEFT FRONT TIRE PRESSURE DESCRIPTION
TRANSPONDER MODULE VOLTAGE HIGH . . 49 WHEEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
C150B–RIGHT FRONT TIRE PRESSURE WHEEL - SRT8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
TRANSPONDER MODULE VOLTAGE HIGH . . 52 DIAGNOSIS AND TESTING
C150C–RIGHT REAR TIRE PRESSURE WHEEL INSPECTION . . . . . . . . . . . . . . . . . . . . . . . 81
TRANSPONDER MODULE VOLTAGE HIGH . . 55
22 - 2 TIRES/WHEELS LX
CLEANING INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
WHEEL AND WHEEL TRIM CARE . . . . . . . . . . . . 82 STUDS - REAR
SPECIFICATIONS REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
WHEEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
WHEEL - SRT8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
STUDS - FRONT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
TIRES/WHEELS
TIRE AND WHEEL VIBRATION
Tire and wheel imbalance, runout and force variation can cause vehicles to exhibit steering wheel vibration.
VISUAL INSPECTION
Visual inspection of the vehicle is recommended prior to road testing or performing any other procedure. Raise the
vehicle on a suitable hoist. (Refer to LUBRICATION & MAINTENANCE/HOISTING - STANDARD PROCEDURE)
Inspect for the following:
• Verify correct (OEM) wheel and tire, as well as correct wheel weights.
• Inspect tires and wheels for damage, mud packing and unusual wear; correct as necessary.
• Check and adjust tire air pressure to the pressure listed on the label attached to the driver’s door opening.
ROAD TEST
Road test vehicle on a smooth road for a least five miles to warm tires (remove any flat spots). Lightly place hands
on steering wheel at the 10:00 and 2:00 positions while slowly sweeping up and down from 90 to 110 km/h (55 to
70 mph) where legal speed limits allow.
Observe the steering wheel for:
• Visual Nibble (oscillation: clockwise/counterclockwise, usually due to tire imbalance)
• Visual Buzziness (high frequency, rapid vibration up and down)
To rule out vibrations due to brakes or powertrain:
• Lightly apply brakes at speed; if vibration occurs or is enhanced, vibration is likely due to causes other than
tire and wheel assemblies.
• Shift transmission into neutral while vibration is occurring; if vibration is eliminated, vibration is likely due to
causes other than tire and wheel assemblies.
For brake vibrations, (Refer to 5 - BRAKES - BASE/HYDRAULIC/MECHANICAL/ROTOR - DIAGNOSIS AND TEST-
ING).
For powertrain vibrations, (Refer to 3 - DIFFERENTIAL & DRIVELINE - DIAGNOSIS AND TESTING).
For tire and wheel assembly vibrations, continue with this diagnosis and testing procedure.
TIRE AND WHEEL BALANCE

1. Balance the tire and wheel assemblies as necessary following the wheel balancer manufacturer’s instructions
and using the information listed in Tire And Wheel Balance. (Refer to 22 - TIRES/WHEELS - STANDARD PRO-
CEDURE)
2. Road test the vehicle for at least 5 miles, following the format described in Road Test.
3. If the vibration persists, continue with this diagnosis and testing procedure.
TIRE AND WHEEL RUNOUT/MATCH MOUNTING
1. System Radial Runout. This on-the-vehicle sys-
tem check will measure the radial runout including
the hub, wheel and tire.
a. Raise vehicle so tires clear floor. (Refer to
LUBRICATION & MAINTENANCE/HOISTING -
STANDARD PROCEDURE)
b. Apply masking tape around the circumference
of the tire in the locations to be measured (1).
Do not overlap the tape.
c. Check system runout using Dial Indicator Set,
Special Tool C-3339A with 25-W wheel, or
equivalent. Place the end of the indicator
against each taped area (one at a time) (2)
and rotate the tire and wheel. System radial
runout should not exceed 0.76 mm (0.030 inch)
with no tread “dips” or “steps.” Tread “dips” and
“steps” can be identified by spikes of the dial
indicator gauge.
• Tread 9dips9; Rapid decrease then increase in dial indicator reading over 101.6 mm (4.0 inch) of tread circum-
ference.
• Tread 9steps9; Rapid decrease or increase in dial indicator reading over 101.6 mm (4.0 inch) of tread circum-
ference.
d. If system runout is excessive, re-index the tire and wheel assembly on the hub. Remove assembly from
vehicle and install it back on the hub two studs over from original mounting position. If re-indexing the tire
and wheel assembly corrects or reduces system runout, check hub runout and repair as necessary (Refer to
5 - BRAKES - BASE/HYDRAULIC/MECHANICAL/ROTORS - DIAGNOSIS AND TESTING).
e. If system runout is still excessive, continue with this diagnosis and testing procedure.
2. Tire and Wheel Assembly Radial Runout. This radial runout check is performed with the tire and wheel assem-
bly off the vehicle.
a. Remove tire and wheel assembly from vehicle and install it on a suitable wheel balancer.
b. Check system runout using Dial Indicator Set, Special Tool C-3339A with 25-W wheel, or equivalent. Place
the end of the indicator against each taped
area (one at a time) and rotate the tire and
wheel. Radial runout should not exceed 0.76
mm (0.030 inch) with no tread “dips” or “steps.”
Tread “dips” and “steps” can be identified by
spikes of the dial indicator gauge.
c. If runout exceeds limits, mark the original location of the tire on the wheel at the valve stem (1)(4). Also,
mark the tire and wheel to indicate the original
high spot (2) of the assembly and record the
runout measurement.
d. If runout exceeds limits, the tire will need to be
dismounted from the wheel to verify wheel vs.
tire contribution. Refer to Wheel Runout below.
3. Lateral Runout. Lateral runout for the vehicle system as well as the tire and wheel assembly should be less
than 0.76 mm (0.030 inch). The same procedure and theory described for radial runout can also be applied to
identify and reduce lateral runout.
4. Wheel Runout. This runout check is performed as follows:
a. Dismount the tire from the wheel.
b. Mount the wheel back on the wheel balancer.
c. Measure radial runout of the wheel at the tire bead seat (1, 6). Runout should not exceed the specification
limit listed in the following table. Replace the
wheel if it exceeds the limit.
d. Measure lateral runout of the wheel at the tire bead seat (1, 6). Runout should not exceed the specification
limit listed in the following table. Replace the
wheel if it exceeds the limit.
WHEEL RUNOUT LIMITS
WHEEL TYPE RADIAL RUNOUT LATERAL RUNOUT

Aluminum Wheel 0.25 mm (0.010 inch) 0.76 mm (0.030 inch)
Steel Wheel 0.51 mm (0.020 inch) 0.76 mm (0.030 inch)
SRT8 Wheel 0.51 mm (0.020 inch) 0.64 mm (0.025 inch)
5. Match Mounting. If the wheel runout is within specifications, tire and wheel assembly runout can be improved by
re-indexing (match mounting) the tire to the wheel as described below.
a. Remount the tire on the rim 180 degrees from its original location. Ensure the tire bead is properly seated.
b. Re-measure the total runout. Mark the tire at
the high spot and record the measurement.
If runout is still excessive, perform the following:

• If the new high spot is within 102 mm (4.0 inch) of the first high spot on the tire, replace the tire.
• If the new high spot is within 102 mm (4.0 inch) of the first high spot on the wheel, the wheel may be out of
specification. Refer to Wheel Runout above.
• If the new high spot is NOT within 102 mm (4.0 inch) of either high spot, draw an arrow on the tread from new
high spot toward the original (2). Break down the
tire and remount it 90 degrees on rim in that
direction, then re-measure runout. This will nor-
mally reduce the runout to an acceptable
amount.
6. Once back together, road test the vehicle for at least 5 miles, following the format described in Road Test. If
vibration persists, and all components tested are within specification, the tires may have an excessive radial
force condition. Radial force variation can only be checked as indicated below. If this equipment is not available,
consult with the tire manufacturer.
RADIAL FORCE VARIATION

Radial Force Variation can be checked using the Hunter GSP 9700 Vibration Control System (Wheel Balancer) or
equivalent, if available. This type of equipment helps to correct ride disturbances by reducing the radial force vari-
ation of an assembly through re-indexing of the tire to wheel.
The equipment manufacturer or DaimlerChrysler Corporation may supply reference values as guidelines. Radial
force measurements above the reference value may not always result in a ride disturbance, nor do they automat-
ically mean the assembly components are out of specification. Do not replace components based on radial force
values alone. Balancing, runout diagnosis, re-indexing, and subjective road testing must be performed as outlined in
previous sections of this diagnosis and testing procedure.
Use the Radial Force equipment to identify suspect assemblies and minimize the radial forces. After all suspect
assemblies are optimized, reinstall the assemblies and road test the vehicle. If a disturbance still exists and all other
vibration diagnostic procedures have been completed, replace one tire or one wheel at a time, starting with the
assembly having the highest force variation. Be sure to minimize each new assembly. Road test the vehicle follow-
ing each replacement. Continue this process until the disturbance is resolved.
NOTE: When using Radial Force equipment, it is critically important to set proper tire inflation pressure and
ensure centering of the wheel on the equipment spindle.
RADIAL FORCE VARIATION REFERENCE VALUES
MEASUREMENT 17 INCH TIRES 18 INCH TIRES 20 INCH TIRES

Total Radial Force Less Than 25 Lbs. ± 2 Less Than 18 Lbs. ± 2 Less Than 23 Lbs. ± 2
Variation (RFV) Lbs. Lbs. Lbs.
Radial First Harmonic Less Than 12 Lbs. ± 2 Less Than 12 Lbs. ± 2 Less Than 15 Lbs. ± 2
(R1H) Lbs. Lbs. Lbs.
Radial Second Harmonic Less Than 10 Lbs. ± 2
Less Than 8 Lbs. ± 2 Lbs. Less Than 8 Lbs. ± 2 Lbs.
(R2H) Lbs.
STANDARD PROCEDURE
TIRE AND WHEEL BALANCE
NOTE: Balance equipment must be calibrated and maintained per equipment manufacturer’s specifications.
Wheel balancing can be accomplished with either on-vehicle or off-vehicle equipment.
NOTE: If using on-vehicle balancing equipment, on the driving axle, remove the opposite wheel and tire
assembly.
It is recommended that a two-plane dynamic balancer be used when a tire and wheel assembly requires balancing.
A static balancer should only be used when a two-plane balancer is not available.
Balance wheel and tire assemblies dynamically and statically to less than 0.25 (1⁄4) ounce.
For static balancing, find the location of the heavy
spot causing the imbalance (1). Counter balance the
wheel directly opposite the heavy spot. Determine
weight required to counterbalance the area of imbal-
ance. Place half of this weight on the inner rim flange
and the other half on the outer rim flange (3) at the
predetermined spots.
For dynamic balancing, the balance equipment is

designed to indicate the location and amount of weight
to be applied to both the inner and outer rim flanges
(2).
The aluminum wheels on this vehicle use a different wheel weight than do the steel wheels. Be sure to use the
correct wheel weight for the wheel type.
Always verify the Balance. When using off-vehicle equipment, remount the tire and wheel assembly 180 degrees on
the balancer spindle and recheck balance. Balance variation from one spot to the other should not be more than
0.125 (1⁄8) ounce. If variation is more than 0.125 ounce, balancing equipment could be malfunctioning.
If difficult to balance, break down the tire and wheel assembly and check for loose debris inside the tire. Prior to
disassembly, mark (index) the tire at the valve stem. Use this mark in order to remount the tire in its original ori-
entation with respect to the wheel.
TIRE AND WHEEL MATCH MOUNTING

Wheels and tires are match mounted at the factory. This means that the high spot of the tire is matched to the low
spot on the wheel rim. This technique is used to reduce runout in the wheel and tire assembly. The high spot on the
tire is marked with a paint mark or a bright colored adhesive label on the outboard sidewall. The low spot on the
wheel is identified with a label on the outside of the rim and a dot or line in the drop well area of the rim (inside
where the tire mounts). If the outside label has been removed, the tire will have to be removed to locate the dot or
line on the inside of the rim. The tire can then be match mounted to the tire.
Information on match mounting the tire to the wheel can be found in Tire and Wheel Runout/Match Mounting, items
(2) through (5), within Diagnosis And Testing - Tire And Wheel Vibration. (Refer to 22 - TIRES/WHEELS - DIAG-
NOSIS AND TESTING)
TIRE AND WHEEL ROTATION

Tires on the front and rear operate at different loads
and perform different steering, driving, and braking
functions. For these reasons they wear at unequal
rates and tend to develop irregular wear patterns.
These effects can be reduced by rotating the tires at
regular intervals. The benefits of tire rotation are:
• Increase tread life
• Maintain traction levels
• A smooth, quiet ride
The suggested method of tire rotation is shown in
graphic. Other rotation methods can be used, but they
will not provide all the tire longevity benefits.
TIRE AND WHEEL ROTATION - SRT8

The following information covers recommended tire rotation practices. For Tire And Wheel Removal and Installation
procedures, (Refer to 22 - TIRES/WHEELS - REMOVAL) (Refer to 22 - TIRES/WHEELS - INSTALLATION)
THREE-SEASON TIRE EQUIPPED

Vehicles equipped with Three-Season tires (Goodyear
F1 Supercar) do not allow for normal tire rotation due
to different size tires front-to-rear. These tires have a
non-directional asymmetrical tread pattern allowing the
tire and wheel assemblies to be switched side-to-side
on the same axle.
ALL-SEASON TIRE EQUIPPED
Vehicles equipped with All-Season tires (Goodyear

Eagle RS-A) use the suggested method of tire rotation
that is shown in the graphic. Other rotation methods
can be used, but they will not provide all the tire lon-
gevity benefits.
REMOVAL
TIRE AND WHEEL ASSEMBLY (ALUMINUM WHEEL)
1. Raise vehicle so tire and wheel assembly clears ground level.
2. If vehicle is equipped with wheel center caps cov-
ering wheel nuts, remove cap with appropriate
removal tool utilizing notch formed into wheel (2)
near valve stem (1). Use care not to damage wheel
coating.
3. Remove five wheel mounting (lug) nuts (3) from
studs.
4. Remove tire and wheel assembly (1) from hub.
TIRE AND WHEEL ASSEMBLY (STEEL WHEEL)

1. Raise and support vehicle so tire and wheel
assembly clears ground level.
CAUTION: When removing the wheel cover, do not

pry the wheel cover from the wheel. This can
result in damage to the wheel cover. The wheel
cover is attached using the wheel mounting nuts.
2. Remove five wheel mounting (lug) nuts (3) from

studs.
3. Remove wheel cover (2) using care not to let tire
and wheel assembly (1) fall off vehicle.
4. Remove tire and wheel assembly (1) from hub.
INSTALLATION
TIRE AND WHEEL ASSEMBLY (ALUMINUM WHEEL)
WARNING: Installing wheels without good metal-to-metal contact with the mounting surface could cause
loosening of the wheel mounting (lug) nuts. This could adversely affect the safety and handling of the vehi-
cle.
NOTE: Never use oil or grease on studs or wheel mounting (lug) nuts.
1. Clean wheel mounting surfaces, removing any
build-up of corrosion. It is important to have good
metal-to-metal contact between wheel and vehicle.
2. Position tire and wheel assembly (1) on wheel
mounting studs using hub pilot as guide. Place and
hold wheel flush up against mounting surface.
NOTE: Always use the original (OEM) style wheel

mounting (lug) nuts. Do not use replacement parts
of lesser quality or substitute design.
3. Loosely install all five wheel mounting (lug) nuts

(3).
4. Lightly snug all wheel mounting nuts, then progres-

sively tighten them in proper sequence shown.
Tighten nuts to 150 N·m (110 ft. lbs.).
5. If applicable, install wheel center cap (4).

6. Lower vehicle.
TIRE AND WHEEL ASSEMBLY (STEEL WHEEL)

WARNING: Installing wheels without good metal-to-metal contact with the mounting surface could cause
loosening of the wheel mounting (lug) nuts. This could adversely affect the safety and handling of the vehi-
cle.
NOTE: Never use oil or grease on studs or wheel mounting nuts.
1. Clean wheel mounting surfaces, removing any cor-

rosion build-up. It is important to have good metal-
to-metal contact between wheel and vehicle.
2. Position tire and wheel assembly (1) on wheel
mounting studs using hub pilot as guide. Place and
hold wheel flush up against mounting surface.
NOTE: Wheel mounting nuts must be installed on

the studs as shown (2) to allow proper installation
of the wheel cover.
3. Using valve stem as an index placed at 12 O’clock

position (1), install and lightly tighten two wheel
mounting nuts on studs located at 2 O’clock and 10
O’clock positions as shown (2).
4. Place wheel cover (3) on wheel in the following
fashion:
a. Align valve notch in wheel cover with valve
stem on wheel (2).
b. At same time, align two holes in wheel cover
having retaining tabs (1) with two installed
wheel nuts.
c. Press in on center of wheel cover until wheel
cover retaining tabs (1) push past and engage
rear of previously installed wheel mounting
nuts. This will hold wheel cover in place.
5. Install and lightly tighten three remaining wheel

mounting nuts (3) securing wheel cover in place.
6. Progressively tighten all five wheel mounting nuts

in proper sequence. Tighten wheel nuts to 150 N·m
7. Lower vehicle.
SPECIAL TOOLS
TIRES AND WHEELS
Dial Indicator C-3339A
Press, Ball Joint C-4150A

TIRE PRESSURE MONITORING - ELECTRICAL DIAGNOSIS
C0077-LOW TIRE PRESSURE
• When Monitored:
Continuously.
• Set Condition:
A low pressure condition will exist when the tire pressure falls below or is equal to the low pressure threshold
value as specified for the vehicle.
Possible Causes
INTERMITTENT PERFORMANCE DTC

INCORRECT TIRE PRESSURE
TIRE PRESSURE SENSOR
WCM (SKREEM)
Diagnostic Test

With the scan tool, select View DTCs in the Wireless Control Module (SKREEM).
Yes >> Go to 2
No >> Go to 4
2. LOW TIRE PRESSURE

NOTE: The DTC can be caused by many different factors and might not be a sensor/transmitter or a WCM
(SKREEM) fault. Interference from other elements will over power the sensor/transmitter RF frequency mak-
ing erratic operation to the in the TPM system. Check the vehicle for aftermarket accessories that could
compromise the RF frequency signal before diagnosing the TPM system.
Correct all tire pressure to the recommended specifications and wait 2 minutes.
With the scan tool, clear DTCs in the Wireless Control Module (SKREEM).
Test Drive the vehicle for a minimum of 10 minutes with vehicle speed greater than 15 m.p.h.
Does the DTC reset or is the status Active for this DTC?
Yes >> Go to 3
3. TIRE PRESSURE SENSOR

Replace the Tire Pressure Sensor in accordance with the Service Information.
Yes >> Replace the Wireless Control Module (SKREEM) in accordance with the Service Information.
Perform TPM VERIFICATION TEST (Refer to 22 - TIRES/WHEELS/TIRE PRESSURE MONITORING -
4. INTERMITTENT TIRE PRESSURE SENSOR DTC
Refer to any Technical Service Bulletins that may apply to this condition.
C1501–TIRE PRESSURE SENSOR 1 INTERNAL

Theory of Operation
The tire pressure sensor actively monitors the air pressure and air temperature inside the tire, the sensor internal
battery status, and the radial acceleration of the wheel. Each sensor has a unique ID code. The sensor transmits
the data at regular intervals via an encoded signal to a receiver circuit located in the Wireless Control Module
(SKREEM).
• When Monitored:
With vehicle speed greater than 15 m.p.h. (24 km/h).
• Set Condition:
The WCM (SKREEM) will monitor the signals from the four active road tire sensors. A loss of signal error is
detected when eight consecutive blocks of data are not received or cannot be accurately decoded. An internal
sensor hardware error condition will be set when an error in the accelerometer, pressure sensor, or tempera-
ture sensor is detected.
Possible Causes
INTERMITTENT TIRE PRESSURE SENSOR INTERNAL DTC

WIRELESS CONTROL MODULE (SKREEM)
Diagnostic Test

Yes >> Go to 2
No >> Go to 4

Yes >> Go to 3
3. WIRELESS CONTROL MODULE (SKREEM)

View repair.
Repair
Replace the Wireless Control Module (SKREEM) in accordance with the Service Information.

Yes >> Return to the beginning of this test and perform the diagnostic procedure as necessary.

Theory of Operation
(SKREEM).
• When Monitored:
• Set Condition:
Possible Causes

Diagnostic Test

Yes >> Go to 2
No >> Go to 4

Yes >> Go to 3

View repair.
Repair
Replace the Wireless Control Module (SKREEM) in accordance with the Service Information.Perform
TPM VERIFICATION TEST (Refer to 22 - TIRES/WHEELS/TIRE PRESSURE MONITORING - DIAG-
NOSIS AND TESTING)

Theory of Operation
(SKREEM).
• When Monitored:
• Set Condition:
Possible Causes

Diagnostic Test

Yes >> Go to 2
No >> Go to 4

Yes >> Go to 3

View repair.
Repair
NOSIS AND TESTING)


Theory of Operation
(SKREEM).
• When Monitored:
• Set Condition:
Possible Causes

Diagnostic Test

Yes >> Go to 2
No >> Go to 4

Yes >> Go to 3

View repair.
Repair
NOSIS AND TESTING)

Theory of Operation
(SKREEM).
• When Monitored:
• Set Condition:
Possible Causes

Diagnostic Test

Yes >> Go to 2
No >> Go to 4

Yes >> Go to 3

View repair.
Repair
NOSIS AND TESTING)

C1506–LEFT FRONT TIRE PRESSURE TRANSPONDER MODULE PERFORMANCE

Theory of Operation
The Tire Pressure Transponder Module is used to automatically learn the location of each wheel sensor on the
vehicle. The module is controlled and activated in sequence by the Wireless Control Module (SKREEM) over a LIN
bus. When activated, the module will generate a 125 KHz signal of sufficient field strength to activate the tire pres-
sure sensor and force a RF transmission from the sensor.
• When Monitored:
Continuously.
• Set Condition:
The WCM (SKREEM) will monitor the messages from each Tire Pressure Transponder Module over the LIN
bus. If any of the messages are not received, or are received other than as expected, a DTC will set. When
the condition is corrected, or is no longer detected, as acknowledged via a LIN bus message, the WCM will
reset the appropriate transponder module fault status.
Possible Causes
INTERMITTENT TIRE PRESSURE TRANSPONDER MODULE PERFORMANCE DTC

(D508) TIRE PRESSURE BUS CIRCUIT SHORT TO VOLTAGE
(D508) TIRE PRESSURE BUS CIRCUIT SHORT TO GROUND
(D508) TIRE PRESSURE BUS CIRCUIT OPEN OR HIGH RESISTANCE
(F500) FUSED RUN RELAY OUTPUT CIRCUIT OPEN OR HIGH RESISTANCE
(Z901) GROUND CIRCUIT(S) OPEN OR HIGH RESISTANCE
TIRE PRESSURE TRANSPONDER MODULE
Diagnostic Test

Yes >> Go to 2
No >> Go to 9
2. (D508) TIRE PRESSURE BUS CIRCUIT SHORT TO VOLTAGE

Disconnect the Tire Pressure Transponder Module harness connector.
Disconnect the Sentry Key Remote Entry Module harness connector.
Measure the voltage of the (D508) Tire Pressure Bus circuit.
Yes >> Repair the (D508) Tire Pressure Bus circuit for a short to
voltage.
Perform TPM VERIFICATION TEST (Refer to 22 - TIRES/
WHEELS/TIRE PRESSURE MONITORING - DIAGNOSIS
AND TESTING)
No >> Go to 3
3. (D508) TIRE PRESSURE BUS CIRCUIT SHORT TO GROUND
Measure the resistance between ground and the (D508) Tire Pressure
Bus circuit.
ground.
AND TESTING)
No >> Go to 4
4. (D508) TIRE PRESSURE BUS CIRCUIT OPEN OR HIGH RESISTANCE

Measure the resistance of the (D508) Tire Pressure Bus circuit.
Yes >> Repair the (D508) Tire Pressure Bus circuit for an open cir-
cuit or high resistance.Perform TPM VERIFICATION TEST
(Refer to 22 - TIRES/WHEELS/TIRE PRESSURE MONI-
TORING - DIAGNOSIS AND TESTING)
No >> Go to 5
5. (F500) FUSED RUN RELAY OUTPUT CIRCUIT OPEN OR HIGH RESISTANCE

Using a 12–volt test light connect to ground, check the (F500) Fused
Run Relay Output circuit.
NOTE: The test light should be illuminated and bright. Compare
the brightness to that of a direct connection to the battery.
Is the test light illuminated and bright?
Yes >> Go to 6
No >> Repair the (F500) Fused Run Relay Output circuit for an
open circuit or high resistance.Perform TPM VERIFICATION
TEST (Refer to 22 - TIRES/WHEELS/TIRE PRESSURE
MONITORING - DIAGNOSIS AND TESTING)
6. (Z901) GROUND CIRCUIT(S) OPEN OR HIGH RESISTANCE

Using a 12–volt test light connect to 12 volts, check each of the (Z901)
Ground circuit(s).
Yes >> Go to 7
No >> Repair the (Z901) Ground circuit(s) for an open circuit or
high resistance.Perform TPM VERIFICATION TEST (Refer
to 22 - TIRES/WHEELS/TIRE PRESSURE MONITORING -
7. TIRE PRESSURE TRANSPONDER MODULE

Replace the appropriate Tire Pressure Transponder Module in accordance with the Service Information.
Yes >> Go to 8
View repair.
Repair
9. INTERMITTENT TIRE PRESSURE TRANSPONDER MODULE DTC

Using the wiring schematic as a guide, inspect the wiring and connectors relative to this circuit.
Yes >> Return to the first step of this test and perform the diagnostic procedure.
C1507–RIGHT FRONT TIRE PRESSURE TRANSPONDER MODULE PERFORMANCE
Theory of Operation
• When Monitored:
Continuously.
• Set Condition:
Possible Causes

Diagnostic Test

Yes >> Go to 2
No >> Go to 9

voltage.
AND TESTING)
No >> Go to 3

Bus circuit.
ground.
AND TESTING)
No >> Go to 4

No >> Go to 5
Yes >> Go to 6

Ground circuit(s).
Yes >> Go to 7

Yes >> Go to 8

View repair.
Repair
NOSIS AND TESTING)

Yes >> Return to the first step of this test and perform the diagnostic procedure.Perform TPM VERIFICATION
TEST (Refer to 22 - TIRES/WHEELS/TIRE PRESSURE MONITORING - DIAGNOSIS AND TESTING)
C1509–RIGHT REAR TIRE PRESSURE TRANSPONDER MODULE PERFORMANCE

Theory of Operation
• When Monitored:
Continuously.
• Set Condition:
Possible Causes

Diagnostic Test

Yes >> Go to 2
No >> Go to 9

voltage.Perform TPM VERIFICATION TEST (Refer to 22 -
TIRES/WHEELS/TIRE PRESSURE MONITORING - DIAG-
NOSIS AND TESTING)
No >> Go to 3
Bus circuit.
ground.
AND TESTING)
No >> Go to 4

No >> Go to 5

Yes >> Go to 6

Ground circuit(s).
Yes >> Go to 7

Yes >> Go to 8
View repair.
Repair
NOSIS AND TESTING)
9. INTERMITTENT TIRE PRESSURE TRIGGER MODULE DTC

C150A–LEFT FRONT TIRE PRESSURE TRANSPONDER MODULE VOLTAGE HIGH

Theory of Operation
• When Monitored:
Continuously.
• Set Condition:
The WCM receives a message from the Tire Pressure Transponder Module indicating that an over voltage
condition has been detected.
Possible Causes

Diagnostic Test

NOTE: If a system or battery voltage high DTC is set in the Wireless Control Module (SKREEM) or in the
PCM, repair the voltage DTC before continuing with this test.
Yes >> Go to 2
No >> Go to 6

Yes >> Go to 3
open circuit or high resistance.
AND TESTING)

Ground circuit(s).
Yes >> Go to 4
high resistance.
AND TESTING)

Yes >> Go to 5

View repair.
Repair

C150B–RIGHT FRONT TIRE PRESSURE TRANSPONDER MODULE VOLTAGE HIGH
Theory of Operation
• When Monitored:
Continuously.
• Set Condition:
Possible Causes

Diagnostic Test

Yes >> Go to 2
No >> Go to 6

Yes >> Go to 3
AND TESTING)
Ground circuit(s).
Yes >> Go to 4
high resistance.
AND TESTING)

Yes >> Go to 5

View repair.
Repair

C150C–RIGHT REAR TIRE PRESSURE TRANSPONDER MODULE VOLTAGE HIGH

Theory of Operation
• When Monitored:
Continuously.
• Set Condition:
Possible Causes

Diagnostic Test

Yes >> Go to 2
No >> Go to 6

Yes >> Go to 3
AND TESTING)

Ground circuit(s).
Yes >> Go to 4
high resistance.
AND TESTING)

Yes >> Go to 5

View repair.
Repair

TPM VERIFICATION
Diagnostic Test
1. TPM
Was the WCM/SKREEM replaced during the test procedure?

Yes >> Go to 2
No >> Go to 3
2. WCM/SKREEM
NOTE: When entering the PIN, care should be taken because the SKREEM will only allow 3 consecutive
attempts to enter the correct PIN. If 3 consecutive incorrect PIN’s are entered the SKREEM will Lock Out the
scan tool. To exit Lock Mode, the ignition key must remain the Run position for I hour. All accessories must
be off. A battery charger connected to the battery during this time period is recommended.
1. Reconnect the previously removed and/or disconnected components and connectors.
2. Obtain the vehicle’s unique Personal Identification Number (PIN) assigned to it’s original SKREEM. This num-
ber can be obtained from the vehicle invoice or from the DaimlerChrysler Customer Center (Phone 1-800-992-
1997).
3. With the scan tool, select Miscellaneous Functions, WCM/Wireless Control Module. Then select the desired
procedure and follow the display on the scan tool.
4. If the WCM/SKREEM was replaced, all the customer’s keys must be programmed to the new module. Use the
scan tool and the Program Key procedure
5. With the scan tool, ease all DTCs. Perform 5 ignition key cycles, leaving the key on for at least 90 seconds
per cycle.
6. Drive the vehicle for a minimum of 10 minutes while maintaining a continuous speed above 15 mph (24 km/h).
During this time the system will learn the new sensor ID code and will clear any DTC(s) automatically.
7. With the scan tool, read WCM/SKREEM DTC(s).
Are there any DTC(s) present?
Yes >> Repair not complete, refer to the appropriate symptom.
3. TIRE PRESSURE SENSOR/TIRE PRESSURE TRANSPONDER REPLACE

1. Reconnect the previously removed and/or disconnected components and connectors.
2. Drive the vehicle for a minimum of 10 minutes while maintaining a continuous speed above 15 mph (24 km/h).
During this time the system will learn the new sensor ID code and will clear any DTC(s) automatically.
3. With the scan tool, read TPM DTC(s).
Are there any DTC(s) present?
Yes >> Repair not complete, refer to the appropriate symptom.
TIRE PRESSURE MONITORING - SERVICE INFORMATION
DESCRIPTION
The Tire Pressure Monitoring (TPM) system monitors air pressure in the four road tires (excludes spare). Pressure
in the spare tire is not monitored. There are two systems available on this vehicle, a base and a premium. The base
system does not specify how many tires are low or where they are located. The premium system does so.
TPM alerts the driver when tire pressure falls below predetermined thresholds. (Refer to 22 - TIRES/WHEELS/TIRE
PRESSURE MONITORING - OPERATION)
The TPM systems are controlled by the Wireless Control Module (WCM), commonly referred to as the Sentry Key
Remote Entry Module (SKREEM).
There is a sensor (transmitter) in each of the vehicle’s four road wheels that operates on a 315 MHz radio fre-
quency. Export vehicle sensors operate on a 433 MHz radio frequency.
If a vehicle is equipped with the premium TPM system, transponders located in three of the four wheel wells of the
vehicle are used to provide the WCM with the location of the tire pressure sensors on the vehicle. The transponders
are located in the left front, right front and right rear wheel wells.
An indicator lamp located in the instrument cluster and, if equipped with the premium TPM system, the Electronic
Vehicle Information Center (EVIC) are used to communicate system information.
For further information, refer to the Owners Manual or the appropriate diagnostic information.
OPERATION
The Tire Pressure Monitoring (TPM) system uses radio and sensor technology to monitor tire air pressure levels.
Sensors, mounted to each road wheel as part of the valve stem, transmit an RF signal indicating their individual
pressure to a receiver located in the Wireless Control Module (WCM), commonly referred to as the Sentry Key
Remote Entry Module (SKREEM). These transmissions occur approximately once every minute at speeds over 15
mph (24 km/h). The Tire Pressure Monitoring system remains active even if no tire pressure related message is
displayed.
The sensors lay dormant (Park Mode), then wake and start transmitting (Drive Mode) when the vehicle first reaches
speeds over 15 mph (24 km/h). Once the wheels stop rotating for a period of approximately 20 minutes, the sensors
shut down until again awaken. Although not transmitting as when in Drive Mode, while in Park Mode, the sensors
still transmit approximately once every 13 hours to let the receiver know air pressure status at that time. Sensors
will also transmit when a pressure change of one psi (seven kPa) or more is detected during that period. For more
information on sensors, (Refer to 22 - TIRES/WHEELS/TIRE PRESSURE MONITORING/SENSOR - OPERATION).
If the vehicle is equipped with the premium TPM system, transponders located in three of the four wheel wells of the
vehicle are used to provide the WCM with the location of the tire pressure sensors on the vehicle. The transponders
are located in the left front, right front and right rear wheel wells. A fourth transponder is not necessary in the
remaining wheel well due to the process-of-elimination theory. Once the system knows the location of the first three
sensors it assumes the location of the fourth tire pressure sensor is in the left rear tire. For more information, (Refer
to 22 - TIRES/WHEELS/TIRE PRESSURE MONITORING/TRANSPONDER - OPERATION).
If the system detects that the tire pressure in any road tire is going low, beyond the Low Pressure (lamp) ON thresh-
old (see following tables), the TPM system will continuously illuminate an indicator lamp. If equipped with the pre-
mium TPM system, a message will be displayed in the instrument cluster. The text message will indicate which tire
is low and the display will show all current tire pressures, the low tire will be flashing with its pressure value. This
message will be displayed for the rest of the ignition cycle, or until the Low Tire pressure condition has been cor-
rected. A chime will sound upon initial detection. Once pressure in the suspect tire raises above the Low Pressure
(lamp) OFF Threshold, the lamp will go out and the system returns to normal within approximately two minutes time.
If a message center button is pressed, the message is replaced by the new message requested; however, if the
Low Tire condition has not been corrected, the Low Tire pressure message will again be displayed.
If a system fault is detected, the indicator lamp will flash on/off for 60 seconds, once every 10 minutes.
For further information, refer to the Owners Manual or the Appropriate Diagnostic Information.
NOTE: Each of the following TPM Threshold Pressure Tables corresponds to a specific placard tire pres-
sure. To use the correct table, refer to the Tire And Loading Information label attached to the driver’s door
opening (B-pillar) of the vehicle being serviced.
TPM THRESHOLD PRESSURES - PLACARD PRESSURE 30 PSI (207 KPA)
Placard Pressure (Cold) 30 PSI (207 kPa)

Low Pressure OFF Threshold 28 PSI (193 kPa)
Low Pressure ON Threshold 24 PSI (165 kPa)


SENSOR - TPM
DESCRIPTION
On vehicles equipped with Tire Pressure Monitoring
(TPM), one tire pressure sensor (6) is mounted to
each wheel (5) in place of the traditional tire valve
stem. Each sensor has an internal battery that lasts
up to 10 years. The battery is not serviceable. At the
time of battery failure, the sensor must be replaced.
The TPM system operates on a 315 MHz radio fre-

quency. The 315 MHz sensors can be easily identified
by a white outline oval (black center) insignia (3) on
the sensor body.
The Export TPM system operates on a 433 MHz radio

frequency. The 433 MHz sensors can be easily iden-
tified by either a solid white oval insignia (3) on the
body or...
... a solid white oval insignia (3) with 433 printed in the
center. The sensors are identical except for the oval
insignia.
CAUTION: Although 315 MHz and 433 MHz sensors are identical in size and shape, they are not inter-
changeable. Always make sure the correct sensor is being used.
NOTE: Once mounted inside a tire and wheel assembly you are not able to visually tell the difference
between a 315 MHz and 433 MHz sensor. The tire must be dismounted allowing visual inspection of the
sensor body.
The TPM sensors are designed for original style factory wheels. Do not attempt to install a tire pressure sensor
in an aftermarket wheel. If aftermarket wheels are installed and do not contain tire pressure sensors, the
system will not function properly and the driver will be continuously notified of a system malfunction.
The serviceable components of the tire pressure sen-
sor are :
• Sensor-To-Wheel Seal (2) and Metal Washer (1)
• Valve Stem Cap (4)
• Valve Stem Core
• Valve Stem Nut (with pressed-in washer) (3)
The valve stem caps and cores used are specifically designed for the tire pressure monitoring sensors. Although
similar to standard valve stem caps and cores, they are different. The valve stem cap has a special seal inside to
keep moisture and corrosion out. The valve stem core has a special nickel coating to protect from corrosion.
OPERATION
The battery operated tire pressure sensors lay dormant (Park Mode), then wake and start transmitting (Drive Mode)
when the vehicle first reaches speeds over 15 mph (24 km/h). Once the wheels stop rotating for a period of approx-
imately 20 minutes, the sensors shut down until again awaken. Although not transmitting as when in Drive Mode,
while in Park Mode, the sensors still transmit approximately once every 13 hours to let the receiver know air pres-
sure status at that time. Sensors will also transmit when a pressure change of one psi (seven kPa) or more is
detected during that period.
Using an RF signal, each sensor transmits tire pressure data approximately once every minute. Each sensor’s
(transmitter) broadcast is uniquely coded so that the Wireless Control Module (WCM), commonly referred to as the
Sentry Key Remote Entry Module (SKREEM), can monitor the state of each of the sensors in the four rotating road
wheels. The WCM automatically learns and stores the sensor’s ID while driving after a sensor has been replaced.
This can take up to 10 minutes while driving at speeds above 15 mph (24 km/h). There is no formal retraining
procedure necessary.
For additional information, refer to appropriate diagnostic information.
CAUTION
CAUTION: The use of tire sealants is strictly prohibited for vehicles equipped with the Tire Pressure Mon-
itoring system. Tire sealants can clog tire pressure sensors.
CAUTION: Tire pressure sensor valve stem caps and cores are specially designed for the sensors. Due to
risk of corrosion, do not use a standard valve stem cap or core in a tire pressure sensor in place of the
original equipment style sensor cap and core.
CAUTION: Do not attempt to install a tire pressure sensor in an aftermarket wheel. Use tire pressure sen-
sors in original style factory wheels only. If aftermarket wheels are installed, and therefore do not contain
tire pressure sensors, the system will not function properly and the driver will be continuously notified of a
system malfunction.
CAUTION: Any time a sensor is to be installed in a wheel, a new seal and washer must be installed on the
stem to ensure air tight sealing.
NOTE: TPM thresholds have been established for the original tire size equipped on the vehicle. Use original
size tires only to maintain system accuracy.

NOTE: Tire pressure may increase from 2 to 6 psi (14 to 41 kPa) during normal driving conditions. Do NOT
reduce this normal pressure build up.
When diagnosing a tire pressure issue, always check air pressure in the tires first with a known accurate air gauge.
Adjust air pressure as necessary to that listed on the Tire Inflation Pressure Label (Placard) provided with the vehi-
cle (usually applied to the driver’s side B-pillar). After adjusting air pressure in a tire on the vehicle, allow approxi-
mately two minutes for the message or indicator lamp to go out.
Check the tire pressure indicator lamp in the instrument cluster. If the lamp is illuminating continuously, proceed as
listed below. If the indicator lamp is flashing on/off for 60 seconds, once every 10 minutes, there is a system fault
detected. Refer to the appropriate diagnostic information.
If air pressure in any tire is low, inspect all the tires for leaks. A water “dunk tank” or other water test may be used
to check for a leak around the sensor as long as any water at the valve core is removed once the procedure is
completed. The water can be easily expelled from the core area by pushing in on the core for several seconds,
allowing escaping air to drive out any moisture. Reinflate the tire as necessary. Always make sure the original valve
stem cap is securely installed to keep moisture out of the sensor.
If the gauge-read pressure in the tires does not indicate a tire pressure issue, refer to the appropriate diagnostic
information.
REMOVAL
2. Remove wheel mounting nuts (3), then tire and
wheel assembly (1). (Refer to 22 - TIRES/WHEELS
- REMOVAL)
CAUTION: The cap used on this valve stem contains an O-ring seal to prevent contamination and moisture
from entering the valve stem. Retain this valve stem cap for reuse. Do not substitute a regular valve stem
cap in its place.
CAUTION: The valve stem used on this vehicle is made of aluminum and the core is nickel plated brass.
The original valve stem core must be reinstalled and not substituted with a valve stem core made of a dif-
ferent material. This is required to prevent corrosion in the valve stem caused by the different metals.
3. Dismount tire from wheel following tire changer
manufacturers instructions while paying special
attention to the following to avoid damaging the
pressure sensor:
a. When breaking the tire bead loose from the
wheel rim, avoid using the Bead Breaker in the
area of the sensor. That includes both front
and rear beads of the tire.
b. When preparing to dismount the tire from the
wheel, carefully insert the mounting/dismount-
ing tool at the valve stem ± 10°, then proceed
to dismount the tire from the wheel. Use this
process on both the upper and lower tire
beads.
4. Remove sensor nut (3) retaining sensor to wheel.

While removing nut, hold pressure against rear of
metal valve stem to keep valve stem from pushing
rearward, damaging antenna strap.
5. Remove sensor (1) from wheel (2).
INSTALLATION
NOTE: Before reinstalling an existing tire pressure
sensor, replace seal (2) and metal washer (1) at
base of sensor valve stem (6) to ensure proper
sealing.
1. Wipe area clean around sensor/valve stem mount-

ing hole in wheel (5). Make sure surface of wheel
is not damaged.
CAUTION: To avoid damaging sensor antenna

strap (1), hold pressure against rear of metal valve
stem (2) while sensor is inserted through wheel
mounting hole and nut is installed.
2. Insert sensor (1) through wheel (2) as shown keep-
ing pressure against rear of metal valve stem (See
Arrow). Potted side of sensor is to be positioned
toward wheel. Do not attempt to mount sensor oth-
erwise, damage may occur.
3. Install sensor nut (with pressed-in washer) (3) by
hand.
NOTE: Before tightening sensor nut, push down-

ward on sensor housing (2) in an attempt to make
it flush with interior contour of wheel (1).
4. While holding sensor in position, tighten sensor nut

to 6.5 N·m (58 in. lbs.) torque.
CAUTION: Over-torquing the sensor nut by as little

as 12 N·m (106 in. lbs.) may result in sensor sep-
aration from the valve stem. Under this condition,
the sensor may still function. However, the condi-
tion should be corrected immediately.
5. Mount tire on wheel following tire changer manufacturers instructions, paying special attention to the following to
avoid damaging tire pressure sensor:
a.
Rotating Wheel Tire Changers - Once the
wheel is mounted to the changer, position the
sensor valve stem (2) approximately 210° from
the head of the changer (located at 1) in a
clockwise direction before rotating the wheel
(also in a clockwise direction) to mount the tire.
Use this procedure on both the upper and
lower tire beads.
b. Rotating Tool Tire Changers - Position the

wheel on the changer so that the sensor valve
stem (1) is located approximately 210° clock-
wise from the installation end of the mounting/
dismounting tool (2) once the tool is mounted
for tire installation. Make sure the sensor is
clear of the lower bead breaker area (3) to
avoid damaging the sensor when the breaker
rises. Rotate the tool (2) in a counterclockwise
direction to mount the tire. Use this procedure
on both the upper and lower tire beads.
6. Adjust air pressure to that listed on Tire Inflation
Pressure Label (Placard) provided with vehicle
(usually applied to driver’s side B-pillar). Make sure
original style valve stem cap is securely installed
to keep moisture out of sensor.
7. Install tire and wheel assembly (1) on vehicle
(Refer to 22 - TIRES/WHEELS - INSTALLATION).
Tighten wheel mounting nuts (3) to 150 N·m (110
ft. lbs.) torque.
8. Lower vehicle.
9. Drive vehicle for a minimum of 10 minutes while
maintaining a continuous speed above 15 mph (24
km/h). During this time the system will learn the
new sensor ID code and will clear any DTC’s auto-
matically.
NOTE: If a sensor cannot be trained, refer to

appropriate diagnostic information.
TRANSPONDER - TPM
DESCRIPTION
Vehicles equipped with the premium TPM system use transponders, sometimes referred to as trigger modules, to
provide the Wireless Control Module (WCM), commonly referred to as the Sentry Key Remote Entry Module
(SKREEM), with the location of the tire pressure sensors on the vehicle. A transponder is located in three of the four
wheel wells on the vehicle The transponders are located in the left front, right front and right rear wheel wells behind
the wheelhouse splash shields. Only three transponders are necessary to locate the four rotating sensors because
the WCM can determine the location of the fourth by using the process-of-elimination theory. Once the system
knows the location of the first three sensors, it assumes the location of the fourth tire pressure sensor is in the left
rear tire.
OPERATION
On vehicles equipped with the premium TPM system, the Wireless Control Module (WCM), commonly referred to as
the Sentry Key Remote Entry Module (SKREEM), uses transponders (trigger modules) located in three of the four
wheel wells on the vehicle to provide it with the location of the tire pressure sensors on the vehicle. Like the base
system, the WCM receives RF signals from all four rotating wheel speed sensors. When the WCM needs to know
which sensor is located at a particular location on the vehicle, it directs the transponder at that location to send out
a low frequency signal to excite the nearby sensor. The WCM then receives that excited signal and knows where
that sensor is located. This auto-locating process only happens in the first 10 minutes of any WCM cycle while
traveling at speeds above 20 mph (32 km/h) (Each WCM cycle ends when the vehicle has been shut off for a time
period of approximately 15 minutes or longer). Once the WCM has performed this to the three locations that have
transponders (left front, right front and right rear wheel wells), it uses the process-of-elimination theory to know that
the fourth sensor ID signal is coming from the left rear tire sensor.
REMOVAL
FRONT
1. Remove wheelhouse splash shield at transponder requiring service. (Refer to 23 - BODY/EXTERIOR/F WHEEL-
HOUSE SPLASH SHIELD - REMOVAL)
2. Disconnect wiring harness connector (1) at tran-
sponder (2).
3. Remove mounting screws (3), then remove tran-
sponder (2) from front fascia (4).
REAR
1. Remove wheelhouse splash shield at transponder requiring service. (Refer to 23 - BODY/EXTERIOR/REAR
WHEELHOUSE SPLASH SHIELD - REMOVAL)
2. Disconnect wiring harness connector (3) at tran-
sponder (2).
3. Remove mounting nuts (1), then remove transpon-
der (2) from body seam flange (4).
INSTALLATION
FRONT
1. Position transponder (2) against front fascia (4) and
install mounting screw (3).
2. Connect wiring harness connector (1) at transpon-
der (2).
3. Install wheelhouse splash shield and all compo-
nents removed to access it. (Refer to 23 - BODY/
EXTERIOR/F WHEELHOUSE SPLASH SHIELD -
INSTALLATION)
4. Perform TPM Diagnostic Verification Test. (Refer to
REAR
1. Position transponder (2) on body seam flange (4)
and install mounting nuts (1).
2. Connect wiring harness connector (3) at transpon-
der (2).
3. Install wheelhouse splash shield and all compo-
nents removed to access it. (Refer to 23 - BODY/
EXTERIOR/REAR WHEELHOUSE SPLASH
SHIELD - INSTALLATION)
4. Perform TPM Diagnostic Verification Test. (Refer to
TIRES
DESCRIPTION
TIRE
Tires are designed and engineered for each specific vehicle. They provide the best overall performance for normal
operation. The ride and handling characteristics match the vehicle’s requirements. With proper care they will give
excellent reliability, traction, skid resistance, and tread life.
Driving habits have more effect on tire life than any other factor. Careful drivers will obtain, in most cases, much
greater mileage than severe use or careless drivers. A few of the driving habits which will shorten the life of any tire
are:
• Rapid acceleration
• Severe application of brakes
• High-speed driving
• Taking turns at excessive speeds
• Striking curbs and other obstacles
• Operating vehicle with over or under inflated tire pressures
Radial ply tires are more prone to irregular tread wear. It is important to follow the tire rotation interval shown in the
section on Tire Rotation. This will help to achieve a greater tread-life potential.
TIRE IDENTIFICATION
Tire type, size, load index and speed rating are encoded in the letters and numbers imprinted on the side wall of the
tire. Refer to the Tire Identification chart to decipher the code. For example purposes, the tire size P225/60 R 16 97
T is used in the chart. An All Season type tire will also have either M + S, M & S or M - S (indicating mud and snow
traction) imprinted on the side wall. An Extra or Light Load marking “XL” or “LL” may also be listed on the sidewall.
The absence of an “XL” or “LL” marking infers a standard load tire.
TIRE IDENTIFICATION
P TIRE TYPE (Not present on all tires) P - Passenger

T - Temporary
C - Commercial
LT - Light Truck
225 SECTIONAL WIDTH SHOWN IN MILLIMETERS
60 ASPECT RATIO SECTIONAL HEIGHT ÷ SECTIONAL WIDTH *
R CONSTRUCTION TYPE R - RADIAL
B - BIAS BELTED
D - DIAGONAL (BIAS)
16 WHEEL DIAMETER SHOWN IN INCHES
97 LOAD INDEX **
T SPEED RATING **
* NOTE: Height (2) ÷ Width (1) = Aspect Ratio.
** NOTE: Consult the tire manufacturer regarding

any questions on tire specifications or
capabilities.
TIRE CHAINS
Refer to the owners manual supplied with the vehicle to determine whether the use of tire chains is permitted on
this vehicle.
TIRE - SRT8
There are two different tire (1) types available for the
this vehicle. A standard Three-Season tire and an
optional All-Season tire. The three-season tire is the
Goodyear Eagle F1 Supercar. The All-Season tire is
the Goodyear RS-A. Both tires have a non-directional
asymmetrical tread pattern.
The three-season tire size differs front-to-rear on the
vehicle. Because of this size difference, normal tire
rotation is not applicable. The All-Season tire and
wheel combination may be rotated. (Refer to 22 -
TIRES/WHEELS - STANDARD PROCEDURE).
For tire specifications, (Refer to 22 - TIRES/WHEELS/TIRES - SPECIFICATIONS)

There is no spare tire available with this vehicle. It is equipped with the TIREFIT tire repair kit to be used to repair
small punctures in the tire as necessary. For additional information, refer to the Owners Manual.
REPLACEMENT TIRES
WARNING: Failure to equip the vehicle with tires having adequate speed capability can result in sudden tire
failure.
WARNING: In order to maintain the speed capability of the vehicle, replacement tires must have speed rat-
ings equal to or higher than those fitted to the vehicle as original equipment. If tires with lower speed rat-
ings are fitted, the vehicle’s handling may be affected and the speed capability of the vehicle may be
lowered to the maximum speed capability of the replacement tires. To avoid an accident resulting in severe
or fatal injury, consult the tire manufacturer in regards to maximum speed ratings.
It is recommended that tires equivalent to the original equipment tires be used when replacement is needed.
Failure to use equivalent replacement tires may adversely affect the safety and handling of the vehicle.
The original equipment tires provide a proper combination of many characteristics such as:
• Ride
• Noise
• Handling
• Durability
• Tread life
• Traction
• Rolling resistance
• Speed capability
The use of tires smaller than the minimum tire size approved for the vehicle can result in tire overloading and fail-
ure.
Use tires that have the approved load rating for the vehicle and never overload them. Failure to equip the vehicle
with tires having adequate speed capability can result in sudden tire failure and loss of vehicle control.
The use of oversize tires may cause interference with vehicle components. Under extremes of suspension and
steering travel, interference with vehicle components may cause tire damage.
SPARE TIRE
A compact (temporary) spare tire and wheel assembly is standard equipment on most models of this vehicle. A
full-size spare is not available on most models.
A spare tire is not available on the SRT8. The SRT8 is equipped with the TIREFIT tire repair kit to be used to repair
small punctures in the tire as necessary. For additional information, refer to the Owners Manual.
A full-size spare is used on fleet vehicles equipped with the Police Package. This tire and wheel assembly is iden-
tical to the heavy duty steel wheels and tires mounted on the vehicle. It mounts to a special full-size spare mounting
bracket located in the luggage compartment.
The spare tire and wheel diameters and wheel offsets match those of the road wheels on the vehicle.
The compact (temporary) spare tire is designed for emergency use only. The original tire should be repaired or
replaced at the first opportunity, then reinstalled. Do not exceed speeds of 80 km/h (50 mph) when using the com-
pact (temporary) spare tire and wheel assembly. Refer to the Owner’s Manual for complete details.

TIRE NOISE
Unusual tire noise can be associated with tire and wheel vibration or irregular tire wear. For vibration issues, (Refer
to 22 - TIRES/WHEELS - DIAGNOSIS AND TESTING). For irregular tire wear issues, (Refer to 22 - TIRES/
WHEELS/TIRES - DIAGNOSIS AND TESTING).
TIRE/VEHICLE LEAD
(Refer to 2 - SUSPENSION/WHEEL ALIGNMENT - DIAGNOSIS AND TESTING)
TIRE WEAR PATTERNS
Under inflation will cause wear on the shoulders of tire. Over inflation will cause wear at the center of tire.
Excessive camber causes the tire to run at an angle to the road. One side of tread is then worn more than the
other.
Excessive toe-in or toe-out causes wear on the tread edges and a feathered effect across the tread.
TREAD WEAR INDICATORS

Tread wear indicators are molded into the bottom of
the tread grooves. When tread depth is 1.6 mm (1/16
in.), the tread wear indicators will appear as a 13 mm
(1/2 in.) band (3).
Tire replacement is necessary when indicators appear
in two or more grooves or if localized balding occurs.
STANDARD PROCEDURE
TIRE INFLATION PRESSURES
The specified tire pressures have been chosen to provide safe operation, vehicle stability, and a smooth ride. The
proper tire pressure specification can be found on the Tire And Loading Information Label provided with the vehicle
(usually on the driver’s door opening or B-pillar).
A quality air pressure gauge is recommended to check tire air pressure. 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. After checking the air pressure, replace valve cap finger tight.
Inflation pressures specified on the Tire Inflation Pressure Label 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 operation. Do not reduce this normal pressure buildup.
Improper inflation can cause:
• Uneven wear patterns
• Reduced tread life
• Reduced fuel economy
• Unsatisfactory ride
• The vehicle to drift.
WARNING: Over or under inflated tires can affect vehicle handling. The tire can fail suddenly, resulting in
loss of vehicle control.
Under inflation causes rapid shoulder wear, tire flex-

ing, and can result in tire failure (1).
Over inflation causes rapid center wear and loss of

the tire’s ability to cushion shocks (1).
TIRE PRESSURE FOR HIGH SPEED OPERATION

Refer to the vehicle’s Owners Manual Package.
TIRE LEAK REPAIRING

For proper repairing, a radial tire must be removed
from the wheel. Repairs should only be made if the
defect, or puncture, is in the tread area (1). The tire
should be replaced if the puncture is located in the
sidewall.
Deflate tire completely before attempting to dismount
the tire from the wheel. Use a lubricant such as a
mild soap solution when dismounting or mounting
tire. Use tools free of burrs or sharp edges which
could damage the tire or wheel rim.
Before mounting tire on wheel, make sure all rust is
removed from the rim bead and repaint if necessary.
Install wheel on vehicle, and progressively tighten the
5 wheel nuts to a torque of 150 N·m (110 ft. lbs.).
CLEANING
TIRE CLEANING
Before delivery of a vehicle, remove the protective coating on the tires with white sidewalls or raised white letters.
To remove the protective coating, apply warm water and let it soak for a few minutes. Afterwards, scrub the coating
away with a soft bristle brush. Steam cleaning may also be used to remove the coating.
CAUTION: DO NOT use gasoline, mineral oil, oil-based solvent or a wire brush for cleaning.
SPECIFICATIONS
TIRE - SRT8
THREE-SEASON TIRE
Manufacturer Goodyear
Model Eagle F1 Supercar
Size-Front 245/45ZR20
Size-Rear 255/45ZR20
ALL-SEASON TIRE
Manufacturer Goodyear
Model Eagle RS-A
Size 245/45ZR20
WHEELS
DESCRIPTION
WHEEL
All vehicles use either steel or cast aluminum drop
center wheels. The original equipment wheels are
designed for proper operation at all loads up to the
specified maximum vehicle capacity.
Every wheel has raised sections between the rim
flanges (1) and drop well (3) called safety humps (2).
In case of air loss, these raised sections help hold the
tire in position on the wheel until the vehicle can be
brought to a safe stop. When being installed on the
wheel, initial inflation of the tire forces the tire bead
over these raised sections into place.
The wheels used on All-Wheel-Drive (AWD) vehicles
have a shallower dish (larger offset) than Rear-Wheel-
Drive (RWD) wheels to accommodate the AWD sus-
pension geometry and half shaft package, while
maintaining the same track as RWD vehicles.
The wheel studs and nuts are designed for specific wheel applications and must be replaced with equivalent parts.
Do not use replacement parts of lesser quality or of a substitute design. All aluminum and steel wheels have wheel
stud nuts with an enlarged nose. This enlarged nose is necessary to ensure proper retention of the wheels.
WHEEL - SRT8
Each SRT8 model has a unique wheel.
This is the Chrysler 300 SRT8 wheel (2).
This is the Dodge Charger SRT8 wheel (2).
This is the Dodge Magnum SRT8 wheel (2).
Although different in appearance, all SRT8 wheels have the same basic specifications. (Refer to 22 - TIRES/
WHEELS/WHEELS - SPECIFICATIONS)

WHEEL INSPECTION
Inspect wheels for:
• Excessive runout
• Dents, cracks or irregular bends
• Damaged wheel stud (lug) holes
• Air Leaks
NOTE: Do not attempt to repair a wheel by hammering, 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, pilot hole and bolt circle of
the wheel should be the same as the original wheel.
WARNING: Failure to use equivalent replacement wheels may adversely affect the safety and handling of
the vehicle.
WARNING: Replacement with used wheels is not recommended. The service history of the wheel may have
included severe treatment or very high mileage. The rim could fail without warning.
CLEANING
WHEEL AND WHEEL TRIM CARE
All wheels and wheel trim, especially aluminum and chrome plated, should be cleaned regularly using mild soap and
water to maintain their luster and to prevent corrosion. Wash them with the same soap solution recommended for
the body of the vehicle.
When cleaning extremely dirty wheels, care must be taken in the selection of tire and wheel cleaning chemicals and
equipment to prevent damage to the wheels. MoparT Wheel Treatment or MoparT Chrome Cleaner is recom-
mended. Any of the “DO NOT USE” items listed below can damage wheels and wheel trim.
DO NOT USE:
• Any abrasive cleaner
• Any abrasive cleaning pad (such as steel wool) or abrasive brush
• Any cleaner that contains an acid which can react with and discolor the chrome surface. Many wheel clean-
ers contain acids that can harm the wheel surface.
• Oven cleaner
• A car wash that uses carbide-tipped wheel cleaning brushes or acidic solutions.
SPECIFICATIONS
WHEEL
SPECIFICATIONS
Wheel Mounting (Lug) Nut Hex Size 21 mm
Wheel Mounting Stud Size M14 x 1.5 mm

Wheel Mounting (Lug ) Nut 150 110 —
WHEEL - SRT8
SPECIFICATIONS
Wheel Size 20 in. X 9 in.
Wheel Bolt Pattern (Circle) Size 115 mm (4.53 in.)
Wheel Offset 25.5 mm
Wheel Mounting Stud Size M14 x 1.5 mm

Wheel Mounting (Lug) Nut 150 110 —
STUDS - FRONT
REMOVAL
NOTE: Before proceeding, (Refer to 5 - BRAKES - WARNING) (Refer to 5 - BRAKES - CAUTION).
CAUTION: Wheel mounting studs MUST NOT be hammered out of hub flange of hub and bearing assembly.
If a stud is removed by hammering it out, damage to hub and bearing assembly will occur leading to pre-
mature bearing failure.
2. Remove front wheel and tire assembly. (Refer to 22 - TIRES/WHEELS - REMOVAL)
3. Access and remove front brake rotor. (Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/ROTOR - REMOVAL)
4. On wheel mounting stud to be removed, install a
wheel mounting (lug) nut (1) far enough so the
threads on the stud are even with end of nut.
Install Remover (3), Special Tool C-4150A, on hub
and bearing flange and wheel stud (5).
5. Tighten screw on Remover, pushing wheel stud (5)
out of hub flange. Once shoulder of wheel stud is
past flange, remove special tool. Remove nut from
stud and remove stud from hub flange.
INSTALLATION
1. Install replacement wheel stud into flange of hub
and bearing from rear. Install stack of washers (1)
on wheel stud, then install a standard type wheel
mounting (lug) nut (3) on stud with flat side of lug
nut against washers.
2. Tighten nut (3), pulling wheel stud into hub flange.
Once head of stud is fully seated against rear of
hub flange, remove nut and washers from stud.
3. Install brake rotor and caliper. (Refer to 5 -
BRAKES/HYDRAULIC/MECHANICAL/ROTOR -
INSTALLATION)
4. Install wheel and tire assembly (Refer to 22 -
TIRES/WHEELS - INSTALLATION). Tighten wheel
mounting (lug) nuts in proper sequence to 150 N·m
5. Lower vehicle.
6. Road test vehicle to ensure proper operation of the brakes.
STUDS - REAR
REMOVAL
NOTE: Before proceeding, (Refer to 5 - BRAKES - WARNING) (Refer to 5 - BRAKES - CAUTION).
CAUTION: Wheel mounting studs MUST NOT be hammered out of hub flange of hub and bearing assembly.
If a stud is removed by hammering it out, damage to hub and bearing assembly will occur leading to pre-
mature bearing failure.
2. Remove rear wheel and tire assembly. (Refer to 22 - TIRES/WHEELS - REMOVAL)
3. Access and remove rear brake rotor. (Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/ROTOR - REMOVAL)
4. Back off shoe adjustment until adjuster (1) threads
bottom.
5. Using appropriate tools, remove spring (3) at
adjuster.
6. Pull upward on upper shoe near adjuster to provide
enough slack to remove adjuster from shoes, then
remove adjuster (1).
7. Install Remover (3), Special Tool C-4150A, on hub

and bearing flange and wheel stud (1).
8. Tighten Remover forcing screw, pushing wheel stud
(1) out of hub and bearing flange. Remove tool (3).
9. Remove stud from rear of hub flange. It may be
necessary to rock hub flange back and forth to
ease stud removal.
INSTALLATION
1. Install replacement wheel stud into flange of hub
and bearing from rear (2). Install a stack of wash-
ers (3) (approximately 5, depending on thickness)
over stud, then install a standard wheel mounting
(lug) nut (1) on stud with flat side of nut against
washers.
2. Tighten wheel mounting nut (1), pulling wheel stud
into flange of hub and bearing. Once head of stud
(2) is fully seated against rear of hub flange,
remove nut and washers from wheel stud.
3. Install parking brake shoe adjuster (1) between

upper and lower parking brake shoes. Position end
of adjuster with star wheel upward. Once in place,
slide upper shoe downward against adjuster
mounting slot, taking up any slack between two
pieces.
4. Using appropriate tools, install spring (3) at
adjuster.
NOTE: When measuring brake drum diameter,

diameter should be measured in center of shoe
contact surface area.
5. Using Brake Shoe Gauge, Special Tool C-3919, or

equivalent, measure inside diameter of parking
brake drum portion of rotor.
6. Place Gauge (1) over parking brake shoes at wid-

est point.
7. Using adjuster star wheel (2), adjust parking brake
shoes until linings on both park brake shoes just
touch jaws on gauge. This will give a good prelim-
inary adjustment of parking brake shoes, before a
final adjustment is made at end of this procedure.
8. Install brake rotor and components removed to
access it. (Refer to 5 - BRAKES/HYDRAULIC/ME-
CHANICAL/ROTOR - INSTALLATION)
9. Install wheel and tire assembly (Refer to 22 -
TIRES/WHEELS - INSTALLATION). Tighten wheel
mounting (lug) nuts in proper sequence to 150 N·m
10. Adjust parking brake shoes. (Refer to 5 -
BRAKES/PARKING BRAKE/SHOES - ADJUSTMENT)
11. Lower vehicle.
12. Road test vehicle to ensure proper operation of the brakes.
LX BODY 23 - 1
BODY
TABLE OF CONTENTS
page page
BODY DECKLID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
DESCRIPTION - VEHICLE IDENTIFICATION . . . . . . 2 DOOR - FRONT . . . . . . . . . . . . . . . . . . . . . . . . . 31
WARNING DOOR - REAR . . . . . . . . . . . . . . . . . . . . . . . . . . 62
SAFETY PRECAUTIONS AND WARNINGS . . . . . 2 EXTERIOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
DIAGNOSIS AND TESTING HOOD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
DIAGNOSIS AND TESTING - WATER LEAKS . . . 2 INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . . 131
DIAGNOSIS AND TESTING - WIND NOISE . . . . . 3 INTERIOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165
STANDARD PROCEDURE LIFTGATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
STANDARD PROCEDURE - HEAT STAKING . . . . 4 PAINT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
PLASTIC BODY PANEL REPAIR . . . . . . . . . . . . . . . 4 SEATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228
SPECIFICATIONS STATIONARY GLASS . . . . . . . . . . . . . . . . . . . . 272
BODY LUBRICATION . . . . . . . . . . . . . . . . . . . . . . . . 12 SUNROOF - SERVICE INFORMATION . . . . . . . 287
TORQUE SPECIFICATIONS . . . . . . . . . . . . . . . . . . 13 BODY STRUCTURE . . . . . . . . . . . . . . . . . . . . . 317
SPECIAL TOOLS
BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
23 - 2 BODY LX
BODY
DESCRIPTION - VEHICLE IDENTIFICATION
Throughout this group, references to the DaimlerChrysler Corporation vehicle family identification code are used
when describing a procedure that is unique to that vehicle. Refer to Introduction Group of this manual for detailed
information on vehicle identification. If a procedure is common to all vehicles covered in this manual, no reference
will be made to a vehicle family code.
WARNING
SAFETY PRECAUTIONS AND WARNINGS
WARNING: Use a osha approved breathing filter when spraying paint or solvents in a confined area. Per-
sonal injury can result.
Avoid prolonged skin contact with petroleum or alcohol – based cleaning solvents. Personal injury can
result.
Do not stand under a hoisted vehicle that is not properly supported on safety stands. Personal injury can
result.
CAUTION: When holes must be drilled or punched in an inner body panel, verify depth of space to the outer
body panel, electrical wiring, or other components. Damage to vehicle can result.
Do not weld exterior panels unless combustible material on the interior of vehicle is removed from the
repair area. Fire or hazardous conditions, can result.
Always have a fire extinguisher ready for use when welding.
Disconnect the negative (-) cable clamp from the battery when servicing electrical components that are live
when the ignition is OFF. Damage to electrical system can result.
Do not use abrasive chemicals or compounds on painted surfaces. Damage to finish can result.
Do not use harsh alkaline based cleaning solvents on painted or upholstered surfaces. Damage to finish or
color can result.
Do not hammer or pound on plastic trim panel when servicing interior trim. Plastic panels can break.

DIAGNOSIS AND TESTING - WATER LEAKS
Water leaks can be caused by poor sealing, improper body component alignment, body seam porosity, missing
plugs, or blocked drain holes. Centrifugal and gravitational force can cause water to drip from a location away from
the actual leak point, making leak detection difficult. All body sealing points should be water tight in normal wet-
driving conditions. Water flowing downward from the front of the vehicle should not enter the passenger or luggage
compartment. Moving sealing surfaces will not always seal water tight under all conditions. At times, side glass or
door seals will allow water to enter the passenger compartment during high pressure washing or hard driving rain
(severe) conditions. Overcompensating on door or glass adjustments to stop a water leak that occurs under severe
conditions can cause premature seal wear and excessive closing or latching effort. After completing a repair, water
test vehicle to verify leak has stopped before returning vehicle to use.
VISUAL INSPECTION BEFORE WATER LEAK TESTS

Verify that floor and body plugs are in place, body drains are clear, and body components are properly aligned and
sealed. If component alignment or sealing is necessary, refer to the appropriate section of this group for proper
procedures.
WATER LEAK TESTS

WARNING: Do not use electric shop lights or tools in water test area. Personal injury can result.
When the conditions causing a water leak have been determined, simulate the conditions as closely as possible.
LX BODY 23 - 3
• If a leak occurs with the vehicle parked in a steady light rain, flood the leak area with an open-ended garden
hose.
• If a leak occurs while driving at highway speeds in a steady rain, test the leak area with a reasonable velocity
stream or fan spray of water. Direct the spray in a direction comparable to actual conditions.
• If a leak occurs when the vehicle is parked on an incline, hoist the end or side of the vehicle to simulate this
condition. This method can be used when the leak occurs when the vehicle accelerates, stops or turns. If the
leak occurs on acceleration, hoist the front of the vehicle. If the leak occurs when braking, hoist the back of the
vehicle. If the leak occurs on left turns, hoist the left side of the vehicle. If the leak occurs on right turns, hoist
the right side of the vehicle. For hoisting recommendations (Refer to LUBRICATION & MAINTENANCE/HOIST-
ING - STANDARD PROCEDURE).
WATER LEAK DETECTION

To detect a water leak point-of-entry, do a water test and watch for water tracks or droplets forming on the inside of
the vehicle. If necessary, remove interior trim covers or panels to gain visual access to the leak area. If the hose
cannot be positioned without being held, have someone help do the water test.
Some water leaks must be tested for a considerable length of time to become apparent. When a leak appears, find
the highest point of the water track or drop. The highest point usually will show the point of entry. After leak point
has been found, repair the leak and water test to verify that the leak has stopped.
Locating the entry point of water that is leaking into a cavity between panels can be difficult. The trapped water may
splash or run from the cavity, often at a distance from the entry point. Most water leaks of this type become appar-
ent after accelerating, stopping, turning, or when on an incline.
MIRROR INSPECTION METHOD
When a leak point area is visually obstructed, use a suitable mirror to gain visual access. A mirror can also be used
to deflect light to a limited-access area to assist in locating a leak point.
BRIGHT LIGHT LEAK TEST METHOD
Some water leaks in the luggage compartment can be detected without water testing. Position the vehicle in a
brightly lit area. From inside the darkened luggage compartment inspect around seals and body seams. If neces-
sary, have a helper direct a drop light over the suspected leak areas around the luggage compartment. If light is
visible through a normally sealed location, water could enter through the opening.
PRESSURIZED LEAK TEST METHOD
When a water leak into the passenger compartment cannot be detected by water testing, pressurize the passenger
compartment and soap test exterior of the vehicle. To pressurize the passenger compartment, close all doors and
windows, start engine, and set heater control to high blower in HEAT position. If engine can not be started, connect
a charger to the battery to ensure adequate voltage to the blower. With interior pressurized, apply dish detergent
solution to suspected leak area on the exterior of the vehicle. Apply detergent solution with spray device or soft
bristle brush. If soap bubbles occur at a body seam, joint, seal or gasket, the leak entry point could be at that
location.
DIAGNOSIS AND TESTING - WIND NOISE

Wind noise is the result of most air leaks. Air leaks can be caused by poor sealing, improper body component
alignment, body seam porosity, or missing plugs in the engine compartment or door hinge pillar areas. All body
sealing points should be airtight in normal driving conditions. Moving sealing surfaces will not always seal airtight
under all conditions. At times, side glass or door seals will allow wind noise to be noticed in the passenger com-
partment during high cross winds. Over compensating on door or glass adjustments to stop wind noise that occurs
under severe conditions can cause premature seal wear and excessive closing or latching effort. After a repair pro-
cedure has been performed, test vehicle to verify noise has stopped before returning vehicle to use.
VISUAL INSPECTION BEFORE TESTS

Verify that floor and body plugs are in place and body components are aligned and sealed. If component alignment
or sealing is necessary, refer to the appropriate section of this group for proper procedures.
23 - 4 BODY LX
ROAD TESTING WIND NOISE
1. Drive the vehicle to verify the general location of the wind noise.
2. Apply 50 mm (2 in.) masking tape in 150 mm (6 in.) lengths along weatherstrips, weld seams or moldings. After
each length is applied, drive the vehicle. If noise goes away after a piece of tape is applied, remove tape, locate,
and repair defect.
POSSIBLE CAUSE OF WIND NOISE

• Moldings standing away from body surface can catch wind and whistle.
• Gaps in sealed areas behind overhanging body flanges can cause wind-rushing sounds.
• Misaligned movable components.
• Missing or improperly installed plugs in pillars.
• Weld burn through holes.
STANDARD PROCEDURE
STANDARD PROCEDURE - HEAT STAKING
1. Remove trim panel.
2. Bend or move the trim panel components at the heat staked joints. Observe the heat staked locations and/or
component seams for looseness.
3. Heat stake the components.
a. If the heat staked or component seam location is loose, hold the two components tightly together and using
a soldering gun with a flat tip, melt the material securing the components together. Do not over heat the
affected area, damage to the exterior of the trim panel may occur.
b. If the heat staked material is broken or missing, use a hot glue gun to apply new material to the area to be
repaired. The panels that are being heat staked must be held together while the applying the glue. Once the
new material is in place, it may be necessary to use a soldering gun to melt the newly applied material. Do
not over heat the affected area, damage to the exterior of the trim panel may occur.
4. Allow the repaired area to cool and verify the repair.
5. Install trim panel.
PLASTIC BODY PANEL REPAIR

There are many different types of plastics used in today’s automotive environment. We group plastics in three dif-
ferent categories: Rigid, Semi-Rigid, and Flexible. Any of these plastics may require the use of an adhesion pro-
moter for repair. These types of plastic are used extensively on DaimlerChrysler Motors vehicles. Always follow
repair material manufacturer’s plastic identification and repair procedures.
Rigid Plastics:
Examples of rigid plastic use: Fascias, Hoods, Doors, and other Body Panels, which include SMC, ABS, and Poly-
carbonates.
Semi-Rigid Plastics:
Examples of semi-rigid plastic use: Interior Panels, Under Hood Panels, and other Body Trim Panels.
Flexible Plastics:
Examples of flexible plastic use: Fascias, Body Moldings, and upper and lower Fascia Covers.
Repair Procedure:
The repair procedure for all three categories of plastics is basically the same. The one difference is the material
used for the repair. The materials must be specific for each substrate, rigid repair material for rigid plastic repair,
semi-rigid repair material for semi-rigid plastic repair and flexible repair material for flexible plastic repair.
LX BODY 23 - 5
Adhesion Promoter/Surface Modifier:

Adhesion Promoters/Surface Modifiers are required for certain plastics. All three categories may have plastics that
require the use of adhesion promoter/surface modifiers. Always follow repair material manufacturer’s plastic identi-
fication and repair procedures.
SAFETY PRECAUTION AND WARNINGS

WARNING:
• Eye protection should be used when servicing components. Personal injury can result.
• Use an OSHA approved breathing mask when mixing epoxy, grinding, and spraying paint or solvents in
a confined area. Personal injury can result.
• Avoid prolonged skin contact with 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.
NOTE:
• When holes must be drilled or cut in body panels, verify locations of internal body components and elec-
trical wiring. Damage to vehicle can result.
• Do not use abrasive chemicals or compounds on undamaged painted surfaces around repair areas. Dam-
age to finish can result.
RIGID, SEMI-RIGID, AND FLEXIBLE PLASTIC PARTS TYPES
CODE FAMILY NAME COMMON TRADE NAME TYPICAL APPLICATION

ASA ACRYLONITRILE STYRENE LURAN S CONSOLES, GRILLES
ACRYLITE
ABS ACRYLONITRILE TERLURAN 9A9 PILLARS, CONSOLES,
BUTADIENE STYRENE GRILLES
ABS/PC ABS/PC ALLOY PULSE, PROLOY, BAYBLEND DOORS, INSTRUMENT
PANELS
ABS/PVC ABS/PV ALLOY PROLOY, PULSE, LUSTRAN, DOOR PANELS, GRILLES,
CYCLOVIN TRIM
BMC BULK MOLDING BMC FENDER EXTENSIONS
COMPOUND
EMA EHTYLENE METHYL SURLYN, EMA, IONOMER BUMPER GUARDS, PADS
ACRYLATE/IONOMER
METTON METTON METTON GRILLES, KICK PANELS,
RUNNING BOARDS
MPPO MODIFIED MPPO SPOILER ASSEMBLY
POLYPHENYLENE OXIDE
PA POLYAMID ZYTEL, VYDYNE, PA, FENDERS, QUARTER
MINLON PANELS
PET THERMOPLASTIC RYNITE TRIM
POLYESTER
PBT/PPO PBT/PPO ALLOY GERMAX CLADDINGS
PBTP POLYBUTYLENE PBT, PBTP, POCAN, VALOX WHEEL COVERS, FENDERS,
THEREPTHALATE GRILLES
PBTP/EEBC POLYBUTYLENE BEXLOY, 9M9, PBTP/EEBC FASCIAS, ROCKER PANEL,
THEREPTHALATE/EEBC MOLDINGS
ALLOY
PC POLYCARBONATE LEXAN, MERLON, CALIBRE, TAIL LIGHT LENSES, IP TRIM,
MAKROLON PC VALANCE PANELS
23 - 6 BODY LX
PC/ABS PC/ABS ALLOY GERMAX, BAY BLENDS, DOORS, INSTRUMENT
PULSE PANELS
PPO POLYPHENYLENE OXIDE AZDEL, HOSTALEN, INTERIOR TRIM, DOOR
MARLEX, PRFAX, NORYL, PANELS, SPLASH SHIELDS,
GTX, PPO STEERING COLUMN
SHROUD
PPO/PA POLYPHENYLENE/ PPO/PA, GTX 910 FENDERS, QUARTER
POLYAMID PANELS
PR/FV FIBERGLASS REINFORCED FIBERGLASS, FV, PR/FV BODY PANELS
PLASTIC
PS POLYSTYRENE LUSTREX, STYRON, PS DOOR PANELS, DASH
PANELS
RTM RESIN TRANSFER RTM BODY PANELS
MOLDING COMPOUND
SMC SHEET MOLDED SMC BODY PANELS
COMPOUND
TMC TRANSFER MOLDING TMC GRILLES
COMPOUND
UP UNSATURATED SMC, BMC, TMC, ZMC, IMC, GRILLE OPENING PANEL,
POLYESTER XSMC, UP LIFTGATES, FLARESIDE
(THERMOSETTING) FENDERS, FENDER
EXTENSIONS
EEBC ETHER/ESTER BLOCKED EEBC BUMPERS
CO-POLYMER
EEBC/PBTP EEBC/POLYBUTYLENE EEBC, PBTP, BEXLOY BUMPER, ROCKER PANELS
TEREPTHALATE
EMPP ETHYLENE MODIFIED EMPP BUMPER COVERS
POLYPROPYLENE
EPDM ETHYLENE/ EPDM, NORDEL, VISTALON BUMPERS
PROPROPYLENE DIENE
MONOMER
EPM ETHYLENE/ EPM FENDERS
PROPROPYLENE CO-
POLYMER
MPU FOAM POLYURETHANE MPU SPOILERS
PE POLYETHYLENE ALATHON, DYLAN,
—
LUPOLEN, MARLEX
PP POLYPROPYLENE NORYL, AZDEL, MARLOX, INNER FENDER, SPOILERS,
(BLENDS) DYLON, PRAVEX KICK PANELS
PP/EPDM PP/EPDM ALLOY PP/EPDM SPOILERS, GRILLES
PUR POLYURETHANE COLONELS, PUR, PU FASCIAS, BUMPERS
PUR/PC PUR/PC ALLOY TEXIN BUMPERS
PVC POLYVINYL CHLORIDE APEX, GEON, VINYLITE BODY MOLDINGS, WIRE
INSULATION, STEERING
WHEELS
RIM REACTION INJECTED RIM, BAYFLEX FRONT FASCIAS, MODULAR
MOLDED POLYURETHANE WINDOWS
RRIM REINFORCED REACTION PUR, RRIM FASCIAS, BODY PANELS,
INJECTED MOLDED BODY TRIMS
LX BODY 23 - 7

TPE THERMO POLYETHYLENE TPE, HYTREL, BEXLOY-V FASCIAS, BUMPERS,
CLADDINGS
TPO THERMOPOLYOLEFIN POLYTROPE, RENFLEX, BUMPERS, END CAPS,
SANTOPRENE, VISAFLEX, TELCAR, RUBBER, STRIPS,
ETA, APEX, TPO, SHIELDS, SIGHT, INTERIOR B POST
CLADDINGS
TPP THERMO-POLYPROPYLENE TPP BUMPERS
TPU THERMOPOLYURETHANE, TPU, HYTREL, TEXIN, BUMPERS, BODY SIDE,
POLYESTER ESTANE MOLDINGS, FENDERS,
FASCIAS
PANEL SECTIONING
If it is required to section a large panel for a plastic

repair, it will be necessary to reinforce the panel. To
bond two plastic panels together, a reinforcement
must overlap both panels. The panels must be “V’d” at
a 20 °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 plastic panels, follow repair material
manufacturers recommendations. 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 spreader, 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 with soapy water. Wipe the surface clean with a dry cloth allowing time
for the panel to dry before moving on with the repair.
PANEL REINFORCEMENT
Structural repair procedures for rigid panels with large
cracks and holes will require a reinforcement backing.
Reinforcements can be made with several applications
of glass cloth saturated with structural adhesive. Semi-
rigid or flexible repair materials should be used for
semi-rigid or flexible backing reinforcement and 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 adhesive. Structurally, the more dry wall
tape used, the stronger the repair.
23 - 8 BODY LX
Another kind of repair that can be done to repair large
cracks and holes is to use a scrap piece of similar
plastic and bond with structural adhesive. The rein-
forcement 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 “V’d”

out, or beveled. Large bonding areas are desirable
when repairing plastic because small repairs are less
likely to hold permanently. Beveling the area around a
crack at a 20 ° angle will increase the bonding surface
for a repair. It is recommended that sharp edges be
avoided because the joint may show through after the
panel is refinished.
• Panel 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.
• The 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 damage part to its original strength
and appearance without exceeding the value of
the replacement part.
• When plastic repairs are required, it is recom-
mended that the part be left on the vehicle when ever possible. That will save time, and the panel will remain
stationary during the repair. Misalignment can cause stress in the repair areas and can result in future failure.
VISUAL INSPECTION
Composite materials can mask the severity of an acci-
dent. Adhesive bond lines, interior structure of the
doors, and steel structures need to be inspected care-
fully to get a true damage assessment. Close inspec-
tion may require partial removal of interior trim or inner
panels.
Identify the type of repair: Puncture or Crack - Dam-
age that has penetrated completely through the panel.
Damage is confined to one general area; a panel sec-
tion is not required. However, a backer panel, open
fiberglass tape, or matted material must be bonded
from behind.
LX BODY 23 - 9
PANEL SURFACE PREPARATION

If a body panel has been punctured, cracked, or crushed, the damaged area must be removed from the panel to
achieve a successful repair. All spider web cracks leading away from a damaged area must be stopped or removed.
To stop a running crack in a panel, drill a 6 mm (0.250 in.) hole at the end of the crack farthest away from the
damage. If spider web cracks can not be stopped, the panel would require replacement. The surfaces around the
damaged area should be stripped of paint and freed from wax and oil. Scuff surfaces around repair area with 360
grit wet/dry sandpaper, or equivalent, to assure adhesion of repair materials.
PATCHING PANELS
A panel that has extensive puncture type damage can
be repaired by cutting out the damaged material. Use
a suitable reciprocating saw or cut off wheel to remove
the section of the panel that is damaged. The piece
cut out can be used as a template to shape the new
patch. It is not necessary to have access to the back
of the panel to install a patch. Bevel edges of cutout
at 20° to expose a larger bonding area on the outer
side. This will allow for an increased reinforcement
areas.
PANEL PATCH FABRICATIONS

A patch can be fabricated from any rigid fiberglass
panel that has comparable contour with the repair
area. Lift gates and fenders can be used to supply
patch material. If existing material is not available or
compatible, a patch can be constructed with adhesive
and reinforcement mesh (dry wall tape). Perform the
following operation if required:
1. Cover waxed paper or plastic with adhesive backed
nylon mesh (dry wall tape) larger than the patch
required.
2. Tape waxed paper or plastic sheet with mesh to a
surface that has a compatible contour to the repair
area.
3. Apply a liberal coat of adhesive over the reinforce-
ment mesh. If necessary apply a second or third
coat of adhesive and mesh after first coat has cured. The thickness of the patch should be the same as the
repair area.
4. After patch has cured, peel waxed paper or plastic from the back of the patch.
5. If desired, a thin film coat of adhesive can be applied to the back of the patch to cover mesh for added strength.
23 - 10 BODY LX
PANEL PATCH INSTALLATION
1. Make a paper or cardboard pattern the size and

shape of the cutout hole in the panel.
2. Trim 3 mm (0.125 in.) from edges of pattern so
patch will have a gap between connecting sur-
faces.
3. Using the pattern as a guide, cut the patch to size.
4. Cut scrap pieces of patch material into 50 mm (2
in.) squares to use as patch supports to sustain the
patch in the cutout.
5. Drill 4 mm (0.160 in.) holes 13 mm (0.5 in.) in from
edge of cutout hole.
6. Drill 4 mm (0.160 in.) holes 13 mm (0.5 in.) away
from edge of patch across from holes drilled
around cutout.
7. Drill 3 mm (0.125 in.) holes in the support squares
13 mm (0.5 in.) from the edge in the center of one
side.
8. Scuff the backside of the body panel around the cutout hole with a scuff pad or sandpaper.
9. Mix enough adhesive to cover one side of all support squares.
10. Apply adhesive to cover one side of all support squares.
11. Using number 8 sheet metal screws, secure support squares to back side of body panel with adhesive sand-
wiched between the panel and squares.
12. Position patch in cutout against support squares
and adjust patch until the gap is equal along all
sides.
13. Drill 3 mm (0.125 in.) holes in the support squares
through the pre-drilled holes in the patch.
LX BODY 23 - 11
14. Apply a coat of adhesive to the exposed ends of

the support squares.
15. Install screws to hold the patch to support

squares. Tighten screws until patch surface is
flush with panel surface.
16. Allow adhesive 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. With compressed air, blow dust from
around patch.
23 - 12 BODY LX
18. Apply adhesive backed nylon mesh (dry wall tape)
over gaps around patch.
19. Mix enough adhesive to cover the entire patch
area.
20. Apply adhesive over the mesh around patch, and

smooth epoxy with a wide spreader to reduce fin-
ish grinding. Use two to three layers of mesh and
adhesive to create a stronger repair.
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.
SPECIFICATIONS
BODY LUBRICATION
LUBRICATION REQUIREMENTS
Body mechanisms and linkages should be inspected, cleaned, and lubricated, as required, to maintain ease of oper-
ation and to provide protection against rust and wear. When performing other under hood services, the hood latch
release mechanism and safety catch should be inspected, cleaned, and lubricated. During the winter season, exter-
nal door lock cylinders should be lubricated to assure proper operation when exposed to water and ice.
Prior to the application of any lubricant, the parts concerned should be wiped clean to remove dust and grit. If
necessary, a suitable solvent can be used to clean the item to be lubricated. After lubricating a component, any
excess oil or grease should be removed.
LX BODY 23 - 13
LUBRICANT APPLICATION
DOOR LOCK CYLINDERS
1. Apply a small amount of lubricant directly into the lock cylinder.
2. Apply a small amount of lubricant to the key.
3. Insert key into lock cylinder and cycle the mechanism from the locked to the unlocked position.
NOTE: Do not add more lubricant.
4. Cycle the lock cylinder mechanism several times to allow the lubricant to flow throughout the cylinder.
5. Wipe all lubricant from exterior of lock cylinder and key.
ALL OTHER BODY MECHANISMS

1. Clean component as described above.
2. Apply specified lubricant to all pivoting and sliding contact areas of component.
LUBRICANT USAGE
ENGINE OIL
• Door Hinges – Hinge Pin and Pivot Contact Areas
• Hood Hinges – Pivot Points
• Liftgate Hinges
MOPART SPRAY WHITE LUBE OR EQUIVALENT

• Door Check Straps
• Liftgate Latches
• Liftgate Prop Pivots
• Ash Receiver
• Fuel Filler Door Remote Control Latch Mechanism
• Parking Brake Mechanism
• Sliding Seat Tracks
• Liftgate Latch
MOPART Multipurpose GREASE OR EQUIVALENT

• All Other Hood Mechanisms
MOPART LOCK CYLINDER LUBRICANT OR EQUIVALENT

• Door Lock Cylinders
• Liftgate Lock Cylinder

Front Console Shifter Bezel 3 — 23
Front Console to Instrument Panel 3 — 23
Front Door Bottom Pull Bracket to Window Regulator Rear Rail 11 — 100
Front Door Latch to Outer Latch Face 12 — 108
Front Door Bottom Pull Cup Bracket to Inside Front Door 11 — 100
Front Door Glass Clamps 10 — 90
Front Door Exterior Handle to Door 5 — 44
Front seat track to floor pan bolts 61 45 —
23 - 14 BODY LX
Front seat inboard pivot bolt 40 30 —
Front seat recliner to seat cushion frame 12 9 —
Front seat track to cushion frame bolt 12 9 —
Front seat back 40 30 —
Front seat back to seat cushion 30 22 —
Front seat arm rest - 60/40 12 9 —
Front arm rest - 50/50 split 25 18 —
Front seat back recliner to seat back 12 9 —
Front seat belt buckle anchor nut 40 29 —
Front seat belt retractor bolt 38 28 —
Front seat belt buckle anchor bolt 40 29 —
Front door hinge to hinge pillar bolt 28 21 —
Front Door Hinge to Bracket to Outside the Lower A-Pillar 30 — 22
Front door hinge to door nuts and bolt 28 21 —
Front door latch striker 28 20 —
Front seat rear outboard seat track to floor pan bolts 28 20 —
Front strut tower to tower brace bolts 38 28 —
Decklid latch striker 22 16 —
Decklid Spoiler SRT 8 6 4.4 —
Door hinge bolt and nut 28 21 —
Door hinge double ended stud 14 — 120
Headlamp Mounting Crossmember 28 — 21
Hood latch release cable handle to the cowl side 2.3 to 3.4 — 20 to 30
Hood latch to crossmember 22.6 to — 200 to
33.9 300
Hood hinges 22.6 to — 200 to
33.9 300
Horn to Crossmember 28 — 21
Instrument Panel Side Support Bolts 27 — 20
Interior Remote Handle to Inside Door 2 — 16
Instrument Panel Fence Bolts 8 — 70
Instrument Panel Bottom Bolts 6 — 55
Rear Child Tether anchor 20 15 —
Radiator Mounting Bracket to Headlamp Mounting Crossmember 28 — 21
Rear door glass to regulator bolt 11 — 105
Rear seat arm rest to seat back with ski pass 5 — 46
Rear seat back and belts to floor 44 32 —
Rear seat back 40 section to collar section 60 44 —
Rear seat back 60 section 16 12 —
Rear seat back collar assembly 60 44 —
Rear door hinge to B-pillar bolt 28 20 —
Rear door hinge to door bolt 28 20 —
Rear door latch striker 28 20 —
Sunroof module to roof panel 11 — 97
LX BODY 23 - 15
SPECIAL TOOLS
BODY
Trim Stick C-4755
TORX BIT SET C-4794-B
REMOVER, MOLDINGS C-4829-A
Outer Belt Molding Remover - 9093

23 - 16 DECKLID LX
DECKLID
TABLE OF CONTENTS
page page
BUMPER INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
REMOVAL LATCH
LOWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
UPPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
INSTALLATION LATCH STRIKER
LOWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
UPPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
COVER SUPPORT CYLINDER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
DECKLID DECKLID - SPOILER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
HINGE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
LX DECKLID 23 - 17
BUMPER
REMOVAL
LOWER
1. Open the deck lid.
2. Remove the push-pin fastener (1) that secures the
lower bumper (2) to the rear fascia flange that
extends over the deck opening lower panel.
3. Remove the bumper.
UPPER
2. Unscrew the upper bumper (2) from the lower
flange of the deck lid inner panel (1).
23 - 18 DECKLID LX
INSTALLATION
LOWER
1. Position the lower bumper (2) to the rear fascia
flange that extends over the deck opening lower
panel.
2. Secure the bumper with a push-pin fastener.
3. Close the deck lid.
UPPER
1. Screw the upper bumper (2) into the hole in the
lower flange of the deck lid inner panel (1).
2. Thread the bumper in or out of the deck lid as nec-
essary to achieve proper deck lid closing and align-
ment.
LX DECKLID 23 - 19
COVER
REMOVAL
2. Remove the four push-pin fasteners (4) that secure
the latch cover (1) to the deck lid inner panel (3).
3. Disengage the emergency latch release T-handle
from the cover.
4. Remove the cover from the deck lid inner panel.
INSTALLATION
1. Position the latch cover (1) over the latch on the
deck lid inner panel (3).
2. Engage the emergency latch release T-handle
through the slit in the cover.
3. Align the mounting holes in the cover to the holes
in the deck lid inner panel.
4. Install the four push-pin fasteners that secure the
cover to the deck lid.
23 - 20 DECKLID LX
DECKLID
REMOVAL
2. Disconnect and isolate the battery negative cable.
3. Remove the cover from over the latch on the inside
of the deck lid. (Refer to 23 - BODY/DECKLID/
COVER - DECKLID LATCH - REMOVAL).
4. Disconnect the connector (2) of the body wire har-
ness take out for the deck lid (1) from the latch
connector receptacle (3).
5. Disengage the two retainers (4) that secure the

deck lid take out (2) of the body wire harness to
the underside of the deck lid.
6. Disengage the wire grommet (1) near the right
hinge from the underside of the deck lid.
7. Carefully remove the deck lid take out of the body
wire harness from between the inner and outer
deck lid panels.
LX DECKLID 23 - 21
8. Mark both upper hinge bracket (3) locations on the

deck lid inner panel (1) to aid reinstallation.
9. With the aid of an assistant, support the deck lid
while removing the two screws (2) that secure each
upper hinge bracket to the deck lid.
10. Remove the deck lid from the vehicle.
INSTALLATION
1. With the aid of an assistant, support and position
the deck lid (1) to the two upper hinge brackets (3)
on the vehicle.
2. Install and tighten the two screws (2) that secure
each upper hinge bracket to the deck lid. Tighten
the screws to 28 N·m (21 ft. lbs.).
23 - 22 DECKLID LX
3. Carefully route the deck lid take out (2) of the body
wire harness between the inner and outer deck lid
panels.
4. Engage the wire grommet (1) into the hole near the
right hinge on the underside of the deck lid.
5. Engage the two retainers (4) that secure the deck
lid take out (2) of the body wire harness to the
underside of the deck lid.
6. Reconnect the connector (2) of the body wire har-

ness take out for the deck lid (1) to the latch con-
nector receptacle (3).
7. Reinstall the cover over the latch on the inside of
the deck lid. (Refer to 23 - BODY/DECKLID/
COVER - DECKLID LATCH - INSTALLATION).
8. Reconnect the battery negative cable.
10. Adjust the deck lid hinge positions and upper
overslam bumpers as necessary to achieve
proper spacing and operation.
LX DECKLID 23 - 23
HINGE
REMOVAL
1. Open and support the deck lid (1) with a suitable
prop or block.
2. Remove the support cylinder from the deck lid
hinge. (Refer to 23 - BODY/DECKLID/CYLINDER -
DECKLID SUPPORT - REMOVAL).
3. Mark the upper hinge bracket (3) location on the
deck lid inner panel to aid reinstallation.
4. Remove the two screws (2) that secure the hinge
to the deck lid.
5. Mark the lower hinge bracket (1) location on the

deck lid opening drain trough to aid reinstallation.
6. Remove the three screws (2) that secure the hinge
to the drain trough.
7. Remove the deck lid hinge from the vehicle.
23 - 24 DECKLID LX
INSTALLATION
1. Position the lower bracket of the deck lid hinge (1)
to the drain trough on the vehicle.
2. Install and tighten the three screws (2) that secure
the hinge to the drain trough. Tighten the screws to
28 N·m (21 ft. lbs.).
3. Position the deck lid (1) to the upper hinge bracket

(3) on the vehicle.
the hinge to the deck lid. Tighten the screws to 28
N·m (21 ft. lbs.).
5. Reinstall the support cylinder onto the deck lid
hinge. (Refer to 23 - BODY/DECKLID/CYLINDER -
DECKLID SUPPORT - INSTALLATION).
6. Remove the fixture being used to support the deck
lid for service and close the deck lid.
7. Adjust the deck lid hinge position as necessary to
achieve proper spacing and operation.
LX DECKLID 23 - 25
LATCH
REMOVAL
3. Remove the cover from over the latch on the inside
of the deck lid. (Refer to 23 - BODY/DECKLID/
COVER - DECKLID LATCH - REMOVAL).
4. Disconnect the connector (2) of the body wire har-
ness take out for the deck lid (1) from the latch
connector receptacle (3).
5. Remove the two screws (2) that secure the latch

(3) to the inside of the deck lid (1).
6. Remove the latch from the inside of the deck lid.
23 - 26 DECKLID LX
INSTALLATION
1. Position the latch (3) to the inside of the deck lid
(1).
the latch to the inside of the deck lid. Tighten the
screws to 8 N·m (71 in. lbs.).
3. Reconnect the connector (2) of the body wire har-

ness take out for the deck lid (1) to the latch con-
nector receptacle (3).
4. Reinstall the cover over the latch on the inside of
the deck lid. (Refer to 23 - BODY/DECKLID/
COVER - DECKLID LATCH - INSTALLATION).
LX DECKLID 23 - 27
LATCH STRIKER
REMOVAL
2. Remove the trunk rear trim panel from the inside of
the deck opening lower panel (3). (Refer to 23 -
BODY/INTERIOR/TRUNK REAR TRIM PANEL -
REMOVAL).
3. Mark the deck lid latch striker (2) location on the
inside of the deck opening lower panel to aid rein-
stallation.
striker to the inside of the deck opening lower
panel.
5. Remove the latch striker from the vehicle.
INSTALLATION
1. Position the deck lid latch striker (2) to the inside of
the deck opening lower panel (3).
the latch striker to the deck opening lower panel.
Tighten the screws to 28 N·m (21 ft. lbs.).
3. Adjust the latch striker position as necessary to
achieve proper deck lid latch operation.
4. Reinstall the trunk rear trim panel to the deck
opening lower panel. (Refer to 23 - BODY/INTERI-
OR/TRUNK REAR TRIM PANEL - INSTALLATION).
23 - 28 DECKLID LX
SUPPORT CYLINDER
REMOVAL
1. Open and support the deck lid with a suitable prop
or block.
WARNING: To avoid personal injury or death, dur-

ing service lift the ball socket end retaining clip
only far enough to release the socket from the ball
stud. Excessive prying or removal of the clip may
result in improper clip spring tension. Improper
clip tension may result in the support cylinder
separating from the ball stud causing sudden,
unexpected loss of deck lid support.
2. Insert a small flat-bladed tool (3) into the notch on

the outer face of one ball socket end (1) of the
support cylinder and carefully pry the retaining clip
(2) outward while pulling the ball socket away from
the ball stud (4) on the deck lid hinge.
3. Release the retaining clip to its installed position.
4. Repeat Step 2 and Step 3 for the opposite end of
the support cylinder.
5. Remove the support cylinder (2) from the deck lid
hinge (1).
LX DECKLID 23 - 29
INSTALLATION
1. Position the ball socket on the cylinder end of the
support cylinder (2) to the ball stud on the upper
bracket of the deck lid hinge (1).
2. Using hand pressure, press the ball socket onto
the ball stud until the retainer clip snaps into place.
3. Position the ball socket on the rod end of the sup-
port cylinder to the ball stud on the lower bracket of
the deck lid hinge.
5. Inspect to be certain that the retaining clip on each
of the support cylinder ball socket ends is fully
seated.
6. Remove the service prop or block and close the
deck lid.
23 - 30 DECKLID LX
DECKLID - SPOILER
REMOVAL
NOTE: On SRT 8 vehicles only.
1. Remove spoiler nuts from spoiler studs..

2. Remove spoiler (1) from decklid (2).
INSTALLATION
NOTE: SRT 8 vehicles only
1. Insert spoiler studs through decklid (2) holes.

2. Install nuts (3) to spoiler studs.
3. Torque nuts to 6 N·m (4.4 ft. lbs.)
LX DOOR - FRONT 23 - 31
DOOR - FRONT
TABLE OF CONTENTS
page page
DOOR - FRONT INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47

DESCRIPTION - FASTENER . . . . . . . . . . . . . . . . . . . 32 LOCK CYLINDER
DOOR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 STRIKER
EXTERIOR HANDLE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 TRIM PANEL
GLASS REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 WATERSHIELD
HINGE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 WINDOW REGULATOR
LATCH REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
23 - 32 DOOR - FRONT LX
DOOR - FRONT
DESCRIPTION - FASTENER
1. The push pin fastener is in the open position (1)
when the center pin is pull outward approximately 2
mm. Then the push pin fastener is ready to be
used.
2. To install push pin place it into position, and push
the center pin in flush with the head of the push pin
to lock it into position (2).
3. To remove the push pin fastener, push the center
pin inward approximately 2 mm to release push pin
fastener (3).
DOOR
REMOVAL
2. Open the front door.
3. Disengage the front door wire harness boot and
connector (1) from the outside of the lower A-pillar
(2).
4. Carefully pull the door wire harness boot and con-

nector (2) out from the A-pillar far enough to
access and disconnect the body wire harness con-
nector(s) (1).
5. Open the door to the full open position.
6. Support the door with a suitable lifting device.
7. Remove the screw (1) from both the upper and
lower front door hinges that secures the door hinge
bracket (3) to the body hinge bracket (2).
8. While still supporting the door, close the door to the
intermediate detent position (one detent from the
full open position).
9. Raise the front door (2) upward far enough to dis-

engage the upper and lower hinge pins (3) from
the pivots (1) on the upper and lower body hinge
brackets.
10. Remove the front door from the vehicle.
INSTALLATION
1. Support the front door (2) with a suitable lifting
device.
2. Position the door with the upper and lower hinge
pins (3) aligned over the pivots (1) on the upper
and lower body hinge brackets.
3. Lower the door far enough to engage the hinge
pins into the pivot holes.
4. While still supporting the door, open the door to the
full open position.
5. Align the holes in the upper and lower front door

hinge brackets (3) with those in the body hinge
brackets (2).
6. Install and tighten the screw (1) into both the upper
and lower front door hinge to secure the door hinge
brackets to the body hinge brackets. Tighten the
screws to 42 N·m (31 ft. lbs.).
7. Remove the lifting device supporting the door.
8. Carefully pull the body wire harness connector(s)
(1) out from the A-pillar far enough to reconnect
them to the door wire harness boot and connector
(2).
9. Engage the front door wire harness boot and con-

nector (1) into the wiring clearance hole on the out-
side of the lower A-pillar (2).
NOTE: For vehicles equipped with the optional

Automatic Express Up power window feature,
recalibration of this feature is required whenever
power to the door module is disrupted. (Refer to 8
- ELECTRICAL/BATTERY SYSTEM - STANDARD
PROCEDURE - BATTERY CONNECTION).
11. Adjust the door hinge positions as necessary to

achieve proper door spacing and operation.
EXTERIOR HANDLE
REMOVAL
1. Remove the trim panel from the inside of the front
door. (Refer to 23 - BODY/DOOR - FRONT/TRIM
PANEL - REMOVAL).
2. Remove the speaker from the inside of the front
door. (Refer to 8 - ELECTRICAL/AUDIO/SPEAKER
- REMOVAL).
3. Remove the watershield from the inside of the front
door. (Refer to 23 - BODY/DOOR - FRONT/WA-
TERSHIELD - REMOVAL).
4. Remove the screw (3) that secures the bottom of
the pull cup bracket (2) and the bottom of the win-
dow regulator rear rail to the inside of the front
door.
5. Loosen the screw (1) that secures the top of the
pull cup bracket to the inside of the front door.
6. Disengage the upper pull cup bracket screw from
the keyed hole and remove the bracket from the
inside of the front door.
7. Reach up into the back of the door shell to unsnap

the plastic clip (2) that secures the end of the latch
release link to the exterior door handle (1) and dis-
engage the latch release link from the handle.
8. For the driver side handle only, reach up into the
back of the door shell to unsnap the plastic clip (3)
that secures the end of the lock actuator link to the
lock cylinder and disengage the link from the lock
cylinder.
9. Remove the three screws (2) from the inside of the
door that secure that exterior handle to the door.
10. Remove the handle from the outside of the door.
INSTALLATION
1. Position the exterior handle (1) to the mounting
holes on the outside of the door.
2. From the inside of the door, install and tighten the
three screws (2) that secure that exterior handle to
the door. Tighten the screws to 5 N·m (44 in. lbs.).
3. For the driver side handle only, reach up into the
back of the door shell to engage the lock actuator
link (3) to the lock cylinder and snap the plastic clip
over the link to secure it to the lock cylinder.
4. Reach up into the back of the door shell to engage
the latch release link (2) to the exterior door handle
(1) and snap the plastic clip over the link to secure
it to the handle.
5. With the upper screw (1) hand-started into the pull

cup bracket (2), position the screw into the keyed
hole on the inside of the front door.
6. Install and tighten the screw (3) that secures the
bottom of the pull cup bracket and the bottom of
the window regulator rear rail to the inside of the
front door. Tighten the screw to 11 N·m (100 in.
lbs.).
7. Tighten the screw that secures the top of the pull
cup bracket to the inside of the front door. Tighten
the screw to 10 N·m (90 in. lbs.).
8. Reinstall the watershield onto the inside of the front
TERSHIELD - INSTALLATION).
9. Reinstall the speaker onto the inside of the front
- INSTALLATION).
10. Reinstall the trim panel onto the inside of the front
PANEL - INSTALLATION).
GLASS
REMOVAL
PANEL - REMOVAL).
- REMOVAL).
3. Remove the inner belt weatherstrip from the front
door. (Refer to 23 - BODY/WEATHERSTRIP/
SEALS/DOOR INNER BELT WEATHERSTRIP -
REMOVAL - FRONT).
5. Using the regulator, adjust the front door glass (1)
position up or down as required for access to the
two window regulator glass clamps (3).
6. Loosen the screw (3) in each of the glass clamps
far enough to release the glass.
7. From the outside of the front door, lift the glass (1)
upward far enough to disengage it from the two
glass clamps (2).
8. Lift the rear side of the glass upward and out from
the top of the door shell first to unload the glass
from the door.
INSTALLATION
1. From the outside of the front door, insert the front
side of the glass (1) into the top of the door shell
first to load the glass into the door.
2. Engage the glass into the two window regulator
glass clamps (2).
3. Using the regulator, lower the window as required

for access to the two window regulator glass clamp
screws (2).
4. Tighten the screw in each of the glass clamps.
Tighten the screws to 10 N·m (90 in. lbs.).
5. Reinstall the watershield onto the inside of the front
6. Reinstall the inner belt weatherstrip onto the front
INSTALLATION - FRONT).
- INSTALLATION).
HINGE
REMOVAL
1. Remove the front door from the vehicle. (Refer to
23 - BODY/DOOR - FRONT/DOOR - REMOVAL).
2. Mark the upper or lower hinge bracket (2) location
on the outside of the lower A-pillar to aid reinstal-
lation.
3. Remove the screws (1) that secure the hinge
bracket to the outside of the lower A-pillar.
4. Remove the hinge bracket from the A-pillar.
5. Mark the upper (1) or lower (4) door hinge location

on the hinge face of the front door (2) to aid rein-
stallation.
6. Remove the screw (5) that secures the hinge to the
door.
7. Remove the nut (3) that secures the hinge to the
stud on the door.
8. Remove the upper or lower hinge from the hinge
face of the door.
INSTALLATION
1. Position the upper (1) or lower (4) hinge to the
hinge face of the front door.
2. Install and tighten the nut (3) that secures the
hinge to the stud on the door. Tighten the nut to 28
N·m (21 ft. lbs.).
hinge to the door. Tighten the screw to 28 N·m (21
ft. lbs.).
4. Position the upper or lower hinge bracket (2) onto

the outside of the lower A-pillar.
the hinge bracket to the outside of the lower A-pil-
lar. Tighten the screws to 30 N·m (22 ft. lbs.).
6. Reinstall the front door onto the vehicle. (Refer to
23 - BODY/DOOR - FRONT/DOOR -
INSTALLATION).
LATCH
REMOVAL
PANEL - REMOVAL).
- REMOVAL).
door.
7. Reach into the back of the door shell to unsnap the

plastic clip that secures the end of the interior door
latch lock link (1) to the latch lever and disengage
the link from the latch (2).
8. Remove the interior door latch lock link and knob

unit (2) from the front door (1).

handle latch release link (4) to the latch lever and
disengage the link from the latch (3).
10. Reach into the back of the door shell to unsnap
the plastic clip that secures the end of the exterior
door handle latch release link (1) to the latch lever
and disengage the link from the latch.
11. For the driver side front door only, reach into the
back of the door shell to unsnap the plastic clip
that secures the end of the lock cylinder lock
actuator link (2) to the latch lever and disengage
the link from the latch.
12. Remove the three screws (2) that secure the latch
(1) to the outer latch face of the front door.
NOTE: Wiring connector can be disconnected

much easier after all links are disconnected from
latch and latch is unscrewed from door.
13. Reach into the back of the door shell (3) and pull
the latch forward far enough to access and dis-
connect the door wire harness connector (1) from
the front door latch (2) connector receptacle.
14. Remove the latch from the interior of the door
shell.
INSTALLATION
NOTE: Wiring connector can be connected much
easier with all links disconnected from latch and
latch is unscrewed from door.
1. Connect the door wire harness connector (1) to the

door latch (2).
2. Position the latch (1) to the latch face on the inte-

rior of the front door shell.
the latch to the outer latch face of the front door.
4. For the driver side front door only, reach into the
back of the door shell to engage the lock cylinder
actuator link (2) to the latch lever and snap the
plastic clip over the link to secure it to the latch (3).
5. Reach into the back of the door shell to engage the
exterior door handle latch release link (1) to the
latch lever and snap the plastic clip over the link to
secure it to the latch.
end of the interior door handle latch release link (4)
to the latch lever and snap the plastic clip over the
link to secure it to the latch.
7. Position the interior door latch lock link and knob

unit (2) into the front door (1).

end of the interior door latch lock link (1) to the
latch lever and snap the plastic clip over the link to
secure it to the latch (2).

lbs.).
12. Reinstall the watershield onto the inside of the
front door. (Refer to 23 - BODY/DOOR - FRONT/
WATERSHIELD - INSTALLATION).
door. (Refer to 8 - ELECTRICAL/AUDIO/
SPEAKER - INSTALLATION).
15. Use a wrench inserted through the access slot on
the outer latch face of the front door shell (1) to
loosen the hex socket latch release adjusting
screw (3) on the latch (2).
16. Cycle the door outside latch release handle
through its full travel two or three times.
17. Tighten the adjusting screw.
LOCK CYLINDER
REMOVAL
NOTE: A door lock cylinder is used only on the
driver side front door exterior handle.
1. Remove the handle (1) from the outside of the

driver side front door. (Refer to 23 - BODY/DOOR -
FRONT/EXTERIOR HANDLE - REMOVAL).
2. Using hand pressure, push on the face of the lock
cylinder (2) until it pops out of the cavity in the
back of the door handle.
INSTALLATION
NOTE: A door lock cylinder is used only on the
driver side front door exterior handle.
1. Insert the lock cylinder (2) into the cavity on the

back of the door handle (1).
2. Align the lock cylinder in the handle by engaging
the tab (3) on the outer circumference of the cylin-
der in the slot of the tab (4) on the wall of the han-
dle cavity.
3. Reinstall the handle onto the outside of the driver
side front door. (Refer to 23 - BODY/DOOR -
FRONT/EXTERIOR HANDLE - INSTALLATION).
STRIKER
REMOVAL
2. Mark the front door latch striker (3) location on the
face of the outer B-pillar (1) to aid reinstallation.
3. Remove the two screws (2) that secure the striker
to the B-pillar.
4. Remove the striker from the B-pillar.
INSTALLATION
1. Position the front door latch striker (3) on the face
of the outer B-pillar (1).
the striker to the B-pillar. Tighten the screws to 33
N·m (24 ft. lbs.).
achieve proper door spacing and latch operation.
TRIM PANEL
REMOVAL
2. Unsnap and fold back the screw cap below the trim
panel pull handle to access and remove the screw
(5) that secures the panel (2) to the pull handle
bracket.
3. Unsnap and fold back the screw cap within the
interior remote handle recess of the trim panel to
access and remove the screw (4) that secures the
panel to the inside of the door (1). The screw cap
on the sedan opens from the top, and the wagon
opens from the bottom.
4. Remove the four screws (6) that secure the bottom
and front lower corner of the trim panel to the
inside of the door.
5. Remove the two push pins (1) at the rear of the

trim panel and one push pin (1) at the front edge of
the trim panel. (Refer to 23 - BODY/DOOR -
FRONT - DESCRIPTION - FASTENERS).
6. Pull the trim panel (2) away from the inside of the
door far enough to disengage the locator pins near
the top of the panel from the door, then lift the rear
of the panel upward far enough to disengage the
interior door latch lock link and knob (1) from the
clearance hole at the upper rear corner of the
panel.
7. Reach between the top of the trim panel (3) and

the inside of the door shell to unsnap the plastic
clip that secures the end of the interior door handle
latch release link (1) to the handle lever (2) and
disengage the link from the handle.
door shell far enough to access and disconnect the
door wire harness (4) connectors from the power
window/lock/mirror switches (2), the door module
(6), and the door courtesy lamp (5) as the vehicle
is equipped.
9. Disengage the retainers (3) that secure the door
wire harness to the inside of the trim panel.
10. Remove the trim panel from the inside of the
door.
11. Remove door module if necessary. The heat
stakes have to be cut off or drilled out. (Refer to 8
- ELECTRICAL/ELECTRONIC CONTROL MOD-
ULES/DOOR MODULE - REMOVAL).
NOTE: A battery reconnect procedure must be per-

formed anytime the battery has been discon-
nected. (Refer to 8 - ELECTRICAL/BATTERY
SYSTEM - STANDARD PROCEDURE).
INSTALLATION
1. Check to be certain that the five spring nuts (1 and
3) are properly installed and in good condition on
the inside of the door (2).
2. Check to be certain that the three plug grommets

(1 and 2) are properly installed and in good condi-
tion on the inside of the door.
3. Installing a new door trim panel (1) with the original

door module (6) or new door module (6) the mod-
ule can be attached by using screws or heat stake
the door module (6) to the trim panel. If the door
module (6) was removed or being replaced, use
screws to attach door module (6) to the second set
of bosses on the door trim panel (1). (Refer to 23 -
BODY - STANDARD PROCEDURE - HEAT STAK-
ING). If the door module (6) was removed or being
replaced, use screws to attach module to the sec-
ond set of bosses on the door trim panel (1).
4. Position the trim panel (1) close enough to the
inside of the door to engage the retainers (3) that
secure the door wire harness (4) to the inside of
the trim panel.
5. Reconnect the door wire harness connectors to the
power window/lock/mirror switches (2), the door
module (6), and the door courtesy lamp (5) as the
vehicle is equipped.
the inside of the door shell to engage the end of
the interior door handle latch release link (1) to the
handle lever (2) and snap the plastic clip over the
link to secure it to the handle.
7. Lift the trim panel (2) over the inside of the door far
enough to engage the interior door latch lock link
and knob (1) into the clearance hole at the upper
rear corner of the panel.
8. Position the two locator pins (4) on the back of the
trim panel (2) to the locator holes (3) on the inside
of the door panel and simultaneously push the
three upper pins (1) into the grommet plugs near
the top of the door. Make certain that the upper
edges of the trim panel are engaged in the grooves
of the window moldings.

interior remote handle recess of the trim panel (2)
to the inside of the door (1). Tighten the screw to 2
N·m (16 in. lbs.). Fold and snap the screw cap over
the screw.
trim panel (2) to the pull cup bracket below the
trim panel pull cup. Tighten the screw to 2 N·m
(16 in. lbs.). Fold and snap the screw cap over
the screw.
11. Install the three push-pin retainers (1) that secure

the trim panel to the inside of the door. (Refer to
23 - BODY/DOOR - FRONT - DESCRIPTION -
FASTENERS).
12. Install and tighten the four screws (6) that secure
the bottom and front lower corner of the trim
panel to the inside of the door. Tighten the screws
to 2 N·m (16 in. lbs.).

Automatic Express Up power window feature, cal-
ibration of this feature is required whenever power
to the door module is disrupted. A battery recon-
nect procedure must be performed anytime the
battery has been disconnected. (Refer to 8 - ELEC-
TRICAL/BATTERY SYSTEM - STANDARD PROCE-
DURE).

WATERSHIELD
REMOVAL
CAUTION: Do not allow the watershield or adhe-
sive to become contaminated with dirt or other
foreign substances.
Do not damage the watershield during removal

and installation.
If the watershield becomes contaminated or dam-
aged, replace the watershield.
PANEL - REMOVAL).
2. Carefully separate the lower half of the watershield
(2) from the inside of the door (1).
3. Lift the lower half of the watershield upward far
enough to access and pull the trim panel take outs
of the door wire harness out of the slit near the
center of the watershield.
4. Carefully separate the upper half of the watershield
from the inside of the door.
5. Lift the upper half of the watershield upward far enough to disengage the inside latch lock knob and link and the
inside remote latch release handle link from the slit near the upper rear corner of the watershield.
6. Remove the watershield from the door.
INSTALLATION
foreign substances.

and installation.
1. Thread the inside latch lock knob and link and the
inside remote latch release handle link through the
slit near the upper rear corner of the watershield
(2).
2. Place the front and rear dimple formations located
in the upper watershield into their respective loca-
tor holes in the door (1) inner panel.
3. Apply firm and even pressure to the adhesive bead
along the upper edge of the watershield to seal it
to the inside of the door.
4. Lift the lower half of the watershield upward far enough to access and pull the trim panel take outs of the door
wire harness out of through the slit near the center of the watershield.
5. Apply firm and even pressure to the adhesive bead along the remaining edges of the watershield to seal it to the
inside of the door. Be certain that the watershield is sealed to the inside of the door.
6. Reinstall the trim panel onto the inside of the front door. (Refer to 23 - BODY/DOOR - FRONT/TRIM PANEL -
INSTALLATION).
WINDOW REGULATOR
REMOVAL
PANEL - REMOVAL).
- REMOVAL).
door.
7. Using the regulator, adjust the front door glass (1)

9. Lift the glass out of the regulator clamps and into
its full up position, then tape the glass securely into
place.
10. Remove the two screws (6) that secure the bot-
tom of the front regulator rail (5) and the regulator
motor support bracket (4) to the inside of the
door.
11. Loosen the two screws (2) that secure the tops of
both regulator rails to the keyed holes (1) on the
inside of the door.
12. Lift the front regulator rail upward within the door
far enough to disengage the screw from the
keyed hole in the door.
13. Lower the front regulator rail within the door (1)
far enough to access and disconnect the door
wire harness connector (4) from the regulator
motor (2) through the speaker mounting hole (3)
on the inside of the door near the front.
14. Lift the rear regulator rail upward within the door
15. Remove the regulator through the large access
hole on the inside of the door near the rear.
INSTALLATION
1. Load the regulator into the door through the large
access hole on the inside of the door near the rear.
2. Engage the screw (2) at the top of the rear regula-
tor rail (3) into the keyed hole (1) on the inside of
the door near the rear.
3. Position the front regulator rail within the door (1)

so that the door wire harness connector (4) can be
reconnected to the regulator motor (2) through the
speaker mounting hole (3) on the inside of the door
near the front.
4. Engage the screw at the top of the front regulator
rail into the keyed hole on the inside of the door
near the front.
5. Install and tighten the two screws that secure the
bottom of the front regulator rail and the regulator
motor support bracket to the inside of the door.
6. Tighten the two screws that secure the tops of both
regulator rails to the keyed holes on the inside of
7. Remove the tape securing the door glass in its full

up position, then lower the glass to engage it into
the two window regulator glass clamps (3).
8. Using the regulator, lower the glass far enough to
access the two window regulator glass clamp
screws (2).
lbs.).
13. Install the watershield onto the inside of the front
14. Install the speaker onto the inside of the front
door. (Refer to 8 - ELECTRICAL/AUDIO/
SPEAKER - INSTALLATION).
15. Install the trim panel onto the inside of the front
23 - 62 DOOR - REAR LX
DOOR - REAR
TABLE OF CONTENTS
page page
DOOR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 STRIKER
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
EXTERIOR HANDLE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 TRIM PANEL
GLASS INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 WATERSHIELD
GLASS RUN CHANNEL INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 WINDOW REGULATOR
HINGE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 CABLE - REMOTE LOCK ACTUATOR
LATCH INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
LX DOOR - REAR 23 - 63
DOOR
REMOVAL
2. Open the rear door.
3. Disengage the rear door wire harness boot and
connector (1) from the outside of the lower B-pillar
(2).
4. Carefully pull the door wire harness boot and con-

nector (2) out from the B-pillar far enough to
access and disconnect the body wire harness con-
nector (1).
5. Open the door to the full open position.
6. Support the door with a suitable lifting device.
7. Remove the screw (1) from both the upper and
lower rear door hinges that secures the door hinge
bracket (3) to the body hinge bracket (2).
8. While still supporting the door, close the door to the
intermediate detent position (one detent from the
full open position).
9. Raise the rear door (2) upward far enough to dis-

engage the upper and lower hinge pins (3) from
the pivots (1) on the upper and lower body hinge
brackets.
10. Remove the rear door from the vehicle.
INSTALLATION
1. Support the rear door (2) with a suitable lifting
device.
2. Position the door with the upper and lower hinge
pins (3) aligned over the pivots (1) on the upper
and lower body hinge brackets.
3. Lower the door far enough to engage the hinge
pins into the pivot holes.
4. While still supporting the door, open the door to the
full open position.
5. Align the holes in the upper and lower rear door

hinge brackets (3) with those in the body hinge
brackets (2).
6. Install and tighten the screw (1) into both the upper
and lower rear door hinge to secure the door hinge
brackets to the body hinge brackets. Tighten the
7. Remove the lifting device supporting the door.
8. Carefully pull the body wire harness connector (1)
out from the B-pillar far enough to reconnect it to
the door wire harness boot and connector (2).
9. Engage the rear door wire harness boot and con-

nector (1) into the wiring clearance hole on the out-
side of the lower B-pillar (2).
11. Adjust the door hinge positions as necessary to
achieve proper door spacing and operation.
EXTERIOR HANDLE
REMOVAL
1. Remove the trim panel from the inside of the rear
door. (Refer to 23 - BODY/DOOR - REAR/TRIM
PANEL - REMOVAL).
2. Remove the watershield from the inside of the rear
door. (Refer to 23 - BODY/DOOR - REAR/WATER-
SHIELD - REMOVAL).
3. Remove the door glass channel and bracket from
the inside of the rear door. (Refer to 23 - BODY/
DOOR - REAR/GLASS RUN CHANNEL -
REMOVAL).
4. Remove the latch from the inside of the rear door.
(Refer to 23 - BODY/DOOR - REAR/LATCH -
REMOVAL).
5. Remove the three screws (2) from the inside of the
door that secure that exterior handle (1) to the
door.
6. Remove the handle from the outside of the door.
INSTALLATION
1. Position the exterior handle (1) to the mounting
holes on the outside of the door.
2. From the inside of the door, install and tighten the
three screws (2) that secure that exterior handle to
3. Reinstall the latch to the inside of the rear door.
(Refer to 23 - BODY/DOOR - REAR/LATCH -
INSTALLATION).
4. Reinstall the door glass channel and bracket to the
inside of the rear door. (Refer to 23 - BODY/DOOR
- REAR/GLASS RUN CHANNEL - INSTALLATION).
5. Reinstall the watershield onto the inside of the rear
SHIELD - INSTALLATION).
6. Reinstall the trim panel onto the inside of the rear
GLASS
REMOVAL
PANEL - REMOVAL).
2. Remove the inner belt weatherstrip from the rear
REMOVAL-REAR).
SHIELD - REMOVAL).
4. Remove the glass channel and bracket from the
- REAR/GLASS RUN CHANNEL - REMOVAL).
5. Using the regulator, adjust the rear door glass (1)
7. From the outside of the rear door, lift the glass (1)
upward far enough to disengage it from the two
glass clamps (2).
8. Lift the glass upward and out from the top of the
door shell to unload the glass from the door.
INSTALLATION
1. From the outside of the rear door, insert the rear
door glass (1) into the top of the door shell to load
the glass into the door.
2. Engage the glass into the two window regulator
glass clamps (2).
3. Using the regulator, lower the window as required

for access to the two window regulator glass clamp
screws (3).
5. Reinstall the glass channel and bracket onto the
inside of the rear door. (Refer to 23 - BODY/
DOORS - REAR/GLASS RUN CHANNEL -
INSTALLATION).
7. Reinstall the inner belt weatherstrip onto the rear
INSTALLATION-REAR).
GLASS RUN CHANNEL
REMOVAL
PANEL - REMOVAL).
SHIELD - REMOVAL).
3. Loosen the two screws (1) that secure the rear
door glass channel and bracket (2) to the inside of
the rear door.
4. Disengage the two screws from the keyed holes
near the back of the inner door panel and remove
the channel and bracket from the interior of the
rear door.
INSTALLATION
1. Position the rear door glass channel and bracket
(2) into the interior of the rear door.
2. Engage the two screws (1) into the keyed holes
near the back of the inner door panel.
3. Tighten the two screws that secure the channel
and bracket to the inside of the rear door. Tighten
the screws to 10 N·m (90 in. lbs.).
HINGE
REMOVAL
1. Remove the rear door from the vehicle. (Refer to
23 - BODY/DOOR - REAR/DOOR - REMOVAL).
2. Mark the upper (2) or lower (4) hinge bracket loca-
tion on the outside of the lower B-pillar (1) to aid
reinstallation.
bracket to the outside of the lower B-pillar.
4. Remove the hinge bracket from the B-pillar.
5. Mark the upper (1) or lower (4) door hinge location

on the hinge face of the rear door (3) to aid rein-
stallation.
6. Remove the screw (6) that secures the hinge to the
door.
7. Remove the nut (5) that secures the hinge to the
stud (2) on the door.
8. Remove the upper or lower hinge from the hinge
face of the door.
INSTALLATION
1. Position the upper (1) or lower (4) hinge to the
hinge face of the rear door (3).
2. Install and tighten the nut (5) that secures the
hinge to the stud (2) on the door. Tighten the nut to
28 N·m (21 ft. lbs.).
hinge to the door. Tighten the screw to 28 N·m (21
ft. lbs.).
4. Position the upper (2) or lower (4) hinge bracket

onto the outside of the lower B-pillar (1).
the hinge bracket to the outside of the lower B-pil-
lar. Tighten the screws to 30 N·m (22 ft. lbs.).
6. Reinstall the rear door onto the vehicle. (Refer to
23 - BODY/DOOR - REAR/DOOR -
INSTALLATION).
LATCH
REMOVAL
PANEL - REMOVAL).
SHIELD - REMOVAL).
REMOVAL).
latch lock link (1) to the latch lever and disengage
the link from the latch (2).
5. Remove the interior door latch lock link and knob
unit from the rear door.
handle latch release link (3) to the latch lever and
disengage the link from the latch.
7. Reach into the back of the door shell to unsnap the plastic clip that secures the end of the exterior door handle
latch release link (4) to the latch lever and disengage the link from the latch.
8. Remove the three screws (2) that secure the latch
(3) to the outer latch face of the rear door (1).
NOTE: Wiring connector can be disconnected
much easier after all links are disconnected from
latch and latch is unscrewed from door.
9. Reach into the back of the door shell (3) and pull
the latch forward far enough to access and discon-
nect the door wire harness connector (1) from the
front door latch (2).
10. Remove the latch from the interior of the door
shell.
INSTALLATION
NOTE: Wiring connector can be connected much
easier with all links disconnected from latch and
latch is unscrewed from door.

door latch (2).
2. Position the latch (3) to the latch face on the inte-
rior of the rear door shell (1).
the latch to the outer latch face of the rear door.

exterior door handle latch release link (4) to the
latch (2) lever and snap the plastic clip over the
end of the interior door handle latch release link (3)
to the latch lever and snap the plastic clip over the
6. Position the interior door latch lock link and knob

unit (2) into the rear door (1).
end of the interior door latch lock link to the latch
lever and snap the plastic clip over the link to
secure it to the latch.
8. Reinstall the door glass channel and bracket to the
- REAR/GLASS RUN CHANNEL - INSTALLATION).
11. Use a wrench inserted through the access slot on
the outer latch face of the rear door shell to
loosen the hex socket latch release adjusting
screw (2) on the latch (1).
12. Cycle the door outside latch release handle
through its full travel two or three times.
13. Tighten the adjusting screw.
STRIKER
REMOVAL
1. Open the rear door.
2. Mark the rear door latch striker (3) location on the
face of the outer C-pillar (1) to aid reinstallation.
3. Remove the two screws (2) that secure the striker
to the C-pillar.
4. Remove the striker from the C-pillar.
INSTALLATION
1. Position the rear door latch striker (3) on the face
of the outer C-pillar (1).
the striker to the C-pillar. Tighten the screws to 33
N·m (24 ft. lbs.).
achieve proper door spacing and latch operation.
TRIM PANEL
REMOVAL
2. Unsnap and fold back the screw cap below the trim
panel pull cup to access and remove the screw (5)
that secures the panel (2) to the pull cup bracket.
3. Unsnap and fold back the screw cap within the
interior remote handle recess of the trim panel to
access and remove the screw (4) that secures the
panel to the inside of the door (1).
4. Remove the four screws (6) that secure the bottom
and front lower corner of the trim panel to the
inside of the door.

secure the trim panel to the inside of the door.
(Refer to 23 - BODY/DOOR - FRONT - DESCRIP-
TION - FASTENERS).
door far enough to disengage the locator pins near
the top of the panel from the door and the steel clip
fastener. Then lift the rear of the panel upward far
enough to disengage the interior door latch lock
link and knob (1) from the clearance hole at the
upper rear corner of the panel.

the inside of the door shell to unsnap the plastic
clip that secures the end of the interior door handle
latch release link (1) to the handle lever (2) and
disengage the link from the handle.
8. Pull the trim panel away from the inside of the door
shell far enough to access and disconnect the door
wire harness connector (5) from the power window
switch (4).
9. Remove the trim panel from the inside of the door.
NOTE: A battery reconnect procedure must be performed anytime the battery has been disconnected. (Refer
to 8 - ELECTRICAL/BATTERY SYSTEM - STANDARD PROCEDURE).
INSTALLATION
1. Check to be certain that the five spring nuts (1 and
2) are properly installed and in good condition on
the inside of the door (3).
2. Check to be certain that the two plug grommets (2)

are properly installed and in good condition on the
inside of the door (1).
3. Position the trim panel (3) close enough to the

inside of the door to reconnect the door wire har-
ness connector (5) to the power window switch (4).
4. Reach between the top of the trim panel and the
inside of the door shell to engage the end of the
interior door handle latch release link (1) to the
handle lever (2) and snap the plastic clip over the
link to secure it to the handle.
5. Lift the trim panel (2) over the inside of the door far
enough to engage the interior door latch lock link
and knob (1) into the clearance hole at the upper
rear corner of the panel.
6. Position the two locator pins (4) on the back of the

trim panel (2) to the locator holes (3) on the inside
of the door panel and simultaneously push the two
upper pins (1) into the grommet plugs near the top
of the door. Make certain that the upper edges of
the trim panel are engaged in the grooves of the
window moldings.
interior remote handle recess of the trim panel (2)
to the inside of the door (1). Tighten the screw to 2
N·m (16 in. lbs.). Fold and snap the screw cap over
the screw.
trim panel (2) to the pull cup bracket below the trim
panel pull cup. Tighten the screw to 2 N·m (16 in.
lbs.). Fold and snap the screw cap over the screw.
9. Install and tighten the four screws (6) that secure
the bottom and front lower corner of the trim panel
to the inside of the door. Tighten the screws to 2
N·m (16 in. lbs.).
10. Install the three push-pin retainers (1) that secure

the trim panel to the inside of the door. (Refer to
23 - BODY/DOOR - FRONT - DESCRIPTION).
NOTE: A battery reconnect procedure must be per-

formed anytime the battery has been discon-
nected. (Refer to 8 - ELECTRICAL/BATTERY
SYSTEM - STANDARD PROCEDURE).

WATERSHIELD
REMOVAL
foreign substances.

and installation.
PANEL - REMOVAL).
2. Carefully separate the lower half of the watershield
(2) from the inside of the door (1).
3. Lift the lower half of the watershield upward far
enough to access and pull the trim panel take out
of the door wire harness out of the slit near the
front of the watershield.
4. Carefully separate the upper half of the watershield
from the inside of the door.
5. Pull the upper front half of the watershield away from the inside of the door far enough to disengage the inside
remote latch release handle link from the slit in the upper center area of the watershield.
6. Lift the upper half of the watershield upward far enough to disengage the inside latch lock knob and link from the
slit in the upper rear corner of the watershield.
7. Remove the watershield from the door.
INSTALLATION
foreign substances.

and installation.
1. Thread the inside latch lock knob and link through
the slit near the upper rear corner of the water-
shield (2).
2. Thread the inside remote latch release handle link
through the slit in the upper center area of the
watershield.
3. Place the front and rear dimple formations located
in the upper watershield into their respective loca-
tor holes in the door (1) inner panel.
4. Apply firm and even pressure to the adhesive bead
along the upper edge of the watershield to seal it to the inside of the door.
5. Lift the lower half of the watershield upward far enough to access and pull the trim panel take out of the door
wire harness out of through the slit near the front of the watershield.
6. Apply firm and even pressure to the adhesive bead along the remaining edges of the watershield to seal it to the
inside of the door. Be certain that the watershield is sealed to the inside of the door.
7. Reinstall the trim panel onto the inside of the rear door. (Refer to 23 - BODY/DOOR - REAR/TRIM PANEL -
INSTALLATION).
WINDOW REGULATOR
REMOVAL
PANEL - REMOVAL).
SHIELD - REMOVAL).
REMOVAL).
the pull cup bracket (1) to the inside of the rear
door.
5. Loosen the screw that secures the top of the pull
cup bracket to the inside of the rear door.
inside of the rear door.
7. Using the regulator, adjust the rear door glass (1)

9. Lift the glass out of the regulator clamps and into
its full up position, then tape the glass securely into
place.
10. Remove the screw (1) that secures the top of the
rear regulator rail (2) to the inside of the door.
11. Remove the screw (4) that secures the regulator
motor support bracket to the inside of the door.
12. Loosen the screw that secures the bottom of the
regulator rail to the keyed hole (3) on the inside of
the door.
13. Lift the rear regulator rail upward within the door
14. Lower the rear regulator within the door (3) far
enough to access and disconnect the door wire
harness connector (1) from the regulator motor (2)
through the large access hole on the inside of the
door near the front.
15. Remove the regulator through the large access
hole on the inside of the door.
INSTALLATION
1. Load the regulator into the door (3) through the
large access hole on the inside of the door near
the front.
2. Position the rear regulator within the door so that
the door wire harness connector (1) can be recon-
nected to the regulator motor (2) through the large
access hole on the inside of the door.
3. Engage the screw at the bottom of the rear regula-

tor rail (2) into the keyed hole (3) on the inside of
the door near the bottom.
top of the rear regulator rail to the inside of the
door. Tighten the screw to 10 N·m (90 in. lbs.).
regulator motor support bracket to the inside of the
6. Tighten the screw that secures the bottom of the
regulator rail to the keyed hole on the inside of the
7. Remove the tape securing the door glass in its full
up position, then lower the glass to engage it into
the two window regulator glass clamps (2).
8. Using the regulator, lower the glass far enough to
access the two window regulator glass clamp
screws (3).
10. With the upper screw hand-started into the pull

hole on the inside of the rear door.
bottom of the pull cup bracket to the U-nut (3) on
the inside of the rear door. Tighten the screw to 11
N·m (100 in. lbs.).
cup bracket to the inside of the rear door. Tighten
13. Reinstall the glass channel and bracket onto the
inside of the rear door. (Refer to 23 - BODY/
DOORS - REAR/GLASS RUN CHANNEL -
INSTALLATION).
14. Reinstall the watershield onto the inside of the
rear door. (Refer to 23 - BODY/DOOR - REAR/
WATERSHIELD - INSTALLATION).
15. Reinstall the inner belt weatherstrip onto the rear
SEALS/DOOR INNER BELT WEATHERSTRIP - INSTALLATION-REAR).
16. Reinstall the trim panel onto the inside of the rear door. (Refer to 23 - BODY/DOOR - REAR/TRIM PANEL -
INSTALLATION).
CABLE - REMOTE LOCK ACTUATOR

REMOVAL
1. Disconnect battery.
3. Remove the lock actuator knob lock nut.
4. Open rear door.

5. Remove the trim panel and watershield. (Refer to
23 - BODY/DOORS - REAR/TRIM PANEL -
REMOVAL)
6. Cut zip ties connecting actuator cable to door rein-
forcement.
7. Drill out rivets (2).
8. Remove door lock actuator cable from door.
INSTALLATION
1. Install the cable into the door and through the hole
in the door shut face.
2. Install and tighten the cable nut.
3. Replace zip ties and fasten to door replacement
bar.
4. Rivet actuator cable bracket to door..

5. Reinstall the watershield and the trim panel. (Refer
to 23 - BODY/DOORS - REAR/TRIM PANEL -
INSTALLATION)
23 - 92 EXTERIOR LX
EXTERIOR
TABLE OF CONTENTS
page page
BELLY PAN INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104

REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93 SHIELD-WHEELHOUSE - FRONT
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
CLADDING-BODY SIDE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95 SHIELD-WHEELHOUSE - REAR
PANEL-COWL TOP INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96 SPOILER
GRILLE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98 MIRROR-SIDE VIEW
RACK-LUGGAGE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99 GLASS-SIDE VIEW MIRROR
RACK-LUGGAGE - CROSSBAR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101 COWL EXTENSION TRIM
CROSSMEMBER-HEADLAMP MOUNTING INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
LX EXTERIOR 23 - 93
BELLY PAN
REMOVAL
2. Remove the screws (1) that secure the front belly
pan (2) to the underside of the vehicle.
3. Remove the front belly pan from the underside of
the vehicle.
4. Remove the screws (1) that secure the rear belly

pan (2) to the underside of the vehicle.
5. Remove the rear belly pan from the underside of
the vehicle.
23 - 94 EXTERIOR LX
INSTALLATION
1. Position the rear belly pan (2) to the underside of
the vehicle.
2. Install the screws (1) that secure the rear belly pan
to the underside of the vehicle. Tighten the screws
securely.
3. Position the front belly pan (2) to the underside of

the vehicle.
4. Install the screws (1) that secure the front belly pan
to the underside of the vehicle. Tighten the screws
securely.
LX EXTERIOR 23 - 95
CLADDING-BODY SIDE
REMOVAL
2. Remove the wheels from the side of the vehicle
being serviced (Refer to 22 - TIRES/WHEELS -
REMOVAL).
3. Remove the pop rivets (2 and 5) from the front
fender (1) and rear quarter panel (6).
4. Remove the rear body side cladding (4) by disen-
gaging the cladding retaining clips from the rocker
panel (7).
5. Remove the front body side cladding (3) by disen-
gaging the retaining clip from the front fender.
INSTALLATION
1. Position the front body side cladding (3) to the front
fender (1).
2. Engaging the front cladding retaining clip to the
front fender.
3. Position the rear body side cladding (4) to the
rocker panel (6).
4. Engaging the rear cladding retaining clips to the
rocker panel.
5. Install the pop rivets (2 and 5).
6. Install the wheels (Refer to 22 - TIRES/WHEELS -
INSTALLATION).
23 - 96 EXTERIOR LX
PANEL-COWL TOP
REMOVAL
1. Remove the two push pins (2) that secure the front
cowl top panel (1) to the right rear corner of the
engine compartment
2. Remove the front cowl top panel.
3. Remove the windshield wiper arms (Refer to 8 -

ELECTRICAL/WIPERS/WASHERS/WIPER ARMS -
REMOVAL).
4. Remove the push-pin (2) that secures each end of
the cowl top panel (1) to each front fender (7).
5. Disengage the two 1/4-turn fasteners (3) that
secure the cowl top panel to the dash panel (5).
6. Remove the six push-pins (4) that secure the cowl
top panel to the strut tower support (6).
7. Disengage the integral retaining clips that secure
the cowl top panel to the dash panel and remove
the cowl panel from the engine compartment.
LX EXTERIOR 23 - 97
INSTALLATION
1. Position the cowl top panel (1) into the engine
compartment.
2. Engage the integral retaining clips that secure the
cowl top panel to the dash panel (5).
3. Install the six push-pins (4) that secure the cowl
top panel to the strut tower support (6).
4. Engage the 1/4-turn fasteners (3) that secure cowl
top panel to the dash panel.
5. Install the push-pin (2) that secures each end of
the cowl top panel to each front fender (7).
6. Install the windshield wiper arms (Refer to 8 -
ELECTRICAL/WIPERS/WASHERS/WIPER ARMS -
INSTALLATION).
7. Position the front cowl top panel (1) to the right

rear corner of the engine compartment.
8. Install the two push-pins (2) that secure the front
cowl top panel.
23 - 98 EXTERIOR LX
GRILLE
REMOVAL
NOTE: Take the proper precautions to protect the
face of the front fascia from cosmetic damage.
1. Remove the front fascia (1) and place it on a work-

bench (Refer to 13 - FRAME & BUMPERS/
BUMPERS/FRONT FASCIA - REMOVAL).
2. Remove the screws (2) that secure the grille (3) to
the inside of the front fascia.
3. Remove the grille from the front fascia.
INSTALLATION
1. Position the grille into the front fascia.
2. Install the screws that secure the grille to the front
fascia. Tighten the screws securely.
3. Install the front fascia (Refer to 13 - FRAME &
BUMPERS/BUMPERS/FRONT FASCIA -
INSTALLATION).
LX EXTERIOR 23 - 99
RACK-LUGGAGE
REMOVAL
1. If equipped, remove the luggage rack crossbars
(Refer to 23 - BODY/EXTERIOR/LUGGAGE RACK
CROSSBAR - REMOVAL).
2. Remove the end caps (1) from the luggage rack
bars (2) by gently prying up on the end cap to dis-
engage the two integral retainers (3).
3. Remove the two nuts (1) that secure each end of

the luggage rack crossbars (2) to the top of the
vehicle.
4. Remove the luggage rack crossbars from the top of
the vehicle.
INSTALLATION
1. Position the luggage rack crossbars (2) onto the
top of the vehicle.
2. Install the two nuts (1) that secure each end of the
luggage rack crossbars to the top of the vehicle.
Tighten the nuts to 7 N·m (60 in. lbs.).
23 - 100 EXTERIOR LX
3. Position the end cap (1) onto each end of the lug-
gage rack crossbars (2).
4. Push down firmly on the end caps until the integral
retainers (3) fully engage the crossbars.
5. If removed, install the luggage rack crossbars
(Refer to 23 - BODY/EXTERIOR/LUGGAGE RACK
CROSSBAR - INSTALLATION).
LX EXTERIOR 23 - 101
RACK-LUGGAGE - CROSSBAR
REMOVAL
1. Remove the two screws (1) that secure the front
luggage rack crossbar (2) to the luggage rack bars
(3).
2. Lift the handle on the four luggage rack crossbar
levers (4) and then turn the levers counter - clock-
wise to loosen lower clamps (5).
3. Turn the lower clamps towards the center of the
vehicle.
4. Remove the front luggage rack crossbar and the
rear luggage rack crossbar (6) from the luggage
rack bars.
INSTALLATION
NOTE: Do not place the front luggage rack cross-
bar directly over the sunroof glass, if equipped.
1. Position the front luggage rack crossbar (2) onto

the luggage rack bars (3).
2. Install the two screws (1) that secure the front lug-
gage rack crossbar to the luggage rack bars.
Tighten the screws securely.
3. Position the rear luggage rack crossbar (6) onto
the luggage rack bars.
4. Turn the lower clamps (5) towards the outside of
vehicle.
5. Turn the handle on the four luggage rack crossbar
levers (4) clockwise until the lower clamps are tight
on the luggage rack bars.
6. Flip the handle on the four luggage rack crossbar
levers down and attempt to move the crossbars to
ensure that they are properly locked into position.
CROSSMEMBER-HEADLAMP MOUNTING
REMOVAL
1. Disconnect and isolate the negative battery cable.
2. Remove the front fascia (Refer to 13 - FRAME &
BUMPERS/BUMPERS/FRONT FASCIA -
REMOVAL).
3. Remove the headlamp units (1) (Refer to 8 -
ELECTRICAL/LAMPS/LIGHTING - EXTERIOR/
HEADLAMP UNIT - REMOVAL).
4. Disconnect the headlamp wire harness from the

horns.
5. Remove the bolts that secure the horns to the
headlamp mounting crossmember and remove the
horns.
6. Mark the location of the hood latch (2) on the front

of the headlamp mounting crossmember (1) to aid
in reinstallation.
7. Remove the two bolts (3) that secure the hood
latch to the headlamp mounting crossmember and
position the hood latch and cable out of the way.
8. Remove the bolts (2) the secure the radiator

mounting brackets (1) to the headlamp mounting
crossmember.
NOTE: Mark the location of the headlamp mount-

ing crossmember to the other body components
prior to removal of the crossmember to aid in rein-
stallation.
9. Mark the location of the headlamp mounting cross-

member (1) to the front fenders.
10. Remove the bolts (2 and 3) that secure the head-
lamp mounting crossmember to the front fenders.
11. Remove the bolts (4) that secure the headlamp
mounting crossmember to the front frame rails (5).
12. Remove the headlamp mounting crossmember
from the engine compartment.
INSTALLATION
1. Position the headlamp mounting crossmember (1)
into the engine compartment.
2. Loosely install the bolts (2 and 3) that secure the
headlamp mounting crossmember to the front fend-
ers.
3. Loosely install the bolts (4) that secure the head-
lamp mounting crossmember to the front frame
rails (5).
4. Align the headlamp mounting crossmember using
the alignment marks previously indicated and
tighten all of the retaining bolts to 28 N·m (21 ft.
lbs.).
5. Install the bolts (2) that secure the radiator mount-

ing bracket (1) to the headlamp mounting cross-
member. Tighten the bolts to 5 N·m (45 in. lbs.).
6. Position the latch (2) to the front of the crossmem-

ber (1).
7. Loosely install the two bolts (3) that secure the
hood latch to the headlamp mounting crossmem-
ber.
8. Align the hood latch using the alignment marks
previously indicated and tighten the hood latch
bolts to 28 N·m (21 ft. lbs. ).
9. Install the horns onto the headlamp mounting

crossmember. Tighten the bolts to 28 N·m (21 ft.
lbs. ).
10. Connect the headlamp wire harness to the horns.
11. Install the headlamp units (1) (Refer to 8 - ELEC-

TRICAL/LAMPS/LIGHTING - EXTERIOR/HEAD-
LAMP UNIT - INSTALLATION).
12. Install the front fascia (Refer to 13 - FRAME &
BUMPERS/BUMPERS/FRONT FASCIA - INSTAL-
LATION).
14. Carefully close the hood and verify hood latch and
panel alignment. Adjust as necessary.
SHIELD-WHEELHOUSE - FRONT
REMOVAL
REMOVAL).
3. Remove the body side cladding from the side of
the vehicle being serviced (Refer to 23 - BODY/EX-
TERIOR/BODY SIDE CLADDING - REMOVAL).
4. Remove the push-pins (1) that secure the lower
front wheelhouse shield (3) to the front wheelhouse
shield (3) and the body.
5. Remove lower front wheelhouse shield from the
vehicle.
6. Remove the front belly pan (Refer to 23 - BODY/

7. Remove the push-pins (2) that secure the front
wheelhouse shield (1) to the body.
8. Remove the front wheelhouse shield from the
vehicle.
INSTALLATION
1. Position the front wheelhouse shield (1) into the
front fenderwell.
2. Install the push-pin (2) that secure the front wheel-
house shield to the body.
3. Install the front belly pan (Refer to 23 - BODY/EX-
4. Position the lower front wheelhouse shield (3) onto

the body.
5. Install the push-pins (1) that secure the lower front
wheelhouse shield to the front wheelhouse shield
(2) and the body.
6. Install the body side cladding (Refer to 23 - BODY/
EXTERIOR/BODY SIDE CLADDING - INSTALLA-
TION).
7. Install the front wheels (Refer to 22 - TIRES/
WHEELS - INSTALLATION).
SHIELD-WHEELHOUSE - REAR
REMOVAL
REMOVAL).
3. Remove the rear portion of the body side cladding
from the side of the vehicle being serviced (Refer
to 23 - BODY/EXTERIOR/BODY SIDE CLADDING
- REMOVAL).
4. Remove the nuts (1), bolt (2) and the push-pins
(4), that secure the lower rear wheelhouse shield
(3) to the body.
5. Remove lower rear wheelhouse shield from the
vehicle.
6. Remove the push-pins (1) that secure the rear

wheelhouse shield (2) to the body.
7. Remove the rear wheelhouse shield from the
vehicle.
INSTALLATION
1. Position the rear wheelhouse shield (2) into the
rear wheelwell.
2. Install the push-pins (1) that secure the rear wheel-
house shield to the body.
3. Position the lower rear wheelhouse shield (3) onto

the body.
4. Install the nuts (1), bolt (2) and the push-pins (4)
that secure the lower rear wheelhouse shield to the
body. Tighten the nuts and the bolt securely.
5. Install the rear portion of the body side cladding
(Refer to 23 - BODY/EXTERIOR/BODY SIDE
CLADDING - INSTALLATION).
6. Install the wheels (Refer to 22 - TIRES/WHEELS -
INSTALLATION).
SPOILER
REMOVAL
2. Remove the lift gate upper trim panel (Refer to 23 -
BODY/DECKLID/HATCH/LIFTGATE/TAILGATE/
TRIM PANEL - REMOVAL).
3. Disconnect the rear washer fluid supply hose (1).
4. Disconnect the CHMSL wire harness connector (2).
5. Remove the nuts (3) that secure the rear spoiler to
the liftgate (4).
6. Partially remove the rear spoiler (1) from the lift-

gate to access the wire harness and washer fluid
supply hose (2).
7. Remove the rubber grommet from the right top of
the lift gate and route the wire harness and washer
supply hose through the opening in the liftgate.
8. Remove rear spoiler from the vehicle.
INSTALLATION
1. Position the rear spoiler (1) to the vehicle.
2. Route the wire harness and rear washer fluid sup-
ply hose (2) through the opening in the liftgate and
install the grommet to the liftgate.
3. Install the rear spoiler onto the liftgate.
4. Install the nuts (3) that secure the rear spoiler to

the liftgate (4). Tighten the nuts securely.
5. Connect the CHMSL wire harness connector (2)
and the washer fluid supply hose (1).
6. Install the liftgate upper trim panel (Refer to 23 -
BODY/DECKLID/HATCH/LIFTGATE/TAILGATE/
TRIM PANEL - INSTALLATION).
MIRROR-SIDE VIEW
REMOVAL
door (Refer to 23 - BODY/DOOR - FRONT/PANEL-
TRIM - REMOVAL).
3. Remove the two push pins (2) that secure the win-
dow trim molding (1) to the front door.
4. Remove the window trim molding to gain access to
the mirror fasteners.
5. Disconnect the door wire harness connector (4)

from the mirror electrical connector (2).
6. Remove the three nuts (1) that secure the outside
rearview mirror (3) to the front door.
7. Remove the outside rearview mirror from the front
door.
INSTALLATION
1. Position the outside rearview mirror (3) to the front
door.
2. Install the three nuts (1) that secure the mirror to
the front door. Tighten the nuts to 7 N·m (60 in.
lbs.).
mirror electrical connector (2).
4. Install the window trim molding (1) onto the front

door.
5. Install the two push pins (2) that secure the window
trim molding to the front door.
6. Install the trim panel to the inside of the front door
(Refer to 23 - BODY/DOOR - FRONT/PANEL-TRIM
- INSTALLATION).
GLASS-SIDE VIEW MIRROR
REMOVAL
WARNING: Always wear eye and hand protection when servicing the mirror glass. Failure to observe these
warnings may result in personal injury from broken glass.
1. Position the mirror glass (1) so that it is facing in

toward the vehicle as far as possible.
3. Using a trim stick C-4755 or equivalent flat bladed
tool (2), release the two outer mirror glass holder
retaining clips from the mirror motor by inserting
the trim stick between the mirror glass holder and
the mirror motor.
4. Carefully pull/pry the outside edges of the mirror

glass holder (1) away from the mirror motor (2) to
disengage the remaining six mirror glass retaining
clips (3) from the mirror motor.
5. Separate the mirror glass holder from the mirror
motor and disconnect the mirror wire harness from
the heated glass electrical connector, if equipped.
INSTALLATION
1. Connect the mirror wire harness to the heated
glass electrical connector, if equipped.
2. Position the mirror glass holder (1) to the mirror
assembly and align the eight mirror glass retaining
clips (3) to the mirror motor (2).
NOTE: Pressure must be applied equally over the

center portion of the mirror glass to fully engage
the mirror glass retaining clips to the mirror
motor.
3. Using one hand, carefully push the mirror glass

holder (1) onto the mirror motor, while at the same
time supporting the mirror housing (2) from the
backside with the other hand. Firmly push on the
mirror glass holder until all eight mirror glass retain-
ing clips are fully engaged.
4. Verify retention of the mirror glass holder by gently
pulling outward on the glass.
COWL EXTENSION TRIM
REMOVAL
1. Insert special tool C-4755 (from the outside in the
direction of arrow 2) under the middle of the trim
extension (2).
2. Slide trim stick up to the upper spring clip retainer,
and pry to disengage clip.
3. Slide the trim stick down to the lower spring clip
retainer, and pry to disengage clip.
INSTALLATION
1. Place trim extension (2) against cowl (1) and align
spring clips with holes on cowl.
2. Tap trim extension on to cowl (1) ensuring trim
extension (2) is properly seated.
LX HOOD 23 - 117
HOOD
TABLE OF CONTENTS
page page
BUMPER-ADJUSTMENT LATCH STRIKER

REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
HINGE ROD-PROP
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
HOOD SUPPORT CYLINDER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
LATCH AIR INLET- FRESH AIR DUCT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
LATCH RELEASE CABLE HOOD-BEZEL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
23 - 118 HOOD LX
BUMPER-ADJUSTMENT
REMOVAL
1. Open and support the hood.
2. Unscrew the hood adjustement bumper(s) (1) from
the mounting hole(s) in the top of the headlamp
mounting crossmember (2).
3. Remove the adjustment bumper(s) from the
vehicle.
INSTALLATION
1. Install the hood adjustment bumper(s) (1) into the
mounting hole(s) located in the top of the head-
lamp mounting crossmember (2).
2. Adjust the adjustment bumper(s) in or out of the
crossmember as necessary to achieve proper hood
alignment.
LX HOOD 23 - 119
HINGE
REMOVAL
1. Open and support the hood (2) with a suitable prop
or block.
2. If the vehicle is so equipped, disconnect the upper
end of the gas support cylinder from the upper
bracket of the hood hinge (3). (Refer to 23 - BODY/
HOOD/SUPPORT CYLINDER - REMOVAL).
3. Mark the location of the hood hinge upper bracket
on the hood (2) inner panel to aid reinstallation.
to the hood.
5. Mark the hinge lower bracket location on the inside
of the front fender ledge (5) to aid reinstallation.
to the fender.
7. Remove the hood hinge from the vehicle.
INSTALLATION
1. Position the lower bracket of the hood hinge (3) to
the inside of the front fender ledge (5) on the vehi-
cle.
the hinge to the fender. Tighten the screws to 28
N·m (21 ft. lbs.).
3. Position the hood panel (2) to the upper hinge
bracket on the vehicle.
the hinge to the hood. Tighten the screws to 28
N·m (21 ft. lbs.).
5. If the vehicle is so equipped, reinstall the upper
end of the gas support cylinder to the upper hinge
bracket. (Refer to 23 - BODY/HOOD/SUPPORT
CYLINDER - INSTALLATION).
6. Remove the fixture being used to support the hood
for service and close the hood.
7. Adjust the hood hinge position as necessary to
23 - 120 HOOD LX
HOOD
REMOVAL
1. Open and support the hood (2).
2. Disconnect the washer supply hose between the
body and the two washer nozzles on the underside
of the hood.
3. Mark both upper hinge bracket (3) locations on the
hood inner panel to aid reinstallation.
4. With the aid of an assistant, support the hood while
removing the two screws (1) that secure each
upper hinge bracket to the hood.
5. Remove the hood from the vehicle.
INSTALLATION
the hood panel (2) to the two upper hinge brackets
(3) on the vehicle.
each upper hinge bracket to the hood. Tighten the
3. Reconnect the washer supply hose between the
body and the two washer nozzles on the underside
of the hood.
4. Close the hood.
5. Adjust the hood hinge positions and the hood
adjuster bumpers as necessary to achieve proper
spacing and operation.
LX HOOD 23 - 121
LATCH
REMOVAL
2. Unsnap the left underhood appearance cover (4)
from the headlamp mounting crossmember (1).
3. Disengage the interlocking feature on the inboard
end of the left underhood appearance cover from
the inboard end of the right cover (2) and remove it
from the vehicle.
4. Unsnap the right underhood appearance cover
from the headlamp mounting crossmember and
remove it from the vehicle.
5. Mark the location of the hood latch (2) on the front

of the headlamp mounting crossmember (1) to aid
reinstallation.
6. Remove the two screws (3) that secure the latch to
the front of the crossmember.
7. Pull the latch (1) away from the front of the cross-
member far enough to access and disengage the
hood latch release cable housing from the latch
and the cable ball end (2) from the latch lever.
8. Remove the hood latch from the vehicle.
23 - 122 HOOD LX
INSTALLATION
1. Position the hood latch (1) close enough to the
front of the headlamp mounting crossmember to
access and engage the hood latch release cable
ball end (2) to the latch lever and the cable hous-
ing to the latch.
2. Position the latch (2) to the front of the crossmem-

ber (1).
the latch to the crossmember. Tighten the screws
to 28 N·m (21 ft. lbs.).
4. Adjust the latch position as necessary to achieve
proper hood latch operation.
5. Position the right underhood appearance cover (2)

to the headlamp mounting crossmember (1).
6. Using hand pressure, press the right appearance
cover downward until each of the integral clips (3)
snaps into the receptacles in the headlamp mount-
ing crossmember.
7. Engage the interlocking feature on the inboard end
of the left appearance cover (4) with the inboard
end of the right cover and position it to the head-
lamp mounting crossmember.
8. Using hand pressure, press the left appearance
cover downward until each of the integral clips
snaps into the receptacles in the headlamp mount-
ing crossmember.
LX HOOD 23 - 123
LATCH RELEASE CABLE

REMOVAL
1. Remove the hood latch (2) from the vehicle. (Refer
to 23 - BODY/HOOD/LATCH - REMOVAL).
2. Remove the left headlamp unit from the vehicle.
(Refer to 8 - ELECTRICAL/LAMPS/LIGHTING -
EXTERIOR/HEADLAMP UNIT - REMOVAL).
3. Disengage the hood latch release cable from the
integral routing clips on the headlamp mounting
crossmember and the routing clips (1) along the
left side of the engine compartment.
4. From the passenger compartment, remove the

closeout panel from beneath the left side of the
instrument panel. (Refer to 23 - BODY/INSTRU-
MENT PANEL/INSTRUMENT PANEL SILENCER -
REMOVAL).
5. Unseat the hood latch release cable grommet (1)
from the dash panel.
6. Remove the two screws (4) that secure the hood
latch release handle (3) to the lower instrument
panel reinforcement (2).
7. Remove the hood latch release handle and cable
through the passenger compartment of the vehicle.
23 - 124 HOOD LX
INSTALLATION
1. Position the hood latch release handle and cable
(3) under the left side of the instrument panel in the
passenger compartment of the vehicle.
2. Thread the cable through the appropriate hole in
the dash panel far enough to seat the cable grom-
met (1) into the hole.
3. Position the hood latch release handle to the lower
instrument panel reinforcement (2).
the handle to the reinforcement. Tighten the screws
to 5 N·m (45 in. lbs.).
5. Reinstall the closeout panel beneath the left side of
the instrument panel. (Refer to 23 - BODY/IN-
STRUMENT PANEL/INSTRUMENT PANEL
SILENCER - INSTALLATION).
6. Route the hood latch release cable from the dash

panel along the left side of the engine compartment
to the center of the headlamp mounting crossmem-
ber as shown.
7. Fully engage the cable into the integral routing
clips on the headlamp mounting crossmember and
the routing clips (1) along the left side of the
engine compartment.
8. Reinstall the left headlamp unit to the vehicle.
(Refer to 8 - ELECTRICAL/LAMPS/LIGHTING -
EXTERIOR/HEADLAMP UNIT - INSTALLATION).
9. Reinstall the hood latch (2) to the vehicle. (Refer to
23 - BODY/HOOD/LATCH - INSTALLATION).
LX HOOD 23 - 125
LATCH STRIKER
REMOVAL
1. Open and support the hood (3).
striker (1) to the hood inner reinforcement.
3. Remove the striker from the vehicle.
INSTALLATION
1. Position the latch striker (1) to the underside of the
hood (3).
the striker to the hood inner reinforcement. Tighten
the screws to 28 N·m (21 ft. lbs.).
3. Close the hood.
23 - 126 HOOD LX
ROD-PROP
REMOVAL
1. Open and support the hood.
2. Remove the blind rivet (1) that secures the hood
prop rod (2) pivot bracket to the right side of the
headlamp mounting crossmember (3).
3. Disengage the prop rod from the rod clip (4) on the
left side of the headlamp mounting crossmember.
4. Remove the hood prop rod from the vehicle.
INSTALLATION
1. Position the hood prop rod (2) pivot bracket to the
right side of the headlamp mounting crossmember
(3).
2. Secure the pivot bracket to the headlamp mounting
crossmember with a new blind rivet (1).
3. Engage the prop rod into the rod clip (4) on the left
side of the headlamp mounting crossmember.
4. Close the hood.
LX HOOD 23 - 127
SUPPORT CYLINDER
REMOVAL
1. Open and support the hood with a suitable prop or
block.
2. Insert a small flat-bladed tool into the lower notch
of the retainer (1) of the lower ball socket end (2)
of the support cylinder on the top of the fender load
beam and carefully pry the retaining clip upward to
the installation position.

unexpected loss of hood support.

the outer face of the upper ball socket end (1) of
the support cylinder and carefully pry the retaining
clip (2) outward while pulling the ball socket away
from the ball stud (4) on the upper hood hinge
bracket.
5. Disengage the lower ball socket from the ball stud.
6. Remove the support cylinder from the vehicle.
23 - 128 HOOD LX
INSTALLATION
1. Check to be certain that the ball stud (3) on the top
of the fender load beam is in good condition and
properly installed. Tighten the ball stud to 28 N·m
(21 ft. lbs.).
port cylinder (1) to the ball stud on the top of the
fender load beam.
3. Check to be certain that the ball stud (1) secured

by a U-nut (3) to the upper bracket (2) of the hood
hinge is in good condition and properly installed.
Tighten the ball stud to 28 N·m (21 ft. lbs.).
support cylinder (4) to the ball stud on the upper
bracket of the hood hinge.
seated.
hood.
LX HOOD 23 - 129
AIR INLET- FRESH AIR DUCT

REMOVAL
NOTE: On SRT 8 models only.
1. Remove hood liner.

2. Remove push pins (2) and remove air inlet (1) from
hood (2).
INSTALLATION
1. Place air inlet (1) to hood (2).

2. Insert push pins (3) fastening air inlet to hood.
3. Install hood liner and push pins.
23 - 130 HOOD LX
HOOD-BEZEL
REMOVAL
1. Using special tool C-4755, release tabs securing

bezel (1) to hood (2).
2. Remove bezel (1).
INSTALLATION
1. Insert top of hood bezel to hood (2).

2. Insert bottom of hood bezel (1) to hood (2) ensur-
ing bezel clips fasten.
LX INSTRUMENT PANEL 23 - 131
INSTRUMENT PANEL
TABLE OF CONTENTS
page page
ASH RECEIVER INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153

REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132 COVER-STEERING COLUMN OPENING
ASSEMBLY-INSTRUMENT PANEL INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134 GRILLE-DEFROSTER
BEZEL-CENTER INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
REMOVAL LATCH-GLOVE BOX
CHRYSLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157
DODGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157
INSTALLATION LOCK CYLINDER-GLOVE BOX
CHRYSLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
DODGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
BEZEL-CLUSTER SILENCER-INSTRUMENT PANEL
REMOVAL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
DODGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149 STRIKER-LATCH-GLOVE BOX
INSTALLATION REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
BIN-GLOVE BOX
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
23 - 132 INSTRUMENT PANEL LX
ASH RECEIVER
REMOVAL
2. Remove the gear shift center bezel from the floor
console (4) (Refer to 23 - BODY/INTERIOR/CON-
SOLE-FLOOR - REMOVAL).
3. Set the emergency brake and place the gear shift
lever into Low gear.
4. Using a trim stick C-4755 or equivalent (1), remove
the ash receiver (2) from the instrument panel (3)
by releasing the snap retainers from the instrument
panel.
5. If equipped, disconnect the wire harness connectors (2) from the heated seat switches and remove the switches
as required (Refer to 8 - ELECTRICAL/HEATED SEATS/SWITCH-HEATED SEAT - REMOVAL).
6. Disconnect the wire harness connector (3) from the lighter and remove the lighter assembly as required.
7. Remove the ash receiver from the vehicle.
INSTALLATION
1. If equipped and removed, install the heated seat switches into the ash receiver (Refer to 8 - ELECTRICAL/
HEATED SEATS/SEAT SWITCH - INSTALLATION) and connect the wire harness connectors (2) to the switches.
2. If removed, install the lighter assembly into the ash receiver and connect the wire harness connector (3) to the
lighter.
3. Install the ash receiver assembly (1) into the instrument panel by carefully pushing the receiver housing into the
instrument panel until the snap retainers are fully seated.
4. Install the gear shift center bezel onto the floor console (4)
5. Place the gear shift lever into Park and release the emergency brake.
ASSEMBLY-INSTRUMENT PANEL
REMOVAL
WARNING: To avoid personal injury or death, on vehicles equipped with air bags, disable the supplemental
restraint system before attempting any steering wheel, steering column, airbag, occupant classification sys-
tem, seat belt tensioner, impact sensor, or instrument panel component diagnosis or service. Disconnect
and isolate the battery negative (ground) cable, then wait two minutes for the system capacitor to discharge
before performing further diagnosis or service. This is the only sure way to disable the supplemental
restraint system. Failure to take the proper precautions could result in accidental airbag deployment.
WARNING: To avoid personal injury or death, never strike or drop the occupant restraint controller, as it can
damage the impact sensor or affect its calibration. The occupant restraint controller contains the impact
sensor, which enables the system to deploy the supplemental restraints. If an airbag control module is acci-
dentally dropped during service, the module must be scrapped and replaced with a new unit. Failure to
observe this warning could result in accidental, incomplete, or improper supplemental restraint deployment.
CAUTION: On vehicles equipped with the Occupant Classification System (OCS), never replace both the
Occupant Restraint Controller (ORC) and the Occupant Classification Module (OCM) at the same time. If
both require replacement, replace one. Then perform the supplemental restraint verification test before
replacing the other. Both the ORC and the OCM store OCS calibration data, which they transfer to one
another when one of them is replaced. If both are replaced at the same time, an irreversible fault will be set
in both modules.
NOTE: Left hand drive shown throughout, right hand drive similar.
1. Before proceeding with the following repair procedure, review all warnings and cautions (Refer to 23 - BODY/
INSTRUMENT PANEL - WARNING).
2. Disconnect and isolate negative battery cable.

4. Disconnect the steering column from the steering coupling (Refer to 19 - STEERING/COLUMN/STEERING COU-
PLING - REMOVAL).
6. Remove key bezel and instrument cluster (2 screws). Disconnect cluster connectors.
7. Remove the left and right side instrument panel silencers (Refer to 23 - BODY/INSTRUMENT PANEL/INSTRU-
MENT PANEL SILENCER - REMOVAL).
8. Remove the screws (2 and 6) that secure the steering column cover (1) to the instrument panel.
9. Disconnect the wire harness connector (3) from the trunk release switch.
10. Disconnect the hood release cable (4) from the hood release handle (5) and remove the steering column cover
from the vehicle.
11. Remove the screws (3) that secure the instrument
panel steering column cover reinforcement (1) to
the bracket (2) and remove the reinforcement from
the vehicle.
12. Disconnect the body wire harness connectors (1

and 3) from the instrument panel wire harness
connectors.
13. Disconnect the body wire harness connectors (2
and 4) from the transmission control module.
14. Remove the center floor console and floor duct (2
screws) (Refer to 23 - BODY/INTERIOR/CON-
SOLE-FLOOR - REMOVAL).
15. Remove the ash receiver from the instrument
panel (Refer to 23 - BODY/INSTRUMENT PANEL/
ASH RECEIVER - REMOVAL).
16. Disconnect the instrument panel wire harness
connector (1) from the occupant restraint control-
ler (ORC) module.
17. Disconnect the antenna coax (1) from the instru-

ment panel coax extension.
18. Disconnect the wire harness connectors (2, 4, 5
and 6) from the instrument panel wire harness
connectors (3).
19. Disconnect shifter link cable from ignition (2
bolts).
20. Remove the A-pillar trim panels (Refer to 23 - BODY/INTERIOR/PANEL-A-PILLAR TRIM - REMOVAL).
21. Disconnect the wire harness connectors (1 and 2) located on the A-pillars.
22. Remove the end caps from the left and right side of the instrument panel to access the instrument panel side
support bolts (1) and remove the bolts.
23. Remove the defroster grille to access the instrument panel top retaining bolts (2) and remove the bolts (Refer
to 23 - BODY/INSTRUMENT PANEL/GRILLE-DEFROSTER - REMOVAL).
24. Remove the bolts (3) that secure the bottom of the instrument panel.
25. Lift the instrument panel assembly (2) off of the supports (1 and 5). Guide the steering column end (4) through
the opening in the dash panel (3) and remove the instrument panel through the passenger door.
26. If required, remove the spring nuts (1) from the
dash panel.
INSTALLATION
WARNING: To avoid personal injury or death, on vehicles equipped with air bags, disable the supplemental
restraint system before attempting any steering wheel, steering column, airbag, occupant classification sys-
tem, seat belt tensioner, impact sensor, or instrument panel component diagnosis or service. Disconnect
and isolate the battery negative (ground) cable, then wait two minutes for the system capacitor to discharge
before performing further diagnosis or service. This is the only sure way to disable the supplemental
restraint system. Failure to take the proper precautions could result in accidental airbag deployment.
WARNING: To avoid personal injury or death, never strike or drop the occupant restraint controller, as it can
damage the impact sensor or affect its calibration. The occupant restraint controller contains the impact
sensor, which enables the system to deploy the supplemental restraints. If an airbag control module is acci-
dentally dropped during service, the module must be scrapped and replaced with a new unit. Failure to
observe this warning could result in accidental, incomplete, or improper supplemental restraint deployment.
CAUTION: On vehicles equipped with the Occupant Classification System (OCS), never replace both the
Occupant Restraint Controller (ORC) and the Occupant Classification Module (OCM) at the same time. If
both require replacement, replace one. Then perform the supplemental restraint verification test before
replacing the other. Both the ORC and the OCM store OCS calibration data, which they transfer to one
another when one of them is replaced. If both are replaced at the same time, an irreversible fault will be set
in both modules.
NOTE: Left hand drive shown throughout, right hand drive similar.
1. Before proceeding with the following repair proce-

dure, review all warnings and cautions (Refer to 23
- BODY/INSTRUMENT PANEL - WARNING).
2. If required, install new spring nuts (1) into the dash
panel.
3. Position the instrument panel assembly (3) into the vehicle through the drivers side door. Guide the steering
column end (4) through the opening in the dash panel (3) and install the instrument panel onto the supports (1
and 5).
4. Loosely install all the bolts that secure the instrument panel to the body. Then tighten the bolts in the following
order:
• Top of instrument panel (2) to 8 N·m (70 in. lbs.).

• Side support bolts (1) to 27 N·m (20 ft. lbs.).
• Bottom of instrument panel (3) to 6 N·m (55 in. lbs.).
5. Install the end caps to the left and right side of the instrument panel.
6. Install the defroster grille to the top of the instrument panel (Refer to 23 - BODY/INSTRUMENT PANEL/GRILLE-
DEFROSTER - INSTALLATION).
7. Connect the wire harness connectors (1 and 2) located on the A-pillars.

8. Install the A-pillar trim panels (Refer to 23 - BODY/INTERIOR/PANEL-A-PILLAR TRIM - INSTALLATION).
9. Connect the wire harness connectors (2, 4, 5 and
6) to the instrument panel wire harness connector
(3).
10. Connect shifter link cable to ignition (2 screws).
11. Connect the antenna coax (1) to the instrument
panel coax extension.
12. Connect the instrument panel wire harness con-
nector (1) to the occupant restraint controller
(ORC) module.
13. Install the ash receiver into the instrument panel
(Refer to 23 - BODY/INSTRUMENT PANEL/ASH
RECEIVER - INSTALLATION).
14. Install the center floor console and floor duct (2
scews) (Refer to 23 - BODY/INTERIOR/CON-
SOLE-FLOOR - INSTALLATION).
15. Connect the body wire harness connectors (2 and

4) to the transmission control module.
16. Connect the body wire harness connectors (1 and
3) to the instrument panel wire harness
connectors.
17. Position the instrument panel steering column

cover reinforcement (1) onto the bracket (2).
18. Install the screws (3) that secure the instrument
panel steering column cover reinforcement to the
bracket. Tighten the screws securely.
19. Position the steering column cover (1) into the vehicle.
20. Connect the hood release cable (4) to the hood release handle (5).
21. Connect the wire harness connector (3) to the trunk release switch.
22. Install the screws (2 and 6) that secure the steering column cover (1) to the instrument panel. Tighten the
screws securely.
23. Install the left and right side instrument panel silencers (Refer to 23 - BODY/INSTRUMENT PANEL/INSTRU-
MENT PANEL SILENCER - INSTALLATION.)
24. Install key bezel and instrument cluster (2 bolts). Connect cluster connectors.
26. Connect the steering column to the steering coupling (Refer to 19 - STEERING/COLUMN/STEERING COU-
PLING - INSTALLATION).
CAUTION: Do not reconnect the negative battery cable at this time. The supplemental restraint system ver-
ification test procedure should be performed following service of any supplemental restraint system com-
ponent.
28. Perform the supplemental restraint system verification test (Refer to 8 - ELECTRICAL/RESTRAINTS - STAN-
DARD PROCEDURE - VERIFICATION TEST).
BEZEL-CENTER
REMOVAL
CHRYSLER
the center bezel (2) from the instrument panel (3)
panel.
3. Disconnect the electrical connectors (3) from the

A/C - heater control (4) and the clock and remove
the center bezel (1) from the vehicle.
DODGE
the center bezel (2) from the instrument panel (3)
panel.
3. Disconnect the electrical connectors (3) from the

A/C - heater control (4) and the switch pod and
remove the center bezel (1) from the vehicle.
INSTALLATION
CHRYSLER
2. Position the center bezel (1) near the instrument
panel (2).
3. Connect the electrical connectors (3) to the A/C -
heater control (4) and the clock.
4. Install the center bezel (1) onto the instrument

panel (2) and carefully push on the outside edges
of the center bezel to fully seat the snap clip retain-
ers into the instrument panel.
DODGE
2. Position the center bezel (1) near the instrument
panel (2).
3. Connect the electrical connectors (3) to the A/C -
heater control (4) and the switch pod.
4. Install the center bezel (1) onto the instrument

panel (2) and carefully push on the outside edges
of the center bezel to fully seat the snap clip retain-
ers into the instrument panel.
BEZEL-CLUSTER
REMOVAL
REMOVAL
2. Using a trim stick C-4755 or equivalent (1), gently
pry between the ignition switch bezel (2) and the
instrument cluster bezel (3) to release the snap
retainers that secure the switch bezel.
3. Remove the ignition switch bezel from the vehicle.

pry between the instrument panel (2) and the clus-
ter bezel (3) to release the snap clip retainers that
secure the cluster bezel.
DODGE
pry between the ignition switch bezel (2) and the
instrument cluster bezel (3) to release the snap
retainers that secure the switch bezel.
3. Disconnect the wire harness connector from the
headlamp switch (4) and remove the cluster bezel
from the vehicle.

pry between the cluster bezel (2) and the instru-
ment panel (3) to release the snap clip retainers
that secure the cluster bezel.
5. If required, remove the headlamp switch from the
cluster bezel (Refer to 8 - ELECTRICAL/LAMPS/
LIGHTING - EXTERIOR/HEADLAMP SWITCH -
REMOVAL).
6. Remove the ignition switch bezel from the vehicle.
INSTALLATION
INSTALLATION
1. Position the cluster bezel (1) onto the instrument
panel (2).
2. Carefully push on the cluster bezel to fully seat the
snap clip retainers into the instrument panel.
3. Position the ignition switch bezel (1) into the cluster

bezel (2).
4. Carefully push on the ignition switch bezel to
engage the snap retainers that secure the switch
bezel.
INSTALLATION
1. If removed, install the headlamp switch (1) into the
cluster bezel (2) (Refer to 8 - ELECTRICAL/
LAMPS/LIGHTING - EXTERIOR/HEADLAMP
SWITCH - INSTALLATION).
2. Position the cluster bezel into the vehicle and con-
nect the wire harness connector to the headlamp
switch.
3. Install the cluster bezel onto the instrument panel
(3) and carefully push on the cluster bezel to fully
seat the snap clip retainers into the instrument
panel.
4. Position the ignition switch bezel (1) into the cluster

bezel (2).
5. Carefully push on the ignition switch bezel to
engage the snap retainers that secure the switch
bezel.
BIN-GLOVE BOX
REMOVAL
1. Open the glove box bin (1).
2. Push in on both sides of glove box bin to disen-
gage the glove box stops (2) and lower the bin.
3. Pivot the glove box bin downward and disengage
the bin hinge hooks (3) from the instrument panel
hinge brackets (4) located at each end of the bin.
4. Turn the glove box bin (1) sideways and remove

the support strap and retainer assembly (2) from
the outboard end of the bin.
5. Remove the glove box bin from the vehicle.
INSTALLATION
1. Position the glove box bin (1) into the vehicle.
2. Turn the glove box bin sideways and install the
support strap and retainer assembly (2) onto the
outboard end of the bin.
3. Engage the glove box bin hinge hooks (3) onto the
instrument panel hinge brackets (4) located at each
end of the glove box bin (1) and pivot the bin
upward.
4. To engage the glove box stops (2), push inward on
both sides of the glove box bin and pivot the bin
into the instrument panel.
5. Close the glove box bin.
COVER-STEERING COLUMN OPENING
REMOVAL
1. Disconnect and isolate negative battery cable.

2. Remove the screws (2 and 6) that secure the steering column cover (1) to the instrument panel.
3. Pull the steering column cover rearward at the top and right side of the cover to release the snap retainers from
the instrument panel.
4. Disconnect the wire harness connector (3) from the trunk release switch, if equipped.
5. Disconnect the release cable (4) from the emergency bracket release handle (5) and remove the steering column
cover from the vehicle.
6. If required, remove the screws (3) that secure the
instrument panel steering column cover reinforce-
ment (1) to the bracket (2) and remove the rein-
forcement from the vehicle.
INSTALLATION
1. If removed, position the instrument panel steering
column cover reinforcement (1) onto the bracket
(2).
2. Install the screws (3) that secure the instrument
panel steering column cover reinforcement to the
bracket. Tighten the screws securely.
3. Position the steering column cover (1) into the vehicle.

4. Connect the release cable (4) to the emergency brake release handle (5).
5. Connect the wire harness connector (3) to the trunk release switch, if equipped.
6. Install the steering column cover onto the instrument panel and carefully push on the top and right side of the
cover to fully seat the snap clip retainers into the instrument panel.
7. Install the screws (2 and 6) that secure the steering column cover (1) to the instrument panel. Tighten the screws
securely.
GRILLE-DEFROSTER
REMOVAL
2. Using a trim stick C-4755 or equivalent, gently pry
between the instrument panel top cover and the
defroster grille (1) to release the snap clip retainers
that secure the defroster grille.
3. Remove the defroster grille.
INSTALLATION
2. Position the defroster grille (1) onto the top of the
instrument panel.
3. Carefully push down on the defroster grille to fully
seat the snap clip retainers into the instrument
panel top cover.
LATCH-GLOVE BOX
REMOVAL
1. Open the glove box bin.
assembly (3) to the glove box door (1) and remove
the latch assembly.
3. If required, remove the glove box lock cylinder from
the latch (Refer to 23 - BODY/INSTRUMENT PAN-
EL/LOCK CYLINDER-GLOVE BOX - REMOVAL).
INSTALLATION
1. If removed, install the glove box lock cylinder into
the latch (Refer to 23 - BODY/INSTRUMENT PAN-
EL/LOCK CYLINDER-GLOVE BOX - INSTALLA-
TION).
2. Install the latch assembly (3) into the glove box
door (1).
3. Install the two screws (2) that secure the latch
assembly to the glove box door. Tighten the screws
securely.
4. Close the glove box bin.
LOCK CYLINDER-GLOVE BOX
REMOVAL
1. Remove the glove box latch (1) from the glove box
door and place it on a workbench (Refer to 23 -
BODY/INSTRUMENT PANEL/LATCH-GLOVE BOX
- REMOVAL).
2. Insert the ignition key (2) into the glove box lock
cylinder (3) and rotate the ignition key 90 degrees
clockwise.
3. Using a small pointed tool, press in on the lock pin

(1) showing through the opening in the glove box
latch housing (2) and rotate the ignition key (3) an
additional 45 degrees clockwise.
4. Pull the ignition key (1) and the glove box lock cyl-
inder (2) out of the glove box latch (3) as an
assembly.
NOTE: For reinstallation purposes, when removing

the tumblers from the glove box lock, be sure to
make note of the location of each tumbler within
the lock cylinder.
5. If required, remove the tumblers (1) and the

springs (2) from the glove box lock cylinder (3).
Note the location of each tumbler within the lock.
INSTALLATION
NOTE: Be sure to install each tumble into their
correct location within the lock cylinder.
1. If removed, install the springs (2) and the tumblers

(1) into the glove box lock cylinder (3) in the order
in which they were removed.
2. Install the ignition key (1) and the glove box lock
cylinder (2) into the glove box latch (3) as an
assembly.
3. Rotate the ignition key (1) counterclockwise until

the lock cylinder (2) is fully retained in the glove
box latch (3).
4. Install the glove box latch onto the glove box door
LATCH-GLOVE BOX - INSTALLATION).
SILENCER-INSTRUMENT PANEL
REMOVAL
DRIVER SIDE
1. Remove the two push-pins (4) that secure the
instrument panel silencer (1) to the instrument
panel bracket (2).
2. Pull the instrument panel silencer rearward to dis-
engage it from the brackets (3) located near the
dash panel.
3. Remove the instrument panel silencer from the
vehicle.
PASSENGER SIDE
1. Remove the two push-pins (3) that secure the
instrument panel silencer (2) to the instrument
panel.
2. Pull the instrument panel silencer rearward to dis-
engage it from the brackets (1) located near the
dash panel.
vehicle.
INSTALLATION
DRIVER SIDE
1. Position the instrument panel silencer (1) into the
vehicle.
2. Install the instrument panel silencer above the
brackets (3) located near the dash panel.
3. Install the two push-pins (4) that secure the instru-
ment panel silencer to the instrument panel bracket
(2).
PASSENGER SIDE
1. Position the instrument panel silencer (2) into the
vehicle.
2. Install the instrument panel silencer above the
brackets (1) located near the dash panel.
3. Install the two push-pins (3) that secure the instru-
ment panel silencer to the instrument panel.
STRIKER-LATCH-GLOVE BOX
REMOVAL
1. Open the glove box door (1).
2. Remove the two screws (2) that secure the glove
box latch striker (3) to the instrument panel (4).
3. Remove the glove box latch striker from the instru-
ment panel.
INSTALLATION
1. Position the glove box latch striker (3) onto the
instrument panel (4).
2. Install the two screws (2) that secure the glove box
latch striker onto the instrument panel. Tighten the
screws securely.
3. Close glove box door (1).
LX INTERIOR 23 - 165
INTERIOR
TABLE OF CONTENTS
page page
A-PILLAR TRIM INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185

REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166 FRONT FLOOR FOOT REST
B-PILLAR TRIM INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
REMOVAL HEADLINER
LOWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168 REMOVAL
UPPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168 SEDAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187
INSTALLATION WAGON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188
LOWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169 INSTALLATION
UPPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170 SEDAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189
C-PILLAR TRIM WAGON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190
REMOVAL LIFTGATE OPENING UPPER TRIM
UPPER - SEDAN . . . . . . . . . . . . . . . . . . . . . . . . . . 171 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192
LOWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192
UPPER - WAGON . . . . . . . . . . . . . . . . . . . . . . . . . . 172 LIFTGATE SCUFF PLATE
INSTALLATION REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193
UPPER - SEDAN . . . . . . . . . . . . . . . . . . . . . . . . . . 172 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193
LOWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173 QUARTER TRIM PANEL
UPPER - WAGON . . . . . . . . . . . . . . . . . . . . . . . . . . 174 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194
CARPET INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195
REMOVAL QUARTER TRIM SPEAKER BEZEL
FRONT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197
REAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197
TRUNK - SEDAN . . . . . . . . . . . . . . . . . . . . . . . . . . 176 REAR DOOR SILL SCUFF PLATE
CARGO AREA - WAGON . . . . . . . . . . . . . . . . . . . 177 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198
INSTALLATION INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198
FRONT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177 REAR SHELF TRIM PANEL
REAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199
TRUNK - SEDAN . . . . . . . . . . . . . . . . . . . . . . . . . . 179 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199
CARGO AREA - WAGON . . . . . . . . . . . . . . . . . . . 179 MIRROR-INSIDE REARVIEW
CONSOLE-FLOOR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 INSTALLATION
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181 MIRROR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
COWL TRIM SUPPORT BRACKET . . . . . . . . . . . . . . . . . . . . . . 201
REMOVAL TRUNK LINING
UPPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
INSTALLATION TRUNK REAR TRIM PANEL
UPPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
D-PILLAR TRIM
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185
23 - 166 INTERIOR LX
A-PILLAR TRIM
REMOVAL
1. Using a trim stick or another suitable wide flat-
bladed tool, carefully pry the upper end of the A-pil-
lar trim (1) rearward from the inside of the A-pillar
(3) far enough to disengage the two spring clip
retainers that secure the trim to the slots in the pil-
lar.
2. Disengage the base of the A-pillar trim from the
end of the instrument panel top cover.
3. Remove the A-pillar trim from the vehicle.
INSTALLATION
1. Check to be certain that the energy absorbing car-
tridge (1) is properly installed and in good condition
on the inside of the A-pillar (2). Replace the car-
tridge if any damage is evident. Tighten the screws
(3) to 3 N·m (25 in. lbs.).
2. Check to be certain that the grommet (2) for the
front tether of the side curtain airbag is properly
installed and in good condition. Replace the grom-
met if any damage is evident. (Refer to 8 - ELEC-
TRICAL/RESTRAINTS/CURTAIN AIRBAG -
REMOVAL).
3. Engage the base of the A-pillar trim (1) to the end
of the instrument panel top cover.
4. Align the two spring clip retainers on the trim with
the slots in the inner A-pillar (3).
5. Using hand pressure, press firmly and evenly for-
ward on the trim over each of the spring clip loca-
tions until the retainers snap into place.
B-PILLAR TRIM
REMOVAL
LOWER
1. Loosen the front door sill portion of the lower cowl
trim at the rear of the front door opening for access
to the forward lower B-pillar trim screw. (Refer to
23 - BODY/INTERIOR/COWL TRIM - REMOVAL).
2. Loosen the front of the scuff plate trim from the
rear door sill for access to the rearward lower B-pil-
lar trim screw. (Refer to 23 - BODY/INTERIOR/
DOOR SILL SCUFF PLATE - REMOVAL).
3. Move aside the seat belt webbing to access and
remove the two screws (2) that secure the upper
end of the lower B-pillar trim (3) to the inside of the
B-pillar (1).
4. Remove the two screws (4) that secure the lower
end of the B-pillar trim to the front and rear door
sills.
5. Disengage the seat belt webbing from the slot in
the upper end of the lower B-pillar trim through the
slit in the trim and remove the trim from the inside
of the B-pillar.
UPPER
1. Remove the lower trim from the inside of the B-pil-
lar (2). (Refer to 23 - BODY/INTERIOR/B-PILLAR
TRIM - REMOVAL).
2. Unsnap and remove the trim cover (3) from the
seat belt turning loop on the inside of the upper
B-pillar.
3. Remove the screw (1) that secures the turning loop
to the seat belt height adjuster on the upper B-pil-
lar.
4. Lower the seat belt (4) and turning loop from the
B-pillar.
5. Remove the screw (1) that secures the lower end

of the upper trim (4) to the inside of the B-pillar (3).
bladed tool, carefully pry the lower end of the
upper B-pillar trim away from the inside of the
B-pillar far enough to disengage the two spring clip
retainers that secure the trim to the slots in the pil-
lar.
7. Lift the lower end of the upper trim upward to dis-
engage the locator tab (2) from the locator hole
and remove the trim from the inside of the B-pillar.
INSTALLATION
LOWER
1. Engage the seat belt webbing through the slit and
into the slot in the upper end of the lower B-pillar
trim (3) and position the trim to the inside of the
B-pillar (1). Be certain the webbing is not twisted.
2. Press fit the lower end of the lower B-pillar trim to
the front and rear door opening sills.
the lower end of the B-pillar trim to the front and
rear door sills. Tighten the screws to 2 N·m (22 in.
lbs.).
4. Move aside the seat belt webbing to install and
tighten the two screws (2) that secure the upper
end of the lower B-pillar trim to the inside of the
B-pillar. Tighten the screws to 2 N·m (22 in. lbs.).
5. Reinstall the scuff plate trim onto the rear door sill.
(Refer to 23 - BODY/INTERIOR/DOOR SILL
SCUFF PLATE - INSTALLATION).
6. Reinstall the lower cowl trim onto the front door
opening sill. (Refer to 23 - BODY/INTERIOR/
COWL TRIM - INSTALLATION).
UPPER
1. Engage the locator tab (2) on the back of the upper
trim (4) into the locator hole on the inside of the
B-pillar (3).
the slots in the inner B-pillar.
3. Using hand pressure, press firmly and evenly on
the trim over each of the spring clip locations until
the retainers snap into place.
lower end of the upper trim to the inside of the
B-pillar. Tighten the screw to 3 N·m (25 in. lbs.).
5. Position the seat belt (4) and turning loop to the

height adjuster on the upper B-pillar (2). Be certain
that the webbing is not twisted.
turning loop to the seat belt height adjuster on the
upper B-pillar. Tighten the screw to 40 N·m (30 ft.
lbs.).
7. Position the trim cover (3) over the seat belt turning
loop on the inside of the upper B-pillar.
8. Using hand pressure, press the trim cover and
turning loop together until the cover snaps into
place.
9. Reinstall the lower trim onto the inside of the B-pil-
lar. (Refer to 23 - BODY/INTERIOR/B-PILLAR
TRIM - INSTALLATION).
C-PILLAR TRIM
REMOVAL
UPPER - SEDAN
1. Remove the rear seat cushion from the vehicle.
(Refer to 23 - BODY/SEATS/SEAT CUSHION
COVER - REMOVAL).
2. Remove the lower trim from the inside of the C-pil-
lar. (Refer to 23 - BODY/INTERIOR/C-PILLAR
TRIM - REMOVAL-LOWER).
3. Remove the screw that secures the outboard rear
seat belt lower anchor to the quarter inner panel.
bladed tool, carefully pry the upper edge of the
upper C-pillar trim (3) away from the quarter inner
panel (1) far enough to disengage the upper spring
clip retainers that secure the trim to the slots in the
quarter inner panel and (if equipped) the curtain
airbag support.
5. Rotate the upper edge of the upper C-pillar trim
downward to disengage the locator pin (2) on the
back of the panel from the locator hole in the quar-
ter inner panel.
6. Pull the outboard rear seat belt webbing and lower anchor through the slot in the upper C-pillar trim.
7. Carefully pry the lower edge of the upper C-pillar trim away from the quarter inner panel far enough to disengage
the lower spring clip retainers that secure the trim to the slots in the quarter inner panel and remove the trim
from the vehicle.
LOWER
COVER - REMOVAL).
2. Remove the rear seat back side bolster from the
quarter inner panel (1). (Refer to 23 - BODY/
SEATS/SEAT BACK CUSHION/COVER -
REMOVAL).
3. Remove the screw (4) that secures the upper end
of the lower C-pillar trim (5) to the rear shelf panel
(3).
4. Remove the two screws that secure the lower
C-pillar trim to the quarter inner panel.
5. Remove the lower C-pillar trim from the quarter
inner panel.
UPPER - WAGON
COVER - REMOVAL).
2. Loosen the front edge of the quarter trim panel
from the inside of the lower C-pillar. (Refer to 23 -
BODY/INTERIOR/QUARTER TRIM PANEL -
REMOVAL).
3. Remove the screw (3) that secures the lower end
of the upper C-pillar trim (1) to the quarter inner
panel (4).
bladed tool, carefully pry the rear edge of the upper
C-pillar trim away from the quarter inner panel far
enough to disengage the upper spring clip retainer
that secures the trim to the slot in the quarter inner
panel.
5. Pull the lower edge of the upper C-pillar trim away
and down to disengage the locator tab (2) on the
back of the panel from the locator hole in the quar-
ter inner panel.
6. Remove the upper C-pillar trim from the vehicle.
INSTALLATION
UPPER - SEDAN
1. If the vehicle is so equipped, be certain that the
curtain airbag support (3) is properly installed and
in good condition on the quarter inner panel (1).
Replace the support if any damage is evident.
Tighten the screws (4) into the spring nuts (2) to 2
N·m (15 in. lbs.).
2. Align the spring clip retainers on the lower edge of
the upper C-pillar trim (3) with the installation holes
in the quarter inner panel (1) and pull the outboard
rear seat belt webbing and lower anchor through
the slot in the trim.
3. Rotate the top of the upper C-pillar trim upwards
far enough to engage the locating pin (2) into the
locating hole in the quarter inner panel.
4. Align the spring clip retainers on the trim with the
slots in the quarter inner panel and (if equipped)
the curtain airbag support.
6. Reinstall the lower trim onto the inside of the C-pil-
lar. (Refer to 23 - BODY/INTERIOR/C-PILLAR
TRIM - INSTALLATION-LOWER).
7. Position the outboard rear seat belt lower anchor to
the quarter inner panel.
8. Install and tighten the screw that secures the outboard rear seat belt lower anchor to the quarter inner panel.
Tighten the screw to 32 N·m (24 ft. lbs.).
9. Reinstall the rear seat cushion into the vehicle. (Refer to 23 - BODY/SEATS/SEAT CUSHION COVER - INSTAL-
LATION).
LOWER
1. Check to be certain that the spring nuts (2) are
properly installed and in good condition on the
quarter inner panel (1). Replace the spring nut if
any damage is evident.
2. Position the lower C-pillar trim (5) onto the quarter
inner panel with the lower edge sequenced over
the rear extension of the rear door sill scuff plate
(6).
the lower C-pillar trim to the quarter inner panel.
4. Install and tighten the screw that secures the lower
C-pillar trim to the rear shelf panel (3). Tighten the
screw to 1 N·m (11 in. lbs.).
5. Reinstall the rear seat back side bolster onto the
quarter inner panel. (Refer to 23 - BODY/SEATS/
SEAT BACK CUSHION/COVER - INSTALLATION).
6. Reinstall the rear seat cushion into the vehicle.
COVER - INSTALLATION).
UPPER - WAGON
1. Check to be certain that the spring nut (5) is prop-
erly installed and in good condition on the quarter
inner panel (4). Replace the spring nut if any dam-
age is evident.
2. Position the upper C-pillar trim (1) to the quarter
inner panel in the vehicle.
3. Engage the locator tab (2) on the back of the upper
C-pillar trim into the locator hole in the quarter
inner panel.
4. Align the spring clip retainer on the upper rear cor-
ner of the upper C-pillar trim with the installation
hole in the quarter inner panel.
the trim over the spring clip location until the
retainer snaps into place.
lower end of the upper C-pillar trim to the quarter
inner panel. Tighten the screw to 2 N·m (15 in.
lbs.).
7. Reinstall the front edge of the quarter trim panel onto the inside of the lower C-pillar. (Refer to 23 - BODY/
INTERIOR/QUARTER TRIM PANEL - INSTALLATION).
8. Reinstall the rear seat cushion into the vehicle. (Refer to 23 - BODY/SEATS/SEAT CUSHION COVER - INSTAL-
LATION).
CARPET
REMOVAL
FRONT
NOTE: The front carpet consists of two individual
carpets, one for the driver side and one for the
passenger side. These carpets can be removed
from and installed into the vehicle individually.
1. Remove the driver and/or passenger front seat

from the vehicle as appropriate. (Refer to 23 -
BODY/SEATS/SEAT-FRONT - REMOVAL).
2. Remove the center console from the front floor
panel transmission tunnel. (Refer to 23 - BODY/IN-
TERIOR/FLOOR CONSOLE - REMOVAL).
3. Remove the trim from the driver or passenger side
lower cowl side inner panel as appropriate. (Refer
to 23 - BODY/INTERIOR/COWL TRIM - REMOV-
AL-LOWER).
4. Remove the two push-pin fasteners (1) that secure
the outboard edge of the front carpet (3) to the
front door opening sill.
5. On the driver side only, remove the push-pin fastener (2) that secures the front carpet to the cowl side inner
panel above the foot rest.
6. On the driver side only, remove the push-pin fas-
tener (3) that secures the inboard edge of the front
carpet (1) to the transmission shifter bracket (2).
7. Remove the front carpet from the floor panel.
REAR
1. Remove the driver and passenger front seats from
the vehicle. (Refer to 23 - BODY/SEATS/SEAT-
FRONT - REMOVAL).
2. Remove the center console from the front floor
TERIOR/FLOOR CONSOLE - REMOVAL).
3. Remove the trim from the inside of both lower
B-pillars. (Refer to 23 - BODY/INTERIOR/B-PIL-
LAR TRIM - REMOVAL-LOWER).
(Refer to 23 - BODY/SEATS/REAR SEAT CUSH-
ION COVER - REMOVAL).
5. Remove the scuff plate from both rear door sills.
(Refer to 23 - BODY/INTERIOR/REAR DOOR SILL
SCUFF PLATE - REMOVAL).
6. Remove the push-pin fasteners (2) that secure the
outboard edges of the rear carpet (3) near the front
of each rear door opening (1) sill.
7. Lift the rear carpet from the floor panel far enough to extract the body wire harness take outs and connectors
through the appropriate slits in the carpeting.
8. Remove the rear carpet from the vehicle through one of the rear door openings.
TRUNK - SEDAN
1. If equipped, remove the cargo liner and/or cargo
net from the luggage compartment.
2. Fold and remove the spare tire cover/trunk floor
carpet (1) from over the spare tire well (2).
CARGO AREA - WAGON

1. If equipped, remove the cargo net from the rear
cargo area.
2. Fold and remove the cargo floor carpet (1) from the
rear cargo area.
3. If equipped, remove the cargo liner and/or the
cargo organizer from the cargo compartment.
4. Fold and remove the spare tire cover/cargo com-
partment carpet (3) from over the spare tire well
(2).
INSTALLATION
FRONT
NOTE: The front carpet consists of two individual
carpets, one for the driver side and one for the
passenger side. These carpets can be removed
from and installed into the vehicle individually.
1. Position and fit the front carpet (3) onto the floor
panel. Be certain that the rear of the front carpet is
fitted over the floor panel front crossmember and
butts up against the front of the rear carpet without
interference with the rear floor air duct opening. Be
certain that the front of the front carpet is fitted to
the dash panel without interference with the steer-
ing column, the accelerator or the heater and air
conditioner unit. On the driver side only, be certain
the slit (4) on the inboard edge of the carpet is
engaged around the left instrument panel support
bracket (5) on the top of the floor panel transmis-
sion tunnel.
2. Install the two push-pin fasteners (1) that secure
the outboard edge of the front carpet to the front door opening sill.
3. On the driver side only, install the push-pin fastener (2) that secures the front carpet to the cowl side inner panel
above the foot rest.
4. On the driver side only, install the push-pin fastener
(3) that secures the inboard edge of the front car-
pet (1) to the transmission shifter bracket (2).
5. Reinstall the trim onto the driver or passenger side
lower cowl side inner panel as appropriate. (Refer
to 23 - BODY/INTERIOR/COWL TRIM - INSTALLA-
TION-LOWER).
6. Reinstall the center console onto the front floor
TERIOR/FLOOR CONSOLE - INSTALLATION).
7. Reinstall the driver and/or passenger front seat into
the vehicle as appropriate. (Refer to 23 - BODY/
SEATS/SEAT-FRONT - INSTALLATION).
REAR
1. Position the rear carpet (3) into the vehicle through
one of the rear door openings.
2. Pull the body wire harness take outs and connec-
tors through the appropriate slits in the rear carpet.
3. Fit the rear carpet to the floor panel. Be certain to
align the holes in the carpet with the corresponding
holes in the floor panel. Be certain that the rear
edge of the carpet is fitted over the rear seat
kick-up area and over the rear seat cushion cups
on the top of the kick-up area. Be certain that the
front edge of the carpet is fitted over the front seat
rear crossmember and butts up against the rear of
the front seat front crossmember.
4. Install the push-pin fasteners (2) that secure the
outboard edges of the rear carpet near the front of
each rear door opening (1) sill.
5. Reinstall the scuff plate onto both rear door sills.
(Refer to 23 - BODY/INTERIOR/REAR DOOR SILL
SCUFF PLATE - INSTALLATION).
6. Reinstall the rear seat cushion into the vehicle. (Refer to 23 - BODY/SEATS/REAR SEAT CUSHION COVER -
INSTALLATION).
7. Reinstall the trim onto the inside of both lower B-pillars. (Refer to 23 - BODY/INTERIOR/B-PILLAR TRIM -
INSTALLATION-LOWER).
8. Reinstall the center console onto the front floor panel transmission tunnel. (Refer to 23 - BODY/INTERIOR/
FLOOR CONSOLE - INSTALLATION).
9. Reinstall the driver and passenger front seats into the vehicle. (Refer to 23 - BODY/SEATS/SEAT-FRONT -
INSTALLATION).
TRUNK - SEDAN
1. Fold the spare tire cover/trunk floor carpet (1) and
place it within the luggage compartment.
2. Unfold, position and fit the spare tire cover/trunk
floor carpet over the spare tire well (2) in the lug-
gage compartment.
3. If equipped, reinstall the cargo liner and/or cargo
net into the luggage compartment.
CARGO AREA - WAGON

1. Fold the spare tire cover/cargo compartment carpet
(3) and place it into the rear cargo area.
2. Unfold, position and fit the spare tire cover/cargo
compartment carpet over the spare tire well (2) in
the rear cargo area.
3. If equipped, reinstall the cargo liner and/or the
cargo organizer into the cargo compartment.
4. Fold the cargo floor carpet (1) and place it into the
rear cargo area.
5. Unfold, position and fit the cargo floor carpet into
the rear cargo area.
6. If equipped, reinstall the cargo net into the rear
cargo area.
CONSOLE-FLOOR
REMOVAL
1. Apply the parking brake.
2. Turn the ignition switch to the On position, apply
the service brakes and place the gear selector
lever into the Neutral position.
3. Turn the ignition switch to the Off position and
release the service brakes.

to the door module is disrupted. A battery recon-
nect procedure must be performed anytime the
battery has been disconnected. (Refer to 8 - ELEC-
TRICAL/BATTERY SYSTEM - STANDARD PROCE-
DURE).

5. Remove the mat from the cubby bin at the front of
the floor console.
6. Open the lid of the console rear bin and remove the mat from the rear bin.
7. Remove the two screws (1) that secure the front of the console shifter bezel to the console.
8. Using a trim stick unsnap the console bezel from the console
9. Remove the shifter bezel from around the gear selector lever.
10. Remove the three 8 mm bolts (2) from the rear bin that secure the console to the floor panel transmission
tunnel.
11. Remove the two screws (3) that secure the front of the console to the instrument panel.
12. Slide the console rearward far enough to access and disconnect the jumper wire connector (4) from the acces-
sory power outlet on the underside of the console.
13. Remove the floor console from the vehicle.
Center Console Cover with DVD

1. Open console lid.
2. Remove side covers.
3. Remove six screws.
4. Remove console cover.
INSTALLATION
1. Position the floor console into the vehicle rearward far enough to access and reconnect the jumper wire con-
nector (4) to the accessory power outlet on the underside of the console.
2. While holding both sides of the console at the front carefully engage the ears at the front of the console to the
slots (5) at the lower instrument panel.
3. Locate the two alignment holes at the front of the console over the two alignment pins on the instrument panel.
4. Engage the locating pin on the underside of the console rear bin into the slot in the top of the floor panel trans-
mission tunnel.
5. Install and tighten the two screws (3) that secure the front of the console to the instrument panel. Tighten the
6. Install and tighten the three 8 mm bolts (2) into the rear bin that secure the console to the floor panel transmis-
sion tunnel. Tighten the bolts to 5 N·m (40 in. lbs.).
7. Position the console shifter bezel (4) over the gear
selector lever.
8. Position the tabs on the underside of the console
shifter bezel into the holes in the floor console.
the front of the console shifter bezel to the console.
10. Position the mat (5) into the console rear bin with
the curved edge oriented forward in the vehicle.
11. Position the mat (2) into the cubby bin at the front
of the floor console.
12. Firmly push shifter trim ring (4) down the to posi-
tion it to the gear selector.
13. Place the gear selector lever into the Park posi-
tion.

to the door module is disrupted. A battery reconnect procedure must be performed anytime the battery has
been disconnected. (Refer to 8 - ELECTRICAL/BATTERY SYSTEM - STANDARD PROCEDURE).
Center Console Cover with DVD

1. Install console cover.
2. Install six screws.
3. Replace side covers.
COWL TRIM
REMOVAL
UPPER
1. Insert trim stick from the outside in the direction of
arrow (2) under the middle of the part.
2. Then slide trim stick up to the upper spring clip
3. Slide the trim stick down to the lower spring clip
4. Remove the upper cowl trim from the vehicle.
LOWER
1. Remove the upper cowl trim from the front of the
front door opening. (Refer to 23 - BODY/INTERI-
OR/COWL TRIM - REMOVAL-UPPER).
bladed tool and starting nearest the B-pillar trim
(2), carefully pry the lower cowl trim (3) upward
from the front door opening sill far enough to dis-
engage the three spring clip retainers that secure
the trim to the slots in the sill.
bladed tool, carefully pry the lower cowl trim rear-
ward from the front of the front door opening far
enough to disengage the spring clip retainer that
secures the trim to the slot in the cowl (1).
4. Remove the lower cowl trim from the vehicle.
INSTALLATION
UPPER
1. Position the upper cowl trim (2) to the cowl (1) at
the front of the front door opening and the lower
cowl trim (3).
the slots in the cowl.
3. Using hand pressure, press firmly and evenly
downward on the trim over each of the spring clip
locations until the retainers snap into place.
LOWER
1. Check to be certain that the three plastic nuts are
properly installed and in good condition in the slots
of the front door opening sill. Replace a plastic nut
if any damage is evident.
2. Position the vertical portion of the lower cowl trim
(3) to the cowl (1) at the front of the front door
opening.
3. Align the spring clip retainer on the trim with the
slot in the cowl (1).
4. Using hand pressure, press firmly and evenly for-
ward on the trim over the spring clip location until
the retainer snaps into place.
5. Position the horizontal portion of the lower cowl
trim to the front door sill and the B-pillar trim (2).
6. Align the three spring clip retainers on the trim with
the slots in the sill.
downward on the trim over each of the spring clip
locations until the retainers snap into place.
8. Reinstall the upper cowl trim to the front of the front door opening. (Refer to 23 - BODY/INTERIOR/COWL TRIM
- INSTALLATION-UPPER).
D-PILLAR TRIM
REMOVAL
1. Remove the trim plate from the upper liftgate open-
ing header (1). (Refer to 23 - BODY/INTERIOR/
LIFTGATE OPENING UPPER TRIM - REMOVAL).
2. Loosen the rear edge of the quarter trim panel (4)
from the inside of the lower D-pillar. (Refer to 23 -
REMOVAL).
bladed tool, carefully pry the upper edge of the
upper D-pillar trim (2) away from the headliner far
enough to disengage the two upper spring clip
retainers that secure the trim to the slots in the
upper liftgate opening header and the inside of the
D-pillar.
bladed tool, carefully pry the lower half of the upper
D-pillar trim away from the D-pillar far enough to
disengage the two lower spring clip retainers that
secure the trim to the slots in the pillar.
5. Disengage the lower edge of the upper D-pillar trim from under the quarter trim panel.
6. Remove the upper D-pillar trim from the vehicle.
INSTALLATION
1. Engage the lower edge of the upper D-pillar trim
(2) under the upper edge of the quarter trim panel
(4) at the inner D-pillar (3).
2. Align the two lower spring clip retainers on the
back of the trim with the slots in the inside of the
D-pillar.
the trim over each of the lower spring clip locations
until the retainers snap into place.
4. Align the two upper spring clip retainers on the
back of the trim with the slots in the inside of the
D-pillar and the upper liftgate opening header (1).
6. Reinstall the rear edge of the quarter trim panel to
the inside of the lower D-pillar. (Refer to 23 -
INSTALLATION).
7. Reinstall the trim plate onto the upper liftgate opening header. (Refer to 23 - BODY/INTERIOR/LIFTGATE OPEN-
ING UPPER TRIM - INSTALLATION).
FRONT FLOOR FOOT REST
REMOVAL
1. Remove the trim from the driver side lower cowl
side inner panel. (Refer to 23 - BODY/INTERIOR/
COWL TRIM - REMOVAL-LOWER).
2. Remove the three push-pin fasteners that secure
the driver side front carpet to the cowl side inner
panel and the front door opening sill.
3. Pull the front floor carpet up and away from the
foot rest (1) far enough to access and remove the
nut (2) that secures the foot rest to the weld stud
(5) on the front floor panel.
4. Lift the base of the foot rest upward far enough to
disengage the tab (3) at the top of the foot rest
from the slot (4) in the dash panel.
5. Remove the foot rest from the vehicle.
INSTALLATION
1. Pull the outboard edge of the driver side front floor
carpet up and away from the floor far enough to
position the foot rest (1) between the front floor
panel and the carpet.
2. Engage the tab (3) at the top of the foot rest into
the slot (4) in the dash panel.
3. Position the hole at the base of the foot rest over
the weld stud (5) on the front floor panel.
4. Install and tighten the nut (2) that secures the foot
rest to the weld stud. Tighten the nut to 16 N·m (12
ft. lbs.).
5. Reposition the driver side front carpet to the cowl
side inner panel and the front door opening sill and
secure with three push-pin fasteners.
6. Reinstall the trim onto the driver side lower cowl
side inner panel. (Refer to 23 - BODY/INTERIOR/
COWL TRIM - INSTALLATION-LOWER).
HEADLINER
REMOVAL
SEDAN

2. Remove the trim from both upper A-pillars. (Refer to 23 - BODY/INTERIOR/A-PILLAR TRIM - REMOVAL).
3. Disengage the headliner wire harnesses from the retainers on each inner A-pillar and disconnect the connectors
(11) from the body wire harness connectors near the base of each A-pillar.
4. Remove the trim from both upper B-pillars. (Refer to 23 - BODY/INTERIOR/B-PILLAR TRIM - REMOVAL-UP-
PER).
5. Remove the trim from both upper C-pillars. (Refer to 23 - BODY/INTERIOR/C-PILLAR TRIM - REMOVAL-UP-
PER-SEDAN).
6. If the vehicle is so equipped, remove the overhead console from the center of the headliner (1) near the wind-
shield header (3). (Refer to 8 - ELECTRICAL/OVERHEAD CONSOLE - REMOVAL).
7. If the vehicle is so equipped, disconnect the electrochromic (automatic dimming) and/or the telematic (hands-free
phone) mirror takeout(s) and connector(s) of the headliner wire harness from the connector receptacle(s) on the
back (windshield side) of the inside rear view mirror housing.
8. Remove both sun visors and both visor receptacles from the headliner near the windshield header.
9. Remove both grab handle/coat hook/rear dome/reading lamp units from the headliner at the inner rear roof side
rails (4).
10. If the vehicle is so equipped, remove the trim welt from the headliner sunroof opening.
11. Fold down both rear seat backs.
12. Recline both front seat backs.
13. Carefully pull the headliner downward at the windshield header far enough to disengage the spring clip retainers
at each sun visor mounting location (2), at each visor receptacle location (9), and at the overhead console
location (10).
14. Carefully pull the headliner downward at the inner rear roof side rails far enough to disengage the spring clip
retainers at each grab handle location (5).
15. Carefully pull the headliner downward near the center of the rear roof header (7) far enough to disengage the
rear spring clip retainer (8).
16. If the vehicle is equipped with a sunroof, reach between the headliner and the roof panel from the right rear
door opening to access and disconnect the sunroof jumper wire connector from the headliner wire harness sun-
roof take out and connector (6).
17. Carefully bow the headliner longitudinally as necessary to remove the unit through the right rear door opening.
WAGON

2. Remove the trim from both upper A-pillars. (Refer to 23 - BODY/INTERIOR/A-PILLAR TRIM - REMOVAL).
3. Disengage the headliner wire harnesses from the retainers on each inner A-pillar and disconnect the connectors
(11) from the body wire harness connectors near the base of each A-pillar.
4. Remove the trim from both upper B-pillars. (Refer to 23 - BODY/INTERIOR/B-PILLAR TRIM - REMOVAL-UP-
PER).
5. Remove the trim from both upper C-pillars. (Refer to 23 - BODY/INTERIOR/C-PILLAR TRIM - REMOVAL-UP-
PER-WAGON).
6. Remove the trim from both upper D-pillars. (Refer to 23 - BODY/INTERIOR/D-PILLAR TRIM - REMOVAL).
7. If the vehicle is so equipped, remove the overhead console from the center of the headliner (1) near the wind-
shield header (3). (Refer to 8 - ELECTRICAL/OVERHEAD CONSOLE - REMOVAL).
8. If the vehicle is so equipped, disconnect the electrochromic (automatic dimming) and/or the telematic (hands-free
phone) mirror takeout(s) and connector(s) of the headliner wire harness from the connector receptacle(s) on the
back (windshield side) of the inside rear view mirror housing.
9. Remove both sun visors and both visor receptacles from the headliner near the windshield header.
10. Remove both grab handle/coat hook/rear dome/reading lamp units from the headliner at the inner rear roof side
rails (4).
11. If the vehicle is so equipped, remove the trim welt from the headliner sunroof opening.
12. Fold down both rear seat backs.
13. Recline both front seat backs.
14. Carefully pull the headliner downward at the windshield header far enough to disengage the spring clip retainers
at each sun visor mounting location (2), at each visor receptacle location (9), and at the overhead console
location (10).
15. Carefully pull the headliner downward at the inner rear roof side rails far enough to disengage the spring clip
retainers at each grab handle location (5).
16. Carefully pull the headliner downward near the center of the liftgate opening header (7) far enough to disen-
gage the rear spring clip retainer (8).
17. If the vehicle is equipped with a sunroof, reach between the headliner and the roof panel from the right rear
door opening to access and disconnect the sunroof jumper wire connector from the headliner wire harness sun-
roof take out and connector (6).
18. Carefully bow the headliner longitudinally as necessary to remove the unit through the liftgate opening.
INSTALLATION
SEDAN
1. Carefully bow the headliner (1) longitudinally as necessary to position the unit into the vehicle through the right
rear door opening.
2. If the vehicle is equipped with a sunroof, reach between the headliner and the roof panel from the right rear door
opening to access and reconnect the sunroof jumper wire connector to the headliner wire harness sunroof take
out and connector (6).
NOTE: In order to ease installation and ensure proper headliner positioning it is important to install the
headliner spring clip retainers in the correct sequence as follows.
3. Position the spring clip at the right visor receptacle location (9) to the appropriate hole in the windshield header
(3) and press firmly and evenly upward on the headliner over the retainer location until it snaps into place.
4. Position the rear spring clip retainer (8) to the appropriate hole near the center of the rear roof header (7) and
press firmly and evenly upward on the headliner over the retainer location until it snaps into place.
5. Position the two spring clip retainers at each grab handle location (5) to the appropriate holes in the inner rear
roof side rails (4) and press firmly and evenly upward on the headliner over each retainer location until it snaps
into place.
6. Position the spring clip retainers at each sun visor mounting location (2), at the left visor receptacle location (9),
and at the overhead console location (10) to the appropriate holes in the windshield header and press firmly and
evenly upward on the headliner over each retainer location until it snaps into place.
7. If the vehicle is so equipped, reinstall the trim welt onto the headliner sunroof opening.
8. Reinstall both grab handle/coat hook/rear dome/reading lamp units into the headliner at the inner rear roof side
rails.
9. Reinstall both sun visors and both visor receptacles onto the headliner near the windshield header.
10. If the vehicle is so equipped, reconnect the electrochromic (automatic dimming) and/or the telematic (hands-free
phone) mirror takeout and connector of the headliner wire harness to the connector receptacle(s) on the back
(windshield side) of the inside rear view mirror housing.
11. If the vehicle is so equipped, reinstall the overhead console to the center of the headliner near the windshield
header. (Refer to 8 - ELECTRICAL/OVERHEAD CONSOLE - INSTALLATION).
12. Reinstall the trim onto both upper C-pillars. (Refer to 23 - BODY/INTERIOR/C-PILLAR TRIM - INSTALLATION-
UPPER-SEDAN).
13. Reinstall the trim onto both upper B-pillars. (Refer to 23 - BODY/INTERIOR/B-PILLAR TRIM - INSTALLATION-
UPPER).
14. Engage the headliner wire harnesses into the retainers on each inner A-pillar and reconnect the connectors (11)
to the body wire harness connectors near the base of each A-pillar. Be certain the harnesses are not twisted
and that the connectors are both fully engaged.
15. Reinstall the trim onto both upper A-pillars. (Refer to 23 - BODY/INTERIOR/A-PILLAR TRIM - INSTALLATION).
WAGON
1. Carefully bow the headliner (1) longitudinally as necessary to position the unit into the vehicle through the liftgate
opening.
2. If the vehicle is equipped with a sunroof, reach between the headliner and the roof panel from the right rear door
opening to access and reconnect the sunroof jumper wire connector to the headliner wire harness sunroof take
out and connector (6).
NOTE: In order to ease installation and ensure proper headliner positioning it is important to install the
headliner spring clip retainers in the correct sequence as follows.
3. Position the spring clip at the right visor receptacle location (9) to the appropriate hole in the windshield header
(3) and press firmly and evenly upward on the headliner over the retainer location until it snaps into place.
4. Position the rear spring clip retainer (8) to the appropriate hole near the center of the liftgate opening header (7)
and press firmly and evenly upward on the headliner over the retainer location until it snaps into place.
5. Position the two spring clip retainers at each grab handle location (5) to the appropriate holes in the inner rear
roof side rails (4) and press firmly and evenly upward on the headliner over each retainer location until it snaps
into place.
6. Position the spring clip retainers at each sun visor mounting location (2), at the left visor receptacle location (9),
and at the overhead console location (10) to the appropriate holes in the windshield header and press firmly and
evenly upward on the headliner over each retainer location until it snaps into place.
7. If the vehicle is so equipped, reinstall the trim welt onto the headliner sunroof opening.
8. Reinstall both grab handle/coat hook/rear dome/reading lamp units into the headliner at the inner rear roof side
rails.
9. Reinstall both sun visors and both visor receptacles onto the headliner near the windshield header.
10. If the vehicle is so equipped, reconnect the electrochromic (automatic dimming) and/or the telematic (hands-free
phone) mirror takeout and connector of the headliner wire harness to the connector receptacle(s) on the back
(windshield side) of the inside rear view mirror housing.
11. If the vehicle is so equipped, reinstall the overhead console to the center of the headliner near the windshield
header. (Refer to 8 - ELECTRICAL/OVERHEAD CONSOLE - INSTALLATION).
12. Reinstall the trim onto both upper D-pillars. (Refer to 23 - BODY/INTERIOR/D-PILLAR TRIM - INSTALLATION).
13. Reinstall the trim onto both upper C-pillars. (Refer to 23 - BODY/INTERIOR/C-PILLAR TRIM - INSTALLATION-
UPPER-SEDAN).
14. Reinstall the trim onto both upper B-pillars. (Refer to 23 - BODY/INTERIOR/B-PILLAR TRIM - INSTALLATION-
UPPER).
15. Engage the headliner wire harnesses into the retainers on each inner A-pillar and reconnect the connectors (11)
to the body wire harness connectors near the base of each A-pillar. Be certain the harnesses are not twisted
and that the connectors are both fully engaged.
16. Reinstall the trim onto both upper A-pillars. (Refer to 23 - BODY/INTERIOR/A-PILLAR TRIM - INSTALLATION).
LIFTGATE OPENING UPPER TRIM
REMOVAL
bladed tool, carefully pry the rear edge of the trim
plate (3) down from the upper liftgate opening
header (2) far enough to disengage the four spring
clip retainers from the slots in the header.
2. Pull the trim plate rearward to disengage it from the
rear edge of the headliner (1).
3. Remove the trim plate from the vehicle.
INSTALLATION
1. Fit the forward edge of the liftgate opening header
trim plate (3) to the rear edge of the headliner (1).
2. Align the four spring clip retainers on the trim plate
to the slots in the upper liftgate opening header (2).
upward on the trim plate over each of the retainer
locations until they snap into place.
4. Be certain that ends of the trim plate are properly
engaged over the inboard edges of the right and
left upper D-pillar trim.
LIFTGATE SCUFF PLATE

REMOVAL
1. Remove the two screws (2) that secure the tie-
down loops (1) and the scuff plate trim panel (5) to
the top of the liftgate opening lower panel (4).
2. Remove the two screws (6) that secure the scuff
plate trim panel to the inside of the liftgate opening
lower panel.
3. Remove the scuff plate trim panel from the vehicle.
INSTALLATION
1. Check to be certain that two spring nuts (3) are
properly installed and in good condition in the top
of the liftgate opening lower panel (4).
2. Position the scuff plate trim panel (5) to the inside
of the liftgate opening lower panel. Ensure that the
trim edge is located into the seal crack.
3. Position the two tie-down loops (1) to the top of the
trim panel.
4. Install and tighten the two screws that secure the
tie-down loops and the scuff plate trim panel to the
top of the liftgate opening lower panel. Tighten the
the trim panel to the inside of the liftgate opening
lower panel. Tighten the screws to 11 N·m (8 ft.
lbs.).
QUARTER TRIM PANEL
REMOVAL

2. Remove the rear seat cushion from the vehicle. (Refer to 23 - BODY/SEATS/SEAT CUSHION COVER -
REMOVAL).
3. Remove the rear seat back side bolster from the quarter inner panel (1). (Refer to 23 - BODY/SEATS/SEAT
BACK CUSHION/COVER - REMOVAL).
4. Remove the screw that secures the outboard rear seat belt lower anchor to the quarter inner panel.
5. Remove the trim from the upper D-pillar. (Refer to 23 - BODY/INTERIOR/D-PILLAR TRIM - REMOVAL).
6. Remove the speaker bezel from the quarter trim panel. (Refer to 23 - BODY/INTERIOR/SPEAKER BOX TRIM
COVER - REMOVAL).
7. Remove the two screws (2) that secure the quarter trim panel (5) to the speaker bracket above the rear wheel
house.
8. Remove the screw that secures the tie-down loop, the liftgate scuff plate trim panel and the rear extension of the
quarter trim panel to the top of the liftgate opening lower panel.
9. Remove the three screws (3) that secure the tie-down loop (6) and the quarter trim panel to the quarter inner
panel.
10. Using a trim stick or another suitable wide flat-bladed tool, carefully pry the quarter trim panel away from the
side of the liftgate opening far enough to disengage the three spring clip retainers that secure the trim to the
slots in the quarter inner panel behind the rear wheel house.
11. Move the back of the quarter trim panel away from the base of the upper D-pillar trim far enough to access and
disconnect the body wire harness connector from the back of the auxiliary power outlet, if equipped.
12. Using a trim stick or another suitable wide flat-bladed tool, carefully pry the quarter trim panel away from the
base of the upper C-pillar trim far enough to disengage the spring clip retainer that secures the trim to the slot
in the quarter inner panel.
13. Lift the quarter trim panel up and over the outboard rear seat belt retractor on the top of the rear wheel house
while feeding the loose belt webbing and lower anchor through the retractor clearance hole in the top of the
panel.
14. Remove the quarter trim panel from the vehicle through the liftgate opening.
INSTALLATION
1. Check to be certain that the three spring nuts (3) are properly installed and in good condition on the quarter inner
panel (1). Replace a spring nut if any damage is evident.
2. Position the quarter trim panel (5) into the vehicle through the liftgate opening.
3. Lift the quarter trim panel up and over the outboard rear seat belt retractor on the top of the rear wheel house
while pulling the loose belt webbing and lower anchor through the retractor clearance hole in the top of the
panel.
4. Align the spring clip retainer on the back of the quarter trim panel with the slot in the quarter inner panel at the
base of the upper C-pillar trim.
5. Using hand pressure, press firmly and evenly on the trim over the spring clip location until the retainer snaps into
place.
6. Move the rear of the quarter trim panel away from the base of the upper D-pillar trim far enough to access and
reconnect the body wire harness connector to the back of the auxiliary power outlet, if equipped.
7. Align the three spring clip retainers on the back of the quarter trim panel with the slots in the quarter inner panel
behind the rear wheel house.
8. Using hand pressure, press firmly and evenly on the trim over the spring clip locations until the retainers snap
into place.
9. Position the rear extension of the quarter trim panel onto the top of the liftgate opening lower panel with the
extension sequenced under the end of the liftgate scuff plate.
10. Install and tighten the three screws (4) that secure the tie-down loop (6) and the quarter trim panel to the quar-
ter inner panel. Tighten the screws to 11 N·m (8 ft. lbs.).
11. Install and tighten the screw that secures the tie-down loop, the liftgate scuff plate and the rear extension of the
quarter trim panel to the top of the liftgate opening lower panel. Tighten the screw to 11 N·m (8 ft. lbs.).
12. Install and tighten the two screws (2) that secure the quarter trim panel to the speaker bracket above the rear
wheel house. Tighten the screws to 11 N·m (8 ft. lbs.).
13. Reinstall the speaker bezel onto the quarter trim panel. (Refer to 23 - BODY/INTERIOR/SPEAKER BOX TRIM
COVER - INSTALLATION).
14. Reinstall the trim onto the upper D-pillar. (Refer to 23 - BODY/INTERIOR/D-PILLAR TRIM - INSTALLATION).
16. Reinstall the rear seat back side bolster onto the quarter inner panel. (Refer to 23 - BODY/SEATS/SEAT BACK
CUSHION/COVER - INSTALLATION).
17. Reinstall the rear seat cushion into the vehicle. (Refer to 23 - BODY/SEATS/SEAT CUSHION COVER -
INSTALLATION).
QUARTER TRIM SPEAKER BEZEL

REMOVAL
1. Remove the screw in the cargo cover cradle forma-
tion of the quarter trim speaker bezel (2) that
secures the bezel to the quarter trim panel (3) on
top of the rear wheel house.
bladed tool, carefully pry the front edge of the
speaker bezel upward from the quarter trim panel
far enough to disengage the two spring clip retain-
ers that secure the bezel to the slots in the trim
panel.
3. Disengage the rear outboard seat belt webbing (1)
from the quarter trim speaker bezel through the slit
below the slot at the front of the bezel.
4. Lift the front of the quarter trim speaker bezel
upward and pull it forward far enough to disengage
the tabs at the back of the bezel from the slots in
the back of the quarter trim panel opening.
5. Remove the quarter trim speaker bezel from the
vehicle.
INSTALLATION
1. Position the quarter trim speaker bezel (2) to the
quarter trim panel (3) above the rear wheel house.
2. Engage the rear outboard seat belt webbing (1)
into the slot of the quarter trim speaker bezel
through the slit below the slot at the front of the
bezel. Be certain the webbing is not twisted.
3. Lift the front of the quarter trim speaker bezel
upward and engage the tabs at the back of the
bezel into the slots in the back of the quarter trim
panel opening.
4. Align the two spring clip retainers on the bezel with
the slots in the quarter trim panel.
the bezel over each of the spring clip locations until
6. Install and tighten the screw into the cargo cover
cradle formation of the quarter trim speaker bezel
that secures the bezel to the quarter trim panel on
top of the rear wheel house. Tighten the screw to 2
N·m (15 in. lbs.).
REAR DOOR SILL SCUFF PLATE
REMOVAL
1. Remove the screw (2) that secures the rear door
scuff plate (4) to the quarter inner panel.
2. Remove the screw that secures the outboard rear
seat belt lower anchor to the quarter inner panel.
bladed tool, carefully pry the scuff plate upwards
from the sill far enough to disengage the two spring
clip retainers that secure the scuff plate to the slots
in the sill.
4. Disengage the rear extension of the scuff plate
from under the lower C-pillar trim (Sedan) or quar-
ter trim panel (Wagon) (3).
5. Remove the rear door scuff plate from the vehicle.
INSTALLATION
1. Check to be certain that spring nut (5) is properly
installed and in good condition in the quarter inner
panel (1).
2. Check to be certain that a plastic nut is properly
installed and in good condition in the slot of the
rear door opening sill. Replace the plastic nut if any
damage is evident.
3. Engage the rear extension of the rear door scuff
plate (4) under the lower C-pillar trim (Sedan) or
quarter trim panel (Wagon) (3) on the quarter inner
panel.
4. Align the two spring clip retainers on the scuff plate
with the slots in the rear door sill.
downward on the scuff plate over each of the
spring clip locations until the retainers snap into
place.
6. Position the outboard rear seat belt lower anchor to
the quarter inner panel.
8. Install and tighten the screw (2) that secures the scuff plate trim panel and the lower C-pillar trim (Sedan) or
quarter trim panel (Wagon) to the quarter inner panel. Tighten the screw to 11 N·m (8 ft. lbs.).
REAR SHELF TRIM PANEL

REMOVAL
2. Remove the right and left lower and upper C-pillar
trim from the vehicle. (Refer to 23 - BODY/INTERI-
OR/C-PILLAR TRIM - REMOVAL).
3. Remove the nut that secures the center rear seat
belt lower anchor to the stud on the floor panel and
feed the seat belt webbing back through the open-
ing in the top of the rear shelf panel trim (2) to the
retractor.
4. Remove the push-pin fastener (1) that secures the
trim to the rear shelf panel (3).
5. Slide the trim forward to disengage the S-clip that
secures the underside of the trim to the center of
the shelf panel.
6. Remove the trim from the rear shelf panel.
INSTALLATION
1. Position the trim (2) onto the rear shelf panel (3).
2. Slide the rear edge of the trim rearward to engage
the lens bezel of the center high-mounted stop
lamp and far enough to engage the S-clip that
secures the underside of the trim to the center of
the shelf panel.
3. Install the push-pin fastener (1) that secures the
trim to the rear shelf panel.
4. Pull the center rear seat belt lower anchor and belt
webbing from the retractor through the opening in
the top of the rear shelf panel trim and back down
to the stud on the floor panel.
5. Install and tighten the nut that secures the seat belt
lower anchor to the stud on the floor panel. Tighten
the nut to 34 N·m (25 ft. lbs.).
6. Reinstall the right and left upper and lower C-pillar
trim to the vehicle. (Refer to 23 - BODY/INTERIOR/
C-PILLAR TRIM - INSTALLATION).
MIRROR-INSIDE REARVIEW
REMOVAL
1. If the vehicle is equipped with either the electro-
chromic (automatic dimming) or the telematic
(hands-free phone) mirror option, disconnect and
isolate the battery negative cable.
2. If the vehicle is so equipped, disconnect the elec-
trochromic mirror takeout and connector (1) and/or
the telematic mirror takeout and connector (2) of
the headliner wire harness from the connector
receptacle on the back (windshield side) of the mir-
ror housing (3).
3. Remove the set screw (3) that secures the rear

view mirror (2) to the support bracket/button (1) on
the inside of the windshield glass.
4. Slide the rear view mirror upward far enough to
disengage it from the support bracket/button.
INSTALLATION
MIRROR
1. Position and slide the rear view mirror (2) down-
ward over the support bracket/button (1) on the
inside of the windshield glass.
2. Install and tighten the set screw (3) that secures
the rear view mirror to the support bracket/button.
Tighten the screw to 2 N·m (17 in. lbs.).
3. If the vehicle is so equipped, route the electrochro-

mic (automatic dimming) mirror takeout and con-
nector (1) and/or the telematic (hands-free phone)
mirror takeout and connector (2) of the headliner
wire harness to the left of the mirror support
bracket and reconnect it to the connector recepta-
cle on the back (windshield side) of the mirror
housing (3).
4. If the vehicle is equipped with either the electro-
chromic or the telematic mirror option, reconnect
the battery negative cable.
SUPPORT BRACKET
NOTE: The rear view mirror support bracket (or button) is permanently bonded to the inside of the wind-
shield glass. If the bracket should become separated from the glass, it may be rebonded using the following
procedure. This procedure requires the use of a Rear View Mirror Adhesive kit that is available through
Mopar in single application packages that include a two-part adhesive and an accelerant with applicator.
1. Mark the proper position for the mirror bracket on the outside of the windshield glass with a wax pencil. The
residual adhesive on the inside of the glass from the prior mirror bracket installation can be used as a guide.
2. Clean the bracket contact area on the inside of the glass. Use a mild powdered cleanser on a cloth saturated
with isopropyl (rubbing) alcohol. Finally, clean the glass with a paper towel dampened with alcohol.
3. Sand the bonding surface (the smaller side) of the support bracket with fine grit-sandpaper. Wipe the bracket
surface clean with a paper towel.
4. Apply accelerant to the bonding surface of the bracket according to the following instructions:
• Crush the accelerant vial to saturate the felt applicator.
• Remove the paper sleeve.
• Apply accelerant to the bonding surface of the bracket.
• Allow the accelerant to dry for five minutes.
• Do not touch the bracket bonding surface after the accelerant has been applied.
5. Apply adhesive accelerant to the bracket contact area on the inside of the windshield glass. Allow the accelerant
to dry for one minute. Do not touch the bracket contact area of the glass after the accelerant has been applied.
6. Install the bracket according to the following instructions:
• Apply one drop of adhesive at the center of the bracket contact area on the inside of the windshield glass.
• Apply an even coat of adhesive to the bonding surface of the bracket.
• Align the bracket with the marked position on the windshield glass.
• Press and hold the bracket in place for at least one minute.
NOTE: Verify that the mirror support bracket is correctly aligned, because the adhesive will cure rapidly.
7. Allow the adhesive to cure for 8-10 minutes. Remove any excess adhesive with an alcohol-dampened cloth.
8. Allow the adhesive to cure for an additional 8-10 minutes before reinstalling the mirror.
TRUNK LINING
REMOVAL
1. Remove the spare tire cover/trunk floor carpet from
over the spare tire well. (Refer to 23 - BODY/INTE-
RIOR/CARPETS AND FLOOR MATS - REMOVAL-
TRUNK).
2. Remove the trunk rear trim panel from the luggage
compartment. (Refer to 23 - BODY/INTERIOR/
TRUNK REAR TRIM PANEL - REMOVAL).
3. Remove the three push-pin fasteners (2) that
secure the right or the left trunk side trim (1) to the
appropriate locations within the luggage compart-
ment.
4. Remove the trunk side trim from the luggage
compartment.
INSTALLATION
1. Position and fit the right or the left trunk side trim
(1) within the luggage compartment.
2. Install the three push-pin fasteners (2) that secure
side trim to the appropriate locations within the lug-
gage compartment.
3. Reinstall the trunk rear trim panel into the luggage
compartment. (Refer to 23 - BODY/INTERIOR/
TRUNK REAR TRIM PANEL - INSTALLATION).
4. Reinstall the spare tire cover/trunk floor carpet over
the spare tire well in the luggage compartment.
(Refer to 23 - BODY/INTERIOR/CARPETS AND
FLOOR MATS - INSTALLATION-TRUNK).
TRUNK REAR TRIM PANEL
REMOVAL
1. Remove the four push-pin fasteners (1) that secure
the trunk rear trim panel (2) to the inside of the
deck opening lower panel (3).
2. Remove the trim panel from the vehicle.
INSTALLATION
1. Position the trunk rear trim panel (2) to the inside
of the deck opening lower panel (3).
2. Reinstall the four push-pin fasteners (1) that secure
the trim panel to the deck opening lower panel.
LX LIFTGATE 23 - 205
LIFTGATE
TABLE OF CONTENTS
page page
LOCK CYLINDER - POLICE ONLY INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214

REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206 LATCH STRIKER
BUMPER INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209 LIFTGATE
GAS PROP INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210 TRIM PANEL
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210 REMOVAL
HINGE LOWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219
LATCH LOWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213 UPPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
LATCH HANDLE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
23 - 206 LIFTGATE LX
LOCK CYLINDER - POLICE ONLY
REMOVAL
NOTE: Magnum Police Only
1. Open liftgate. Lock cylinder shown (1).

2. Remove fasteners (2) attaching liftgate lower trim
panel. (Refer to 23 - BODY/DECKLID/HATCH/LIFT-
GATE/TAILGATE/TRIM PANEL - REMOVAL)
3. Disconnect remote handle link from lock cylinder.

4. Remove lock cylinder clip (1) from lock cylinder (2).

5. Remove lock cylinder (2).
INSTALLATION
NOTE: Magnum Police Only
1. Open liftgate.
2. Reinstall lock cylinder into liftgate lock hole (1).
3. Fasten lock cylinder (2) to liftgate using lock cylin-
der clip (1).
4. Connect remote handle link to lock cylinder.
5. Reinstall lower liftgate trim panel. (Refer to 23 - BODY/DECKLID/HATCH/LIFTGATE/TAILGATE/TRIM PANEL -

INSTALLATION)
BUMPER
REMOVAL
1. Open the liftgate.
2. Remove the two screws (3) that secure the stabi-
lizer bumper (2) to the liftgate opening drain trough
(1).
3. Remove the bumper from the trough.
INSTALLATION
1. Position the stabilizer bumper (2) to the two mount-
ing holes on the liftgate opening drain trough (1)
with the arrow molded into the bumper pointed
inboard.
the bumper to the trough. Tighten the screws to 12
N·m (9 ft. lbs.).
3. Close the liftgate.
GAS PROP
REMOVAL
1. Open and support the liftgate with a suitable prop
or block.

unexpected loss of deck lid support.

the outer face of one ball socket end (1) of the
support cylinder and carefully pry the retaining clip
(2) outward while pulling the ball socket away from
the ball stud (4) on the liftgate or the liftgate open-
ing trough.
4. Repeat Step 2 and Step 3 for the opposite end of
the support cylinder.
5. Remove the support cylinder from the liftgate and liftgate opening.
INSTALLATION
1. Check to be certain that the ball studs (2) on the
liftgate and on the liftgate opening trough (3) are in
good condition and properly installed. Tighten the
ball studs to 28 N·m (21 ft. lbs.).
support cylinder (1) to the ball stud on the liftgate
opening trough.
port cylinder (3) to the ball stud (2) on the liftgate
(1).
seated.
liftgate.
HINGE
REMOVAL
1. Open and support the liftgate (2) with a suitable
prop or block.
2. Remove the trim plate from the upper liftgate open-
ing header (4). (Refer to 23 - BODY/INTERIOR/
LIFTGATE OPENING UPPER TRIM - REMOVAL).
3. Mark the hinge (1) liftgate half location on the lift-
gate inner panel to aid reinstallation.
to the liftgate.
5. Mark the hinge body half location on the upper lift-
gate opening header to aid reinstallation.
6. Carefully pull the rear edge of the headliner down-
ward from the header far enough to access and
remove the two nuts (5) that secure the hinge
studs to the underside of the header.
7. Remove the hinge from the vehicle.
INSTALLATION
1. Position the body half of the liftgate hinge (1) to the
upper liftgate opening header (4) on the vehicle.
ward from the header far enough to install and
tighten the two nuts (5) that secure the hinge studs
to the underside of the header. Tighten the nuts to
28 N·m (21 ft. lbs.).
3. Position the liftgate (2) to the liftgate half of the
hinge on the vehicle.
the hinge to the liftgate. Tighten the screws to 28
N·m (21 ft. lbs.).
5. Remove the fixture being used to support the lift-
gate for service.
6. Adjust the liftgate hinge position as necessary to
7. Reinstall the trim plate onto the upper liftgate open-
ing header. (Refer to 23 - BODY/INTERIOR/LIFT-
GATE OPENING UPPER TRIM - INSTALLATION).
LATCH
REMOVAL
3. Remove the lower trim panel from the inside of the
liftgate (1). (Refer to 23 - BODY/DECKLID/HATCH/
LIFTGATE/TAILGATE/TRIM PANEL/LOWER -
REMOVAL).
4. Disconnect the pigtail wire connector of the latch
(5) from the take out of the liftgate wire harness (3)
on the inside of the liftgate.
5. Remove the three nuts (4) that secure the latch to
the studs (2) on the inside of the liftgate.
6. Remove the liftgate latch from the vehicle.
INSTALLATION
1. Position the latch (5) onto the studs (2) on the
inside of the liftgate (1).
2. Install and tighten the three nuts (4) that secure the
latch to the studs on the inside of the liftgate.
Tighten the nuts to 12 N·m (9 ft. lbs.).
3. Reconnect the pigtail wire connector of the latch to
the take out of the liftgate wire harness (3) on the
inside of the liftgate.
4. Reinstall the lower trim panel onto the inside of the
liftgate. (Refer to 23 - BODY/DECKLID/HATCH/
INSTALLATION).
LATCH HANDLE
REMOVAL
1. Open the liftgate (4).
3. Remove the lower trim panel from the inside of the
REMOVAL).
4. Disconnect the pigtail wire connector of the latch
handle (2) from the take out of the liftgate wire har-
ness (3) on the inside of the liftgate.
5. Reach through the clearance hole in the inside of
the liftgate panel on each side of the latch to
access and remove the two screws (1) that secure
the handle to the liftgate.
6. Remove the latch handle from the outside of the
liftgate.
INSTALLATION
1. Position the latch handle (2) onto the outside of the
liftgate (4).
2. Reach through the clearance hole in the inside of
the liftgate panel on each side of the latch to install
and tighten the two screws (1) that secure the han-
dle to the liftgate. Tighten the screws to 9 N·m (7 ft.
lbs.).
3. Reconnect the pigtail wire connector of the latch
handle to the take out of the liftgate wire harness
(3) on the inside of the liftgate.
4. Reinstall the lower trim panel onto the inside of the
INSTALLATION).
LATCH STRIKER
REMOVAL
2. Remove the scuff plate trim panel from the inside
of the liftgate opening lower panel (3). (Refer to 23
- BODY/INTERIOR/LIFTGATE SCUFF PLATE -
REMOVAL).
3. Mark the latch striker (2) location on the inside of
the liftgate opening lower panel to aid reinstallation.
striker to the inside of the liftgate opening lower
panel.
5. Remove the latch striker from the vehicle.
INSTALLATION
1. Position the liftgate latch striker (2) to the inside of
the liftgate opening lower panel (3).
the latch striker to the liftgate opening lower panel.
Tighten the screws to 28 N·m (21 ft. lbs.).
achieve proper liftgate latch operation.
4. Reinstall the scuff plate trim panel to the liftgate
opening lower panel. (Refer to 23 - BODY/INTERI-
OR/LIFTGATE SCUFF PLATE - INSTALLATION).
LIFTGATE
REMOVAL
3. Remove the upper and lower trim panels from the
inside of the liftgate. (Refer to 23 - BODY/DECK-
LID/HATCH/LIFTGATE/TAILGATE/TRIM PANEL -
REMOVAL).
4. Disconnect the washer supply hose (2) in the right
body wire harness (3) from the liftgate spoiler
washer nozzle hose on the underside of the lift-
gate.
5. Disconnect the take out and connector (1) of the
right body wire harness from the antenna amplifier
module on the inside of the liftgate near the right
upper corner of the glass opening.
6. Disconnect the two connectors (6) of the liftgate
wire harness from the two take outs and connec-
tors of the left body wire harness (5).
7. Disengage the retainers that secure the liftgate
take outs of the right and left body wire harnesses to the underside of the liftgate.
8. Disengage the wire grommets (4) of the right and left body wire harnesses inboard of the liftgate hinges from the
underside of the liftgate.
9. Carefully remove the liftgate take outs of the right and left body wire harnesses from between the inner and outer
liftgate panels.
10. Disconnect the gas props from the ball studs on
each side of the liftgate (2). (Refer to 23 - BODY/
DECKLID/HATCH/LIFTGATE/TAILGATE/GAS
PROP - REMOVAL).
11. Remove the trim plate from the underside of the
upper liftgate opening header (3). (Refer to 23 -
BODY/INTERIOR/LIFTGATE OPENING UPPER
TRIM - REMOVAL).
12. Mark the liftgate hinge body bracket (1) locations
on the upper liftgate opening header to aid rein-
stallation.
ward from the header far enough to access and
remove the four nuts (4) that secure the two studs
of each hinge to the underside of the header.
14. With the aid of an assistant, lift the liftgate far
enough to disengage the hinge studs from the
header and remove the liftgate from the vehicle.
INSTALLATION
the liftgate (2) with the studs of the two hinge body
half brackets (1) inserted into the holes of the
upper liftgate opening header (3) on the vehicle.
ward from the header far enough to install and
tighten the four nuts (4) that secure the hinge studs
to the underside of the header. Tighten the nuts to
28 N·m (21 ft. lbs.).
3. Reinstall the gas props to the ball studs on each
side of the liftgate. (Refer to 23 - BODY/DECKLID/
HATCH/LIFTGATE/TAILGATE/GAS PROP -
INSTALLATION).
4. Remove the fixture being used to support the lift-
gate for service.
5. Carefully route the liftgate take outs of the right (3)

and left (5) body wire harnesses between the inner
and outer panels of the liftgate (7).
6. Engage the wire grommets (4) of the right and left
body wire harnesses into the holes inboard of the
liftgate hinges on the underside of the liftgate.
7. Engage the retainers that secure the liftgate take
outs of the right and left body wire harnesses to
the underside of the liftgate.
8. Reconnect the two connectors (6) of the liftgate
wire harness to the two take outs and connectors
of the left body wire harness.
9. Reconnect the take out and connector (1) of the
right body wire harness to the antenna amplifier
module on the inside of the liftgate near the right
upper corner of the glass opening.
10. Reconnect the washer supply hose (2) in the right
body wire harness to the liftgate spoiler washer
nozzle hose on the underside of the liftgate.
11. Adjust the liftgate hinge, bumper, latch and latch striker positions as necessary to achieve proper spacing and
operation.
12. Reinstall the trim plate onto the upper liftgate opening header. (Refer to 23 - BODY/INTERIOR/LIFTGATE
OPENING UPPER TRIM - INSTALLATION).
13. Reinstall the upper and lower trim panels onto the inside of the liftgate. (Refer to 23 - BODY/DECKLID/HATCH/
LIFTGATE/TAILGATE/TRIM PANEL - INSTALLATION).
TRIM PANEL
REMOVAL
LOWER

2. Remove the lamp from the lower liftgate trim panel.
3. Remove the two screws (6) within the pull cup formation to the right of the latch that secure the lower trim panel
(1) to the inside of the liftgate (4).
4. Using a trim stick or another suitable wide flat-bladed tool, carefully pry the trim panel away from the inside of
the liftgate to release the seven push-in plastic fasteners (7) that secure the panel to the liftgate.
5. Remove the liftgate lower trim panel from the vehicle.
REMOVAL

2. Remove the lower trim panel from the inside of the liftgate. (Refer to 23 - BODY/DECKLID/HATCH/LIFTGATE/
TAILGATE/TRIM PANEL/LOWER - REMOVAL).
3. Remove the two screws (4) that secure the lower corners of the upper trim panel (3) to the inside of the liftgate.
4. Using a trim stick or another suitable wide flat-bladed tool, carefully pry the trim panel away from the inside of
the liftgate to release the push-in plastic fasteners that secure the panel to the liftgate.
5. Remove the liftgate upper trim panel from the vehicle.
INSTALLATION
LOWER
1. Check to be certain that the two U-nuts (5) are properly installed and in good condition on the inside of the
liftgate (4).
2. Check to be certain that the seven push-in plastic fasteners (7) are properly installed and in good condition on
the inside of the lower trim panel (1).
3. Position the upper corners of the lower trim panel over the lower corners of the upper trim panel on the inside
of the liftgate.
4. Align the three locator pins (2) on the back of the trim panel to the locator holes (3) on the inside of the liftgate.
5. Using hand pressure, press firmly and evenly on the trim panel over each of the seven push-in plastic fastener
locations until the fasteners are fully engaged in the holes on the inside of the liftgate.
6. Install and tighten the two screws (6) within the pull cup formation to the right of the latch that secure the lower
trim panel to the U-nuts on the inside of the liftgate. Tighten the screws to 3 N·m (27 in. lbs.).
7. Reinstall the lamp into the lower liftgate trim panel.
UPPER
1. Check to be certain that the eight push-in plastic fasteners (5) are properly installed and in good condition on the
inside of the liftgate upper trim panel (3).
2. Position the upper trim panel over the inside of the liftgate (6).
3. Align the two locator pins (2) on the back of the trim panel to the locator holes (1) on the inside of the liftgate.
4. Using hand pressure, press firmly and evenly on the trim panel over each of the eight push-in plastic fastener
locations until the fasteners are fully engaged in the holes on the inside of the liftgate.
5. Install and tighten the two screws (6) that secure the lower corners of the upper trim panel to the inside of the
liftgate. Tighten the screws to 2 N·m (16 in. lbs.).
6. Reinstall the lower trim panel onto the inside of the liftgate. (Refer to 23 - BODY/DECKLID/HATCH/LIFTGATE/
TAILGATE/TRIM PANEL/LOWER - INSTALLATION).
23 - 222 PAINT LX
PAINT
TABLE OF CONTENTS
page page
PAINT PAINT CODE

SPECIFICATIONS - PAINT CODES . . . . . . . . . . . . 223 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226
BASE COAT/CLEAR COAT FINISH PAINT TOUCH-UP
FINESSE SANDING/BUFFING & POLISHING STANDARD PROCEDURE . . . . . . . . . . . . . . . . . . . . 227
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 225
LX PAINT 23 - 223
PAINT
SPECIFICATIONS - PAINT CODES
EXTERIOR COLORS
EXTERIOR COLOR DAIMLERCHRYSLER CODE

Brilliant Black Pearlcoat AXR
Bright Silver Metallic Clearcoat WS2
Stone White Clearcoat SW1
Timberline Green Pearlcoat AGW
Inferno Red Crystal Pearlcoat ARH
Linen Gold Metallic Pearlcoat CYG
Magnesium Pearlcoat BPK
Midnight Blue Pearlcoat BB8
Mineral Gray Metallic Clearcoat CDM
Satin Jade Pearlcoat AP4
Michigan State Blue Clearcoat PY8999
Cool Vanilla XWG
Silver Steel Metallic DA4
Go Mango Clearcoat AVE
Top Banana Clearcoat VYH
Plum Crazy Clearcoat FHG
Navy Blue Clear Coat PY9326
Cream Clearcoat PY6672
High Performance Red ZR3
INTERIOR COLORS
INTERIOR COLOR DAIMLERCHRYSLER CODE

D = Dark Slate Gray /Medium Slate Grey DD
P= Deep Jade/ LIght Greystone P1
T = Deep Slate Gray/ Light Greystone D1
23 - 224 PAINT LX
BASE COAT/CLEAR COAT FINISH
DESCRIPTION
The original equipment paint finish is a multi step process that involves cleaning, applying electro de-position
(E-coat), anti-chip primer, basecoat, and clearcoat steps.
CAUTION: Do not use abrasive chemicals, abrasive compounds or harsh alkaline based cleaning solvents
on the painted surfaces of a vehicle. Failure to follow this caution can result in damage to vehicle finish.
On most vehicles a two-part paint application (basecoat/clearcoat) is used. Color paint that is applied to primer is
called basecoat. A clear coat paint is then applied to protect the basecoat from ultraviolet light and to provide a
durable high-gloss finish.
LX PAINT 23 - 225
FINESSE SANDING/BUFFING & POLISHING

DESCRIPTION
CAUTION: Do not remove more than 0.5 mils of clearcoat finish when sanding, hand buffing or polishing.
Basecoat paint must retain clearcoat for durability.
CAUTION: If the finish has been finesse sanded in the past, it cannot be repeated. Failure to follow this
caution can result in damage to vehicle finish.
NOTE: Finesse sanding should only be performed by a trained automotive paint technician.
Minor acid etching, orange peel, or smudging in a clearcoat or single-stage finish can be reduced with light finesse
sanding, hand buffing and polishing. Use a Paint Thickness Gauge #PR-ETG-2X or equivalent to determine
clearcoat or single-stage paint thickness before and after the repair.
23 - 226 PAINT LX
PAINT CODE
DESCRIPTION
Exterior vehicle body colors are identified on the Vehicle Certification Label (Refer to VEHICLE DATA/VEHICLE
INFORMATION/VEHICLE CERTIFICATION LABEL - DESCRIPTION). The first digit of the paint code listed on the
vehicle indicates the sequence of application, i.e.: P = primary coat, Q = secondary coat. The color names provided
in the Paint and Trim Code Description chart are the color names used on most repair product containers. (Refer to
23 - BODY/PAINT - SPECIFICATIONS)
LX PAINT 23 - 227
PAINT TOUCH-UP
DESCRIPTION
When a painted metal surface has been scratched or chipped, it should be touched-up as soon as possible to avoid
corrosion. For best results, use MOPART Scratch Filler/Primer, Touch-Up Paints and Clear Top Coat.
WARNING: Use an osha approved respirator and safety glasses when spraying paint or solvents in a con-
fined area. Personal injury can result.
STANDARD PROCEDURE
1. Scrape loose paint and corrosion from inside scratch or chip.
2. Clean affected area with MOPART Tar/Road Oil Remover or equivalent, and allow to dry.
3. Fill the inside of the scratch or chip with a coat of filler/primer. Do not overlap primer onto good surface finish.
The applicator brush should be wet enough to puddle-fill the scratch or chip without running. Do not stroke brush
applicator on body surface. Allow the filler/primer to dry hard.
4. Cover the filler/primer with color touch-up paint. Do not overlap touch-up color onto the original color coat around
the scratch or chip. Butt the new color to the original color, if possible. Do not stroke applicator brush on body
surface. Allow touch-up paint to dry hard.
5. On vehicles without clearcoat, the touch-up color can be lightly finesse sanded (1500 grit) and polished with
rubbing compound.
6. On vehicles with clearcoat, apply clear top coat to touch-up paint with the same technique as described in Step
4. Allow clear top coat to dry hard. If desired, Step 5 can be performed on clear top coat.
WARNING: Avoid prolonged skin contact with petroleum or alcohol – based cleaning solvents. Personal
injury can result. Avoid prolonged skin contact with petroleum or alcohol – based cleaning solvents. Per-
sonal injury can result.
23 - 228 SEATS LX
SEATS
TABLE OF CONTENTS
page page
SEATS INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247

WARNING CUSHION/COVER-SEAT BACK - SECOND ROW
RESTRAINT SYSTEM . . . . . . . . . . . . . . . . . . . . . . 229 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249
ADJUSTERS-FRONT INSTALLATION
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 252
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233 RISER-FRONT
ARMREST-REAR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 256
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 236 SEAT-FRONT
CUSHION/COVER-CUSHION - FRONT REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 259
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 237 STRIKER-SEAT BACK LATCH - SECOND ROW
CUSHION/COVER-CUSHION - SECOND ROW REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 264
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 242 SUPPORT-LUMBAR
CUSHION/COVER-SEAT BACK - FRONT REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 268
LX SEATS 23 - 229
SEATS
WARNING
RESTRAINT SYSTEM
WARNING: During and following any seat belt or child restraint anchor service, carefully inspect all seat
belts, buckles, mounting hardware, retractors, tether straps, and anchors for proper installation, operation,
or damage. Replace any belt that is cut, frayed, or torn. Straighten any belt that is twisted. Tighten any
loose fasteners. Replace any belt that has a damaged or inoperative buckle or retractor. Replace any belt
that has a bent or damaged latch plate or anchor plate. Replace any child restraint anchor or the unit to
which the anchor is integral that has been bent or damaged. Never attempt to repair a seat belt or child
restraint component. Always replace damaged or faulty seat belt and child restraint components with the
correct, new and unused replacement parts listed in the DaimlerChrysler MoparT parts catalog. Failure to
follow these instructions may result in personal injury or death.
WARNING: On vehicles equipped with airbags, disable the supplemental restraint system before attempting
any steering wheel, steering column, airbag, occupant classification system, seat belt tensioner, impact sen-
sor, or instrument panel component diagnosis or service. Disconnect and isolate the battery negative
(ground) cable, then wait two minutes for the system capacitor to discharge before performing further diag-
nosis or service. This is the only sure way to disable the supplemental restraint system. Failure to take the
proper precautions could result in accidental airbag deployment. Failure to follow these instructions may
result in personal injury or death.
WARNING: On vehicles equipped with airbags, before performing any welding operations disconnect and
isolate the battery negative (ground) cable and disconnect all wire harness connectors from the Airbag Con-
trol Module (ACM). Failure to take the proper precautions could result in accidental airbag deployment and
other possible damage to the supplemental restraint system circuits and components. Failure to follow
these instructions may result in personal injury or death.
WARNING: Replace all restraint system components only with parts specified in the DaimlerChrysler
MoparT parts catalog. Substitute parts may appear interchangeable, but internal differences may result in
inferior occupant protection. Failure to follow these instructions may result in personal injury or death.
WARNING: The fasteners, screws, and bolts originally used for the restraint system components must never
be replaced with any substitutes. These fasteners have special coatings and are specifically designed for
the restraint system. Any time a new fastener is needed, replace it with the correct fasteners provided in the
service package or specified in the DaimlerChrysler MoparT parts catalog. Failure to follow these instruc-
tions may result in personal injury or death.
WARNING: On vehicles equipped with the Occupant Classification System (OCS) do not hang any after mar-
ket devices from the front passengers seat back. Do not install a front drivers seat back cover with map
pocket onto the passenger seat. Failure to follow these instructions may result in personal injury or death.
WARNING: The Seat Weight Sensor is a sensitive, calibrated unit and must be handled carefully. Do not
drop or handle roughly. If dropped or damaged, replace with another sensor. Failure to follow these instruc-
WARNING: The front passenger seat must be handled carefully as well. When removing the seat, be careful
when setting on floor not to drop. If dropped, the sensor may be inoperative. Failure to follow these instruc-
23 - 230 SEATS LX
WARNING: When the seat is on the floor, no one should sit in the front passenger seat. This uneven force
may damage the sensing ability of the seat weight sensors. If sat on and damaged, the sensor may be
inoperative. Failure to follow these instructions may result in personal injury or death.
LX SEATS 23 - 231
ADJUSTERS-FRONT
REMOVAL
1. Before proceeding with the following repair procedure, review all warnings and cautions. (Refer to 23 - BODY/
SEATS - WARNING)
2. Remove the seat cushion as necessary. (Refer to 23 - BODY/SEATS/SEAT CUSHION / COVER - FRONT -
REMOVAL)
Power
1. Remove the seat risers. (Refer to 23 - BODY/
SEATS/SEAT RISER - FRONT - REMOVAL)
2. Remove the bolts and nuts (2 & 4) and separate
the height adjuster assembly from the length
adjuster assembly (3).
NOTE: Bolt (4) is a different size from the other

three bolts (2). Note the location for proper
installation.
WARNING: A seat structure that has seen signifi-

cant load may have the locking mechanism acti-
vated and may exhibit the following symptoms:
• Locking pawl (2) loose
• Locking pawl (2) engaged into the seat frame
side member (1)
• Height adjuster only works on outboard side
• Broken or missing shear pin (3)
If any one or more of these symptoms exist

replace the height adjuster assembly. Do not
attempt any repairs. Failure to follow these
instructions may result in personal injury or death.
23 - 232 SEATS LX
Manual
1. Remove the spring clip.
2. Squeeze the towel bar together and pull the towel

bar out of the left and right seat tracks.
LX SEATS 23 - 233
3. Remove the bolts (1 & 4), nuts (6) and spacers (2)
and separate the side member assembly (3) from
the length adjuster assembly (5).
INSTALLATION
Power
dure, review all warnings and cautions. (Refer to
23 - BODY/SEATS - WARNING)
WARNING: A seat structure that has seen signifi-

cant load may have the locking mechanism acti-
vated and may exhibit the following symptoms:
• Locking pawl (2) loose
• Locking pawl (2) engaged into the seat frame
side member (1)
• Height adjuster only works on outboard side
• Broken or missing shear pin (3)
If any one or more of these symptoms exist

replace the height adjuster assembly. Do not
attempt any repairs. Failure to follow these
instructions may result in personal injury or death.
23 - 234 SEATS LX
2. Install the seat risers. (Refer to 23 - BODY/SEATS/
SEAT RISER - INSTALLATION)
3. Position the height adjuster assembly (1) onto the
length adjuster assembly (3) and install the nuts,
bolts and spacers on the inboard side.
NOTE: Bolts (2) and (4) are different and need to

be installed into the correct positions.
4. Tighten the bolts to 21 N·m (15 ft. lbs.).

5. Install the seat cushion and install the seat. (Refer
to 23 - BODY/SEATS/SEAT CUSHION COVER -
INSTALLATION)
Manual
1. Install the seat risers. (Refer to 23 - BODY/SEATS/
SEAT RISER - INSTALLATION)
2. Position the side member assembly (3) onto the
length adjuster assembly (5) and install the nuts
(6), bolts (1 & 4) and spacers (2) on the inboard
side.
LX SEATS 23 - 235
4. Squeeze the towel bar together and insert the ends

into the bushings on both tracks.
5. Install the spring clip.

6. Install the seat cushion and install the seat. (Refer
to 23 - BODY/SEATS/SEAT CUSHION COVER -
INSTALLATION)
23 - 236 SEATS LX
ARMREST-REAR
REMOVAL
1. Fold down 40 side rear seat back.
2. Remove arm rest bolt (1).
3. Remove retaining C-clip (2).
4. Remove arm rest.
INSTALLATION
1. Place arm rest in bracket.
2. Install arm rest bolt (1). Tighten to 12 N·m (9 ft.
lbs.).
3. Install retaining C-clip (2).
4. Reposition the seats.
LX SEATS 23 - 237
CUSHION/COVER-CUSHION - FRONT
REMOVAL
2. Move the seat to the forward position and discon-
nect and isolate the batter negative cable.
3. Remove the bolts (2) and the clamps (1) and
remove the seat cushion.
4. Disconnect the electrical connector, if equipped.
5. Separate the j-straps (1 & 2) and seat cushion

cover and foam.
INSTALLATION
2. Position the cushion cover and foam over the seat
pan and connect the j-straps (1 & 2).
23 - 238 SEATS LX
3. Position the seat cushion assembly onto the seat
frame and install the clamps (1).
4. Connect the wire harness to the seat cushion pan,
if equipped.
5. Install the bolts (2) and tighten to 10 N·m (90 in.
lbs.).
LX SEATS 23 - 239
CUSHION/COVER-CUSHION - SECOND ROW

REMOVAL
1. Pull upward at forward edge of cushion each

retainer loop of the rear seat cushion to disengage
retainer loops from cups in floor.
2. Remove rear seat cushion (4) from vehicle.
23 - 240 SEATS LX
3. Disengage the J-straps attaching seat cover to the
cushion.
4. Fold rear of the seat cover forward to uncover hog

rings.
5. Start on the rear side of the cushion and cut hog

rings.
LX SEATS 23 - 241
6. Cut the hog rings on the outer side of the cushion.
7. Work around the outer edges and cut the hog

rings.
8. Fold cover up to access the inner hog rings and

cut them.
9. Repeat operation on the other side of cushion.
10. Remove seat cushion cover from seat cushion.
23 - 242 SEATS LX
11. If replacing cushion, remove the cushion support
by cutting the hog rings attaching it to the foam
and remove.
INSTALLATION
1. Install hog rings attaching cushion support, if
remove.
LX SEATS 23 - 243
2. Place seat cover into position on the foam.
3. Install the attaching hog rings on the inner side of
the seat cover and cushion.
4. Install hog rings on the on the front side the seat

cover.
5. Install hog rings on the outer side of the seat cover.

Check for seat cover wrinkles.
23 - 244 SEATS LX
6. Install the hog rings on the rear side of seat cover.
7. Repeat the operation for the other side of cushion.
8. Position seat cover in to position on the foam and

check for seat cover wrinkles.
9. Connect the J-straps, and smooth out seat cover.

10. Steam wrinkles from seat cushion, if necessary.
LX SEATS 23 - 245
11. Place seat cushion (4) into position.

12. Engage retainer loops into cup on floor kick up.
13. Push downward at forward edge at each retainer
loop of the rear seat cushion to engage retainers.
23 - 246 SEATS LX
CUSHION/COVER-SEAT BACK - FRONT
REMOVAL
2. Remove the front seat. (Refer to 23 - BODY/
SEATS/SEAT - FRONT - REMOVAL)
3. Remove the lumbar and recliner handles (1).
4. Remove the screws and remove the side shields
(2).
5. Remove the belt buckle.
6. Remove the seat back bolts from both sides.

LX SEATS 23 - 247
7. Push in the buttons on both headrest sleeves, pull

the headrest up and remove.
8. Separate the j-straps (1 & 2) and pull cover up

over frame and remove cushion.
9. Pinch both headrest sleeve ribs from inside the
seat back frame with pliers or equivalent.
10. Strike the bottom of the sleeve with a rubber mal-
let or equivalent, and remove the headrest
sleeves.
INSTALLATION
2. Position the seat back cover over the seat back
frame and install the headrest sleeves.
3. Position the seat back cushion on the frame and
position the cover over the cushion.
4. Connect the j-straps (1 & 2).
23 - 248 SEATS LX
5. Install the seat back bolts and tighten to 40 N·m
(30 ft. lbs.).
6. Position the front seat belt buckle lower anchor

onto the stud near the rear of the inboard seat
cushion frame. Be certain the anti-rotation tab on
the anchor is engaged in the clearance hole of the
frame.
7. Tighten the nut to 43 N·m (32 ft. lbs.)
8. Install the side shields (2) and install the screws.

9. Install the lumbar and recliner handles.
LX SEATS 23 - 249
CUSHION/COVER-SEAT BACK - SECOND ROW

REMOVAL
1. Remove the seat cushion. (Refer to 23 - BODY/
SEATS/SEAT CUSHION COVER - REMOVAL)
2. Remove the nut and disconnect the seat belt
anchor.
60/40 Seat Back - Wagon

40% SEAT BACK SIDE
1. Fold the 40% section of the seat (2) down.
2. Remove the nuts (5).
3. Pivot the seat back off the pivot pin (3) located on
the 60% seat back.
4. Remove the seat back from vehicle.
23 - 250 SEATS LX
60% SEAT BACK SIDE
1. With the 40% seat back removed.
2. Fold the 60% section of the seat down.
3. Remove the four nuts attaching seat back (5).
4. Remove the seat back for vehicle.
60/40 Seat Back - Domestic Sedan

40% SEAT BACK SIDE
2. Remove the two nuts (4) attaching seat back.
3. Pivot the seat back off the pivot pin (1) located on
the 60% seat back (2).
LX SEATS 23 - 251
60/40 Seat Back - Domestic Sedan

60% SEAT BACK SIDE
3. Remove the four nuts attaching seat back (4).
4. Remove the seat back for vehicle.
60/40 Seat Back - Export Sedan

40% SEAT BACK SIDE
2. Remove the three nuts (4) attaching seat back.
23 - 252 SEATS LX
60/40 Seat Back - Export Sedan
60% SEAT BACK SIDE
2. Remove the four nuts (1) and (3) attaching seat
back.
INSTALLATION
REMOVAL
1. Place seat belt into position and install the seat belt
anchor nut. Tighten nut to 32 N·m (24 ft. lbs.).
2. Place the seat cushion into position and push
downward on the forward edge of the seat cushion
to lock into position. (Refer to 23 - BODY/SEATS/
SEAT CUSHION COVER - REMOVAL)
LX SEATS 23 - 253

60% SEAT BACK SIDE
2. Place 60% seat back (5) into position on the studs.
4. Install the four nuts (6) attaching seat back (5).

40% SEAT BACK SIDE
1. Place the 40% section (2) into position.
2. Slide 40% seat back onto the pivot pin (3) located
on the 60% seat back.
3. Install the two nuts (5) attaching seat back. Tighten
nuts to 57 N·m (42 ft. lbs.).
23 - 254 SEATS LX
60/40 Seat Back Domestic Sedan
60% SEAT BACK SIDE
4. Install the four nuts (1) and (3) attaching seat back
(2). Tighten nuts to 57 N·m (42 ft. lbs.).
60/40 Seat Back Domestic Sedan

40% SEAT BACK SIDE
1. Place the 40% section (3) into position.
2. Slide 40% seat back onto the pivot pin (1) located
on the 60% seat back (2).
3. Install the two nuts (5) attaching seat back. Tighten
LX SEATS 23 - 255
60/40 Seat Back Export Sedan

60% SEAT BACK SIDE
4. Install the four nuts (1) and (3) attaching seat back
(2). Tighten nuts to 57 N·m (42 ft. lbs.).
60/40 Seat Back Export Sedan

40% SEAT BACK SIDE
1. Place the 40% section (3) into position onto the
studs.
3. Install the four nuts (4) attaching seat back (3).
23 - 256 SEATS LX
RISER-FRONT
REMOVAL
Manual Length Adjuster
2. Remove the seat. (Refer to 23 - BODY/SEATS/
SEAT - REMOVAL)
3. Move the seat to the forward position on the tracks
and remove the seat adjuster bolts/nuts (3).
4. Move the seat to the reward position on the tracks
and remove the front seat adjuster bolts/nuts (3).
NOTE: Passenger seat with strain gauges shown,

drivers side seat similar.
5. Disconnect strain gauge electrical connectors (1),

if equipped.
6. If equipped, remove the strain gauge bolts (2) and
remove the strain gauges as necessary.
Power Length Adjuster

2. Unbolt the seat from the floor as necessary to gain
access to the riser bolts. (Refer to 23 - BODY/
SEATS/SEAT - REMOVAL)
3. Move the seat to the forward position on the tracks,
tip the seat backwards in vehicle and remove the
seat adjuster bolts/nuts (1).
and remove the front seat adjuster bolts/nuts (1).
NOTE: Manual seat length adjuster shown, power

similar.
5. If the seat cannot be moved forward or backward, remove the seat cushion. (Refer to 23 - BODY/SEATS/SEAT
CUSHION COVER - REMOVAL)
6. Remove the four bolts (1) and remove the motor and cable assembly (2) from the length adjuster assembly.
CAUTION: When the motor and cable assembly are removed from the tracks discard the length adjuster
assembly and replace with a new one.
LX SEATS 23 - 257
7. Disconnect and isolate battery negative cable.

8. Remove the seat off of the risers and disconnect
the electrical connectors.
9. Disconnect strain gauge electrical connectors (1),
if equipped.
10. If equipped, remove the strain gauge bolts (2) and
remove the strain gauges as necessary.
INSTALLATION
Manual Length Adjuster
NOTE: Passenger seat with strain gauges shown,

drivers side seat similar.
2. If equipped, install the strain gauges and install the

bolts (2).
4. If necessary, connect the electrical connections (1).
and install the rear seat adjuster bolts/nuts (3).
and install the front seat adjuster bolts/nuts (3).
9. Install the seat. (Refer to 23 - BODY/SEATS/SEAT
- INSTALLATION)
23 - 258 SEATS LX
Power Length Adjuster

2. If equipped, install the strain gauges and install the
bolts (2).
4. Position the seat into the vehicle onto the risers
and connect the electrical connectors.
and install the seat adjuster bolts/nuts (3).
6. Tighten the bolts attaching the adjuster to the ris-
ers/strain gauges to 45 N·m (33 ft. lbs.).
and install the front seat adjuster bolts/nuts (3).
8. Tighten the bolts attaching the adjuster to the ris-
ers/strain gauges to 45 N·m (33 ft. lbs.).
9. If necessary, connect the strain gauge electrical
connections (1).
CAUTION: When the motor and cable assembly are removed from the tracks discard the length adjuster
assembly and replace with a new one.
10. Bolt the seat to the floor. (Refer to 23 - BODY/SEATS/SEAT - INSTALLATION)

LX SEATS 23 - 259
SEAT-FRONT
REMOVAL
23 - BODY/SEATS - WARNING).
2. Remove the cover (1) and lower seat belt anchor
bolt (2).
FRONT SEAT - LEFT SIDE

1. Remove the left side front seat two front attaching
bolts (1).
23 - 260 SEATS LX
2. Move the seat forward to gain access to the rear
bolts.
3. Remove the left side front seat two rear attaching
bolts (1) and (2).
5. Disconnect the electrical connectors.
6. Remove the seat.
FRONT SEAT - RIGHT SIDE

SEATS - WARNING).
2. Remove the right side front seat with OCS sensor

two front attaching bolts (1).
LX SEATS 23 - 261

bolts.
4. Remove the right side front seat with OCS sensor
two rear attaching bolts (2) and (3).
5. Ensure that the ignition key is in the off position.
7. Disconnect the electrical connectors.
8. Remove the seat.
INSTALLATION
FRONT SEAT - RIGHT SIDE
SEATS - WARNING)
2. With battery negative cable disconnected.

3. Place seat into position in vehicle.
WARNING: The front passenger seat must be han-

dled carefully as well. When removing the seat, be
careful when setting on floor not to drop. If
dropped, the sensor may be inoperative. Failure to
follow these instructions may result in personal
injury or death.
4. Connect the electrical connectors.

5. Place the ignition key in the run position.
7. Place ignition key in the off position.
bolts, as necessary.
9. Install the front seat attaching rear bolts (1) and
(2).
23 - 262 SEATS LX
10. Install the front seat front attaching bolts (1).
11. The supplemental restraint system verification test
procedure should be performed following service
of any supplemental restraint system component.
(Refer to 8 - ELECTRICAL/RESTRAINTS - STAN-
DARD PROCEDURE - VERIFICATION TEST).
12. Following successful completion of the supple-
mental restraint system verification test procedure,
perform the Occupant Classification System Veri-
fication Test using a scan tool. (Refer to 8 -
ELECTRICAL/RESTRAINTS - *OCS VERIFICA-
TION TEST - VER 1)
FRONT SEAT - LEFT SIDE

1. Place seat into position in vehicle.
2. Connect the electrical connectors.
bolts.
5. Install the front seat attaching rear bolts (1) and
(2).
LX SEATS 23 - 263
6. Install the front seat front attaching bolts (1).
7. Install the cover (1) and lower seat belt anchor bolt
(2).
23 - 264 SEATS LX
STRIKER-SEAT BACK LATCH - SECOND ROW
REMOVAL
1. Remove the sedan seat back striker (2), remove the attaching screws (3) and remove seat back striker from the
vehicle.
2. Remove the wagon seat back striker (2), remove
the attaching screws (1) and remove seat back
striker from the vehicle.
LX SEATS 23 - 265
3. Remove the export sedan seat back striker (2), remove the attaching screws (3) and remove seat back striker
from the vehicle.
23 - 266 SEATS LX
INSTALLATION
1. Spring nut(s) (1) replace, if necessary.

2. Place the sedan back seat striker (2) into position and Install attaching screws (3).
3. Place the wagon back seat striker (2) into position
and Install attaching screws (1).
LX SEATS 23 - 267
4. Spring nut(s) (1) replace, if necessary.

5. Place the (Export) sedan back seat striker (2) into position and Install attaching screws (3).
23 - 268 SEATS LX
SUPPORT-LUMBAR
REMOVAL
2. Remove the seat back cushion/cover. (Refer to 23
- BODY/SEATS/SEAT BACK CUSHION / COVER -
FRONT - REMOVAL)
3. Release the lumbar mat side wires (1) by pulling
out on the wire supports and then pulling them in.
4. Squeeze the lower support wires (1) in and release

the lower wires.
LX SEATS 23 - 269
5. Pull the upper support wires (1) down and release

the lumbar mat from the seat back frame.
6. Remove the rivet (1) and remove the lumbar mech-

anism (2).
23 - 270 SEATS LX
INSTALLATION
2. Install the lumbar mechanism (2) and install a new
rivet (1).
3. Place lumbar mat onto seat back frame and insert

the upper support wires (1) into the frame.
LX SEATS 23 - 271
4. Squeeze the lower support wires (1) together and

insert into the lower frame.
5. Squeeze the side support wires together and insert

them into the sides of the seat back frame.
6. Install the seat back cushion/cover. (Refer to 23 -
BODY/SEATS/SEAT BACK CUSHION / COVER -
FRONT - INSTALLATION)
23 - 272 STATIONARY GLASS LX
STATIONARY GLASS
TABLE OF CONTENTS
page page
STATIONARY GLASS INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 278

WARNING GLASS-QUARTER
WINDSHIELD SAFETY PRECAUTIONS . . . . . . 273 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 282
BACKLITE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 282
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 274 WINDSHIELD
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 274 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 283
GLASS-LIFTGATE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 283
LX STATIONARY GLASS 23 - 273
STATIONARY GLASS
WARNING
WINDSHIELD SAFETY PRECAUTIONS
WARNING: Do not operate the vehicle within 24 hours of windshield installation. It takes at least 24 hours
for urethane adhesive to cure. If it is not cured, the windshield may not perform properly in an accident.
• urethane adhesives are applied as a system. Use glass cleaner, glass prep solvent, glass primer, pvc
(vinyl) primer and pinch weld (fence) primer provided by the adhesive manufacturer. If not, structural
integrity could be compromised.
• DaimlerChrysler does not recommend glass adhesive by brand. Technicians should review product labels
and technical data sheets, and use only adhesives that their manufactures warrant will restore a vehicle
to the requirements of fmvss 212. Technicians should also insure that primers and cleaners are compat-
ible with the particular adhesive used.
• be sure to refer to the urethane manufacturer’s directions for curing time specifications, and do not use
adhesive after its expiration date.
• vapors that are emitted from the urethane adhesive or primer could cause personal injury. Use them in a
well-ventilated area.
• skin contact with urethane adhesive should be avoided. Personal injury may result.
• always wear eye and hand protection when working with glass.
CAUTION: Protect all painted and trimmed surfaces from coming in contact with urethane or primers.
Be careful not to damage painted surfaces when removing moldings or cutting urethane around windshield.
BACKLITE
REMOVAL
NOTE: Windshield removal shown, backlite similar.

- BODY/STATIONARY GLASS - WARNING).
2. Remove quarter trim panels (Refer to 23 - BODY/
INTERIOR/QUARTER TRIM PANEL - REMOVAL).
3. Remove the trim panel from the rear shelf (Refer to
23 - BODY/INTERIOR/REAR SHELF TRIM PANEL
- REMOVAL).
4. Disconnect the wire connectors from rear window
defogger terminals and, rear window mounted radio
antenna, if equipped.
CAUTION: Be careful not to damage painted sur-

faces when cutting urethane around the backlight.
5. Using an assistant and a wire-type windshield cut-

out tool (1, 3 and 4), cut and separate the urethane
adhesive (2) securing the backlite to the backlite fence.
6. Carefully remove the backlite from the vehicle.
INSTALLATION
CAUTION: To help prevent water leaks, partially roll down the left and right door glass before installing the
backlite. This avoids pressurizing the passenger compartment if a door is slammed before the urethane is
cured.
1. If the backlite (1) is being reused, remove the as

much original urethane (3) as possible from the
glass surface using a razor knife (2).
NOTE: To prevent corrosion, do not damage paint
on the backlite fence when removing original ure-
thane.
NOTE: The backlite fence should be cleaned of

most of its old urethane adhesive. A small amount
of old urethane, approximately 1 mm in height
should remain on the fence. Do not completely
remove all old urethane from the fence, the paint
finish and bonding strength will be adversely
affected. Replace any missing or damaged spac-
ers around the perimeter of the backlite fence.
2. Using a razor knife (2), level the original bead of

urethane (1) on the backlite fence (3) to a thick-
ness of approximately 1 mm (0.04 in.) and remove
the loose adhesive.
3. Install a new rubber seal (1) around the top and
side edges of backlite (2).
4. Using an assistant, position the backlite into the
backlite opening and against the backlite fence (3).
5. Verify the backlite lays evenly against the fence at
the top, bottom and sides of the opening. If not, the
fence must be formed to the shape of the backlite.
6. Mark the backlite and fence with a grease pencil or
pieces of masking tape to use as a reference for
installation.
7. Using an assistant, remove the backlite from the
backlite opening and place it on a suitable padded
work surface.
WARNING: Do not use solvent based glass clean-

ers to clean the backlite before applying glass
prep and primer or poor glass adhesion may
result.
8. Clean the inside of the backlite with an ammonia

based glass cleaner and a lint-free cloth.
9. Apply glass prep adhesion promoter 25 mm (1 in.)
wide (1) around the perimeter of the backlight (2)
and 5 mm (0.2 in.) from the edge of the glass and
wipe dry with a clean lint-free cloth until no streaks
are visible.
10. Apply glass primer 25 mm (1 in.) wide around the
perimeter of the backlight and 5 mm (0.2 in.) from
the edge of the glass. Allow at least three minutes
drying time.
11. Using a flashlight, verify that the primer is completely and evenly installed along the perimeter of the backlite.
12. Re-prime any area that is not fully and evenly primed.
13. Clean the backlite fence with an ammonia based
glass cleaner and a lint-free cloth.
14. Apply pinch weld primer 15 mm (0.75 in.) wide (1)
around the backlite fence (2). Allow at least three
minutes drying time.
15. Using a flashlight, verify that the primer is com-
pletely and evenly installed along the backlite
fence.
16. Re-prime any area that is not fully and evenly
primed.
CAUTION: Always apply the bead of adhesive to

the backlite. Always install the backlite within 5
minutes after applying the adhesive.
NOTE: If the original urethane adhesive has been

exposed for more than 12 hours, the entire adhe-
sive area will need to be re-primed prior to install-
ing new adhesive.
17. Apply approximately a 10 mm (0.4 in.) wide bead

of adhesive (1) with a triangular nozzle approxi-
mately 6 mm (0.230 in.) from the edge of the
glass (2) starting at the bottom center of the
backlite.
18. Run the end of the adhesive bead (1) on the

backlite (2) parallel to the start of the bead and
smooth the ends flush.
19. Using an assistant, position the backlite (2) over

the backlite opening.
20. Using the grease pencil marks or tape as refer-
ence points, align the backlite to the opening.
21. Carefully lower the backlite onto the backlite fence
(3). Guide the backlite and the rubber seal (1)
around the backlite into its proper location.
CAUTION: It is not possible to move the backlite

after installation. The backlite should never be
pressed into place by more than one person,
because the backlite can break if pressed simulta-
neously on both sides.
22. Push the backlite inward until the backlite comes

into contact with the spacers located on each side
of the backlite fence.
23. Connect the wire connectors to the rear window
defogger terminals and, rear window mounted
radio antenna, if equipped.
24. Install the trim panel to the rear shelf (Refer to 23 - BODY/INTERIOR/REAR SHELF TRIM PANEL - INSTAL-
LATION).
25. Install the quarter trim panels (Refer to 23 - BODY/INTERIOR/QUARTER TRIM PANEL - INSTALLATION).
GLASS-LIFTGATE
REMOVAL
NOTE: Windshield removal shown, liftgate glass
similar.

23 - BODY/STATIONARY GLASS - WARNING)
2. Remove the liftgate trim panels (Refer to 23 -
BODY/LIFTGATE/TRIM PANEL - REMOVAL).
3. Remove rear window wiper arm, if equipped (Refer
to 8 - ELECTRICAL/WIPERS/WASHERS/WIPER
ARMS - REMOVAL).
4. Disconnect the wire connectors from rear window
defogger terminals and, rear window mounted radio
antenna, if equipped.
adhesive (2) securing the backlite to the liftgate.
6. Carefully remove the backlite from the vehicle.
INSTALLATION
liftgate glass. This avoids pressurizing the passenger compartment if a door is slammed before the ure-
thane is cured.
1. If the liftgate glass (1) is being reused, remove the

as much original urethane (3) as possible from the
on the liftgate glass fence when removing original
urethane.
NOTE: The liftgate glass fence should be cleaned

of most of its old urethane adhesive. A small
amount of old urethane, approximately 1 mm in
height should remain on the fence. Do not com-
pletely remove all old urethane from the fence, the
paint finish and bonding strength will be adversely
affected. Replace any missing or damaged spac-
ers around the perimeter of the liftgate glass
fence.
2. Using a razor knife (2), level the original bead of

urethane (1) on the liftgate glass fence (3) to a
thickness of approximately 1 mm (0.04 in.) and remove the loose adhesive.
3. Replace any damaged or missing spacers (1 and
3).
4. Using an assistant, position the liftgate glass (2)
into the liftgate glass opening and against the sup-
port spacers.
5. Verify the liftgate glass lays evenly against the lift-
gate fence at the top, bottom and sides of the
opening. If not, the fence must be formed to the
shape of the liftgate glass.
6. Mark the liftgate glass and fence with a grease
pencil or pieces of masking tape to use as a refer-
ence for installation.
7. Using an assistant, remove the liftgate glass from
the liftgate glass opening and place it on a suitable
padded work surface.

ers to clean the liftgate glass before applying
glass prep and primer or poor glass adhesion may
result.
8. Clean the inside of the liftgate glass with an ammo-

nia based glass cleaner and a lint-free cloth.
wide (1) around the perimeter of the liftgate glass
(2) and 5 mm (0.2 in.) from the edge of the glass
and wipe dry with a clean lint-free cloth until no
streaks are visible.
10. Apply glass primer 25 mm (1 in.) wide around the
perimeter of the liftgate glass and 5 mm (0.2 in.)
from the edge of the glass. Allow at least three
minutes drying time.
11. Using a flashlight, verify that the primer is completely and evenly installed along the perimeter of the liftgate
glass.
13. Clean the liftgate glass fence with an ammonia
around the liftgate glass fence (2). Allow at least
three minutes drying time.
pletely and evenly installed along the liftgate glass
fence.
primed.

the backlite. Always install the backlite within 5
minutes after applying the adhesive.

ing new adhesive.

of adhesive (1) with a triangular nozzle triangular
nozzle approximately 6 mm (0.230 in.) from the
edge of the glass (2) starting at the bottom center
of the glass.
18. Run the end of the adhesive bead (1) on the lift-
gate glass (2) parallel to the start of the bead and
19. Using an assistant, position the liftgate glass (2)

over the liftgate glass opening and against the
support spacers (1 and 3).
ence points, align the liftgate glass to the opening.
21. Carefully lower the liftgate glass onto the liftgate
glass fence.
CAUTION: It is not possible to move the liftgate

glass after installation. The liftgate glass should
never be pressed into place by more than one per-
son, because the glass can break if pressed simul-
taneously on both sides.
22. Push the liftgate glass inward until the glass

comes into contact with the spacers located on
each side of the liftgate glass fence.
23. Connect the wire connectors to the rear window
defogger terminals and, rear window mounted
radio antenna, if equipped.
24. Install the liftgate trim panels (Refer to 23 - BODY/DECKLID/HATCH/LIFTGATE/TAILGATE/TRIM PANEL -
INSTALLATION).
25. Install the rear window wiper arm, if equipped (Refer to 8 - ELECTRICAL/WIPERS/WASHERS/WIPER ARMS -
INSTALLATION).
GLASS-QUARTER
REMOVAL
2. Remove the quarter panel trim from the side of the
vehicle being serviced (Refer to 23 - BODY/INTE-
RIOR/QUARTER PANEL TRIM - REMOVAL).
3. Carefully pull down the headliner to access the
upper mounting studs (1) that secure the quarter
glass (2) to the window fence (3) and, remove the
nuts from the studs.
4. Remove the nuts that secure the lower mounting
studs (4) to the window fence and, remove the nuts
from the studs.
5. Using razor knife, cut butyl sealer between the
mounting studs that secure the quarter glass to
window fence.
6. Carefully push the quarter window glass from the
opening.
INSTALLATION
CAUTION: Roll down the left and right front door
glass and open the liftgate glass before installing
quarter glass to avoid pressurizing the passenger
compartment if a door is slammed before urethane
is cured. Water leaks can result.
NOTE: The quarter glass fence should be cleaned

of all old butyl sealer. Do not grind sealer off the
fence, the paint finish will be adversely affected.
1. Apply 6 mm (0.25 in.) wide butyl tape around

perimeter of the (2) quarter glass approximately 5
mm (0.2 in.) from the edge of the glass. Ensure the
butyl tape is wrapped around the mounting studs.
2. Place the quarter glass into the window opening (3)
and insert mounting studs (1 and 4) through the
holes in the window fence.
3. Install the nuts that secure the quarter glass to the
window fence. Tighten the nuts to 4.5 N·m (40 in. lbs.).
4. Install the headliner.
5. Install quarter panel trim (Refer to 23 - BODY/INTERIOR/QUARTER PANEL TRIM - INSTALLATION).
WINDSHIELD
DESCRIPTION
The windshield is attached to the window frame (fence) with urethane adhesive. The urethane adhesive is applied
cold and seals the surface area between the window opening and the glass. The primer adheres the urethane adhe-
sive to the windshield.
It is difficult to salvage a windshield during the removal operation. The windshield is part of the structural support for
the roof. The urethane bonding used to secure the windshield to the fence is difficult to cut or clean from any sur-
face. If the rubber seals are set in urethane, it would also be unlikely they could be salvaged. Before removing the
windshield, check the availability of the windshield and seals from the parts supplier.
REMOVAL
2. Remove the rear view mirror (Refer to 23 - BODY/
INTERIOR/REAR VIEW MIRROR - REMOVAL).
3. Remove the cowl grille (Refer to 23 - BODY/EXTE-
RIOR/COWL GRILLE - REMOVAL.)
CAUTION: Be careful not to damage painted sur-

faces when removing moldings or cutting ure-
thane around the windshield.
4. Remove the windshield side moldings (Refer to 23

- BODY/WEATHERSTRIP/SEALS/WINDSHIELD
A-PILLAR WEATHERSTRIP - INSTALLATION).
adhesive (2) securing the windshield to the wind-
shield fence.
6. Carefully remove the windshield from the vehicle.
INSTALLATION
WARNING: Do not operate the vehicle within 24 hours of windshield installation. It takes at least 24 hours
for urethane adhesive to cure. If it is not cured, the windshield may not perform properly if the vehicle is in
an accident.
windshield. This avoids pressurizing the passenger compartment if a door is slammed before the urethane
is cured.
1. If the windshield (1) is being reused, remove the as
much original urethane (3) as possible from the

on windshield fence when removing original ure-
thane.
NOTE: The windshield fence should be cleaned of

most of its old urethane adhesive. A small amount
of old urethane, approximately 1 mm in height
should remain on the fence. Do not completely
remove all old urethane from the fence, the paint
finish and bonding strength will be adversely
affected. Support spacers located near the cowl at
the bottom of the windshield fence should be
replaced with new spacers. Replace any missing
or damaged spacers around the perimeter of the
windshield fence.
2. Using a razor knife (2), level the original bead of urethane (1) on the windshield fence (3) to a thickness of
approximately 1 mm (0.04 in.) and remove the loose adhesive.
3. Install a new rubber seal (1) along the top of the
windshield (2).
4. Using an assistant, position the windshield into the
windshield opening and against the windshield
fence (3).
5. Verify the windshield lays evenly against the fence
at the top, bottom and sides of the opening. If not,
the fence must be formed to the shape of the wind-
shield.
6. Mark the windshield and the windshield fence with
a grease pencil or pieces of masking tape to use
as a reference for installation.
7. Using an assistant, remove the windshield from the
windshield opening and place it on a suitable pad-
ded work surface.

ers to clean the windshield before applying glass
prep and primer or poor glass adhesion may
result.
8. Clean the inside of the windshield with an ammonia

wide (1) around the perimeter of the windshield (2)
and 5 mm (0.2 in.) from the edge of the glass and
wipe dry with a clean lint-free cloth until no streaks
are visible.
10. Apply glass primer 25 mm (1 in.) wide (1) around
the perimeter of the windshield (2) and 5 mm (0.2
in.) from the edge of the glass. Allow at least
11. Using a flashlight, verify that the primer is completely and evenly installed along the perimeter of the windshield.
13. Clean the windshield fence with an ammonia
around the windshield fence (2). Allow at least
pletely and evenly installed along the windshield
fence.
primed.

the windshield. Always install the windshield
within 5 minutes after applying the adhesive.

ing new adhesive.

of adhesive (1) with a triangular nozzle approxi-
mately 6 mm (0.230 in.) from the edge of the
glass (2) starting at the bottom center of the
windshield.
18. Run the end of the adhesive bead (1) on the
windshield (2) parallel to the start of the bead and
19. Using an assistant, position the windshield (2)

over the windshield opening.
ence points, align the windshield to the opening.
21. Carefully lower the windshield onto the windshield
fence. Guide the windshield and the rubber seal
at the top the windshield into its proper location.
CAUTION: It is not possible to move the wind-

shield after installation. The windshield should
never be pressed into place by more than one per-
son, because the windshield can break if pressed
simultaneously on both sides.
22. Push the windshield inward until the windshield

comes into contact with the spacers located on
each side of the windshield fence (2).
23. Install the windshield side moldings (Refer to 23 -
BODY/WEATHERSTRIP/SEALS/WINDSHIELD
A-PILLAR WEATHERSTRIP - INSTALLATION).
24. Install the cowl grille (Refer to 23 - BODY/EXTERIOR/COWL GRILLE - REMOVAL).
25. Install the rear view mirror (Refer to 23 - BODY/INTERIOR/REAR VIEW MIRROR - INSTALLATION).
LX SUNROOF - SERVICE INFORMATION 23 - 287
SUNROOF - SERVICE INFORMATION

TABLE OF CONTENTS
page page
SUNROOF - SERVICE INFORMATION INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 288 ADJUSTMENTS
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 289 ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 304
DIAGNOSIS AND TESTING GUIDE-SUNROOF GLASS
POWER TOP - SUNROOF . . . . . . . . . . . . . . . . . . 290 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 306
SUNROOF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 290 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 308
ASSEMBLY-MODULE HOSE-DRAIN
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 292 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 310
CHANNEL-DRAIN MOTOR
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 297 SUNSHADE
COVER-GUIDE MECHANISM REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 313
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 299 SWITCH-SUNROOF
DEFLECTOR-WIND DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 315
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300 TRIM LACE
GLASS INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 316
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 302
23 - 288 SUNROOF - SERVICE INFORMATION LX
SUNROOF - SERVICE INFORMATION
DESCRIPTION
EXPLODED VIEW
The power sunroof system allows the sunroof to be opened, closed or placed in the vent position electrically by
actuating a switch in the overhead console. The sunroof system receives battery feed through a fuse in the Power
Distribution Center (PDC). The sunroof will operate normally with the key in any position while the Accessory Delay
system is active.
1 - MECHANISM COVERS (2) 9 - SUNROOF ASSEMBLY

2 - RIGHT HAND GLASS GUIDE 10 - MOTOR FASTENERS (3)
3 - GLASS FASTENERS (4) 11 - SUNROOF MOTOR/MODULE ASSEMBLY
4 - GLASS ASSEMBLY 12 - TRIM LACE
5 - DRAIN CHANNEL 13 - ASSEMBLY FASTENERS (12)
6 - SUNSHADE 14 - WIND DEFLECTOR
7 - LEFT SUNROOF GLASS GUIDE 15 - RIGHT SUNROOF GLASS GUIDE
8 - WIRE HARNESS 16 - WIND DEFLECTOR STRAP SCREWS (2)
The sunroof glass panel tilts upward at the rear for ventilation and slides rearward under the roof when open. The
panel seals flush with the roof in the closed position to eliminate wind noise. The sunroof includes a manual-sliding
sunshade to cover the deep-tinted glass panel.
In addition to the standard power sunroof operation, this vehicle offers several additional features. There is an
express (one-touch) opening and closing feature as well as Excessive Force Limitation (EFL). The EFL function
detects obstacles trapped between the glass and the vehicle roof during a closing motion. Upon sensing an obstacle
the EFL function will reverse direction of the glass to allow removal of the obstacle.
The main components of the power sunroof system are:
• The motor/module assembly
• The power sunroof glass and frame assembly
• The power sunroof switch
• The manual-sliding sunshade
OPERATION
This vehicle has a vent, tilt and slide power sunroof system with express (one-touch) open and closing feature. The
sunroof system receives constant battery feed through a fuse in the Power Distribution Center (PDC). The sunroof
will operate normally with the key in any position while the Accessory Delay system is active. If the sunroof is mov-
ing when the key is turned to the START position (crank engine), all motions stop until the key is released, then the
previously requested sunroof motion will resume. The sunroof will also complete a requested motion if the Acces-
sory Delay system goes inactive while the motion is in progress.
A combination push-button and rocker switch module mounted in the overhead console controls sunroof operation.
The sunroof switch is a rocker design with a push button in the center of the two halves of the rocker. Pressing the
rocker towards the front of the car commands the sunroof closed. Pressing the rocker towards the rear of the car
commands the sunroof open. Pressing the center push button commands the sunroof up into the vent position
(Rear of sunroof glass raises above the vehicle roof with glass still covering the sunroof opening). All switch com-
mands operate with the glass starting in any position. (Refer to 8 - ELECTRICAL/POWER TOP/SWITCH - OPER-
ATION) for additional information.
An electronic control system, integral to the motor/module assembly, provides the express open and close functions.
Pressing the 9open9 or 9close9 end of the rocker switch moves the sunroof glass panel to the full open or full closed
position, respectively. During express closing, anytime an obstacle is detected in the way of the glass, the motor will
stop and reverse travel to avoid pinching an occupant’s finger, ice in the track, etc. This function is called Excessive
Force Limitation (EFL). There are two methods of overriding the EFL function.
1. When three EFL events occur without the glass being allowed to fully close, the next close attempt will only
move while the close switch is continuously actuated. This allows the sunroof to be forced closed if multiple close
attempts fail.
2. If the sunroof close switch is continuously actuated during an EFL event, through the reversal, and during a two
second wait time, then continuing to hold the close switch will cause the roof to move towards close with the EFL
protection disabled. This allows the sunroof to be forced closed if it is known that a reversal will occur.
While in EFL override, the closing motion will cease if the sunroof switch is released at any time.
The motor/module is programmed to learn the speed required to drive the panel based on position and recalibrates
itself as needed. If the sunroof becomes uncalibrated, it will only respond to the vent switch. If the vent switch is
pressed, the glass will move toward vent; if the switch is released, all motion stops. In the event that the sunroof
system becomes uncalibrated perform the sunroof position calibration procedure, (Refer to 8 - ELECTRICAL/
POWER TOP/MOTOR - STANDARD PROCEDURE -SUNROOF POSITION CALIBRATION).
POWER TOP - SUNROOF
Any diagnosis of the power sunroof system should begin with the use of a scan tool and the proper Diagnostic
Procedures Information. The scan tool can provide confirmation that the Controller Area Network (CAN) Data Bus is
functional, that all of the electronic modules are sending and receiving the proper messages on the CAN Data Bus,
and that the power sunroof motor is being sent the proper hard wired output by the sunroof switch.
For complete circuit diagrams, refer to the appropriate wiring information. The wiring information includes wiring dia-
grams, proper wire and connector repair procedures, details of wire harness routing and retention, connector pin-out
information and location views for the various wire harness connectors, splices and grounds.
Refer to the appropriate diagnostic information.
SUNROOF
Refer to SUNROOF DIAGNOSIS CHART for possible causes. Before beginning sunroof diagnostics verify that all
other power accessories are in proper operating condition. If not, a common electrical problem may exist. Refer to
Wiring Diagrams, in this publication for circuit, splice and component descriptions. Check the condition of the circuit
protection (20 amp circuit breaker in the Junction Block). Inspect all wiring connector pins for proper engagement
and continuity. Check for battery voltage at the power sunroof controller, refer to Wiring Diagrams, for circuit infor-
mation. If battery voltage of more than 10 volts is detected at the controller, proceed with the following tests (the
controller will not operate at less than 10 volts).
Before beginning diagnosis for wind noise or water leaks, verify that the problem was not caused by releasing the
control switch before the sunroof was fully closed. The sunroof module has a water-management system. If how-
ever, the sunroof glass is in a partial closed position, high pressure water may be forced beyond the water man-
agement system boundaries and onto the headlining.
Every time the sunroof module loses power it must be initialized. This is done by connecting power to the sunroof
and moving the sunroof toward the closed position. When initialization occurs a slight “kick” in the sunroof module
will be seen and heard. This is the indication that the sunroof module is initialized
SUNROOF DIAGNOSIS CHART
SYMPTOM POSSIBLE CAUSE

Sunroof motor inoperative. Faulty control switch.
Faulty circuit ground between sunroof module, control switch,
and body harness.
Faulty power circuit between sunroof module, control switch,
and body harness.
Faulty sunroof drive motor.
Faulty sunroof module.
Audible whine when switch is depressed, Faulty sunroof drive motor.
sunroof does not operate. Binding cable.
Audible clicking or ratcheting when switch is Broken or worn drive cable.
pressed, sunroof does not operate. Worn drive motor gear.
Mechanisms not synchronized.
Sunroof vents and opens, but does not close. Broken or disengaged trough guide
Binding cable.
Faulty circuit.
Faulty control switch.
Faulty drive motor.
SYMPTOM POSSIBLE CAUSE

Sunroof vents, but does not open. Binding cable or mechanism.
Faulty circuit.
Faulty switch.
Sunroof does not vent Binding cable or mechanism.
Faulty circuit.
Faulty control switch.
Sunroof water leak. Drain tubes clogged or kinked or disconnected from the
sunroof.
Glass panel improperly adjusted.
Faulty glass panel seal.
Gurgling sound from sunroof Low spot in drain hose routing, allowing water to stand.
Wind noise from sunroof. Glass panel compression to the roof opening not consistent.
Wind deflector not deploying properly.
Glass not installed or adjusted properly.
Faulty glass panel seal.
Buzz, Squeak, Rattles from sunroof Loose or broken attaching hardware.
No lubrication in track.
Worn or broken mechanism.
Cables bunched or kinked.
Sunshade will not function or does not operate Sunshade feet are broken.
smoothly Sunshade feet are in the wrong track.
Track obstructions or interference.
Trim lace incorrectly installed in track.
Glass movement not consistent or glass does Glass and Track timing.
not operate smoothly Glass and Track alignment.
Cables and Guide alignment.
Broken or jammed guide mechanism Mechanism cover was not installed correctly.
WATER DRAINAGE AND WIND NOISE DIAGNOSIS

The sliding glass panel is designed to seal water entry with a snug fit between the roof and the seal. The fit can be
checked by inserting a business card or equivalent, between the roof and the seal. The piece of paper should have
some resistance when pulled out when the glass panel is in the closed position. The sunroof housing will drain off
a minimum amount of water. Excessive wind noise could result if the gap clearances are exceeded. The sunroof
glass panel may need to be adjusted. (Refer to 23 - BODY/SUNROOF/GLASS PANEL - ADJUSTMENTS)
Adequate drainage is provided by a drain trough in the sunroof housing which encircles the sliding glass panel and
leads to drain hoses. If a wet headliner or other water leak complaints are encountered, before performing any
adjustments, first ensure that the drainage system is not plugged or disconnected. Use a pint container to pour
water into the sunroof housing drain trough. If water flow is restricted, use compressed air to blow out any material
plugging the drain system. Retest system again.
To further check for a disconnected drain hose:
NOTE: Care must be taken not to fold or kink the headliner upon removal.
1. Lower headliner as necessary to gain access to sunroof housing drain tubes. (Refer to 23 - BODY/INTERIOR/
HEADLINER - REMOVAL)
2. Repair as necessary.
ASSEMBLY-MODULE
REMOVAL
WARNING: The excessive force limitation (efl) fea-
ture must be calibrated any time a sunroof motor/
module is replaced with a new component. Failure
to perform this procedure could result in vehicle
damage and/or personal injury. (refer to 8 - electri-
cal/power top/motor - standard procedure - exces-
sive force limitation (efl) calibration) for the
appropriate procedure.
1. Move glass panel to the fully closed position.

3. Remove headliner (Refer to 23 - BODY/INTERIOR/
HEADLINER - REMOVAL).
4. Disconnect the sunroof wire harness electrical
connector.
5. Disconnect the four drain tubes (1) from sunroof

housing.
6. Remove the eight fasteners (3) attaching sunroof assembly.

7. With the aid of a helper, support the sunroof and remove the fasteners (2) attaching sunroof assembly (1) to roof
panel.
8. Remove the sunroof (1) from vehicle.
INSTALLATION
WARNING: The excessive force limitation (efl) feature must be calibrated any time a sunroof motor/module
is replaced with a new component. Failure to perform this procedure could result in vehicle damage and/or
personal injury. (refer to 8 - electrical/power top/motor - standard procedure - excessive force limitation (efl)
calibration) for the appropriate procedure.
1. Verify that glass panel is loose and slightly retracted.

2. Raise sunroof module assembly (1) and guide it carefully into position.
3. While supporting the sunroof assembly start the 12 attaching screws and tighten the attaching screws to 6 N·m
(53 in. lbs.) using the sequence shown.
5. Connect the drain tubes to the sunroof (1).

6. Adjust the sunroof glass. (Refer to 23 - BODY/
SUNROOF/GLASS PANEL - ADJUSTMENTS)
8. Install the vehicle headliner, (Refer to 23 - BODY/
INTERIOR/HEADLINER - INSTALLATION).
9. Perform the sunroof position calibration, (Refer to 8
- ELECTRICAL/POWER TOP/MOTOR - STAN-
DARD PROCEDURE - SUNROOF POSITION
CALIBRATION).
10. Perform the Excessive Force Limitation (EFL) cal-
ibration, (Refer to 8 - ELECTRICAL/POWER TOP/
MOTOR - STANDARD PROCEDURE -
EXCESSIVE FORCE LIMITATION (EFL) CALI-
BRATION).
11. Verify proper operation of the power sunroof
system.
CHANNEL-DRAIN
REMOVAL
1. Remove glass panel (2). (Refer to 23 - BODY/
SUNROOF/GLASS PANEL - REMOVAL)
2. Separate the drain channel arms (2) from the guide
mechanisms (1) one at a time.
CAUTION: Do not pry the channel arms apart at

the same time or you could break the drain
channel.
3. Carefully slide the drain channel (1) forward to the

notches (2) in the frame and remove from the
vehicle.
INSTALLATION
1. Carefully position the drain channel (1) into the
notches (2) in the frame and slide rearward.
2. Install the drain channel arms (2) into the mecha-

nism (1) holes one at a time with the reinforce-
ments on the inside of mechanism arms.

the same time or you could break the drain chan-
nel.
3. Install the sunroof glass. (Refer to 23 - BODY/

SUNROOF/GLASS PANEL - INSTALLATION)
COVER-GUIDE MECHANISM
REMOVAL
1. Move the glass panel to the full closed position.
2. Slide sunshade rearward to the open position.
3. Separate the mechanism covers (2) from the tabs
(1) on the glass panel.
4. Hold both mechanism covers down and open the

sunroof fully.
5. Slide the mechanism covers (1) out the front of the
guide in the frame (2).
INSTALLATION
1. With the sunroof in the open position, snap the mechanism cover into the lower guide channel.
2. Hold down each cover and close the sunroof.
3. Snap the upper portion of the cover into the retaining clips (1) on the glass panel between the locating features.
DEFLECTOR-WIND
REMOVAL
1. Open the sunroof fully.
2. Remove the strap screws (2) from the beam area
release the strap (3).
3. Rotate the deflector up and remove springs (2)

from the holes in the frame (1).
INSTALLATION
1. Position the deflector spring arms (2) into the holes
of the frame (1).
2. Rotate the deflector down, attach the straps (3)

and install the strap screws (2) into the front beam.
3. Verify sunroof operation and alignment.
GLASS
REMOVAL
1. Move the glass panel (2) to the full closed position.
2. Slide sunshade rearward to the open position.
4. Remove the glass panel screws (2).

5. Lift off glass panel and remove from vehicle.
INSTALLATION
CAUTION: Charger sunglass seal is serviceable. 300 / Magnum seal is not serviceable.
Position glass panel on to mechanism lift arms.
CAUTION: Verify that the retaining tabs are located on the INSIDE of the guide mechanism arms.
1. Start the attaching screws (2).

2. Connect a 12v power supply and verify that the sunroof is in the closed position.
3. Adjust sunroof glass to fit flush with roof line (Refer to 23 - BODY/SUNROOF/GLASS PANEL - ADJUSTMENTS).
4. Tighten the screws to 5.5 N·m (49 in. lbs.).
5. Position the mechanism covers (2) over the glass
tabs (1) between the locating features and seat
fully.
ADJUSTMENTS
ADJUSTMENT
1. Move the sunshade rearward to the open position.
3. Verify the sunroof glass panel is in the fully closed position.

4. Loosen the forward attaching screws (2) on each side enough to permit the front of the glass to adjust up or
down.
5. Adjust the front surface of the sunroof glass panel 0.00 mm to 2 mm (0.00 in. to 0.08 in.) below the top surface
of the roof.
6. Tighten the front glass panel attaching screws to 5.5 N·m (49 in. lbs.).
7. Loosen the rear screws (2) on each side enough to make the rear adjustment.
8. Adjust the rear surface of the sunroof glass panel 0.00 mm to 2 mm (0.00 in. to 0.08 in.) above the top surface
of the roof.
9. Tighten the rear glass panel attaching screws to 5.5 N·m (49 in. lbs.).
10. Check for proper fit. If not OK, repeat glass panel adjustment.
11. Position the mechanism covers (2) over the glass

tabs (1) between the locating features and seat
fully.
GUIDE-SUNROOF GLASS
REMOVAL
1. Place the sunroof in the vent position.
2. Remove the sunroof assembly. (Refer to 23 -
BODY/SUNROOF/ASSEMBLY-MODULE -
REMOVAL)
3. Remove the motor. (Refer to 8 - ELECTRICAL/
POWER TOP - SUNROOF SERVICE INFO/MO-
TOR/MODULE-SUNROOF - REMOVAL)
4. Remove the glass. (Refer to 23 - BODY/SUN-
ROOF/GLASS - REMOVAL)
5. Remove the wind deflector. (Refer to 23 - BODY/
SUNROOF/DEFLECTOR-WIND - REMOVAL)
6. Separate the drain channel arms (2) from the guide
mechanisms (1) one at a time.

nel.
7. Slide the drain channel rearward out of the way.

8. Remove the hard stop screw from the frame.
9. Push the drive cable and guide plate forward past

the hard stop screw location until the glass guide
comes loose.
10. Rotate the guide (1) up and out of the front beam
(3) and release the front foot (2) from the channel
guide.
INSTALLATION
1. With the drive cable plate aligned insert the front
foot (2) into the guide channel and engage the feet
with the front beam (3).
2. Rotate the guide plate (1) inboard until the feet of

the guide are engaged into the front beam (2).
3. Push the guide assembly (1) and drive cable rear-

ward past the hard stop location.
4. Install the hard stop screw (2) and push the drive
cable and guide assembly (1) up against the hard
stop screw (2).
5. Verify that the opposite guide assembly is also
positioned up against the hard stop screw.
6. Install the wind deflector as necessary. (Refer to 23
- BODY/SUNROOF/DEFLECTOR-WIND - INSTAL-
LATION)
7. Install the motor as necessary. (Refer to 8 - ELEC-
TRICAL/POWER TOP - SUNROOF SERVICE
INFO/MOTOR/MODULE-SUNROOF - INSTALLA-
TION)
8. Install the drain channel arms (2) into the mecha-

nism (1) holes one at a time with the reinforce-
ments on the inside of mechanism arms.

nel.
9. Install the sunroof assembly into the vehicle. (Refer

to 23 - BODY/SUNROOF/ASSEMBLY-MODULE -
INSTALLATION)
10. Perform the sunroof position calibration, (Refer to
8 - ELECTRICAL/POWER TOP/MOTOR - STAN-
DARD PROCEDURE - SUNROOF POSITION
CALIBRATION).
11. Perform the Excessive Force Limitation (EFL) cal-
ibration, (Refer to 8 - ELECTRICAL/POWER TOP/
MOTOR - STANDARD PROCEDURE -
EXCESSIVE FORCE LIMITATION (EFL) CALI-
BRATION).
12. Install the glass as necessary. (Refer to 23 - BODY/SUNROOF/GLASS - INSTALLATION)
13. Adjust sunroof glass to fit flush with roof line (Refer to 23 - BODY/SUNROOF/GLASS PANEL - ADJUST-
MENTS).
14. Verify proper operation of the power sunroof system.
HOSE-DRAIN
REMOVAL
FRONT HOSES
2. Disconnect the drain hose from the sunroof hous-
ing (3).
3. Separate the lower tube from the grommet in the
body (4).
4. Drain any liquid from hose connection, if necessary.
5. Release the clips (2) and remove the tube (1).
REAR HOUSING HOSE

2. Disconnect the drain hose from the sunroof hous-
ing (1).
3. Drain any liquid from hose connection, if necessary.
4. Release the push pin fasteners (2) and separate
the lower tube from the grommet in the body (4).
INSTALLATION
FRONT HOSES
1. Position the lower portion through the grommet in
the body (4).
2. Connect the new drain hose (1) to the sunroof
housing (3) and test drainage.
3. Position the hose (1) into the support clips (2).
4. Install headliner (Refer to 23 - BODY/INTERIOR/
HEADLINER - INSTALLATION).
REAR HOUSING HOSE

1. Install the rear hose (3) and seat the push pin fas-
teners (2) fully.
2. Position the lower portion through the grommet in
the body (4).
3. Connect the new drain hose (3) to the sunroof
housing (1) and test drainage.
4. Install headliner (Refer to 23 - BODY/INTERIOR/
HEADLINER - INSTALLATION).
MOTOR
DESCRIPTION
For service information refer to (Refer to 8 - ELECTRICAL/POWER TOP/MOTOR - DIAGNOSIS AND TESTING).
SUNSHADE
REMOVAL
1. Remove the drain channel. (Refer to 23 - BODY/
SUNROOF/CHANNEL-DRAIN - REMOVAL)
2. Push up the front center of the sunshade (1) to pop
out the front two feet.
3. Rotate the sunshade (2) so that the other feet (1)

are removed from the guide track.
INSTALLATION
1. Verify the sunshade track is free of obstructions
like the trim lace.
2. Start with sunshade (2) at an angle with one foot
(1) in the track.
3. Rotate the sunshade so the other rear foot is in the
track as well as the 2 other feet (3) on the same
side as the first foot.
4. To insert the remaining two feet (2) apply force to

the middle front of sunshade (3) and guide them
into the track.
5. Check that all the feet are in the right track and
verify sunshade operation.
6. Install the drain channel. (Refer to 23 - BODY/
SUNROOF/CHANNEL-DRAIN - INSTALLATION)
SWITCH-SUNROOF
DESCRIPTION
For service information refer to (Refer to 8 - ELECTRICAL/POWER TOP/SWITCH - DIAGNOSIS AND TESTING).
TRIM LACE
REMOVAL
1. Remove trim lace (2) by holding one end of the
trim lace at the butt joint and pulling horizontally
into the opening until lace is completely loose from
the headliner/sunroof joint.
INSTALLATION
1. Place butt joint of trim lace into position starting at
the drivers side middle of the opening at the butt
joint notch in the u-frame.
2. Push lace into position.
3. Ensure that the corner radii is fully engage.
4. Once the trim lace is attached to sunroof module
using a trim stick C-4755 or equivalent, begin tuck-
ing the headliner under the lip on the trim lace
working all the way around the opening. When
installing a new trim lace, begin tucking the head-
liner under the lip as the tear cord (1) is removed
working all the way around the opening.
LX BODY STRUCTURE 23 - 317
BODY STRUCTURE
TABLE OF CONTENTS
page page
GAP AND FLUSH STRUCTURAL ADHESIVE LOCATIONS

SPECIFICATIONS SPECIFICATIONS
GAP AND FLUSH . . . . . . . . . . . . . . . . . . . . . . . . . . 318 STRUCTURAL ADHESIVE LOCATIONS . . . . . . 354
OPENING DIMENSIONS WELD LOCATIONS
SPECIFICATIONS SPECIFICATIONS
OPENING DIMENSIONS . . . . . . . . . . . . . . . . . . . . 326 WELD LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . 371
SEALER LOCATIONS
SPECIFICATIONS
BODY SEALING LOCATIONS . . . . . . . . . . . . . . . 332
23 - 318 BODY STRUCTURE LX
GAP AND FLUSH
SPECIFICATIONS
GAP AND FLUSH
Wagon & Sedan

NOTE: ALL DIMENSIONS ARE IN MILLIMETERS.
WAGON & SEDAN MEASUREMENTS
DIMENSION LOCATION GAP FLUSH

1 FRONT DOOR TO FENDER 4.0 ± 1.0 FENDER
PARALLEL WITHIN 1.0 OVERFLUSH
0.8 ± 1.0
2 FRONT DOOR TO ROOF 4.7 +1.5/-1.0 DOOR
PARALLEL WITHIN 1.5 UNDERFLUSH
1.5 ± 1.5
3 FRONT DOOR TO REAR DOOR 4.0 ± 1.5 —
4 REAR DOOR TO ROOF 4.7 +1.5/-1.0 DOOR
CONSISTENT WITHIN 2.O UNDERFLUSH
1.5 ± 1.5
5 FRONT DOOR TO REAR DOOR 4.0 ± 1.0 FRONT DOOR
0.0 - 2.0
6 FUEL FILLER DOOR TO QUARTER 3.0 ± 1.0 FUEL DOOR
PANEL UNIFORM WITHIN 1.0 UNDERFLUSH
0.5 ± 1.0

7 REAR DOOR TO QUARTER PANEL 4.0 ± 1.0 0.0 ± 1.0
PARALLEL WITHIN 1.0
8 FRONT AND REAR DOOR TO SILL 6.0 ± 2.0 —
PARALLEL WITHIN 2.0
SEDAN ONLY
SEDAN MEASUREMENTS

1 FASCIA TO HEADLAMP 3.0 ± 2.0 —
PARALLEL WITHIN 1.5
LH/RH DIFFERENCE WITHIN
2.0
2 HOOD TO FASCIA 3.5 ± 1.5 FASCIA
1.0 ± 1.5
3 HOOD TO FENDER 3.5 ± 1.0 0.0 ± 1.5
PARALLEL WITHIN 1.0
1.0
4 FASCIA TO FENDER 0.0 + 1.0 0.0 ± 1.0
5 HEADLAMP TO FENDER 3.5 ± 2.5 —
1.5
6 DECKLID TO QUARTER PANEL 3.5 ± 1.0 DECKLID
LH/RH DIFFERENCE WITHIN 0.8 ± 1.5
1.0
7 DECKLID TO TAIL LAMP 4.0 ± 2.0 TAIL LAMP
1.0
8 DECKLID TO FASCIA 6.5 ± 2.0 —
PARALLEL WITHIN 2.0
9 TAIL LAMP TO FASCIA 2.0 ± 1.5 0.0 ± 1.5
PARALLEL WITHIN 1.5
10 FASCIA TO QUARTER PANEL 0.0 + 1.0 0.0 ± 1.0
WAGON ONLY
WAGON MEASUREMENTS

1 FASCIA TO HOOD 3.5 ± 1.5 FASCIA 0.5
OVERFLUSH ± 1.5
2 HOOD TO FENDER 3.5 ± 1.0 HOOD 1.0
UNDERFLUSH ± 1.5
3 FRONT DOOR TO ROOF 4.7 +1.5/-1.0 DOOR 1.5
UNDERFLUSH ± 1.5
4 FRONT DOOR TO REAR DOOR 4.0 ± 1.5 —
5 FUEL FILLER DOOR TO QUARTER 3.0± 1.0 FUEL DOOR 0.5
PANEL UNDERFLUSH ± 1.0
6 FRONT DOOR TO REAR DOOR 4.0 ± 1.0 FRONT DOOR 0.0
TO 2.0 OVERFLUSH
7 FRONT AND REAR DOOR TO SILL 6.0 ± 2.0 —
PARALLEL WITHIN 1.5
8 FENDER TO FRONT DOOR 4.0 ± 1.0 FENDER 0.8
OVERFLUSH ±1.0
9 FASCIA TO FENDER 0.0 ± 1.0 FASCIA 0.5
UNDERFLUSH ± 1.0
10 DECK LID TO QUARTER PANEL 3.5 ± 1.0 DECKLID 0.8
UNDERFLUSH ± 1.5
11 REAR DOOR TO ROOF 4.7 +1.5/-1.0 REARDOOR 1.5
UNDERFLUSH ± 1.5
12 REAR DOOR TO FRONT DOOR 5.5 ± 1.5 —
13 REAR DOOR TO QUARTER PANEL 4.0 ± 1.0 0.0 ± 1.0
14 FASCIA TO QUARTER PANEL 0.0 ± 1.0 0.0 ± 1.0
15 TAIL LAMP TO FASCIA 2.0 ± 1.5 TAIL LAMP 0.8
UNDERFLUSH ± 1.5
16 DECK LID TO FASCIA 6.5 ± 2.0 —
17 TAIL LAMP TO DECK LID 4.0 ± 2.0 TAILLAMP 1.0
OVERFLUSH ± 2.0
CHARGER
CHARGER MEASUREMENTS

1 HEADLAMP TO FASCIA 4.5 ± 2.0 —
PARALLEL WITHIN 2.0
2.0
2 HEADLAMP TO HOOD 4.5 ± 2.0 HEADLAMP
2.0
3 HOOD TO FASCIA 3.5 ± 1.5 FASCIA
1.0 ± 1.5
4 HEADLAMP TO FENDER 3.5 ± 1.5 HEADLAMP
CONSISTENT WITHIN 2.0 UNDERFLUSH
2.0
5 FENDER TO HOOD 3.5 ± 1.0 0.0 ± 1.5
PARALLEL WITHIN 1.0
1.0
6 FASCIA TO FENDER 0.0 ± 1.0 0.0 ± 1.0
7 LIFTGATE TO ROOF 7.5 ± 1.5 LIFTGATE
1.0 ± 1.5
8 LIFTGATE TO BODY SIDE 5.0 ± 1.5 —
PARALLEL WITHIN 1.5
9 LIFTGATE GLASS TO BODY SIDE 5.0 ± 1.5 LIFTGATE GLASS
2.0
10 FASCIA TO QUARTER PANEL 0.0 ± 1.0 0.0 ± 1.0
11 FASCIA TO TAIL LAMP 2.0 ± 1.5 0.0 ± 1.5
PARALLEL WITHIN 1.5
2.0
12 LIFTGATE TO TAIL LAMP 5.0 ± 2.0 TAIL LAMP
2.0
13 LIFTGATE TO FASCIA 7.0 ± 2.0 —
PARALLEL WITHIN 2.0
OPENING DIMENSIONS
SPECIFICATIONS
OPENING DIMENSIONS
Index
DESCRIPTION FIGURE
WINDSHIELD OPENING 1
FRONT AND REAR DOOR OPENINGS 2
REAR WINDOW OPENING 3
DECKLID OPENING 4
QUARTER WINDOW OPENING 5
LIFTGATE OPENING 6
WINDSHIELD OPENING 7
FRONT AND REAR DOOR OPENINGS 8
REAR WINDOW OPENING 9
DECK LID OPENING 10
Fig. 1 WINDSHIELD OPENING

Fig. 2 FRONT AND REAR DOOR OPENINGS
Fig. 3 REAR WINDOW OPENING

Fig. 4 DECKLID OPENING
Fig. 5 QUARTER WINDOW OPENING

Fig. 6 LIFTGATE OPENING

Fig. 7 WINDSHIELD OPENING
Fig. 8 FRONT AND REAR DOOR OPENINGS

Fig. 9 REAR WINDOW OPENING
Fig. 10 DECK LID OPENING

SEALER LOCATIONS
SPECIFICATIONS
BODY SEALING LOCATIONS
Index
DESCRIPTION FIGURE
APPLICATION METHODS 11
Sedan Only . Dodge Charger similar.
ROOF/C PILLAR AND LOWER DECK PANEL/QUARTER EXTENSION 12
TAIL LAMP AND LOWER DECK 13
DECK LID DRAIN TROUGH 14
Wagon Only
LIFTGATE OPENING AND DRAIN TROUGH 15
TAIL LAMP OUTER EXTENSION AND LOWER DECK/TROUGH 16
REAR FASCIA MOUNTING SURFACE 17
INNER BODY SIDE APERTURE/LOWER DECK PANEL 18
Sedan & Wagon . Dodge Charger similar.
COWL AND DASH PANEL 19
UPPER AND LOWER COWL, LOAD BEAM AND DASH PANEL 20
COWL AND INNER BODY SIDE APERTURE 21
FLOOR PAN (1 OF 2) 22
FLOOR PAN (2 OF 2) 23
FLOOR PAN AND INNER BODY SIDE APERTURE AND REAR INNER WHEELHOUSE 24
REAR FLOOR PAN AND REAR SUSPENSION CROSSMEMBER 25
INNER REAR WHEELHOUSE AND BODY SIDE APERTURE (1 OF 2) 26
INNER REAR WHEELHOUSE AND BODY SIDE APERTURE (2 OF 2) 27
REAR INNER WHEELHOUSE 28
INNER/OUTER FRAME RAIL, CENTER FLOOR PAN AND LOWER DECK 29
INNER/OUTER FRAME RAIL AND CENTER FLOOR PAN 30
ROOF PANEL 31
REAR QUARTER EXTENSION & WHEELHOUSE 32
FUEL DOOR OPENING 33
UPPER COWL AND LOAD BEAM 34
FRONT FLOOR PAN 35
CENTER AND REAR FLOOR PAN 36
Fig. 11 APPLICATION METHODS

Sedan Only
Fig. 12 01 ROOF/C PILLAR AND LOWER DECK PANEL/QUARTER EXTENSION

Fig. 13 TAIL LAMP AND LOWER DECK

Fig. 14 DECK LID DRAIN TROUGH

Wagon Only
Fig. 15 LIFTGATE OPENING AND DRAIN TROUGH

Fig. 16 TAIL LAMP OUTER EXTENSION AND LOWER DECK/TROUGH
Fig. 17 REAR FASCIA MOUNTING SURFACE

Fig. 18 INNER BODY SIDE APERTURE/LOWER DECK PANEL
Sedan & Wagon
Fig. 19 COWL AND DASH PANEL

Fig. 20 UPPER AND LOWER COWL, LOAD BEAM AND DASH PANEL
Fig. 21 COWL AND INNER BODY SIDE APERTURE

Fig. 22 FLOOR PAN (1 OF 2)

Fig. 23 FLOOR PAN (2 OF 2)

Fig. 24 FLOOR PAN AND INNER BODY SIDE APERTURE AND REAR INNER WHEELHOUSE
Fig. 25 REAR FLOOR PAN AND REAR SUSPENSION CROSSMEMBER
Fig. 26 INNER REAR WHEELHOUSE AND BODY SIDE APERTURE (1 OF 2)

Fig. 27 INNER REAR WHEELHOUSE AND BODY SIDE APERTURE (2 OF 2)

Fig. 28 REAR INNER WHEELHOUSE

Fig. 29 INNER/OUTER FRAME RAIL, CENTER FLOOR PAN AND LOWER DECK
Fig. 30 INNER/OUTER FRAME RAIL AND CENTER FLOOR PAN

Fig. 31 ROOF PANEL

Fig. 32 REAR QUARTER EXTENSION & WHEELHOUSE

Fig. 33 FUEL DOOR OPENING
Fig. 34 UPPER COWL AND LOAD BEAM

Fig. 35 FRONT FLOOR PAN
Fig. 36 CENTER AND REAR FLOOR PAN

STRUCTURAL ADHESIVE LOCATIONS
SPECIFICATIONS
STRUCTURAL ADHESIVE LOCATIONS
Index
DESCRIPTION FIGURE
Sedan Only
FRAMED BODY IN WHITE (1 OF 3) 37
FULL FRAMED BODY IN WHITE (1 OF 4) 40
ROOF 44
Wagon Only
FRAMED BODY IN WHITE 45
ROOF 48
Sedan and Wagon
REAR LADDER AND FLOOR (1 OF 4) 49
UNDERBODY FRAMING (1 OF 2) 53
Charger Only
ROOF WITH SUNROOF 61
Sedan Only
Fig. 37 FRAMED BODY IN WHITE (1 OF 3)

Fig. 40 FULL FRAMED BODY IN WHITE (1 OF 4)



Fig. 44 ROOF
Wagon Only
Fig. 45 FRAMED BODY IN WHITE



Fig. 48 ROOF
Sedan and Wagon
Fig. 49 REAR LADDER AND FLOOR (1 OF 4)


Fig. 53 UNDERBODY FRAMING (1 OF 2)

Charger Only




Fig. 61 ROOF WITH SUNROOF
WELD LOCATIONS
SPECIFICATIONS
WELD LOCATIONS
Index
DESCRIPTION FIGURE
Sedan Only
UNDERBODY (1 OF 4) 62
UNDERBODY COMPLETE (1 OF 2) 66
INNER BODY SIDE APERTURE (1 OF 7) 68
OUTER BODY SIDE APERTURE (1 OF 5) 75
DESCRIPTION FIGURE
FRAMED FULL BODY IN WHITE (1 OF 9) 92
FRAMED FULL BODY IN WHITE (8 OF 9 99
ROOF (1 OF 3) 101
ROOF (2 OF 3) 102
ROOF (3 OF 3) 103
Wagon Only
INNER BODY SIDE APERTURE 109
ROOF (1 OF 4) 118
ROOF (2 OF 4) 119
DESCRIPTION FIGURE
ROOF (3 OF 4) 120
ROOF (4 OF 4) 121
FRAMED BODY IN WHITE (1 OF 12 122
Sedan & Wagon
DASH/COWL (1 OF 4) 134
FRONT LADDER (1 OF 7) 138
FRONT LADDER, RAILS AND WHEELHOUSE (1 OF 3) 145
ENGINE BOX (1 OF 6) 148
FRONT FLOOR PAN (1 OF 12) 154
DESCRIPTION FIGURE
REAR LADDER (1 OF 5) 166
REAR FLOOR/LADDER (1 OF 6) 171
REAR FLOOR/LADDER COMPLETE (1 OF 8) 177
Charger Only
DESCRIPTION FIGURE
ROOF (1 OF 2) 238
ROOF (2 OF 2) 239
Sedan Only
Fig. 62 UNDERBODY (1 OF 4)
Fig. 66 UNDERBODY COMPLETE (1 OF 2)


Fig. 68 INNER BODY SIDE APERTURE (1 OF 7)




Fig. 74 001 INNER BODY SIDE APERTURE (7 OF 7)

LX
BODY STRUCTURE
23 - 387
Fig. 75 OUTER BODY SIDE APERTURE (1 OF 5)















Fig. 92 FRAMED FULL BODY IN WHITE (1 OF 9)








Fig. 100 002 FRAMED FULL BODY IN WHITE (9 OF 9)

Fig. 101 ROOF (1 OF 3)


Wagon Only




23 - 418
BODY STRUCTURE
LX
Fig. 109 INNER BODY SIDE APERTURE










Fig. 123 003 FRAMED BODY IN WHITE (2 OF 12)

23 - 430
BODY STRUCTURE
LX
LX
BODY STRUCTURE
23 - 431
Fig. 127 004 FRAMED BODY IN WHITE (6 OF 12)





Sedan & Wagon
Fig. 134 DASH/COWL (1 OF 4)




Fig. 138 FRONT LADDER (1 OF 7)


Fig. 140 005 FRONT LADDER (3 OF 7)





Fig. 145 FRONT LADDER, RAILS AND WHEELHOUSE (1 OF 3)

Fig. 146 FRONT LADDER, RAILS AND WHEELHOUSE (2 OF 3)

Fig. 147 006 FRONT LADDER, RAILS AND WHEELHOUSE (3 OF 3)

Fig. 148 ENGINE BOX (1 OF 6)






Fig. 154 FRONT FLOOR PAN (1 OF 12)












Fig. 166 REAR LADDER (1 OF 5)





Fig. 171 REAR FLOOR/LADDER (1 OF 6)




Fig. 175 007 REAR FLOOR/LADDER (5 OF 6)


Fig. 177 REAR FLOOR/LADDER COMPLETE (1 OF 8)



Fig. 180 008 REAR FLOOR/LADDER COMPLETE (4 OF 8)







Charger Only

























LX HEATING & AIR CONDITIONING 24 - 1
HEATING & AIR CONDITIONING
TABLE OF CONTENTS
page page
HVAC - ELECTRICAL DIAGNOSTICS. . . . . . . . . . . . 1 HVAC - SERVICE INFORMATION . . . . . . . . . . . . 320
HVAC - ELECTRICAL DIAGNOSTICS

TABLE OF CONTENTS
page page
HVAC - ELECTRICAL DIAGNOSTICS 61–COMMON DOOR DRIVER CIRCUIT

DIAGNOSIS AND TESTING SHORTED TO GROUND (MTC) . . . . . . . . . . . . . 93
11–MODE POT OPEN (MTC) . . . . . . . . . . . . . . . . . . 5 62–COMMON DOOR DRIVER CIRCUIT
12–MODE POT SHORTED (MTC) . . . . . . . . . . . . . . 6 SHORTED TO IGNITION (MTC) . . . . . . . . . . . . 101
13–TEMP POT OPEN (MTC) . . . . . . . . . . . . . . . . . . 7 63–FRONT MODE DOOR DRIVER CIRCUIT
14–TEMP POT SHORTED (MTC) . . . . . . . . . . . . . . 8 SHORTED TO GROUND (MTC) . . . . . . . . . . . . 104
18–BLEND DOOR RANGE TOO SMALL 64–FRONT MODE DOOR DRIVER CIRCUIT
(MTC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 SHORTED TO IGNITION (MTC) . . . . . . . . . . . . 108
21–BLEND DOOR RANGE TOO LARGE 67–BLEND DOOR DRIVER CIRCUIT
(MTC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 SHORTED TO GROUND (MTC). . . . . . . . . . . . . 111
22–FRONT MODE DOOR RANGE TOO 68–BLEND DOOR DRIVER CIRCUIT
SMALL (MTC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 SHORTED TO IGNITION (MTC) . . . . . . . . . . . . 115
23–FRONT MODE DOOR RANGE TOO 69–RECIRC DOOR DRIVER CIRCUIT
LARGE (MTC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 SHORTED TO GROUND (MTC) . . . . . . . . . . . . 118
31–EVAPORATOR SENSOR OPEN (MTC) . . . . . 21 71–RECIRC DOOR DRIVER CIRCUIT
32–EVAPORATOR SENSOR SHORTED SHORTED TO IGNITION (MTC) . . . . . . . . . . . . 122
(MTC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 72–SHORT TOO COMPLEX (MTC) . . . . . . . . . . 125
33–A/C MODE SWITCH STUCK (MTC) . . . . . . . . 28 73–AC REQUEST OUTPUT SIGNAL TOO
34–EBL MODE SWITCH STUCK (MTC) . . . . . . . 34 HIGH (MTC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
35–FAILED COOL DOWN (MTC) . . . . . . . . . . . . . . 36 74–AC REQUEST OUTPUT SIGNAL TOO
36–EEPROM CHECKSUM ERROR (MTC) . . . . . 37 LOW (MTC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
37–ROM CHECKSUM ERROR (MTC) . . . . . . . . . 38 75–AC REQUEST OUTPUT SIGNAL HIGH
41–FRONT MODE OVERCURRENT (MTC) . . . . 39 WHEN DRIVEN LOW (MTC) . . . . . . . . . . . . . . . 138
43–BLEND OVERCURRENT (MTC) . . . . . . . . . . . 47 76–AC REQUEST OUTPUT SIGNAL LOW
44–RECIRC OVERCURRENT (MTC) . . . . . . . . . . 55 WHEN DRIVEN HIGH (MTC) . . . . . . . . . . . . . . . 138
45–BLEND DOOR BOUND (MTC) . . . . . . . . . . . . 63 77–EBL OUTPUT SHORTED HIGH . . . . . . . . . . 139
46–FRONT MODE DOOR BOUND (MTC) . . . . . . 68 81–BLOWER NOT ON HIGH AT START OF
47–RECIRC DOOR BOUND (MTC) . . . . . . . . . . . 73 COOLDOWN TEST (MTC) . . . . . . . . . . . . . . . . . 142
51–RECIRC DOOR RANGE TOO SMALL 82–SENSOR TOO COLD TO START
(MTC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78 COOLDOWN TEST (MTC) . . . . . . . . . . . . . . . . . 146
52–RECIRC DOOR RANGE TOO LARGE 83–SENSOR FAILED OPEN DURING
(MTC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81 COOLDOWN TEST (MTC) . . . . . . . . . . . . . . . . . 150
53–FRONT MODE DOOR LINKAGE 84–SENSOR FAILED SHORTED DURING
BROKEN (MTC). . . . . . . . . . . . . . . . . . . . . . . . . . . . 84 COOLDOWN TEST (MTC) . . . . . . . . . . . . . . . . . 150
55–BLEND DOOR LINKAGE BROKEN (MTC) . . 87 85–BLOWER NOT ON HIGH DURING
56–RECIRC DOOR LINKAGE BROKEN COOLDOWN TEST (MTC) . . . . . . . . . . . . . . . . . 151
(MTC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
24 - 2 HVAC - ELECTRICAL DIAGNOSTICS LX
B10AC–RIGHT BLEND DOOR CONTROL B1040–PANEL MODE DOOR 1 CONTROL
CIRCUIT OPEN (ATC) . . . . . . . . . . . . . . . . . . . . . 155 CIRCUIT/PERFORMANCE (ATC) . . . . . . . . . . . 246
B10AD–RIGHT BLEND DOOR TRAVEL TOO B1043–PANEL MODE DOOR 1 CONTROL
SMALL (ATC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158 CIRCUIT OPEN (ATC) . . . . . . . . . . . . . . . . . . . . . 256
B10AE–RIGHT BLEND DOOR TRAVEL TOO B1044–PANEL MODE DOOR 1 TRAVEL
LARGE (ATC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 RANGE TOO SMALL (ATC) . . . . . . . . . . . . . . . . 259
B10AF–RIGHT BLEND DOOR ACTUATOR B1045–PANEL MODE DOOR 1 TRAVEL
PERFORMANCE (ATC) . . . . . . . . . . . . . . . . . . . . 162 RANGE TOO LARGE (ATC) . . . . . . . . . . . . . . . . 261
B10A2–LEFT BLEND DOOR CONTROL B1058–RECIRCULATION DOOR CONTROL
CIRCUIT/PERFORMANCE (ATC) . . . . . . . . . . . 164 CIRCUIT/PERFORMANCE (ATC) . . . . . . . . . . . 263
B10A5–LEFT BLEND DOOR CONTROL B1082–HVAC MUX CIRCUIT LOW . . . . . . . . . . . 273
CIRCUIT OPEN (ATC) . . . . . . . . . . . . . . . . . . . . . 174 B1083–HVAC MUX CIRCUIT HIGH . . . . . . . . . . 276
B10A6–LEFT BLEND DOOR TRAVEL TOO B1601–LEFT SOLAR SENSOR CIRCUIT
SMALL (ATC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177 LOW (ATC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 279
B10A7–LEFT BLEND DOOR TRAVEL TOO B1602–LEFT SOLAR SENSOR CIRCUIT
LARGE (ATC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179 HIGH (ATC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 282
B10A8–LEFT BLEND DOOR ACTUATOR B1604–RIGHT SOLAR SENSOR CIRCUIT
PERFORMANCE (ATC) . . . . . . . . . . . . . . . . . . . . 181 LOW (ATC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 286
B10A9–RIGHT BLEND DOOR CONTROL B1605–RIGHT SOLAR SENSOR CIRCUIT
CIRCUIT/PERFORMANCE (ATC) . . . . . . . . . . . 183 HIGH (ATC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 289
B10B2–A/C COOL DOWN TEST B1610–AMBIENT LIGHT SENSOR INPUT
PERFORMANCE (ATC) . . . . . . . . . . . . . . . . . . . . 193 CIRCUIT LOW (ATC) . . . . . . . . . . . . . . . . . . . . . . 293
B10B4–CABIN HEATER 1 CONTROL B1611–AMBIENT LIGHT SENSOR INPUT
CIRCUIT LOW (FCM). . . . . . . . . . . . . . . . . . . . . . 194 CIRCUIT HIGH (ATC). . . . . . . . . . . . . . . . . . . . . . 296
B10B5–CABIN HEATER 1 CONTROL U0019–CAN B BUS (ATC) . . . . . . . . . . . . . . . . . . 300
CIRCUIT HIGH (FCM) . . . . . . . . . . . . . . . . . . . . . 198 U0141–LOST COMMUNICATION WITH
B10B6–CABIN HEATER 1 CONTROL FRONT CONTROL MODULE (ATC) . . . . . . . . . 303
CIRCUIT OPEN (FCM) . . . . . . . . . . . . . . . . . . . . 202 U0151–LOST COMMUNICATION WITH
B10B8–CABIN HEATER 2 CONTROL OCCUPANT RESTRAINT CONTROLLER
CIRCUIT LOW (FCM). . . . . . . . . . . . . . . . . . . . . . 206 (ORC) (ATC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303
B10B9–CABIN HEATER 2 CONTROL U0154–LOST COMMUNICATION WITH
CIRCUIT HIGH (FCM) . . . . . . . . . . . . . . . . . . . . . 210 OCCUPANT CLASSIFICATION MODULE
B10BA–CABIN HEATER 2 CONTROL (ATC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303
CIRCUIT OPEN (FCM) . . . . . . . . . . . . . . . . . . . . 214 U0155–LOST COMMUNICATION WITH
B100A–RECIRCULATION SWITCH CLUSTER/CCN (ATC) . . . . . . . . . . . . . . . . . . . . . 303
REQUEST INPUT CIRCUIT LOW (ATC) . . . . . 218 U0156–LOST COMMUNICATION WITH EOM
B105B–RECIRCULATION DOOR CONTROL (ATC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303
CIRCUIT OPEN (ATC) . . . . . . . . . . . . . . . . . . . . . 220 U0159–LOST COMMUNICATION WITH
B105C–RECIRCULATION DOOR TRAVEL PARKING ASSIST CONTROL MODULE
RANGE TOO SMALL (ATC) . . . . . . . . . . . . . . . . 223 (ATC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303
B105D–RECIRCULATION DOOR TRAVEL U0168–LOST COMMUNICATION WITH
RANGE TOO LARGE (ATC) . . . . . . . . . . . . . . . . 225 VEHICLE SECURITY CONTROL MODULE
B106B–REAR DEFROST CONTROL (SKREEM/WCM) (ATC) . . . . . . . . . . . . . . . . . . . . 304
CIRCUIT LOW (ATC) . . . . . . . . . . . . . . . . . . . . . . 227 U0169–LOST COMMUNICATION WITH
B106C–REAR DEFROST CONTROL SUNROOF CONTROL MODULE (ATC) . . . . . . 304
CIRCUIT HIGH (ATC). . . . . . . . . . . . . . . . . . . . . . 230 U0181–LOST COMMUNICATION WITH
B1001–A/C SWITCH REQUEST INPUT HEADLAMP LEVELING TRANSLATOR
CIRCUIT LOW (ATC) . . . . . . . . . . . . . . . . . . . . . . 233 (ATC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 304
B1016–REAR DEFROST SWITCH REQUEST U0184–LOST COMMUNICATION WITH
INPUT CIRCUIT LOW (ATC) . . . . . . . . . . . . . . . 235 RADIO (ATC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 304
B1031–EVAPORATOR FIN TEMPERATURE U0186–LOST COMMUNICATION WITH
SENSOR CIRCUIT LOW (ATC) . . . . . . . . . . . . . 237 AUDIO AMPLIFIER (ATC) . . . . . . . . . . . . . . . . . . 304
B1032–EVAPORATOR FIN TEMPERATURE U0195–LOST COMMUNICATION WITH
SENSOR CIRCUIT HIGH (ATC). . . . . . . . . . . . . 240 SDARS (ATC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 305
B1034–INFRARED TEMPERATURE SENSOR U0196-LOST COMMUNICATION WITH
INPUT CIRCUIT LOW (ATC) . . . . . . . . . . . . . . . 244 VEHICLE ENTERTAINMENT CONTROL
B1035–INFRARED TEMPERATURE SENSOR MODULE (ATC) . . . . . . . . . . . . . . . . . . . . . . . . . . . 305
INPUT CIRCUIT HIGH (ATC) . . . . . . . . . . . . . . . 245 U0197–LOST COMMUNICATION WITH
HANDS FREE PHONE MODULE (ATC) . . . . . 305
LX HVAC - ELECTRICAL DIAGNOSTICS 24 - 3
U0199–LOST COMMUNICATION WITH U0212–LOST COMMUNICATION WITH

DRIVER DOOR MODULE (ATC) . . . . . . . . . . . . 305 SCCM - CAN-B (ATC) . . . . . . . . . . . . . . . . . . . . . 306
U0200–LOST COMMUNICATION WITH U0231–LOST COMMUNICATION WITH RAIN
PASSENGER DOOR MODULE (ATC) . . . . . . . 305 SENSING MODULE (ATC) . . . . . . . . . . . . . . . . . 306
U0208–LOST COMMUNICATION WITH *A/C HEATER CONTROL WILL NOT ENTER
HEATED SEAT CONTROL MODULE (ATC) . . 306 DIAGNOSTIC MODE (MTC) . . . . . . . . . . . . . . . . 307
U0209–LOST COMMUNICATION WITH *HVAC SYSTEM TEST (ATC) . . . . . . . . . . . . . . . . 314
MEMORY SEAT CONTROL MODULE (ATC) . 306 *HVAC SYSTEM TEST (MTC) . . . . . . . . . . . . . . . 317
HVAC - ELECTRICAL DIAGNOSTICS
11–MODE POT OPEN (MTC)
• When Monitored:
With the ignition on.
• Set Condition:
If the mode pot fails the internal self test.
Possible Causes
A/C HEATER CONTROL
NOTE: This DTC must be active for the results of this test to be valid. Do not perform this test if this DTC
is stored. Refer to HVAC System Test (MTC) for stored DTC test procedures.
Diagnostic Test
1. REPLACE THE A/C HEATER CONTROL
Repair
Replace the A/C Heater Control in accordance with the Service Information.
Perform BODY VERIFICATION TEST – VER 1. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL
MODULES/FRONT CONTROL MODULE - DIAGNOSIS AND TESTING).
12–MODE POT SHORTED (MTC)
• When Monitored:
• Set Condition:
If the mode pot fails the internal self test.
Possible Causes
A/C HEATER CONTROL
Diagnostic Test
Repair
13–TEMP POT OPEN (MTC)
• When Monitored:
• Set Condition:
If the temp pot fails the internal self test.
Possible Causes
A/C HEATER CONTROL
Diagnostic Test
Repair
14–TEMP POT SHORTED (MTC)
• When Monitored:
• Set Condition:
If the temp pot fails the internal self test.
Possible Causes
A/C HEATER CONTROL
Diagnostic Test
Repair
18–BLEND DOOR RANGE TOO SMALL (MTC)
Theory of Operation
NOTE: Diagnose and repair Actuator Circuit Test faults (DTC 61, 62, 63, 64, 67, 68, 69, 71, and 72) before
diagnosing Overcurrent faults (DTC 41, 43, and 44) and Calibration faults (DTC 18, 21, 22, 23, 45, 46, 47, 51,
52, 53, 55, and 56). Diagnose and repair Overcurrent faults (DTC 41, 43, and 44) before diagnosing Calibra-
tion faults (DTC 18, 21, 22, 23, 45, 46, 47, 51, 52, 53, 55, and 56).
The purpose of actuator calibration is to determine the total span of door travel between physical stops. To calibrate
the actuator, the A/C Heater Control first moves the door to its soft stop, and then counts the number of pulses it
takes to move the door to its other stop. An expected range of span is stored in the control’s memory. If the A/C
Heater Control detects too few commutator pulses when calibrating the left blend door, this DTC will set.
• When Monitored:
During actuator calibration.
• Set Condition:
If the A/C Heater Control detects too few commutator pulses when calibrating the left blend door.
Possible Causes
ACTUATOR CIRCUIT TEST FAULTS PRESENT

OVERCURRENT FAULTS PRESENT
LEFT BLEND DOOR BINDING, OBSTRUCTED
LEFT BLEND DOOR ACTUATOR
A/C HEATER CONTROL
Diagnostic Test
1. VERIFY IF ANY ACTUATOR CIRCUIT TEST FAULTS OR OVERCURRENT FAULTS ARE PRESENT
Actuate the Clear DTC function by performing the following:
• Turn the blower control on.
• Press the A/C mode switch down, turn the blower control to off, wait until both LEDs illuminate (approximately
5 seconds) and then release the A/C mode switch.
• When the A/C status indicator begins displaying DTCs, set the Mode switch to the floor position, simulta-
neously press the A/C mode switch and the EBL mode switch down until both LEDs start flashing (approxi-
mately 5 seconds) and then release the mode switches. Stored DTCs will clear from memory in approximately
two seconds.
Turn the ignition off, wait 10 seconds, and turn the ignition on.
Actuate the Actuator Circuit Test / Door Calibration Function by performing the following:
• Turn the blower control off.
• Press and hold the EBL mode switch down and then turn the blower control on. Continue to hold the EBL
mode switch down until the EBL status indicator begins flashing. Then, release the EBL mode switch. While
the test / function is running, the EBL status indicator will flash once per second. If the test / function passes,
the EBL status indicator will stop flashing. If the test / function fails, the A/C and EBL status indicators will flash
alternately. Allow the test / function to run to completion before proceeding.
Actuate the Display DTC function by performing the following:
NOTE: The A/C status indicator displays active DTCs when the EBL status indictor is not illuminated and
stored DTCs when the EBL status indicator is illuminated.
Read DTCs from the A/C status indictor.
Does the A/C status indicator display any of the following DTCs: 41, 43, 44, 61, 62, 63, 64, 67, 68, 69,
71, or 72?
Yes >> As present, diagnose and repair the faults in the following order: DTC 72 first, then DTC 62, then DTC
61, then DTCs 64, 68, or 71, then DTCs 63, 67, or 69, and finally DTCs 41, 43, or 44. Refer to the
Table Of Contents in this section for a complete list of HVAC related symptoms.
No >> Go To 2
2. INSPECT ACTUATOR & HOUSING ASSEMBLY FOR A CONDITION CAUSING THE LEFT BLEND DOOR TO
BIND
Inspect the actuator, linkage, and housing assembly for a condition causing the left blend door to bind.
Are there any physical or mechanical problems with the door, housing, linkage, or actuator?
Yes >> Repair as necessary in accordance with the Service Information.
No >> Go To 3
3. CHECK LEFT BLEND DOOR TRAVEL

Remove the Left Blend Door Actuator from the A/C Heater Housing Assembly.
By hand, attempt to rotate the door in both directions. The door should operate smoothly in both directions over the
entire span of travel (approximately 190 degrees).
Does the door operate smoothly in both directions over the entire span of travel?
Yes >> Replace the Left Blend Door Actuator in accordance with the Service Information. Then, Go To 4.
No >> Repair as necessary in accordance with the Service Information.
4. VERIFY IF THE FAULT IS STILL PRESENT

two seconds.
Does the A/C status indicator display DTC 18?
Yes >> Replace the A/C Heater Control in accordance with the Service Information.
No >> Perform BODY VERIFICATION TEST – VER 1. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL
21–BLEND DOOR RANGE TOO LARGE (MTC)
Theory of Operation
Heater Control detects too many commutator pulses when calibrating the left blend door, this DTC will set.
• When Monitored:
• Set Condition:
If the A/C Heater Control detects too many commutator pulses when calibrating the left blend door.
Possible Causes

LEFT BLEND DOOR OR A/C HEATER HOUSING COMPONENTS WARPED, WORN, DAMAGED, BROKEN
A/C HEATER CONTROL
Diagnostic Test
two seconds.
71, or 72?
No >> Go To 2
2. CHECK FOR A BROKEN LEFT BLEND DOOR ACTUATOR

By hand, attempt to rotate the actuator in both directions.
Does the actuator turn in either direction?
Yes >> Replace the Left Blend Door Actuator in accordance with the Service Information.
No >> Go To 3
3. CHECK THE LEFT BLEND DOOR & A/C HEATER HOUSING FOR WARPED, WORN, & DAMAGED
COMPONENTS
Inspect for excessively worn door linkage and for a damaged or broken A/C Heater Housing Assembly. Inspect for
a warped or broken door, and missing door seals. Rotate the door from stop to stop. The door should rotate approx-
imately 190 degrees.
Are there any physical or mechanical problems with the door or housing?
No >> Replace the Left Blend Door Actuator in accordance with the Service Information. Then, Go To 4.

two seconds.
22–FRONT MODE DOOR RANGE TOO SMALL (MTC)
Theory of Operation
Heater Control detects too few commutator pulses when calibrating the mode door, this DTC will set.
• When Monitored:
• Set Condition:
If the A/C Heater Control detects too few commutator pulses when calibrating the mode door.
Possible Causes

MODE DOOR BINDING, OBSTRUCTED
MODE DOOR ACTUATOR
A/C HEATER CONTROL
Diagnostic Test
two seconds.
71, or 72?
No >> Go To 2
2. INSPECT ACTUATOR & HOUSING ASSEMBLY FOR A CONDITION CAUSING THE MODE DOOR TO BIND
Inspect the actuator, linkage, and housing assembly for a condition causing the mode door to bind.
No >> Go To 3
3. CHECK MODE DOOR TRAVEL

Remove the Mode Door Actuator from the A/C Heater Housing Assembly.
Yes >> Replace the Mode Door Actuator in accordance with the Service Information. Then, Go To 4.

two seconds.
23–FRONT MODE DOOR RANGE TOO LARGE (MTC)
Theory of Operation
Heater Control detects too many commutator pulses when calibrating the mode door, this DTC will set.
• When Monitored:
• Set Condition:
If the A/C Heater Control detects too many commutator pulses when calibrating the mode door.
Possible Causes

MODE DOOR OR A/C HEATER HOUSING COMPONENTS WARPED, WORN, DAMAGED, BROKEN
MODE DOOR ACTUATOR
A/C HEATER CONTROL
Diagnostic Test
two seconds.
71, or 72?
No >> Go To 2
2. CHECK FOR A BROKEN MODE DOOR ACTUATOR

Yes >> Replace the Mode Door Actuator in accordance with the Service Information.
No >> Go To 3
3. CHECK THE MODE DOOR & A/C HEATER HOUSING FOR WARPED, WORN, & DAMAGED
COMPONENTS
No >> Replace the Mode Door Actuator in accordance with the Service Information. Then, Go To 4.

two seconds.
31–EVAPORATOR SENSOR OPEN (MTC)

• When Monitored:
• Set Condition:
If the Evaporator Temperature Sensor input is out of range toward the high voltage threshold.
Possible Causes
(C21) EVAPORATOR TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE

(C21) EVAPORATOR TEMPERATURE SENSOR SIGNAL CIRCUIT OPEN
(C121) SENSOR GROUND CIRCUIT OPEN
EVAPORATOR TEMPERATURE SENSOR
A/C HEATER CONTROL
Diagnostic Test
1. CHECK (C21) EVAPORATOR TEMPERATURE SENSOR SIGNAL CIRCUIT FOR A SHORT TO VOLTAGE
Disconnect the A/C Heater Control C2 harness connector.
Measure the voltage of the (C21) Evaporator Temperature Sensor Sig-
nal circuit.
Yes >> Repair the (C21) Evaporator Temperature Sensor Signal
circuit for a short to voltage.
Perform BODY VERIFICATION TEST – VER 1. (Refer to 8
- ELECTRICAL/ELECTRONIC CONTROL MODULES/
FRONT CONTROL MODULE - DIAGNOSIS AND TEST-
ING).
No >> Go To 2
2. CHECK (C21) EVAPORATOR TEMPERATURE SENSOR SIGNAL CIRCUIT, (C121) SENSOR GROUND
CIRCUIT, & EVAPORATOR TEMPERATURE SENSOR
Measure the resistance between the (C21) Evaporator Temperature
Sensor Signal circuit and the (C121) Sensor Ground circuit in the A/C
Heater Control C2 harness connector. The approximate circuit resis-
tance should be as follows:
• 1468 ohms @ 40°C (104°F)
• 1800 ohms @ 35°C (95°F)
• 2221 ohms @ 30°C (86°F)
• 2757 ohms @ 25°C (77°F)
• 3443 ohms @ 20°C (68°F)
• 4330 ohms @ 15°C (59°F)
• 5485 ohms @ 10°C (50°F)
• 6998 ohms @ 5°C (41°F)
• 7354 ohms @ 4°C (39°F)
• 7731 ohms @ 3°C (37°F)
• 8130 ohms @ 2°C (36°F)
• 8553 ohms @ 1°C (34°F)
• 9000 ohms @ 0°C (32°F)
Is the resistance within the specifications?
No >> Go To 3
3. CHECK (C21) EVAPORATOR TEMPERATURE SENSOR SIGNAL CIRCUIT FOR AN OPEN

Disconnect the Evaporator Temperature Sensor harness connector.
Measure the resistance of the (C21) Evaporator Temperature Sensor
Signal circuit between the Evaporator Temperature Sensor harness
connector and the A/C Heater Control C2 harness connector.
Yes >> Go To 4
No >> Repair the (C21) Evaporator Temperature Sensor Signal
circuit for an open.
ING).
4. CHECK (C121) SENSOR GROUND CIRCUIT FOR AN OPEN
Measure the resistance of the (C121) Sensor Ground circuit between
the Evaporator Temperature Sensor harness connector and the A/C
Heater Control C2 harness connector.
Yes >> Replace the Evaporator Temperature Sensor in accordance
ING).
No >> Repair the (C121) Sensor Ground circuit for an open.
ING).
32–EVAPORATOR SENSOR SHORTED (MTC)

• When Monitored:
• Set Condition:
If the Evaporator Temperature Sensor input is out of range toward the low voltage threshold.
Possible Causes
(C21) EVAPORATOR TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND

(C21) EVAPORATOR TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO (C121) SENSOR GROUND
CIRCUIT
A/C HEATER CONTROL
Diagnostic Test
1. CHECK FOR DTC 32–EVAPORATOR SENSOR SHORTED WITH EVAPORATOR TEMPERATURE SENSOR
HARNESS CONNECTOR DISCONNECTED
• Press the A/C mode switch down, turn the blower control to off,
wait until both LEDs illuminate (approximately 5 seconds) and
then release the A/C mode switch.
• When the A/C status indicator begins displaying DTCs, set the
Mode switch to the floor position, simultaneously press the A/C
mode switch and the EBL mode switch down until both LEDs start
flashing (approximately 5 seconds) and then release the mode
switches. Stored DTCs will clear from memory in approximately
two seconds.
Yes >> Go To 2
No >> Replace the Evaporator Temperature Sensor in accordance with the Service Information.
2. CHECK (C21) EVAPORATOR TEMPERATURE SENSOR SIGNAL CIRCUIT FOR A SHORT TO GROUND
Signal circuit between ground and the A/C Heater Control C2 harness
connector.
Is the resistance below 10k ohms?
ING).
No >> Go To 3
3. CHECK (C21) EVAPORATOR TEMPERATURE SENSOR SIGNAL CIRCUIT FOR A SHORT TO (C121)
SENSOR GROUND CIRCUIT
circuit for a short to the (C121) Sensor Ground circuit.
ING).
No >> Replace the A/C Heater Control in accordance with the Ser-
vice Information.
FRONT CONTROL MODULE - DIAGNOSIS AND
TESTING).
33–A/C MODE SWITCH STUCK (MTC)

Theory of Operation
The A/C mode switch input changes when the switch is pushed down. A stored DTC 33 indicates that the A/C mode
switch was stuck in a pushed position for more than 10 minutes, but has since returned to its normal state. An
active DTC 33 indicates that the A/C mode switch is stuck in a pushed position. An active DTC 33 will prevent the
control from entering diagnostic mode and performing certain diagnostic functions. It will also prevent proper A/C
mode switch and status indicator function. For additional information about the A/C Heater Control’s on-board diag-
nostics, refer to 24 - HEATING & AIR CONDITIONING - DIAGNOSIS AND TESTING.
• When Monitored:
• Set Condition:
If the A/C mode switch stays in a pushed position for more than 10 minutes.
Possible Causes
OBJECT HOLDING A/C MODE SWITCH IN A PUSHED POSITION

SUBSTANCE CAUSING A/C MODE SWITCH TO GET STUCK IN A PUSHED POSITION
(C850) BLOWER SWITCH POSITION SIGNAL CIRCUIT SHORTED TO VOLTAGE
(C850) BLOWER SWITCH POSITION SIGNAL CIRCUIT SHORTED TO (Z908) GROUND CIRCUIT
(C850) BLOWER SWITCH POSITION SIGNAL CIRCUIT SHORTED TO GROUND
(C850) BLOWER SWITCH POSITION SIGNAL CIRCUIT OPEN
A/C STATUS INDICATOR INOPERATIVE
A/C HEATER CONTROL
Diagnostic Test
1. INSPECT THE A/C HEATER CONTROL FOR DAMAGE

Inspect the A/C Heater Control for damage.
Is the A/C Heater Control damaged?
No >> Go To 2
2. INSPECT FOR OBJECT OR SUBSTANCE CAUSING THE A/C MODE SWITCH TO STAY OR STICK IN A
PUSHED POSITION
Inspect the A/C Heater Control for anything that would cause the A/C mode switch to stay or stick in a pushed
position.
Is anything present that would cause the A/C mode switch to stay or stick in a pushed position?
No >> Go To 3
3. CHECK THE (C850) BLOWER SWITCH POSITION SIGNAL CIRCUIT VOLTAGE
Measure the voltage of the (C850) Blower Switch Position Signal circuit.
What is the voltage?
Below 4.8 Volts
Go To 4
Above 5.2 Volts
Go To 8
4.8 Volts To 5.2 Volts
Go To 9
4. CHECK THE (C850) BLOWER SWITCH POSITION SIGNAL CIRCUIT FOR A SHORT TO THE (Z908)
GROUND CIRCUIT
Measure the resistance between the (C850) Blower Switch Position Sig-
nal circuit and the (Z908) Ground circuit in the A/C Heater Control C3
harness connector.
Is the resistance below 10K ohms?
Yes >> Repair the (C850) Blower Switch Position Signal circuit for a
short to the (Z908) Ground circuit.
ING).
No >> Go To 5
GROUND CIRCUIT
harness connector.
ING).
No >> Go To 6
6. CHECK THE (C850) BLOWER SWITCH POSITION SIGNAL CIRCUIT FOR A SHORT TO GROUND
Measure the resistance of the (C850) Blower Switch Position Signal cir-
cuit between ground and the A/C Heater Control C3 harness connector.
short to ground.
ING).
No >> Go To 7
7. CHECK (C850) BLOWER SWITCH POSITION SIGNAL CIRCUIT FOR AN OPEN
cuit between the A/C Heater Control C1 harness connector and the A/C
Yes >> Replace the A/C Heater Control in accordance with the Ser-
vice Information.
ING).
No >> Repair the (C850) Blower Switch Position Signal circuit for
an open.
ING).
8. CHECK THE (C850) BLOWER SWITCH POSITION SIGNAL CIRCUIT FOR A SHORT TO VOLTAGE
Measure the voltage of the (C850) Blower Switch Position Signal circuit
at the A/C Heater Control C3 harness connector.
short to voltage.
ING).
vice Information.
ING).
9. CHECK FOR NORMAL A/C MODE SWITCH & STATUS INDICATOR FUNCTION
Reconnect the A/C Heater Control C3 harness connector.
Turn the Blower control on.
Press the A/C mode switch on and off several times while observing the A/C status indicator.
Does the A/C status indicator turn on and off with respect to the switch position?
Yes >> Go To 10
No >> Replace the A/C Heater Control in accordance with the Service Information.
10. CHECK A/C HEATER CONTROL OPERATION BY ATTEMPTING TO ENTER DIAGNOSTIC MODE
If illuminated, turn off the A/C status indicator and the EBL status indicator.
Actuate the display DTC function by performing the following:
When entry mode is recognized, the A/C status indicator and the EBL status indicator will illuminate for 5 seconds
and then display DTCs, if present. The A/C status indicator displays active DTCs when the EBL status indictor is not
illuminated and stored DTCs when the EBL status indicator is illuminated. However, if no DTCs are present, both
status indicators will turn off and the system will exit diagnostic mode.
Did the A/C Heater Control enter diagnostic mode?
Yes >> Perform BODY VERIFICATION TEST – VER 1. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL
34–EBL MODE SWITCH STUCK (MTC)
Theory of Operation
The EBL mode switch input changes when the switch is pushed down. A stored DTC 34 indicates that the EBL
mode switch was stuck in a pushed position for more than 10 minutes, but has since returned to its normal state.
An active DTC 34 indicates that the EBL mode switch is stuck in a pushed position. An active DTC 34 will prevent
the control from performing certain diagnostic functions and it will prevent proper EBL mode switch and status indi-
cator function. For additional information about the A/C Heater Control’s on-board diagnostics, refer to 24 - HEAT-
ING & AIR CONDITIONING - DIAGNOSIS AND TESTING.
• When Monitored:
• Set Condition:
If the EBL mode switch stays in a pushed position for more than 10 minutes.
Possible Causes
OBJECT HOLDING EBL MODE SWITCH IN A PUSHED POSITION

SUBSTANCE CAUSING EBL MODE SWITCH TO GET STUCK IN A PUSHED POSITION
A/C HEATER CONTROL
Diagnostic Test

No >> Go To 2
2. INSPECT FOR OBJECT OR SUBSTANCE CAUSING THE EBL MODE SWITCH TO STAY OR STICK IN A
PUSHED POSITION
Inspect the A/C Heater Control for anything that would cause the EBL mode switch to stay or stick in a pushed
position.
Is anything present that would cause the EBL mode switch to stay or stick in a pushed position?
No >> Go To 3
3. CHECK FOR NORMAL EBL MODE SWITCH & STATUS INDICATOR FUNCTION
Press the EBL mode switch on and off several times while observing the EBL status indicator.
Does the EBL status indicator turn on and off with respect to the switch position?
Yes >> Go To 4
4. CHECK A/C HEATER CONTROL OPERATION BY ATTEMPTING TO RUN THE ACTUATOR CALIBRATION
FUNCTION
mode switch down until the EBL status indicator begins flashing. Then, release the EBL mode switch.
While the test / function is running, the EBL status indicator will flash once per second. If the test / function passes,
alternately.
Did the A/C Heater Control run the test / function?
35–FAILED COOL DOWN (MTC)
• When Monitored:
When the Cooldown Test is executed.
• Set Condition:
If the A/C system is unable to lower the evaporator temperature 11.11°C (20°F).
Possible Causes
PREREQUISITES NOT MET BEFORE RUNNING THE COOLDOWN TEST

ANOTHER RELATED SYSTEM NOT FUNCTIONING CORRECTLY
POWERTRAIN SYSTEM FAULTS PRESENT
NOTE: This DTC will display as active if the ignition is not cycled after running the Cooldown Test. Other-
wise, it will display as stored until cleared.
Diagnostic Test
1. VERIFY THAT ALL OF THE COOLDOWN TEST PREREQUISITES WERE MET

Review the list of Cooldown Test prerequisites.
• DTC 31 or 32 must not be active.
• The refrigerant system must be adequately charged.
• The blower motor must operate correctly in all speeds.
• The work area ambient temperature must be above 18.3°C (65°F).
• The evaporator temperature must be above 18.3°C (65°F).
• The A/C compressor must be turned off.
Were all of the prerequisites met before running the Cooldown Test?
Yes >> Go To 2
No >> Run the Cooldown Test again after all of the prerequisites are met. Then, if DTC 35 is still present, Go
To 2. Otherwise, perform BODY VERIFICATION TEST – VER 1. (Refer to 8 - ELECTRICAL/ELEC-
TRONIC CONTROL MODULES/FRONT CONTROL MODULE - DIAGNOSIS AND TESTING).
2. CHECK FOR DTCs IN THE PCM

With the scan tool, select PCM.
Are any DTCs present in the PCM?
Yes >> Diagnose and repair the DTC(s). (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING) for PCM DTCs.
Run the Cooldown Test again after the repair is complete.
No >> Refer to the Service Information for additional Cooldown Test related diagnostic information and testing
procedures. Run the Cooldown Test again after the repair is complete.
36–EEPROM CHECKSUM ERROR (MTC)
• When Monitored:
• Set Condition:
If the calculated checksum does not match the stored value.
Possible Causes
A/C HEATER CONTROL
Diagnostic Test
Repair
37–ROM CHECKSUM ERROR (MTC)
• When Monitored:
• Set Condition:
If the calculated checksum does not match the stored value.
Possible Causes
A/C HEATER CONTROL
Diagnostic Test
Repair
41–FRONT MODE OVERCURRENT (MTC)

• When Monitored:
When actuator movement is requested.
• Set Condition:
If the A/C Heater Control detects an excessive current draw on any of the door driver circuits while attempting
to drive this door actuator. Note that only one overcurrent DTC can set per ignition cycle.
Possible Causes
DOOR DRIVER CIRCUIT(S) SHORTED TO VOLTAGE

DOOR DRIVER CIRCUIT(S) SHORTED TO GROUND
DOOR DRIVER CIRCUITS SHORTED TOGETHER
MODE DOOR ACTUATOR
RECIRCULATION DOOR ACTUATOR
A/C HEATER CONTROL
NOTE: This DTC must be active for the result of this test to be valid. Do not perform this test if this DTC is
stored. Refer to HVAC System Test (MTC) for stored DTC test procedures.
Diagnostic Test
1. RUN THE ACTUATOR CIRCUIT TEST / DOOR CALIBRATION FUNCTION & THEN CHECK FOR
ACTUATOR CIRCUIT TEST FAULTS
diagnosing Overcurrent faults (DTC 41, 43, and 44).
two seconds.
Does the A/C status indicator display any of the following DTCs: 61, 62, 63, 64, 67, 68, 69, 71, or 72?
Yes >> As present, diagnose and repair the Actuator Circuit Test faults in the following order: DTC 72 first, then
DTC 62, then DTC 61, then DTCs 64, 68, or 71, and finally DTCs 63, 67, or 69. Refer to the Table Of
Contents in this section for a complete list of HVAC related symptoms.
No >> Go To 2
2. CHECK THE (C266) MODE DOOR DRIVER CIRCUIT FOR A SHORT TO THE (C255) LEFT BLEND DOOR
DRIVER CIRCUIT, (C55) LEFT BLEND DOOR COMMON DRIVER CIRCUIT, (C268) RECIRCULATION DOOR
DRIVER CIRCUIT, & THE (C68) RECIRCULATION DOOR COMMON DRIVER CIRCUIT
Measure the resistance between the (C266) Mode Door Driver circuit
and the (C255) Left Blend Door Driver circuit, (C55) Left Blend Door
Common Driver circuit, (C268) Recirculation Door Driver circuit, and the
(C68) Recirculation Door Common Driver circuit in the A/C Heater Con-
trol C2 harness connector.
Is the resistance below 10k ohms on any of the circuits?
Yes >> Repair all circuits with a resistance below 10k ohms for a
short to the (C266) Mode Door Driver circuit.
ING).
No >> Go To 3
3. CHECK THE (C66) MODE DOOR COMMON DRIVER CIRCUIT FOR A SHORT TO THE (C255) LEFT BLEND
DOOR DRIVER CIRCUIT, (C55) LEFT BLEND DOOR COMMON DRIVER CIRCUIT, (C268) RECIRCULATION
DOOR DRIVER CIRCUIT, & THE (C68) RECIRCULATION DOOR COMMON DRIVER CIRCUIT
Measure the resistance between the (C66) Mode Door Common Driver
circuit and the (C255) Left Blend Door Driver circuit, (C55) Left Blend
Door Common Driver circuit, (C268) Recirculation Door Driver circuit,
and the (C68) Recirculation Door Common Driver circuit in the A/C
short to the (C66) Mode Door Common Driver circuit.
ING).
No >> Go To 4
4. CHECK THE (C255) LEFT BLEND DOOR DRIVER CIRCUIT FOR A SHORT TO THE (C268)
RECIRCULATION DOOR DRIVER CIRCUIT & THE (C68) RECIRCULATION DOOR COMMON DRIVER
CIRCUIT
Measure the resistance between the (C255) Left Blend Door Driver cir-
cuit and the (C268) Recirculation Door Driver circuit and the (C68)
Recirculation Door Common Driver circuit in the A/C Heater Control C2
harness connector.
short to the (C255) Left Blend Door Driver circuit.
ING).
No >> Go To 5
5. CHECK THE (C55) LEFT BLEND DOOR COMMON DRIVER CIRCUIT FOR A SHORT TO THE (C268)
CIRCUIT
Measure the resistance between the (C55) Left Blend Door Common
Driver circuit and the (C268) Recirculation Door Driver circuit and the
short to the (C55) Left Blend Door Common Driver circuit.
ING).
No >> Go To 6
6. CHECK THE MODE DOOR ACTUATOR CIRCUIT RESISTANCE

Circuit and the (C266) Mode Door Driver circuit in the A/C Heater Con-
Yes >> Go To 7
No >> Go To 8
7. CHECK THE (C66) MODE DOOR COMMON DRIVER CIRCUIT FOR A SHORT TO THE (C266) MODE DOOR
DRIVER CIRCUIT
Disconnect the Mode Door Actuator harness connector.
Yes >> Repair the (C66) Mode Door Common Driver Circuit for a
ING).
No >> Replace the Mode Door Actuator in accordance with the
ING).
8. CHECK THE LEFT BLEND DOOR ACTUATOR CIRCUIT RESISTANCE
Driver Circuit and the (C255) Left Blend Door Driver circuit in the A/C
Yes >> Go To 9
No >> Go To 10
9. CHECK THE (C55) LEFT BLEND DOOR COMMON DRIVER CIRCUIT FOR A SHORT TO THE (C255) LEFT
BLEND DOOR DRIVER CIRCUIT
Disconnect the Left Blend Door Actuator harness connector.
Yes >> Repair the (C55) Left Blend Door Common Driver Circuit
for a short to the (C255) Left Blend Door Driver circuit.
ING).
No >> Replace the Left Blend Door Actuator in accordance with
ING).
10. CHECK THE RECIRCULATION DOOR ACTUATOR CIRCUIT RESISTANCE

Measure the resistance between the (C68) Recirculation Door Common
Driver Circuit and the (C268) Recirculation Door Driver circuit in the A/C
Yes >> Go To 11
No >> Go To 12
11. CHECK THE (C68) RECIRCULATION DOOR COMMON DRIVER CIRCUIT FOR A SHORT TO THE (C268)
RECIRCULATION DOOR DRIVER CIRCUIT
Disconnect the Recirculation Door Actuator harness connector.
Yes >> Repair the (C68) Recirculation Door Common Driver Circuit
for a short to the (C268) Recirculation Door Driver circuit.
ING).
No >> Replace the Recirculation Door Actuator in accordance with
ING).
12. VERIFY THAT THE FAULT IS STILL PRESENT
Reconnect all of the door actuator harness connectors.
two seconds.
No >> Using the wiring diagram as a guide, inspect the wiring and connectors for conditions causing an inter-
mittent short that set the original fault. Repair as necessary. Then, if present, diagnose and repair all
other DTCs. Refer to the Table of Contents in this Section for a complete list of HVAC related symp-
toms.
43–BLEND OVERCURRENT (MTC)

• When Monitored:
• Set Condition:
Possible Causes

MODE DOOR ACTUATOR
A/C HEATER CONTROL
Diagnostic Test
two seconds.
No >> Go To 2
ING).
No >> Go To 3
ING).
No >> Go To 4
CIRCUIT
harness connector.
ING).
No >> Go To 5
CIRCUIT
ING).
No >> Go To 6

Yes >> Go To 7
No >> Go To 8
DRIVER CIRCUIT
ING).
ING).
Yes >> Go To 9
No >> Go To 10
ING).
ING).

Yes >> Go To 11
No >> Go To 12
ING).
ING).
two seconds.
toms.
44–RECIRC OVERCURRENT (MTC)

• When Monitored:
• Set Condition:
Possible Causes

MODE DOOR ACTUATOR
A/C HEATER CONTROL
Diagnostic Test
two seconds.
No >> Go To 2
ING).
No >> Go To 3
ING).
No >> Go To 4
CIRCUIT
harness connector.
ING).
No >> Go To 5
CIRCUIT
ING).
No >> Go To 6

Yes >> Go To 7
No >> Go To 8
DRIVER CIRCUIT
ING).
ING).
Yes >> Go To 9
No >> Go To 10
ING).
ING).

Yes >> Go To 11
No >> Go To 12
ING).
ING).
two seconds.
toms.
45–BLEND DOOR BOUND (MTC)

Theory of Operation
Heater Control detects no commutator pulses when calibrating the left blend door, this DTC will set.
• When Monitored:
• Set Condition:
If the A/C Heater Control detects no commutator pulses when calibrating the left blend door.
Possible Causes

(C255) LEFT BLEND DOOR DRIVER CIRCUIT OPEN
(C55) LEFT BLEND DOOR COMMON DRIVER CIRCUIT OPEN
LEFT BLEND DOOR SEIZED, OBSTRUCTED
A/C HEATER CONTROL
Diagnostic Test
two seconds.
71, or 72?
No >> Go To 2

cuit and the (C55) Left Blend Door Common Driver circuit in the A/C
Yes >> Go To 3
No >> Go To 5
3. CHECK THE (C255) LEFT BLEND DOOR DRIVER CIRCUIT FOR AN OPEN
Measure the resistance of the (C255) Left Blend Door Driver circuit
between the A/C Heater Control C2 harness connector and the Left
Blend Door Actuator harness connector.
Yes >> Go To 4
No >> Repair the (C255) Left Blend Door Driver circuit for an
open.
ING).
4. CHECK THE (C55) LEFT BLEND DOOR COMMON DRIVER CIRCUIT FOR AN OPEN
Measure the resistance of the (C55) Left Blend Door Common Driver
Circuit between the A/C Heater Control C2 harness connector and the
Left Blend Door Actuator harness connector.
Yes >> Replace the Left Blend Door Actuator in accordance with
ING).
No >> Repair the (C55) Left Blend Door Common Driver circuit for
an open.
ING).
SEIZE
Inspect the actuator, linkage, and housing assembly for a condition causing the left blend door to seize.
No >> Go To 6


two seconds.
46–FRONT MODE DOOR BOUND (MTC)

Theory of Operation
Heater Control detects no commutator pulses when calibrating the mode door, this DTC will set.
• When Monitored:
• Set Condition:
If the A/C Heater Control detects no commutator pulses when calibrating the mode door.
Possible Causes

(C266) MODE DOOR DRIVER CIRCUIT OPEN
(C66) MODE DOOR COMMON DRIVER CIRCUIT OPEN
MODE DOOR SEIZED, OBSTRUCTED
MODE DOOR ACTUATOR
A/C HEATER CONTROL
Diagnostic Test
two seconds.
71, or 72?
No >> Go To 2

and the (C66) Mode Door Common Driver circuit in the A/C Heater
Control C2 harness connector.
Yes >> Go To 3
No >> Go To 5
3. CHECK THE (C266) MODE DOOR DRIVER CIRCUIT FOR AN OPEN

Measure the resistance of the (C266) Mode Door Driver circuit between
the A/C Heater Control C2 harness connector and the Mode Door
Actuator harness connector.
Yes >> Go To 4
No >> Repair the (C266) Mode Door Driver circuit for an open.
ING).
4. CHECK THE (C66) MODE DOOR COMMON DRIVER CIRCUIT FOR AN OPEN
Measure the resistance of the (C66) Mode Door Common Driver Circuit
between the A/C Heater Control C2 harness connector and the Mode
Door Actuator harness connector.
Yes >> Replace the Mode Door Actuator in accordance with the
ING).
No >> Repair the (C66) Mode Door Common Driver circuit for an
open.
ING).
5. INSPECT ACTUATOR & HOUSING ASSEMBLY FOR A CONDITION CAUSING THE MODE DOOR TO SEIZE

Inspect the actuator, linkage, and housing assembly for a condition causing the mode door to seize.
No >> Go To 6

two seconds.
47–RECIRC DOOR BOUND (MTC)

Theory of Operation
Heater Control detects no commutator pulses when calibrating the recirculation door, this DTC will set.
• When Monitored:
• Set Condition:
If the A/C Heater Control detects no commutator pulses when calibrating the recirculation door.
Possible Causes

(C268) RECIRCULATION DOOR DRIVER CIRCUIT OPEN
(C68) RECIRCULATION DOOR COMMON DRIVER CIRCUIT OPEN
RECIRCULATION DOOR SEIZED, OBSTRUCTED
A/C HEATER CONTROL
Diagnostic Test
two seconds.
71, or 72?
No >> Go To 2

Measure the resistance between the (C268) Recirculation Door Driver
circuit and the (C68) Recirculation Door Common Driver circuit in the
A/C Heater Control C2 harness connector.
Yes >> Go To 3
No >> Go To 5
3. CHECK THE (C268) RECIRCULATION DOOR DRIVER CIRCUIT FOR AN OPEN

Measure the resistance of the (C268) Recirculation Door Driver circuit
between the A/C Heater Control C2 harness connector and the Recir-
culation Door Actuator harness connector.
Yes >> Go To 4
No >> Repair the (C268) Recirculation Door Driver circuit for an
open.
ING).
4. CHECK THE (C68) RECIRCULATION DOOR COMMON DRIVER CIRCUIT FOR AN OPEN
Measure the resistance of the (C68) Recirculation Door Common Driver
Circuit between the A/C Heater Control C2 harness connector and the
Recirculation Door Actuator harness connector.
Yes >> Replace the Recirculation Door Actuator in accordance with
ING).
No >> Repair the (C68) Recirculation Door Common Driver circuit
for an open.
ING).
5. INSPECT ACTUATOR & HOUSING ASSEMBLY FOR A CONDITION CAUSING THE RECIRCULATION
DOOR TO SEIZE
Inspect the actuator, linkage, and housing assembly for a condition causing the recirculation door to seize.
No >> Go To 6
6. CHECK RECIRCULATION DOOR TRAVEL

Remove the Recirculation Door Actuator from the A/C Heater Housing Assembly.
Yes >> Replace the Recirculation Door Actuator in accordance with the Service Information. Then, Go To 7.

two seconds.
51–RECIRC DOOR RANGE TOO SMALL (MTC)
Theory of Operation
Heater Control detects too few commutator pulses when calibrating the recirculation door, this DTC will set.
• When Monitored:
• Set Condition:
If the A/C Heater Control detects too few commutator pulses when calibrating the recirculation door.
Possible Causes

RECIRCULATION DOOR BINDING, OBSTRUCTED
A/C HEATER CONTROL
Diagnostic Test
two seconds.
71, or 72?
No >> Go To 2
DOOR TO BIND
Inspect the actuator, linkage, and housing assembly for a condition causing the recirculation door to bind.
No >> Go To 3


two seconds.
52–RECIRC DOOR RANGE TOO LARGE (MTC)
Theory of Operation
Heater Control detects too many commutator pulses when calibrating the recirculation door, this DTC will set.
• When Monitored:
• Set Condition:
If the A/C Heater Control detects too many commutator pulses when calibrating the recirculation door.
Possible Causes

RECIRCULATION DOOR OR A/C HEATER HOUSING COMPONENTS WARPED, WORN, DAMAGED, BROKEN
A/C HEATER CONTROL
Diagnostic Test
two seconds.
71, or 72?
No >> Go To 2
2. CHECK FOR A BROKEN RECIRCULATION DOOR ACTUATOR

Yes >> Replace the Recirculation Door Actuator in accordance with the Service Information.
No >> Go To 3
3. CHECK THE RECIRCULATION DOOR & A/C HEATER HOUSING FOR WARPED, WORN, & DAMAGED
COMPONENTS
No >> Replace the Recirculation Door Actuator in accordance with the Service Information. Then, Go To 4.

two seconds.
53–FRONT MODE DOOR LINKAGE BROKEN (MTC)
Theory of Operation
Heater Control detects and excessive amount of commutator pulses when calibrating the mode door, this DTC will
set.
• When Monitored:
• Set Condition:
If the A/C Heater Control detects and excessive amount of commutator pulses when calibrating the mode door.
Possible Causes

MODE DOOR OR A/C HEATER HOUSING COMPONENTS DISCONNECTED, MISSING, BROKEN
MODE DOOR ACTUATOR
A/C HEATER CONTROL
Diagnostic Test
two seconds.
71, or 72?
No >> Go To 2

No >> Go To 3
3. CHECK THE MODE DOOR & A/C HEATER HOUSING FOR DISCONNECTED, MISSING, & BROKEN
COMPONENTS
Inspect for disconnected, missing, or broken door linkage. Inspect for a damaged or broken A/C Heater Housing
Assembly and a broken door. Rotate the door from stop to stop. The door should rotate approximately 240 degrees.
two seconds.
55–BLEND DOOR LINKAGE BROKEN (MTC)
Theory of Operation
Heater Control detects an excessive amount of commutator pulses when calibrating the left blend door, this DTC will
set.
• When Monitored:
• Set Condition:
If the A/C Heater Control detects an excessive amount of commutator pulses when calibrating the left blend
door.
Possible Causes

LEFT BLEND DOOR OR A/C HEATER HOUSING COMPONENTS DISCONNECTED, MISSING, BROKEN
A/C HEATER CONTROL
Diagnostic Test
two seconds.
71, or 72?
No >> Go To 2

No >> Go To 3
3. CHECK THE LEFT BLEND DOOR & A/C HEATER HOUSING FOR DISCONNECTED, MISSING, & BROKEN
COMPONENTS

two seconds.
56–RECIRC DOOR LINKAGE BROKEN (MTC)
Theory of Operation
Heater Control detects and excessive amount of commutator pulses when calibrating the recirculation door, this
DTC will set.
• When Monitored:
• Set Condition:
If the A/C Heater Control detects and excessive amount of commutator pulses when calibrating the recircula-
tion door.
Possible Causes

RECIRCULATION DOOR OR A/C HEATER HOUSING COMPONENTS DISCONNECTED, MISSING, BROKEN
A/C HEATER CONTROL
Diagnostic Test
two seconds.
71, or 72?
No >> Go To 2

No >> Go To 3
3. CHECK THE RECIRCULATION DOOR & A/C HEATER HOUSING FOR DISCONNECTED, MISSING, &
BROKEN COMPONENTS
two seconds.
61–COMMON DOOR DRIVER CIRCUIT SHORTED TO GROUND (MTC)

Theory of Operation
NOTE: This DTC will display as active if the ignition is not cycled after running the Actuator Circuit Test /
Door Calibration Function. Otherwise, it will display as stored until cleared.
By running the Actuator Circuit Test / Door Calibration Function, the A/C Heater Control can identify up to
three door driver circuits shorted simultaneously. A DTC 72 will set if more than three door driver circuits
are shorted in the same direction (e.g. four door driver circuits all shorted to ground) or if two or more door
driver circuits are shorted with at least one door driver circuit shorted to ignition and one door driver circuit
shorted to ground. To ensure a proper diagnosis, diagnose and repair Actuator Circuit Test faults in the
following order: If present, diagnose and repair DTC 72 first, then DTC 62, then DTC 61, then DTCs 64, 68,
or 71, and finally DTCs 63, 67, or 69. In addition, always test the door driver circuits after each repair by
clearing DTCs, and then running the Actuator Circuit Test / Door Calibration Function, and then checking for
DTCs.
• When Monitored:
When running the Actuator Circuit Test / Door Calibration Function.
• Set Condition:
If the A/C Heater Control detects a short to ground on the (C66) Mode Door Common Driver circuit / (C55) Left
Blend Door Common Driver circuit / (C68) Recirculation Door Common Driver circuit.
Possible Causes
(C66) MODE DOOR COMMON DRIVER CIRCUIT / (C55) LEFT BLEND DOOR COMMON DRIVER CIRCUIT /
(C68) RECIRCULATION DOOR COMMON DRIVER CIRCUIT SHORTED TO GROUND
(C68) RECIRCULATION DOOR COMMON DRIVER CIRCUIT SHORTED TO OTHER DOOR DRIVER
CIRCUIT(S)
MODE DOOR ACTUATOR
A/C HEATER CONTROL
Diagnostic Test
1. CHECK THE (C66) MODE DOOR COMMON DRIVER CIRCUIT, THE (C55) LEFT BLEND DOOR COMMON
DRIVER CIRCUIT, & THE (C68) RECIRCULATION DOOR COMMON DRIVER CIRCUIT FOR A SHORT TO
GROUND
Measure the resistance of the (C66) Mode Door Common Driver Circuit,
the (C55) Left Blend Door Common Driver circuit, and the (C68) Recir-
culation Door Common Driver circuit between ground and the A/C
short to ground.
ING).
No >> Go To 2
ING).
No >> Go To 3
3. CHECK THE (C55) LEFT BLEND DOOR COMMON DRIVER CIRCUIT FOR A SHORT TO THE (C266) MODE
DOOR DRIVER CIRCUIT, (C268) RECIRCULATION DOOR DRIVER CIRCUIT, & THE (C68)
RECIRCULATION DOOR COMMON DRIVER CIRCUIT
Driver circuit and the (C266) Mode Door Driver circuit, (C268) Recircu-
lation Door Driver circuit, and the (C68) Recirculation Door Common
Driver circuit in the A/C Heater Control C2 harness connector.
ING).
No >> Go To 4
MODE DOOR DRIVER CIRCUIT & THE (C255) LEFT BLEND DOOR DRIVER CIRCUIT
Driver circuit and the (C266) Mode Door Driver circuit and the (C255)
Left Blend Door Driver circuit in the A/C Heater Control C2 harness con-
nector.
short to the (C68) Recirculation Door Common Driver cir-
cuit.
ING).
No >> Go To 5

Yes >> Go To 6
No >> Go To 7
DRIVER CIRCUIT
ING).
ING).

Yes >> Go To 8
No >> Go To 9
ING).
ING).

Yes >> Go To 10
No >> Go To 11
ING).
ING).

two seconds.
toms.
62–COMMON DOOR DRIVER CIRCUIT SHORTED TO IGNITION (MTC)

Theory of Operation
DTCs.
• When Monitored:
• Set Condition:
If the A/C Heater Control detects a short to voltage on the (C66) Mode Door Common Driver circuit / (C55)
Left Blend Door Common Driver circuit / (C68) Recirculation Door Common Driver circuit.
Possible Causes
(C68) RECIRCULATION DOOR COMMON DRIVER CIRCUIT SHORTED TO VOLTAGE
A/C HEATER CONTROL
Diagnostic Test
1. CHECK THE (C66) MODE DOOR COMMON DRIVER CIRCUIT, THE (C55) LEFT BLEND DOOR COMMON
DRIVER CIRCUIT, & THE (C68) RECIRCULATION DOOR COMMON DRIVER CIRCUIT FOR A SHORT TO
VOLTAGE
Measure the voltage of the (C66) Mode Door Common Driver circuit,
(C55) Left Blend Door Common Driver circuit, and the (C68) Recircula-
tion Door Common Driver circuit.
Is the voltage above 0.2 volts on any of the circuits?
Yes >> Repair all circuits with a voltage above 0.2 volts for a short
to voltage.
ING).
No >> Go To 2

two seconds.
toms.
63–FRONT MODE DOOR DRIVER CIRCUIT SHORTED TO GROUND (MTC)

Theory of Operation
DTCs.
• When Monitored:
• Set Condition:
If the A/C Heater Control detects a short to ground on the (C266) Mode Door Driver circuit.
Possible Causes
(C266) FRONT MODE DOOR DRIVER CIRCUIT SHORTED TO GROUND

(C266) FRONT MODE DOOR DRIVER CIRCUIT SHORTED TO (C66) FRONT MODE DOOR COMMON DRIVER
CIRCUIT
FRONT MODE DOOR ACTUATOR
A/C HEATER CONTROL
Diagnostic Test
1. CHECK THE (C266) MODE DOOR DRIVER CIRCUIT FOR A SHORT TO GROUND
ground and the A/C Heater Control C2 harness connector.
Yes >> Repair the (C266) Mode Door Driver circuit for a short to
ground.
ING).
No >> Go To 2
Yes >> Go To 3
No >> Go To 4
3. CHECK THE (C266) MODE DOOR DRIVER CIRCUIT FOR A SHORT TO THE (C66) MODE DOOR COMMON
DRIVER CIRCUIT
and the (C66) Mode Door Common Driver Circuit in the A/C Heater
the (C66) Mode Door Common Driver circuit.
ING).
ING).

two seconds.
toms.
64–FRONT MODE DOOR DRIVER CIRCUIT SHORTED TO IGNITION (MTC)

Theory of Operation
DTCs.
• When Monitored:
• Set Condition:
If the A/C Heater Control detects a short to voltage on the (C266) Mode Door Driver circuit.
Possible Causes
(C266) MODE DOOR DRIVER CIRCUIT SHORTED TO VOLTAGE
A/C HEATER CONTROL
Diagnostic Test
1. CHECK THE (C266) MODE DOOR DRIVER CIRCUIT FOR A SHORT TO VOLTAGE
Measure the voltage of the (C266) Mode Door Driver circuit.
voltage.
ING).
No >> Go To 2
two seconds.
toms.
67–BLEND DOOR DRIVER CIRCUIT SHORTED TO GROUND (MTC)

Theory of Operation
DTCs.
• When Monitored:
• Set Condition:
If the A/C Heater Control detects a short to ground on the (C255) Left Blend Door Driver circuit.
Possible Causes
(C255) LEFT BLEND DOOR DRIVER CIRCUIT SHORTED TO GROUND

(C255) LEFT BLEND DOOR DRIVER CIRCUIT SHORTED TO (C55) LEFT BLEND DOOR COMMON DRIVER
CIRCUIT
A/C HEATER CONTROL
Diagnostic Test
1. CHECK THE (C255) LEFT BLEND DOOR DRIVER CIRCUIT FOR A SHORT TO GROUND
between ground and the A/C Heater Control C2 harness connector.
Yes >> Repair the (C255) Left Blend Door Driver circuit for a short
to ground.
ING).
No >> Go To 2

Yes >> Go To 3
No >> Go To 4
3. CHECK THE (C255) LEFT BLEND DOOR DRIVER CIRCUIT FOR A SHORT TO THE (C55) LEFT BLEND
DOOR COMMON DRIVER CIRCUIT
cuit and the (C55) Left Blend Door Common Driver Circuit in the A/C
to the (C55) Left Blend Door Common Driver circuit.
ING).
ING).
two seconds.
toms.
68–BLEND DOOR DRIVER CIRCUIT SHORTED TO IGNITION (MTC)

Theory of Operation
DTCs.
• When Monitored:
• Set Condition:
If the A/C Heater Control detects a short to voltage on the (C255) Left Blend Door Driver circuit.
Possible Causes
(C255) LEFT BLEND DOOR DRIVER CIRCUIT SHORTED TO VOLTAGE
A/C HEATER CONTROL
Diagnostic Test
1. CHECK THE (C255) LEFT BLEND DOOR DRIVER CIRCUIT FOR A SHORT TO VOLTAGE
Measure the voltage of the (C255) Left Blend Door Driver circuit.
to voltage.
ING).
No >> Go To 2

two seconds.
toms.
69–RECIRC DOOR DRIVER CIRCUIT SHORTED TO GROUND (MTC)

Theory of Operation
DTCs.
• When Monitored:
• Set Condition:
If the A/C Heater Control detects a short to ground on the (C268) Recirculation Door Driver circuit.
Possible Causes
(C268) RECIRCULATION DOOR DRIVER CIRCUIT SHORTED TO GROUND

(C268) RECIRCULATION DOOR DRIVER CIRCUIT SHORTED TO (C68) RECIRCULATION DOOR COMMON
DRIVER CIRCUIT
A/C HEATER CONTROL
Diagnostic Test
1. CHECK THE (C268) RECIRCULATION DOOR DRIVER CIRCUIT FOR A SHORT TO GROUND
Yes >> Repair the (C268) Recirculation Door Driver circuit for a
short to ground.
ING).
No >> Go To 2
Yes >> Go To 3
No >> Go To 4
3. CHECK THE (C268) RECIRCULATION DOOR DRIVER CIRCUIT FOR A SHORT TO THE (C68)
circuit and the (C68) Recirculation Door Common Driver Circuit in the
cuit.
ING).
ING).

two seconds.
toms.
71–RECIRC DOOR DRIVER CIRCUIT SHORTED TO IGNITION (MTC)

Theory of Operation
DTCs.
• When Monitored:
• Set Condition:
If the A/C Heater Control detects a short to voltage on the (C268) Recirculation Door Driver circuit.
Possible Causes
(C268) RECIRCULATION DOOR DRIVER CIRCUIT SHORTED TO VOLTAGE
A/C HEATER CONTROL
Diagnostic Test
1. CHECK THE (C268) RECIRCULATION DOOR DRIVER CIRCUIT FOR A SHORT TO VOLTAGE
Measure the voltage of the (C268) Recirculation Door Driver circuit.
short to voltage.
ING).
No >> Go To 2
two seconds.
toms.
72–SHORT TOO COMPLEX (MTC)

Theory of Operation
DTCs.
• When Monitored:
• Set Condition:
If the A/C Heater Control detects more than three door driver circuits shorted in the same direction (e.g. four
door driver circuits all shorted to ground) or if two or more door driver circuits are shorted with at least one
door driver circuit shorted to voltage and one door driver circuit shorted to ground.
Possible Causes
MORE THAN THREE DOOR DRIVER CIRCUITS SHORTED TO VOLTAGE

MORE THAN THREE DOOR DRIVER CIRCUITS SHORTED TO GROUND
TWO OR MORE DOOR DRIVER CIRCUITS SHORTED WITH AT LEAST ONE SHORTED TO IGNITION AND
ONE SHORTED TO GROUND
MODE DOOR ACTUATOR
A/C HEATER CONTROL
Diagnostic Test
1. CHECK THE (C266) MODE DOOR DRIVER CIRCUIT, (C66) MODE DOOR COMMON DRIVER CIRCUIT,
(C255) LEFT BLEND DOOR DRIVER CIRCUIT, (C55) LEFT BLEND DOOR COMMON DRIVER CIRCUIT,
(C268) RECIRCULATION DOOR DRIVER CIRCUIT, & (C68) RECIRCULATION DOOR COMMON DRIVER
CIRCUIT FOR A SHORT TO VOLTAGE
Measure the voltage of the (C266) Mode Door Driver circuit, (C66)
Mode Door Common Driver circuit, (C255) Left Blend Door Driver cir-
cuit, (C55) Left Blend Door Common Driver circuit, (C268) Recirculation
Door Driver circuit, and the (C68) Recirculation Door Common Driver
circuit.
Yes >> Repair all circuits with voltage above 0.2 volts for a short to
voltage.
ING).
No >> Go To 2
2. CHECK THE (C266) MODE DOOR DRIVER CIRCUIT, (C66) MODE DOOR COMMON DRIVER CIRCUIT,
(C255) LEFT BLEND DOOR DRIVER CIRCUIT, (C55) LEFT BLEND DOOR COMMON DRIVER CIRCUIT,
(C268) RECIRCULATION DOOR DRIVER CIRCUIT, & (C68) RECIRCULATION DOOR COMMON DRIVER
CIRCUIT FOR A SHORT TO GROUND
Measure the resistance of the (C266) Mode Door Driver circuit, (C66)
Mode Door Common Driver circuit, (C255) Left Blend Door Driver cir-
cuit, (C55) Left Blend Door Common Driver circuit, (C268) Recirculation
Door Driver circuit, and the (C68) Recirculation Door Common Driver
circuit between ground and the A/C Heater Control C2 harness connec-
tor.
short to ground.
ING).
No >> Go To 3
ING).
No >> Go To 4
ING).
No >> Go To 5
CIRCUIT
harness connector.
ING).
No >> Go To 6
CIRCUIT
ING).
No >> Go To 7

Yes >> Go To 8
No >> Go To 9
DRIVER CIRCUIT
ING).
ING).

Yes >> Go To 10
No >> Go To 11
LEFT BLEND DOOR DRIVER CIRCUIT
ING).
ING).

Yes >> Go To 12
No >> Go To 13
ING).
ING).

two seconds.
toms.
73–AC REQUEST OUTPUT SIGNAL TOO HIGH (MTC)

• When Monitored:
• Set Condition:
If the A/C Heater Control detects voltage above 4.49 volts on the (C105) HVAC MUX Control circuit.
Possible Causes
(C105) HVAC MUX CONTROL CIRCUIT SHORTED TO VOLTAGE

INSTRUMENT CLUSTER (CCN)
A/C HEATER CONTROL
Diagnostic Test
1. CHECK (C105) HVAC MUX CONTROL CIRCUIT VOLTAGE AT A/C HEATER CONTROL C1 HARNESS
CONNECTOR
Measure the voltage of the (C105) HVAC MUX Control circuit.
Yes >> Go To 2
vice Information.
ING).
2. CHECK (C105) HVAC MUX CONTROL CIRCUIT FOR A SHORT TO VOLTAGE

Disconnect the Instrument Cluster C2 harness connector.
Yes >> Repair the (C105) HVAC MUX Control circuit for a short to
voltage.
ING).
No >> Replace the Instrument Cluster (CCN) in accordance with
ING).
74–AC REQUEST OUTPUT SIGNAL TOO LOW (MTC)

• When Monitored:
• Set Condition:
If the A/C Heater Control detects voltage below 1.51 volts on the (C105) HVAC MUX Control circuit.
Possible Causes
(C105) HVAC MUX CONTROL CIRCUIT SHORTED TO GROUND

(C105) HVAC MUX CONTROL CIRCUIT OPEN
A/C HEATER CONTROL
Diagnostic Test
CONNECTOR
Is the voltage below 4.8 volts?
Yes >> Go To 2
vice Information.
ING).
2. CHECK (C105) HVAC MUX CONTROL CIRCUIT FOR A SHORT TO GROUND

Measure the resistance of the (C105) HVAC MUX Control circuit
ground.
ING).
No >> Go To 3
3. CHECK (C105) HVAC MUX CONTROL CIRCUIT FOR AN OPEN
between the A/C Heater Control C1 harness connector and the Instru-
ment Cluster C2 harness connector.
Yes >> Replace the Instrument Cluster (CCN) in accordance with
ING).
No >> Repair the (C105) HVAC MUX Control circuit for an open.
ING).
75–AC REQUEST OUTPUT SIGNAL HIGH WHEN DRIVEN LOW (MTC)

• When Monitored:
• Set Condition:
If the A/C Heater Control detects voltage above 4.49 volts on the (C105) HVAC MUX Control circuit with the
A/C switched on.
Refer to 73–AC REQUEST OUTPUT SIGNAL TOO HIGH for the diagnostic test procedure.
76–AC REQUEST OUTPUT SIGNAL LOW WHEN DRIVEN HIGH (MTC)

• When Monitored:
• Set Condition:
If the A/C Heater Control detects voltage below 1.51 volts on the (C105) HVAC MUX Control circuit when the
A/C is switched off.
Refer to 74–AC REQUEST OUTPUT SIGNAL TOO LOW for the diagnostic test procedure.
77–EBL OUTPUT SHORTED HIGH

• When Monitored:
With the ignition on and the EBL mode switch on.
• Set Condition:
If the A/C Heater Control senses excessive current on the (C115) Defogger Relay Control circuit.
Possible Causes
(C115) DEFOGGER RELAY CONTROL CIRCUIT SHORTED TO BATTERY

EBL RELAY SHORTED
A/C HEATER CONTROL
Diagnostic Test
1. CHECK FOR A SHORTED EBL RELAY

Install a known good relay in place of the EBL relay.
• Press the A/C mode switch down, turn the blower control to off,
wait until both LEDs illuminate (approximately 5 seconds) and then
release the A/C mode switch.
• When the A/C status indicator begins displaying DTCs, set the
Mode switch to the floor position, simultaneously press the A/C
mode switch and the EBL mode switch down until both LEDs start
flashing (approximately 5 seconds) and then release the mode
switches. Stored DTCs will clear from memory in approximately
two seconds.
Press the EBL mode switch on.
Yes >> Go To 2
No >> Replace the original EBL Relay in accordance with the Service Information.
2. CHECK THE (C115) DEFOGGER RELAY CONTROL CIRCUIT FOR A SHORT TO BATTERY
Remove the replacement EBL relay.
Measure the voltage of the (C115) Defogger Relay Control circuit.
Yes >> Repair the (C115) Defogger Relay Control circuit for a short
to battery. Reinstall the original EBL relay.
ING).
vice Information. Reinstall the original EBL relay.
ING).
81–BLOWER NOT ON HIGH AT START OF COOLDOWN TEST (MTC)

• When Monitored:
When executing the Cooldown Test.
• Set Condition:
If the A/C Heater Control sensed that the blower was not operating at high speed when executing the
Cooldown Test.
Possible Causes
BLOWER CONTROL NOT SET TO HIGH SPEED WHEN EXECUTING THE COOLDOWN TEST
BLOWER MOTOR / RELATED CIRCUITS
A/C HEATER CONTROL
Diagnostic Test
1. CHECK THE BLOWER SPEED SETTING
Was the blower control set to high speed before executing the Cooldown Test?
Yes >> Go To 2
No >> Start the engine, set the blower control to high speed, and then run the Cooldown Test again.
GROUND CIRCUIT
harness connector.
short to the (Z908) Ground circuit. Run the Cooldown Test
again after the repair is complete.
ING).
No >> Go To 3
GROUND CIRCUIT
harness connector.
ING).
No >> Go To 4

Yes >> Check the blower motor and related circuits for the cause of
blower operation problems and repair as necessary. Run
the Cooldown Test again after the repair is complete.
ING).
No >> Go To 5
short to ground. Run the Cooldown Test again after the
repair is complete.
ING).
No >> Go To 6

vice Information. Run the Cooldown Test again after the
repair is complete.
ING)
an open. Run the Cooldown Test again after the repair is
complete.
ING).
82–SENSOR TOO COLD TO START COOLDOWN TEST (MTC)

• When Monitored:
• Set Condition:
If the A/C Heater Control senses that the evaporator temperature is below 18.3°C (65°F) when executing the
Cooldown Test.
Possible Causes
FAULTS PRESENT IN THE HVAC SYSTEM

EVAPORATOR TEMPERATURE BELOW 18.3°C (65°F) AT START OF COOLDOWN TEST
HIGH RESISTANCE ON (C121) SENSOR GROUND CIRCUIT
HIGH RESISTANCE ON (C21) EVAPORATOR TEMPERATURE SENSOR SIGNAL CIRCUIT
A/C HEATER CONTROL
Diagnostic Test
1. CHECK FOR ACTIVE DTC 31, 32, 83, OR 84 IN THE A/C HEATER CONTROL
Does the A/C status indicator display DTC 31, 32, 83, or 84?
Yes >> Diagnose and repair the DTC(s). Refer to the Table of Contents in this section for a complete list of
HVAC related symptoms. Run the Cooldown Test again after the repair is complete.
No >> Go To 2
2. ERASE DTCs IN THE A/C HEATER CONTROL

two seconds.
>> Go To 3
3. VERIFY IF DTC 82 SET DUE TO EVAPORATOR TEMPERATURE BEING BELOW 18.3°C (65°F)
CAUTION: The work area ambient temperature and the evaporator temperature must be above 18.3°C (65°F)
in order to test A/C system performance.
Start the engine.
Set the Mode switch to the panel position.
Press the A/C mode switch off (status indicator not illuminated/compressor not running).
Turn the blower control to high speed. Allow the blower to run for 5 minutes before proceeding.
Turn the blower control off.
Actuate the Cooldown Test by performing the following:
• Press and hold the A/C mode switch down and then turn the blower motor control to high speed. Continue to
hold the A/C mode switch down until the A/C status indicator begins flashing, Then, release the mode switch.
While the test is running, the A/C status indicator will flash once per second. If the test passes, the A/C status
indicator will stop flashing. If the test fails, the A/C and EBL status indicators will flash alternately. Allow the test
to run to completion before proceeding.
>> Go To 4
4. CHECK FOR DTCS IN THE A/C HEATER CONTROL

Yes, & No Other DTCs Present
Go To 5
Yes, & Other DTCs Present
Diagnose and repair the other DTC(s). Refer to the Table of Contents in this section for a complete list
of HVAC related symptoms. Run the Cooldown Test again after the repair is complete.
No, But Other DTCs Present
Diagnose and repair the DTC(s). Refer to the Table of Contents in this section for a complete list of
No, & No Other DTCs Present
Perform additional testing as necessary.
5. CHECK THE (C121) SENSOR GROUND CIRCUIT FOR HIGH RESISTANCE

NOTE: Ensure that the voltmeter leads are connected for positive
polarity and that they meet the terminals in the connector. Also
ensure that there is a good terminal to wire connection.
Back probe the (C121) Sensor Ground circuit between the Evaporator
Temperature Sensor harness connector and the A/C Heater Control C2
harness connector.
Yes >> Go To 6
No >> Repair the (C121) Sensor Ground circuit for high resistance.
ING).
6. CHECK THE (C21) EVAPORATOR TEMPERATURE SENSOR SIGNAL CIRCUIT FOR HIGH RESISTANCE
NOTE: Ensure that the voltmeter leads are connected for positive
polarity and that they meet the terminals in the connector. Also
ensure that there is a good terminal to wire connection.
Back probe the (C21) Evaporator Temperature Sensor Signal circuit
between the Evaporator Temperature Sensor harness connector and
the A/C Heater Control C2 harness connector.
repair is complete.
ING).
No >> Repair the (C21) Evaporator Temperature Sensor Signal cir-
cuit for high resistance. Run the Cooldown Test again after
the repair is complete.
83–SENSOR FAILED OPEN DURING COOLDOWN TEST (MTC)
• When Monitored:
• Set Condition:
If the Evaporator Temperature Sensor input is out of range toward the high voltage threshold when executing
the Cooldown Test.
Refer to 31–EVAPORATOR SENSOR OPEN for the diagnostic test procedure.
84–SENSOR FAILED SHORTED DURING COOLDOWN TEST (MTC)

• When Monitored:
• Set Condition:
If the Evaporator Temperature Sensor input is out of range toward the low voltage threshold when executing
the Cooldown Test.
Refer to 32–EVAPORATOR SENSOR SHORTED for the diagnostic test procedure.
85–BLOWER NOT ON HIGH DURING COOLDOWN TEST (MTC)

• When Monitored:
• Set Condition:
If the A/C Heater Control sensed that the blower was not operating at high speed while the Cooldown Test was
running.
Possible Causes
BLOWER CONTROL DID NOT REMAIN ON THE HIGH SPEED SETTING DURING THE ENTIRE COOLDOWN
TEST
BLOWER MOTOR / RELATED CIRCUITS
A/C HEATER CONTROL
Diagnostic Test
1. CHECK THE BLOWER SPEED SETTING

Was the blower control set to high speed for the entire Cooldown Test?
Yes >> Go To 2
No >> Start the engine, set the blower control to high speed, and then run the Cooldown Test again.
GROUND CIRCUIT
harness connector.
ING).
No >> Go To 3
GROUND CIRCUIT
harness connector.
ING).
No >> Go To 4

Yes >> Check the blower motor and related circuits for the cause of
blower operation problems and repair as necessary. Run
the Cooldown Test again after the repair is complete.
ING).
No >> Go To 5
short to ground. Run the Cooldown Test again after the
repair is complete.
ING).
No >> Go To 6
repair is complete.
ING)
an open. Run the Cooldown Test again after the repair is
complete.
ING).
B10AC–RIGHT BLEND DOOR CONTROL CIRCUIT OPEN (ATC)

• When Monitored:
• Set Condition:
If the (C252) Right Blend Door Driver circuit or the (C52) Right Blend Door Common Driver circuit is open.
Possible Causes
(C252) RIGHT BLEND DOOR DRIVER CIRCUIT OPEN

(C52) RIGHT BLEND DOOR COMMON DRIVER CIRCUIT OPEN
RIGHT BLEND DOOR ACTUATOR
A/C HEATER CONTROL
Diagnostic Test
1. CHECK FOR ACTIVE CONTROL CIRCUIT/PERFORMANCE DTCs

With the scan tool, read active HVAC DTCs.
Does the scan tool display any active: XXXX CONTROL CIRCUIT/PERFORMANCE DTCs?
Yes >> Diagnose and repair the DTC(s). Refer to the Table of Contents in this Section for a complete list of all
HVAC related symptoms.
No >> Go To 2
2. CHECK THE RIGHT BLEND DOOR ACTUATOR CIRCUIT RESISTANCE

Measure the resistance between the (C252) Right Blend Door Driver
circuit and the (C52) Right Blend Door Common Driver circuit in the
Yes >> Go To 3
vice Information.
ING).
3. CHECK THE (C252) RIGHT BLEND DOOR DRIVER CIRCUIT FOR AN OPEN
Disconnect the Right Blend Door Actuator harness connector.
Measure the resistance of the (C252) Right Blend Door Driver circuit
between the Right Blend Door Actuator harness connector and the A/C
Yes >> Go To 4
No >> Repair the (C252) Right Blend Door Driver circuit for an
open.
ING).
4. CHECK THE (C52) RIGHT BLEND DOOR COMMON DRIVER CIRCUIT FOR AN OPEN
Measure the resistance of the (C52) Right Blend Door Common Driver
circuit between the Right Blend Door Actuator harness connector and
Yes >> Replace the Right Blend Door Actuator in accordance with
ING).
No >> Repair the (C52) Right Blend Door Common Driver circuit
for an open.
ING).
B10AD–RIGHT BLEND DOOR TRAVEL TOO SMALL (ATC)
Theory of Operation
The A/C Heater Control calibrates each actuator individually. Automatic calibration occurs upon power up after
installing a new A/C Heater Control. Manual calibration occurs by sending a command with the scan tool. The pur-
pose of actuator calibration is to determine the total span of door travel between physical stops. To calibrate the
actuator, the A/C Heater Control first moves the door to its soft stop, and then counts the number of pulses it takes
to move the door to its other stop. An expected range of span is stored in the control’s memory. If the measured
calibration value is less than the expected range for this actuator, this DTC will set. Note that the control clears all
stored calibration faults at the beginning of the calibration procedure.
• When Monitored:
• Set Condition:
If the total span of the Right Blend Door is less than the low range limit.
Possible Causes
DOOR DRIVER ELECTRICAL CIRCUIT(S)

RIGHT BLEND DOOR SEIZED, BINDING, OBSTRUCTED
A/C HEATER CONTROL
Diagnostic Test
1. CHECK FOR ACTIVE CONTROL CIRCUIT/PERFORMANCE & CONTROL CIRCUIT OPEN DTCs
Does the scan tool display any active: XXXX CONTROL CIRCUIT/PERFORMANCE or XXXX CONTROL
CIRCUIT OPEN DTCs?
Yes >> Diagnose and repair the DTC(s). If present, diagnose and repair all Control Circuit/Performance DTCs
before diagnosing Control Circuit Open DTCs. Refer to the Table of Contents in this Section for a com-
plete list of all HVAC related symptoms.
No >> Go To 2
2. INSPECT ACTUATOR & HOUSING ASSEMBLY FOR A CONDITION CAUSING THE RIGHT BLEND DOOR
TO SEIZE OR BIND
Inspect the actuator, linkage, and housing assembly for a condition causing the right blend door to seize or bind.
No >> Go To 3
3. CHECK RIGHT BLEND DOOR TRAVEL

Remove the Right Blend Door Actuator from the A/C Heater Housing Assembly.
Yes >> Replace the Right Blend Door Actuator in accordance with the Service Information. Then, Go To 4.
4. RUN THE ACTUATOR CALIBRATION TEST

With the scan tool, select System Tests and then select Actuator Calibration Test. When the test is complete, select
View DTCs.
Does the scan tool display: B10AD–RIGHT BLEND DOOR TRAVEL RANGE TOO SMALL?
B10AE–RIGHT BLEND DOOR TRAVEL TOO LARGE (ATC)
Theory of Operation
calibration value exceeds the expected range for this actuator, this DTC will set. Note that the control clears all
• When Monitored:
• Set Condition:
If the total span of the Right Blend Door exceeds the high range limit.
Possible Causes

RIGHT BLEND DOOR OR A/C HEATER HOUSING COMPONENTS WARPED, WORN, DAMAGED, MISSING,
BROKEN
A/C HEATER CONTROL
Diagnostic Test
CIRCUIT OPEN DTCs?
No >> Go To 2
2. CHECK FOR A BROKEN RIGHT BLEND DOOR ACTUATOR

Remove the Right Blend Door Actuator from the A/C Heater Housing Assembly.
Yes >> Replace the Right Blend Door Actuator in accordance with the Service Information.
No >> Go To 3
3. CHECK THE RIGHT BLEND DOOR & A/C HEATER HOUSING FOR WARPED, WORN, DAMAGED,
MISSING, & BROKEN COMPONENTS
Inspect for excessively worn, disconnected, missing, or broken door linkage. Inspect for a damaged or broken A/C
Heater Housing Assembly. Inspect for a warped or broken door, and missing door seals. Rotate the door from stop
to stop. The door should rotate approximately 190 degrees.
No >> Replace the Right Blend Door Actuator in accordance with the Service Information. Then, Go To 4.
4. RUN THE ACTUATOR THE CALIBRATION TEST

View DTCs.
Does the scan tool display: B10AE–RIGHT BLEND DOOR TRAVEL RANGE TOO LARGE?
B10AF–RIGHT BLEND DOOR ACTUATOR PERFORMANCE (ATC)
Theory of Operation
The A/C Heater Control monitors the door driver circuits during actuator operation for conditions that prevent proper
door operation. If a pulse count error is detected the A/C Heater Control reports the fault as a Actuator Performance
DTC. It is important to note that this DTC only indicates that a fault occurred while driving a door actuator and that
additional testing is necessary to provide more details about the reported fault.
• When Monitored:
• Set Condition:
If the A/C Heater Control detects a pulse count error while attempting to drive this door actuator.
Possible Causes
DOOR DRIVER CIRCUIT(S) SHORTED HIGH, SHORTED LOW, SHORTED TOGETHER, OPEN
DOOR ACTUATOR(S) BINDING, BROKEN
DOOR ACTUATOR(S) LINKAGE BINDING, DISCONNECTED, MISSING, BROKEN
A/C HEATER CONTROL
Diagnostic Test
CIRCUIT OPEN DTCs?
No >> Go To 2
2. RUN ACTUATOR CALIBRATION TEST

View DTCs.
Does the scan tool display any DTCs?
No >> Go To 3
3. CHECK MODE, BLEND & RECIRCULATION DOOR OPERATION

Start the engine.
Set the blower to high speed.
Verify that air flows from the correct vents while setting the Mode control to the Panel position, the Bilvel position,
the Floor/Defrost position, and the Defrost position. Then, repeat in the opposite direction.
Set the Mode control to the Panel position.
Set the Driver Blend control to the full cold position.
Set the Passenger Blend control the full cold position.
Verify that the airflow air temperature changes while setting the Driver Blend control to the full hot position. Then,
repeat in the opposite direction.
Verify that the airflow air temperature changes while setting the Passenger Blend control to the full hot position.
Then, repeat in the opposite direction.
Set the Mode control to any position between Floor and Panel.
Press the Recirc function on. Verify that the sound of the airflow gets louder as the recirculation door opens to bring
in recirculated air.
Press the Recirc function off. Verify that the sound of the airflow gets softer as the recirculation door closes to bring
in fresh air.
Does each door operate properly?
Yes >> The condition causing the fault has cleared at this time.
No >> Remove the door actuator of the affected door from the A/C Heater Housing Assembly. By hand,
attempt to rotate the actuator in both directions. Inspect the A/C Heater Housing for damage, for dis-
connected, missing, or broken linkage, and for broken or binding doors. Repair as necessary in accor-
dance with the Service Information.
B10A2–LEFT BLEND DOOR CONTROL CIRCUIT/PERFORMANCE (ATC)

Theory of Operation
The A/C Heater Control monitors the door driver circuits during actuator operation for shorts to ground, shorts to
battery, and shorts to other door driver circuits. If detected, the A/C Heater Control reports these types of faults as
Control Circuit/Performance DTCs.
• When Monitored:
• Set Condition:
to drive this door actuator.
Possible Causes

DOOR ACTUATOR(S)
A/C HEATER CONTROL
is stored. Refer to HVAC System Test (ATC) for stored DTC test procedures.
Diagnostic Test
1. CHECK THE DOOR DRIVER CIRCUITS FOR A SHORT TO VOLTAGE

Measure the voltage of the (C266) Mode Door Driver circuit, the (C66)
Mode Door Common Driver circuit, the (C255) Left Blend Door Driver
circuit, the (C55) Left Blend Door Common Driver circuit, the (C252)
Right Blend Door Driver circuit, the (C52) Right Blend Door Common
Driver circuit, the (C268) Recirculation Door Driver circuit, and the (C68)
Recirculation Door Common Driver circuit.
voltage.
ING).
No >> Go To 2
2. CHECK THE DOOR DRIVER CIRCUITS FOR A SHORT TO GROUND
Measure the resistance of the (C266) Mode Door Driver circuit, the
(C66) Mode Door Common Driver circuit, the (C255) Left Blend Door
Driver circuit, the (C55) Left Blend Door Common Driver circuit, the
(C252) Right Blend Door Driver circuit, the (C52) Right Blend Door
Common Driver circuit, the (C268) Recirculation Door Driver circuit, and
the (C68) Recirculation Door Common Driver circuit between ground
and the A/C Heater Control C2 harness connector.
short to ground.
ING).
No >> Go To 3
DRIVER CIRCUIT, THE (C55) LEFT BLEND DOOR COMMON DRIVER CIRCUIT, THE (C252) RIGHT BLEND
DOOR DRIVER CIRCUIT, THE (C52) RIGHT BLEND DOOR COMMON DRIVER CIRCUIT, THE (C268)
RECIRCULATION DOOR DRIVER CIRCUIT, & THE (C68) RECIRCULATION DOOR COMMON DRIVER
CIRCUIT
and the (C255) Left Blend Door Driver circuit, the (C55) Left Blend
Door Common Driver circuit, the (C252) Right Blend Door Driver circuit,
the (C52) Right Blend Door Common Driver circuit, the (C268) Recir-
culation Door Driver circuit, and the (C68) Recirculation Door Common
Driver circuit.
ING).
No >> Go To 4
DOOR DRIVER CIRCUIT, THE (C55) LEFT BLEND DOOR COMMON DRIVER CIRCUIT, THE (C252) RIGHT
BLEND DOOR DRIVER CIRCUIT, THE (C52) RIGHT BLEND DOOR COMMON DRIVER CIRCUIT, THE
(C268) RECIRCULATION DOOR DRIVER CIRCUIT, & THE (C68) RECIRCULATION DOOR COMMON
DRIVER CIRCUIT
circuit and the (C255) Left Blend Door Driver circuit, the (C55) Left
Blend Door Common Driver circuit, the (C252) Right Blend Door Driver
circuit, the (C52) Right Blend Door Common Driver circuit, the (C268)
Recirculation Door Driver circuit, and the (C68) Recirculation Door
Common Driver circuit.
ING).
No >> Go To 5
5. CHECK THE (C255) LEFT BLEND DOOR DRIVER CIRCUIT FOR A SHORT TO THE (C252) RIGHT BLEND
CIRCUIT
cuit and the (C252) Right Blend Door Driver circuit, the (C52) Right
Blend Door Common Driver circuit, the (C268) Recirculation Door Driver
circuit, and the (C68) Recirculation Door Common Driver circuit.
short to (C255) Left Blend Door Driver circuit.
ING).
No >> Go To 6
RIGHT BLEND DOOR DRIVER CIRCUIT, THE (C52) RIGHT BLEND DOOR COMMON DRIVER CIRCUIT,
THE (C268) RECIRCULATION DOOR DRIVER CIRCUIT, & THE (C68) RECIRCULATION DOOR COMMON
DRIVER CIRCUIT
Driver circuit and the (C252) Right Blend Door Driver circuit, the (C52)
Right Blend Door Common Driver circuit, the (C268) Recirculation Door
Driver circuit, and the (C68) Recirculation Door Common Driver circuit.
short to (C55) Left Blend Door Common Driver circuit.
ING).
No >> Go To 7
7. CHECK THE (C252) RIGHT BLEND DOOR DRIVER CIRCUIT FOR A SHORT TO THE (C268)
CIRCUIT
circuit and the (C268) Recirculation Door Driver circuit and the (C68)
short to the (C252) Right Blend Door Driver circuit.
ING).
No >> Go To 8
8. CHECK THE (C52) RIGHT BLEND DOOR COMMON DRIVER CIRCUIT FOR A SHORT TO THE (C268)
CIRCUIT
Measure the resistance between the (C52) Right Blend Door Common
(C68) Recirculation Door Common Driver circuit.
short to the (C52) Right Blend Door Common Driver circuit.
ING).
No >> Go To 9

Yes >> Go To 10
No >> Go To 11
10. CHECK THE (C266) MODE DOOR DRIVER CIRCUIT FOR A SHORT TO THE (C66) MODE DOOR
COMMON DRIVER CIRCUIT
ING).
ING).

Yes >> Go To 12
No >> Go To 13
ING).
ING).

Yes >> Go To 14
No >> Go To 15
14. CHECK THE (C252) RIGHT BLEND DOOR DRIVER CIRCUIT FOR A SHORT TO THE (C52) RIGHT
BLEND DOOR COMMON DRIVER CIRCUIT
Yes >> Repair the (C252) Right Blend Door Driver circuit for a
ING).
No >> Replace the Right Blend Door Actuator in accordance with
ING).

Yes >> Go To 16
No >> Go To 17
cuit.
ING).
ING).

Reconnect the all of the Door Actuator harness connectors.
With the scan tool, erase HVAC DTCs.
Turn the ignition off, wait 10 seconds, and then turn the ignition on.
View DTCs.
Does the scan tool only display: B10A2–LEFT BLEND DOOR CONTROL CIRCUIT/PERFORMANCE?
No, Other DTC(s) Displayed
Diagnose and repair the other DTC(s). Refer to the Table of Contents in this Section for a complete list
of all HVAC related symptoms.
No, And No Other DTCs Displayed
Using the wiring diagram as a guide, inspect the wiring and connectors for conditions causing an inter-
mittent short. Repair as necessary.
B10A5–LEFT BLEND DOOR CONTROL CIRCUIT OPEN (ATC)

• When Monitored:
• Set Condition:
If the (C255) Left Blend Door Driver circuit or the (C55) Left Blend Door Common Driver circuit is open.
Possible Causes
(C255) LEFT BLEND DOOR DRIVER CIRCUIT OPEN

(C55) LEFT BLEND DOOR COMMON DRIVER CIRCUIT OPEN
A/C HEATER CONTROL
Diagnostic Test

No >> Go To 2

Yes >> Go To 3
vice Information.
ING).
3. CHECK THE (C255) LEFT BLEND DOOR DRIVER CIRCUIT FOR AN OPEN
between the Left Blend Door Actuator harness connector and the A/C
Yes >> Go To 4
No >> Repair the (C255) Left Blend Door Driver circuit for an
open.
ING).
4. CHECK THE (C55) LEFT BLEND DOOR COMMON DRIVER CIRCUIT FOR AN OPEN
Measure the resistance of the (C55) Left Blend Door Common Driver
circuit between the Left Blend Door Actuator harness connector and the
Yes >> Replace the Left Blend Door Actuator in accordance with
ING).
No >> Repair the (C55) Left Blend Door Common Driver circuit for
an open.
ING).
B10A6–LEFT BLEND DOOR TRAVEL TOO SMALL (ATC)
Theory of Operation
• When Monitored:
• Set Condition:
If the total span of the Left Blend Door is less than the low range limit.
Possible Causes

LEFT BLEND DOOR SEIZED, BINDING, OBSTRUCTED
A/C HEATER CONTROL
Diagnostic Test
CIRCUIT OPEN DTCs?
No >> Go To 2
SEIZE OR BIND
Inspect the actuator, linkage, and housing assembly for a condition causing the left blend door to seize or bind.
No >> Go To 3

View DTCs.
Does the scan tool display: B10A6–LEFT BLEND DOOR TRAVEL RANGE TOO SMALL?
B10A7–LEFT BLEND DOOR TRAVEL TOO LARGE (ATC)
Theory of Operation
• When Monitored:
• Set Condition:
If the total span of the Left Blend Door exceeds the high range limit.
Possible Causes

LEFT BLEND DOOR OR A/C HEATER HOUSING COMPONENTS WARPED, WORN, DAMAGED, MISSING,
BROKEN
A/C HEATER CONTROL
Diagnostic Test
CIRCUIT OPEN DTCs?
No >> Go To 2

No >> Go To 3
3. CHECK THE LEFT BLEND DOOR & A/C HEATER HOUSING FOR WARPED, WORN, DAMAGED, MISSING,
& BROKEN COMPONENTS

View DTCs.
Does the scan tool display: B10A7–LEFT BLEND DOOR TRAVEL RANGE TOO LARGE?
B10A8–LEFT BLEND DOOR ACTUATOR PERFORMANCE (ATC)
Theory of Operation
The A/C Heater Control monitors the door driver circuits during actuator operation for conditions that prevent proper
door operation. If a pulse count error is detected the A/C Heater Control reports the fault as a Actuator Performance
DTC. It is important to note that this DTC only indicates that a fault occurred while driving a door actuator and that
additional testing is necessary to provide more details about the reported fault.
• When Monitored:
• Set Condition:
If the A/C Heater Control detects a pulse count error while attempting to drive this door actuator.
Possible Causes
DOOR DRIVER CIRCUIT(S) SHORTED HIGH, SHORTED LOW, SHORTED TOGETHER, OPEN
DOOR ACTUATOR(S) BINDING, BROKEN
DOOR ACTUATOR(S) LINKAGE BINDING, DISCONNECTED, MISSING, BROKEN
A/C HEATER CONTROL
Diagnostic Test
CIRCUIT OPEN DTCs?
No >> Go To 2
2. RUN ACTUATOR CALIBRATION TEST

View DTCs.
No >> Go To 3
3. CHECK MODE, BLEND & RECIRCULATION DOOR OPERATION
Start the engine.
Set the blower to high speed.
Verify that air flows from the correct vents while setting the Mode control to the Panel position, the Bilvel position,
the Floor/Defrost position, and the Defrost position. Then, repeat in the opposite direction.
Set the Mode control to the Panel position.
Set the Driver Blend control to the full cold position.
Set the Passenger Blend control the full cold position.
Verify that the airflow air temperature changes while setting the Driver Blend control to the full hot position. Then,
repeat in the opposite direction.
Verify that the airflow air temperature changes while setting the Passenger Blend control to the full hot position.
Then, repeat in the opposite direction.
Set the Mode control to any position between Floor and Panel.
Press the Recirc function on. Verify that the sound of the airflow gets louder as the recirculation door opens to bring
in recirculated air.
Press the Recirc function off. Verify that the sound of the airflow gets softer as the recirculation door closes to bring
in fresh air.
Does each door operate properly?
Yes >> The condition causing the fault has cleared at this time.
No >> Remove the door actuator of the affected door from the A/C Heater Housing Assembly. By hand,
attempt to rotate the actuator in both directions. Inspect the A/C Heater Housing for damage, for dis-
connected, missing, or broken linkage, and for broken or binding doors. Repair as necessary in accor-
B10A9–RIGHT BLEND DOOR CONTROL CIRCUIT/PERFORMANCE (ATC)

Theory of Operation
• When Monitored:
• Set Condition:
Possible Causes

DOOR ACTUATOR(S)
A/C HEATER CONTROL
Diagnostic Test

voltage.
ING).
No >> Go To 2

short to ground.
ING).
No >> Go To 3
CIRCUIT
Driver circuit.
ING).
No >> Go To 4
DRIVER CIRCUIT
ING).
No >> Go To 5
CIRCUIT
ING).
No >> Go To 6
DRIVER CIRCUIT
ING).
No >> Go To 7
CIRCUIT
ING).
No >> Go To 8
CIRCUIT
ING).
No >> Go To 9

Yes >> Go To 10
No >> Go To 11
ING).
ING).

Yes >> Go To 12
No >> Go To 13
ING).
ING).

Yes >> Go To 14
No >> Go To 15
ING).
ING).

Yes >> Go To 16
No >> Go To 17
cuit.
ING).
ING).

View DTCs.
Does the scan tool only display: B10A9–RIGHT BLEND DOOR CONTROL CIRCUIT/PERFORMANCE?
B10B2–A/C COOL DOWN TEST PERFORMANCE (ATC)
• When Monitored:
When the Cooldown Test is executed.
• Set Condition:
If the A/C system is unable to lower the evaporator temperature 11.11°C (20°F) within two minutes.
Possible Causes
PREREQUISITES NOT MET BEFORE RUNNING THE TEST

ANOTHER RELATED SYSTEM NOT FUNCTIONING CORRECTLY
POWERTRAIN SYSTEM FAULTS PRESENT
Diagnostic Test
1. VERIFY THAT ALL OF THE COOLDOWN TEST PREREQUISITES WERE MET

Review the list of Cooldown Test prerequisites.
• DTCs B1031 and B1032 must not be active.
• The refrigerant system must be adequately charged.
• The blower motor must operate correctly in all speeds.
• The work area ambient temperature must be above 18.3°C (65°F).
• The evaporator temperature must be above 18.3°C (65°F).
• The A/C compressor must be turned off.
Were all of the prerequisites met before running the Cooldown Test?
Yes >> Go To 2
No >> Run the Cooldown Test again after all of the prerequisites are met. Then, if DTC B10B2 is still active,
Go To 2. Otherwise, Perform BODY VERIFICATION TEST – VER 1. (Refer to 8 - ELECTRICAL/ELEC-
TRONIC CONTROL MODULES/FRONT CONTROL MODULE - DIAGNOSIS AND TESTING).
2. CHECK FOR DTCs IN THE PCM

With the scan tool, select PCM.
Are any DTCs present in the PCM?
Yes >> Diagnose and repair the DTC(s). (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING) for PCM DTCs.
No >> Refer to the Service Information for additional Cooldown Test related diagnostic information and testing
procedures. Run the Cooldown Test again after the repair is complete.
B10B4–CABIN HEATER 1 CONTROL CIRCUIT LOW (FCM)

• When Monitored:
With the ignition on, the ASD Relay energized, and the PTC No. 1 Relay command on.
• Set Condition:
If the Front Control Module (FCM) detects that the (K360) PTC No. 1 Relay Control circuit is shorted to
ground.
Possible Causes
(K342) FUSED ASD RELAY OUTPUT CIRCUIT OPEN OR HIGH RESISTANCE

(K360) PTC NO. 1 RELAY CONTROL CIRCUIT SHORTED TO GROUND
(K360) PTC NO. 1 RELAY CONTROL CIRCUIT OPEN OR HIGH RESISTANCE
PTC NO. 1 RELAY
FRONT CONTROL MODULE (FCM)
Diagnostic Test
1. VERIFY THAT THE DTC IS ACTIVE

WARNING: WHEN THE ENGINE IS OPERATING, DO NOT STAND IN A DIRECT LINE WITH THE FAN. DO NOT
PUT YOUR HANDS NEAR THE PULLEYS, BELTS OR FAN. DO NOT WEAR LOOSE CLOTHING.
NOTE: If the FCM detects and stores a DTC, the FCM also stores the environmental conditions under which
the DTC was set.
NOTE: Before erasing stored DTCs, record these conditions. Attempting to duplicate these conditions may
assist when checking for an active DTC.
With the scan tool, erase FCM DTCs.
With the scan tool, actuate the PTC No. 1 Relay.
Monitor the scan tool for at least two minutes.
Is the status Active for this DTC?
Yes >> Go To 2
No >> Check for an intermittent condition by inspecting the related wiring harness for chaffed, pierced,
pinched, and partially broken wires. Also, inspect the related connectors for broken, bent, pushed out,
spread, corroded, or contaminated terminals.
2. CHECK (K342) FUSED ASD RELAY OUTPUT CIRCUIT FOR AN OPEN OR HIGH RESISTANCE
Remove the PTC No. 1 Relay.
Using a 12 volt test light connected to ground, check the (K342) Fused
ASD Relay Output circuit in the PTC No. 1 Relay connector.
NOTE: The test light should illuminate brightly. Compare the
brightness to that of a direct connection to the battery.
Yes >> Go To 3
No >> Repair the (K342) Fused ASD Relay Output circuit for an
open or high resistance.
Perform the BODY VERIFICATION TEST VER 1. (Refer to
8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/
TESTING).
3. CHECK (K360) PTC NO. 1 RELAY CONTROL CIRCUIT FOR A SHORT TO GROUND
Disconnect the FCM from the Power Module.
Measure the resistance between ground and the (K360) PTC No. 1
Relay Control circuit in the PTC No. 1 Relay connector.
Yes >> Go To 4
No >> Repair the (K360) PTC No. 1 Relay Control circuit for a
short to ground.
TESTING).
4. CHECK (K360) PTC NO. 1 RELAY CONTROL CIRCUIT FOR AN OPEN OR HIGH RESISTANCE
Measure the resistance of the (K360) PTC No. 1 Relay Control circuit
between the PTC No. 1 Relay connector and the FCM connector.
Yes >> Go To 5
No >> Repair the (K360) PTC No. 1 Relay Control circuit for an
TESTING).
5. CHECK PTC NO. 1 RELAY

Install the FCM.
Install a substitute PTC No. 1 Relay in place of the vehicle’s PTC No. 1
Relay.
Yes >> Go To 6
No >> Replace the PTC No. 1 Relay in accordance with the Ser-
vice Information.
ING).
6. INSPECT RELATED WIRING & CHECK FOR TSBs

Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the PTC No. 1 Relay
and the FCM.
Look for any chafed, pierced, pinched, or partially broken wires.
Look for broken, bent, pushed out or corroded terminals.
Refer to any Technical Service Bulletins that may apply.
Perform the BODY VERIFICATION TEST VER 1. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL
No >> Replace the FCM in accordance with the Service Information.
B10B5–CABIN HEATER 1 CONTROL CIRCUIT HIGH (FCM)

• When Monitored:
• Set Condition:
If the Front Control Module (FCM) detects that the (K360) PTC No. 1 Relay Control circuit is shorted to volt-
age.
Possible Causes
(K360) PTC NO. 1 RELAY CONTROL CIRCUIT SHORTED TO VOLTAGE

PTC NO. 1 RELAY
Diagnostic Test

the DTC was set.
Yes >> Go To 2

NOTE: The scan tool should display an open circuit DTC with the
PTC No. 1 Relay removed.
Does the scan tool display: B10B5–CABIN HEATER 1 CON-
TROL CIRCUIT HIGH?
Yes >> Go To 3
vice Information.
TESTING).
3. CHECK (K360) PTC NO. 1 RELAY CONTROL CIRCUIT FOR A SHORT TO VOLTAGE
Remove the ASD Relay from the IPM.
Connect a jumper wire between cavity 30 and cavity 87 of the ASD
Relay Connector.
Measure the voltage of the (K360) PTC No. 1 Relay Control circuit in
the PTC No. 1 Relay connector.
Yes >> Repair the (K360) PTC No. 1 Relay Control circuit for a
short to voltage.
ING).
No >> Go To 4
Yes >> Go To 5
TESTING).

and the FCM.
B10B6–CABIN HEATER 1 CONTROL CIRCUIT OPEN (FCM)

• When Monitored:
• Set Condition:
If the Front Control Module (FCM) detects that the (K360) PTC No. 1 Relay Control circuit is open.
Possible Causes

PTC NO. 1 RELAY
Diagnostic Test

the DTC was set.
Yes >> Go To 2
ASD Relay Output circuit in the PTC No. 1 Relay connector.
Yes >> Go To 3
TESTING).
Yes >> Go To 4
short to ground.
TESTING).
Yes >> Go To 5
TESTING).

Install the FCM.
Relay.
Yes >> Go To 6
vice Information.
ING).

and the FCM.
B10B8–CABIN HEATER 2 CONTROL CIRCUIT LOW (FCM)

• When Monitored:
• Set Condition:
If the Front Control Module (FCM) detects that the (K361) PTC No. 2 Relay Control circuit is shorted to
ground.
Possible Causes

PTC NO. 2 RELAY
Diagnostic Test

the DTC was set.
Yes >> Go To 2
ASD Relay Output circuit in the PTC No. 2 Relay harness connector.
Yes >> Go To 3
TESTING).
Yes >> Go To 4
short to ground.
TESTING).
Yes >> Go To 5
TESTING).

Install the FCM.
Relay.
Yes >> Go To 6
vice Information.
ING).

and the FCM.
No >> Replace the Front Control Module (FCM) in accordance with the Service Information.
B10B9–CABIN HEATER 2 CONTROL CIRCUIT HIGH (FCM)

• When Monitored:
• Set Condition:
If the Front Control Module (FCM) detects that the (K361) PTC No. 2 Relay Control circuit voltage is shorted
to voltage.
Possible Causes
(K361) PTC NO. 2 RELAY CONTROL CIRCUIT SHORTED TO VOLTAGE

PTC NO. 2 RELAY
Diagnostic Test

the DTC was set.
Yes >> Go To 2

NOTE: The scan tool should display an open circuit DTC with the
PTC No. 2 Relay removed.
Does the scan tool display: B10B9–CABIN HEATER 2 CON-
TROL CIRCUIT HIGH?
Yes >> Go To 3
vice Information.
TESTING).
3. CHECK (K361) PTC NO. 2 RELAY CONTROL CIRCUIT FOR A SHORT TO VOLTAGE
Remove the ASD Relay from the IPM.
Connect a jumper wire between cavity 30 and cavity 87 of the ASD
Relay Connector.
Measure the voltage of the (K361) PTC No. 2 Relay Control circuit in
the PTC No. 2 Relay connector.
Yes >> Repair the (K361) PTC No. 2 Relay Control circuit for a
short to voltage.
ING).
No >> Go To 4
4. CHECK (K361) PTC NO. 2 RELAY CONTROL FOR AN OPEN OR HIGH RESISTANCE
Yes >> Go To 5
TESTING).

and the FCM.
B10BA–CABIN HEATER 2 CONTROL CIRCUIT OPEN (FCM)

• When Monitored:
• Set Condition:
If the Front Control Module (FCM) detects that the (K361) PTC No. 2 Relay Control circuit is open.
Possible Causes

PTC NO. 2 RELAY
Diagnostic Test

the DTC was set.
Yes >> Go To 2
ASD Relay Output circuit in the PTC No. 2 Relay harness connector.
Yes >> Go To 3
TESTING).
Yes >> Go To 4
short to ground.
TESTING).
Yes >> Go To 5
TESTING).

Install the FCM.
Relay.
Yes >> Go To 6
vice Information.
ING).

and the FCM.
B100A–RECIRCULATION SWITCH REQUEST INPUT CIRCUIT LOW (ATC)
Theory of Operation
The switch input changes when the switch is pushed down. A stored DTC B100A indicates that the Recirculation
mode switch was stuck in a pushed position for more than 10 minutes, but has since returned to its normal state.
An active DTC B100A indicates that the Recirculation mode switch is stuck in a pushed position. An active DTC
B100A will prevent proper Recirculation mode switch and status indicator function.
• When Monitored:
• Set Condition:
If the Recirculation mode switch stays in a pushed position for more than 10 minutes.
Possible Causes
OBJECT HOLDING RECIRCULATION MODE SWITCH IN A PUSHED POSITION

SUBSTANCE CAUSING RECIRCULATION MODE SWITCH TO GET STUCK IN A PUSHED POSITION
A/C HEATER CONTROL
Diagnostic Test

No >> Go To 2
2. INSPECT FOR OBJECT OR SUBSTANCE CAUSING THE RECIRCULATION MODE SWITCH TO STAY OR
STICK IN A PUSHED POSITION
Inspect the A/C Heater Control for anything that would cause the Recirculation mode switch to stay or stick in a
pushed position.
Is anything present that would cause the Recirculation mode switch to stay or stick in a pushed posi-
tion?
No >> Go To 3
3. CHECK FOR NORMAL RECIRCULATION MODE SWITCH & STATUS INDICATOR FUNCTION
Set the Mode control to any position between Panel and Floor.
Press the Recirculation mode switch on and off several times while observing the Recirculation status indicator.
Does the Recirculation status indicator turn on and off?
Yes >> Go To 4
4. VERIFY THAT DTC B100A–RECIRCULATION SWITCH REQUEST INPUT CIRCUIT LOW IS STILL ACTIVE
Turn the ignition off, wait 10 seconds, and then turn the ignition on. Wait 10 minutes before proceeding.
Does the scan tool display active: B100A–RECIRCULATION SWITCH REQUEST INPUT CIRCUIT LOW?
B105B–RECIRCULATION DOOR CONTROL CIRCUIT OPEN (ATC)

• When Monitored:
• Set Condition:
If the (C268) Recirculation Door Driver circuit or the (C68) Recirculation Door Common Driver circuit is open.
Possible Causes
(C268) RECIRCULATION DOOR DRIVER CIRCUIT OPEN

(C68) RECIRCULATION DOOR COMMON DRIVER CIRCUIT OPEN
A/C HEATER CONTROL
Diagnostic Test

No >> Go To 2

Yes >> Go To 3
vice Information.
ING).
3. CHECK THE (C268) RECIRCULATION DOOR DRIVER CIRCUIT FOR AN OPEN
between the Recirculation Door Actuator harness connector and the
Yes >> Go To 4
No >> Repair the (C268) Recirculation Door Driver circuit for an
open.
ING).
4. CHECK THE (C68) RECIRCULATION DOOR COMMON DRIVER CIRCUIT FOR AN OPEN
Measure the resistance of the (C68) Recirculation Door Common Driver
circuit between the Recirculation Door Actuator harness connector and
Yes >> Replace the Recirculation Door Actuator in accordance with
ING).
No >> Repair the (C68) Recirculation Door Common Driver circuit
for an open.
ING).
B105C–RECIRCULATION DOOR TRAVEL RANGE TOO SMALL (ATC)
Theory of Operation
• When Monitored:
• Set Condition:
If the total span of the Recirculation Door is less than the low range limit.
Possible Causes

RECIRCULATION DOOR SEIZED, BINDING, OBSTRUCTED
A/C HEATER CONTROL
Diagnostic Test
CIRCUIT OPEN DTCs?
No >> Go To 2
DOOR TO SEIZE OR BIND
Inspect the actuator, linkage, and housing assembly for a condition causing the recirculation door to seize or bind.
No >> Go To 3

View DTCs.
Does the scan tool display: B105C–RECIRCULATION DOOR TRAVEL RANGE TOO SMALL?
B105D–RECIRCULATION DOOR TRAVEL RANGE TOO LARGE (ATC)
Theory of Operation
• When Monitored:
• Set Condition:
If the total span of the Recirculation Door exceeds the high range limit.
Possible Causes

RECIRCULATION DOOR OR A/C HEATER HOUSING COMPONENTS WARPED, WORN, DAMAGED, MISSING,
BROKEN
A/C HEATER CONTROL
Diagnostic Test
CIRCUIT OPEN DTCs?
No >> Go To 2

No >> Go To 3
3. CHECK THE RECIRCULATION DOOR & A/C HEATER HOUSING FOR WARPED, WORN, DAMAGED,
MISSING, & BROKEN COMPONENTS

View DTCs.
Does the scan tool display: B105D–RECIRCULATION DOOR TRAVEL RANGE TOO LARGE?
B106B–REAR DEFROST CONTROL CIRCUIT LOW (ATC)

• When Monitored:
With ignition on.
• Set Condition:
If the EBL output is turned off and the (C115) Rear Window Defogger Relay Control circuit is either shorted to
ground or open.
Possible Causes
(C115) REAR WINDOW DEFOGGER RELAY CONTROL CIRCUIT SHORTED TO GROUND

(C115) REAR WINDOW DEFOGGER RELAY CONTROL CIRCUIT OPEN
REAR WINDOW DEFOGGER RELAY
A/C HEATER CONTROL
Diagnostic Test
1. INSTALL A SUBSTITUTE REAR WINDOW DEFOGGER RELAY & THEN CHECK FOR DTC B106B–REAR
DEFROST CONTROL CIRCUIT LOW
Verify that the EBL mode switch is off.
Install a substitute Rear Window Defogger Relay.
Does the scan tool display: B106B–REAR DEFROST CONTROL
CIRCUIT LOW?
Yes >> Go To 2
No >> Replace the original Rear Window Defogger Relay in accor-
ING).
2. CHECK (C115) REAR WINDOW DEFOGGER RELAY CONTROL CIRCUIT FOR A SHORT TO GROUND
Remove the substitute Rear Window Defogger Relay.
Measure the resistance of the (C115) Rear Window Defogger Relay
Control circuit between ground and the A/C Heater Control C1 harness
connector.
Yes >> Repair the (C115) Rear Window Defogger Relay Control
circuit for a short to ground. Reinstall the original Rear Win-
dow Defogger Relay.
ING).
No >> Go To 3
3. CHECK (C115) REAR WINDOW DEFOGGER RELAY CONTROL CIRCUIT FOR AN OPEN
Control circuit between the Rear Window Defogger Relay connector ter-
minal 85 in the PDC and the A/C Heater Control C1 harness connector.
vice Information. Reinstall the original Rear Window Defog-
ger Relay.
ING).
No >> Repair the (C115) Rear Window Defogger Relay Control
circuit for an open. Reinstall the original Rear Window
Defogger Relay.
ING).
B106C–REAR DEFROST CONTROL CIRCUIT HIGH (ATC)

• When Monitored:
With ignition on.
• Set Condition:
If the EBL output is turned on and the (C115) Rear Window Defogger Relay Control circuit is either shorted to
voltage or open.
Possible Causes
(C115) REAR WINDOW DEFOGGER RELAY CONTROL CIRCUIT SHORTED TO VOLTAGE

(C115) REAR WINDOW DEFOGGER RELAY CONTROL CIRCUIT OPEN
REAR WINDOW DEFOGGER RELAY
A/C HEATER CONTROL
Diagnostic Test
1. INSTALL A SUBSTITUTE REAR WINDOW DEFOGGER RELAY & THEN CHECK FOR DTC B106C–REAR
DEFROST CONTROL CIRCUIT HIGH
Install a substitute Rear Window Defogger Relay.
Press the EBL mode switch is on.
Does the scan tool display: B106C–REAR DEFROST CONTROL
CIRCUIT HIGH?
Yes >> Go To 2
No >> Replace the original Rear Window Defogger Relay in accor-
ING).
2. CHECK (C115) REAR WINDOW DEFOGGER RELAY CONTROL CIRCUIT FOR A SHORT TO VOLTAGE
Remove the substitute Rear Window Defogger Relay.
Measure the voltage of the (C115) Rear Window Defogger Relay Con-
trol circuit.
Yes >> Repair the (C115) Rear Window Defogger Relay Control
circuit for a short to voltage. Reinstall the original Rear Win-
dow Defogger Relay.
ING).
No >> Go To 3
3. CHECK (C115) REAR WINDOW DEFOGGER RELAY CONTROL CIRCUIT FOR AN OPEN
Control circuit between the Rear Window Defogger Relay connector ter-
minal 85 in the PDC and the A/C Heater Control C1 harness connector.
vice Information. Reinstall the original Rear Window Defog-
ger Relay.
ING).
No >> Repair the (C115) Rear Window Defogger Relay Control
circuit for an open. Reinstall the original Rear Window
Defogger Relay.
ING).
B1001–A/C SWITCH REQUEST INPUT CIRCUIT LOW (ATC)
Theory of Operation
The switch input changes when the switch is pushed down. A stored DTC B1001 indicates that the A/C mode switch
was stuck in a pushed position for more than 10 minutes, but has since returned to its normal state. An active DTC
B1001 indicates that the A/C mode switch is stuck in a pushed position. An active DTC B1001 will prevent proper
A/C mode switch and status indicator function.
• When Monitored:
• Set Condition:
If the A/C mode switch stays in a pushed position for more than 10 minutes.
Possible Causes
OBJECT HOLDING A/C MODE SWITCH IN A PUSHED POSITION

SUBSTANCE CAUSING A/C MODE SWITCH TO GET STUCK IN A PUSHED POSITION
A/C HEATER CONTROL
Diagnostic Test

No >> Go To 2
2. INSPECT FOR OBJECT OR SUBSTANCE CAUSING THE A/C MODE SWITCH TO STAY OR STICK IN A
PUSHED POSITION
Inspect the A/C Heater Control for anything that would cause the A/C mode switch to stay or stick in a pushed
position.
Is anything present that would cause the A/C mode switch to stay or stick in a pushed position?
No >> Go To 3
Set the Blower control to any position except Off.
Set the Mode control to any position except Auto.
Does the A/C status indicator turn on and off?
Yes >> Go To 4
4. VERIFY THAT DTC B1001–A/C SWITCH REQUEST INPUT CIRCUIT LOW IS STILL ACTIVE
Does the scan tool display active: B1001–A/C SWITCH REQUEST INPUT CIRCUIT LOW?
B1016–REAR DEFROST SWITCH REQUEST INPUT CIRCUIT LOW (ATC)
Theory of Operation
The switch input changes when the switch is pushed down. A stored DTC B1016 indicates that the EBL mode
switch was stuck in a pushed position for more than 10 minutes, but has since returned to its normal state. An
active DTC B1016 indicates that the EBL mode switch is stuck in a pushed position. An active DTC B1016 will
prevent proper EBL mode switch and status indicator function.
• When Monitored:
• Set Condition:
If the EBL mode switch stays in a pushed position for more than 10 minutes.
Possible Causes
OBJECT HOLDING EBL MODE SWITCH IN A PUSHED POSITION

SUBSTANCE CAUSING EBL MODE SWITCH TO GET STUCK IN A PUSHED POSITION
A/C HEATER CONTROL
Diagnostic Test

No >> Go To 2
2. INSPECT FOR OBJECT OR SUBSTANCE CAUSING THE EBL MODE SWITCH TO STAY OR STICK IN A
PUSHED POSITION
Inspect the A/C Heater Control for anything that would cause the EBL mode switch to stay or stick in a pushed
position.
Is anything present that would cause the EBL mode switch to stay or stick in a pushed position?
No >> Go To 3
Does the EBL status indicator turn on and off?
Yes >> Go To 4
4. VERIFY THAT DTC B1016–REAR DEFROST SWITCH REQUEST INPUT CIRCUIT LOW IS STILL ACTIVE
Does the scan tool display active: B1016–REAR DEFROST SWITCH REQUEST INPUT CIRCUIT LOW?
B1031–EVAPORATOR FIN TEMPERATURE SENSOR CIRCUIT LOW (ATC)

• When Monitored:
• Set Condition:
If the Evaporator Temperature Sensor input is out of range toward the low voltage threshold.
Possible Causes
(C21) EVAPORATOR TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND

(C21) EVAPORATOR TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO (C121) SENSOR GROUND
CIRCUIT
A/C HEATER CONTROL
Diagnostic Test
1. CHECK FOR DTC B1031–EVAPORATOR FIN TEMPERATURE SENSOR CIRCUIT LOW WITH
EVAPORATOR TEMPERATURE SENSOR HARNESS CONNECTOR DISCONNECTED
Does the scan tool display: B1031–EVAPORATOR FIN TEMPER-
ATURE SENSOR CIRCUIT LOW?
Yes >> Go To 2
No >> Replace the Evaporator Temperature Sensor in accordance
ING).
2. CHECK (C21) EVAPORATOR TEMPERATURE SENSOR SIGNAL CIRCUIT FOR A SHORT TO GROUND
Signal circuit between ground and the A/C Heater Control C2 harness
connector.
ING).
No >> Go To 3
3. CHECK (C21) EVAPORATOR TEMPERATURE SENSOR SIGNAL CIRCUIT FOR A SHORT TO (C121)
SENSOR GROUND CIRCUIT
circuit for a short to the (C121) Sensor Ground circuit.
ING).
vice Information.
ING).
B1032–EVAPORATOR FIN TEMPERATURE SENSOR CIRCUIT HIGH (ATC)

• When Monitored:
• Set Condition:
If the Evaporator Temperature Sensor input is out of range toward the high voltage threshold.
Possible Causes
(C21) EVAPORATOR TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE

(C21) EVAPORATOR TEMPERATURE SENSOR SIGNAL CIRCUIT OPEN
(C121) SENSOR GROUND CIRCUIT OPEN
A/C HEATER CONTROL
Diagnostic Test
1. CHECK (C21) EVAPORATOR TEMPERATURE SENSOR SIGNAL CIRCUIT FOR A SHORT TO VOLTAGE
Measure the voltage of the (C21) Evaporator Temperature Sensor Sig-
nal circuit.
circuit for a short to voltage.
ING).
No >> Go To 2
2. CHECK (C21) EVAPORATOR TEMPERATURE SENSOR SIGNAL CIRCUIT, (C121) SENSOR GROUND
CIRCUIT, & EVAPORATOR TEMPERATURE SENSOR
Heater Control C2 harness connector. The approximate circuit resis-
tance should be as follows:
• 1468 ohms @ 40°C (104°F)
• 1800 ohms @ 35°C (95°F)
• 2221 ohms @ 30°C (86°F)
• 2757 ohms @ 25°C (77°F)
• 3443 ohms @ 20°C (68°F)
• 4330 ohms @ 15°C (59°F)
• 5485 ohms @ 10°C (50°F)
• 6998 ohms @ 5°C (41°F)
• 7354 ohms @ 4°C (39°F)
• 7731 ohms @ 3°C (37°F)
• 8130 ohms @ 2°C (36°F)
• 8553 ohms @ 1°C (34°F)
• 9000 ohms @ 0°C (32°F)
Is the resistance within the specifications?
No >> Go To 3
3. CHECK (C21) EVAPORATOR TEMPERATURE SENSOR SIGNAL CIRCUIT FOR AN OPEN

Signal circuit between the A/C Heater Control C2 harness connector
and the Evaporator Temperature Sensor harness connector.
Yes >> Go To 4
No >> Repair the (C21) Evaporator Temperature Sensor Signal
circuit for an open.
ING).
4. CHECK (C121) SENSOR GROUND CIRCUIT FOR AN OPEN

Measure the resistance of the (C121) Sensor Ground circuit between
the A/C Heater Control C2 harness connector and the Evaporator Tem-
perature Sensor harness connector.
Yes >> Replace the Evaporator Temperature Sensor in accordance
ING).
No >> Repair the (C121) Sensor Ground circuit for an open.
ING).
B1034–INFRARED TEMPERATURE SENSOR INPUT CIRCUIT LOW (ATC)
• When Monitored:
• Set Condition:
If the IR Sensor fails the internal self test.
Possible Causes
A/C HEATER CONTROL
Diagnostic Test
Repair
B1035–INFRARED TEMPERATURE SENSOR INPUT CIRCUIT HIGH (ATC)
• When Monitored:
• Set Condition:
If the IR Sensor fails the internal self test.
Possible Causes
A/C HEATER CONTROL
Diagnostic Test
Repair
B1040–PANEL MODE DOOR 1 CONTROL CIRCUIT/PERFORMANCE (ATC)

Theory of Operation
• When Monitored:
• Set Condition:
Possible Causes

DOOR ACTUATOR(S)
A/C HEATER CONTROL
Diagnostic Test

voltage.
ING).
No >> Go To 2
short to ground.
ING).
No >> Go To 3
CIRCUIT
Driver circuit.
ING).
No >> Go To 4
DRIVER CIRCUIT
ING).
No >> Go To 5
CIRCUIT
ING).
No >> Go To 6
DRIVER CIRCUIT
ING).
No >> Go To 7
CIRCUIT
ING).
No >> Go To 8
CIRCUIT
ING).
No >> Go To 9

Yes >> Go To 10
No >> Go To 11
ING).
ING).

Yes >> Go To 12
No >> Go To 13
ING).
ING).

Yes >> Go To 14
No >> Go To 15
ING).
ING).

Yes >> Go To 16
No >> Go To 17
cuit.
ING).
ING).

View DTCs.
Does the scan tool only display: B1040–PANEL MODE DOOR 1 CONTROL CIRCUIT/PERFORMANCE?
B1043–PANEL MODE DOOR 1 CONTROL CIRCUIT OPEN (ATC)

• When Monitored:
• Set Condition:
If the (C266) Mode Door Driver circuit or the (C66) Mode Door Common Driver circuit is open.
Possible Causes
(C266) MODE DOOR DRIVER CIRCUIT OPEN

(C66) MODE DOOR COMMON DRIVER CIRCUIT OPEN
MODE DOOR ACTUATOR
A/C HEATER CONTROL
Diagnostic Test

No >> Go To 2

Yes >> Go To 3
vice Information.
ING).
3. CHECK THE (C266) MODE DOOR DRIVER CIRCUIT FOR AN OPEN
the Mode Door Actuator harness connector and the A/C Heater Control
C2 harness connector.
Yes >> Go To 4
No >> Repair the (C266) Mode Door Driver circuit for an open.
ING).
4. CHECK THE (C66) MODE DOOR COMMON DRIVER CIRCUIT FOR AN OPEN
Measure the resistance of the (C66) Mode Door Common Driver circuit
between the Mode Door Actuator harness connector and the A/C
Yes >> Replace the Mode Door Actuator in accordance with the
ING).
No >> Repair the (C66) Mode Door Common Driver circuit for an
open.
ING).
B1044–PANEL MODE DOOR 1 TRAVEL RANGE TOO SMALL (ATC)
Theory of Operation
• When Monitored:
• Set Condition:
If the total span of the Mode Door is less than the low range limit.
Possible Causes

MODE DOOR SEIZED, BINDING, OBSTRUCTED
MODE DOOR ACTUATOR
A/C HEATER CONTROL
Diagnostic Test
CIRCUIT OPEN DTCs?
No >> Go To 2
2. INSPECT ACTUATOR & HOUSING ASSEMBLY FOR A CONDITION CAUSING THE MODE DOOR TO SEIZE
OR BIND
Inspect the actuator, linkage, and housing assembly for a condition causing the mode door to seize or bind.
No >> Go To 3

View DTCs.
Does the scan tool display: B1044–PANEL MODE DOOR 1 TRAVEL RANGE TOO SMALL?
B1045–PANEL MODE DOOR 1 TRAVEL RANGE TOO LARGE (ATC)
Theory of Operation
• When Monitored:
• Set Condition:
If the total span of the Mode Door exceeds the high range limit.
Possible Causes

MODE DOOR OR A/C HEATER HOUSING COMPONENTS WARPED, WORN, DAMAGED, MISSING, BROKEN
MODE DOOR ACTUATOR
A/C HEATER CONTROL
Diagnostic Test
CIRCUIT OPEN DTCs?
No >> Go To 2

No >> Go To 3
3. CHECK THE MODE DOOR & A/C HEATER HOUSING FOR WARPED, WORN, DAMAGED, MISSING, &
BROKEN COMPONENTS

View DTCs.
Does the scan tool display: B1045–PANEL MODE DOOR 1 TRAVEL RANGE TOO LARGE?
B1058–RECIRCULATION DOOR CONTROL CIRCUIT/PERFORMANCE (ATC)

Theory of Operation
• When Monitored:
When driving the Recirculation Door Actuator.
• Set Condition:
Possible Causes

DOOR ACTUATOR(S)
A/C HEATER CONTROL
Diagnostic Test

voltage.
ING).
No >> Go To 2

short to ground.
ING).
No >> Go To 3
CIRCUIT
Driver circuit.
ING).
No >> Go To 4
DRIVER CIRCUIT
ING).
No >> Go To 5
CIRCUIT
ING).
No >> Go To 6
DRIVER CIRCUIT
ING).
No >> Go To 7
CIRCUIT
ING).
No >> Go To 8
CIRCUIT
ING).
No >> Go To 9

Yes >> Go To 10
No >> Go To 11
ING).
ING).

Yes >> Go To 12
No >> Go To 13
ING).
ING).

Yes >> Go To 14
No >> Go To 15
ING).
ING).

Yes >> Go To 16
No >> Go To 17
cuit.
ING).
ING).

View DTCs.
Does the scan tool only display: B1058–RECIRCULATION DOOR CONTROL CIRCUIT/PERFORMANCE?
B1082–HVAC MUX CIRCUIT LOW

• When Monitored:
• Set Condition:
If the Instrument Cluster (CCN) detects voltage below 0.55 volts for 10 seconds on the (C105) HVAC MUX
Control circuit.
Possible Causes
(C105) HVAC MUX CONTROL CIRCUIT SHORTED TO GROUND

A/C HEATER CONTROL
Diagnostic Test
1. VERIFY DTC B1082-HVAC MUX CIRCUIT LOW IS ACTIVE

With the scan tool, erase CCN DTCs.
With the scan tool, read CCN DTCs.
Does the scan tool display active: B1082–HVAC MUX CIRCUIT LOW?
Yes >> Go To 2
No >> Check for an intermittent condition by inspecting the related wiring harness for chafed, pierced, pinched,
and partially broken wires. Also, inspect the related connectors for broken, bent, pushed out, spread,
corroded, or contaminated terminals.
Perform BODY VERIFICATION TEST - VER 1. (Refer to BODY VERIFICATION TEST - VER 1).
2. CHECK FOR DTC B1082-HVAC MUX CIRCUIT LOW WITH A/C HEATER CONTROL C1 HARNESS
CONNECTOR DISCONNECTED
Does the scan tool display: B1082–HVAC MUX CIRCUIT LOW?
Yes >> Go To 3
vice Information.
Perform BODY VERIFICATION TEST - VER 1. (Refer to
BODY VERIFICATION TEST - VER 1).
3. CHECK (C105) HVAC MUX CONTROL CIRCUIT FOR A SHORT TO GROUND

ground.
B1083–HVAC MUX CIRCUIT HIGH

• When Monitored:
• Set Condition:
If the Instrument Cluster (CCN) detects voltage above 4.5 volts for 10 seconds on the (C105) HVAC MUX
Control circuit.
Possible Causes
(C105) HVAC MUX CONTROL CIRCUIT SHORTED TO VOLTAGE

(C105) HVAC MUX CONTROL CIRCUIT OPEN
A/C HEATER CONTROL
Diagnostic Test
1. VERIFY DTC B1083–HVAC MUX CIRCUIT HIGH IS ACTIVE

Does the scan tool display active: B1083–HVAC MUX CIRCUIT HIGH?
Yes >> Go To 2
No >> Check for an intermittent condition by inspecting the related wiring harness for chafed, pierced, pinched,
and partially broken wires. Also, inspect the related connectors for broken, bent, pushed out, spread,
corroded, or contaminated terminals.
Perform BODY VERIFICATION TEST - VER 1. (Refer to BODY VERIFICATION TEST - VER 1).
CONNECTOR
Below 4.8 Volts
Go To 3
4.8 to 5.2 Volts
Replace the A/C Heater Control in accordance with the Ser-
vice Information.
Above 5.2 Volts
Go To 4
3. CHECK (C105) HVAC MUX CONTROL CIRCUIT FOR AN OPEN
between the A/C Heater Control C1 harness connector and the Instru-
ment Cluster C2 harness connector.
Yes >> Replace the Instrument Cluster (CCN) in accordance with
No >> Repair the (C105) HVAC MUX Control circuit for an open.
4. CHECK (C105) HVAC MUX CONTROL CIRCUIT FOR A SHORT TO VOLTAGE

voltage.
B1601–LEFT SOLAR SENSOR CIRCUIT LOW (ATC)

• When Monitored:
With ignition on.
• Set Condition:
If the Left Sunload Sensor input is out of range toward the low voltage threshold.
Possible Causes
(G39) SUN SENSOR NO. 1 SIGNAL CIRCUIT SHORTED TO GROUND

(G39) SUN SENSOR NO. 1 SIGNAL CIRCUIT SHORTED TO (G939) SUN SENSOR RETURN CIRCUIT
SUN SENSOR
A/C HEATER CONTROL
Diagnostic Test
1. CHECK FOR DTC B1601–LEFT SOLAR SENSOR CIRCUIT LOW WITH SUN SENSOR HARNESS
Disconnect the Sun Sensor harness connector.
Does the scan tool display: B1601–LEFT SOLAR SENSOR CIR-
CUIT LOW?
Yes >> Go To 2
No >> Replace the Sun Sensor in accordance with the Service
Information.
ING).
2. CHECK (G39) SUN SENSOR NO. 1 SIGNAL CIRCUIT FOR A SHORT TO GROUND
Measure the resistance of the (G39) Sun Sensor No. 1 Signal circuit
Yes >> Repair the (G39) Sun Sensor No. 1 Signal circuit for a
short to ground.
ING).
No >> Go To 3
3. CHECK (G39) SUN SENSOR NO. 1 SIGNAL CIRCUIT FOR A SHORT TO (G939) SUN SENSOR RETURN
CIRCUIT
Measure the resistance between the (G39) Sun Sensor No. 1 Signal
circuit and the (G939) Sun Sensor Return circuit in the A/C Heater Con-
short to the (G939) Sun Sensor Return circuit.
ING).
vice Information.
ING).
B1602–LEFT SOLAR SENSOR CIRCUIT HIGH (ATC)

• When Monitored:
• Set Condition:
If the Left Sunload Sensor input is out of range toward the high voltage threshold.
Possible Causes
(G39) SUN SENSOR NO. 1 SIGNAL CIRCUIT OPEN

(G39) SUN SENSOR NO. 1 SIGNAL CIRCUIT SHORTED TO VOLTAGE
(G939) SUN SENSOR RETURN CIRCUIT OPEN
SUN SENSOR
A/C HEATER CONTROL
Diagnostic Test
1. CHECK (G39) SUN SENSOR NO. 1 SIGNAL CIRCUIT VOLTAGE

Measure the voltage of the (G39) Sun Sensor No. 1 Signal circuit.
What voltage is present?
Above 5.2 Volts
Go To 2
4.8 Volts to 5.2 Volts
Go To 3
Below 4.8 Volts
Go To 5
2. CHECK (G39) SUN SENSOR NO. 1 SIGNAL CIRCUIT FOR A SHORT TO VOLTAGE
short to voltage.
ING).
No >> Replace the A/C Heater Control in accordance with the
3. CHECK (G939) SUN SENSOR RETURN CIRCUIT FUNCTION
Connect a jumper wire between the (G39) Sun Sensor No. 1 Signal cir-
cuit and the (G939) Sun Sensor Return circuit in the Sun Sensor har-
ness connector.
With the scan tool in HVAC, select Data Display and read the Left Solar
Sensor voltage.
Yes >> Replace the Sun Sensor in accordance with the Service
Information.
ING).
No >> Go To 4
4. CHECK (G939) SUN SENSOR RETURN CIRCUIT FOR AN OPEN

Measure the resistance of the (G939) Sun Sensor Return circuit
between the Sun Sensor harness connector and the A/C Heater Control
vice Information.
ING).
No >> Repair the (G939) Sun Sensor Return circuit for an open.
ING).
5. CHECK (G39) SUN SENSOR NO. 1 SIGNAL CIRCUIT FOR AN OPEN

vice Information.
ING).
No >> Repair the (G39) Sun Sensor No. 1 Signal circuit for an
open.
ING).
B1604–RIGHT SOLAR SENSOR CIRCUIT LOW (ATC)

• When Monitored:
• Set Condition:
If the Right Sunload Sensor input is out of range toward the low voltage threshold.
Possible Causes
(G139) SUN SENSOR NO. 2 SIGNAL CIRCUIT SHORTED TO GROUND

(G139) SUN SENSOR NO. 2 SIGNAL CIRCUIT SHORTED TO (G939) SUN SENSOR RETURN CIRCUIT
SUN SENSOR
A/C HEATER CONTROL
Diagnostic Test
1. CHECK FOR DTC B1604–RIGHT SOLAR SENSOR CIRCUIT LOW WITH SUN SENSOR HARNESS
Does the scan tool display: B1604–RIGHT SOLAR SENSOR
CIRCUIT LOW?
Yes >> Go To 2
Information.
ING).
2. CHECK (G139) SUN SENSOR NO. 2 SIGNAL CIRCUIT FOR A SHORT TO GROUND
short to ground.
ING).
No >> Go To 3
3. CHECK (G139) SUN SENSOR NO. 2 SIGNAL CIRCUIT FOR A SHORT TO (G939) SUN SENSOR RETURN
CIRCUIT
Measure the resistance between the (G139) Sun Sensor No. 2 Signal
circuit and the (G939) Sun Sensor Return circuit in the A/C Heater Con-
short to the (G939) Sun Sensor Return circuit.
ING).
vice Information.
ING).
B1605–RIGHT SOLAR SENSOR CIRCUIT HIGH (ATC)

• When Monitored:
• Set Condition:
If the Right Sunload Sensor input is out of range toward the high voltage threshold.
Possible Causes
(G139) SUN SENSOR NO. 2 SIGNAL CIRCUIT OPEN

(G139) SUN SENSOR NO. 2 SIGNAL CIRCUIT SHORTED TO VOLTAGE
SUN SENSOR
A/C HEATER CONTROL
Diagnostic Test
1. CHECK (G139) SUN SENSOR NO. 2 SIGNAL CIRCUIT VOLTAGE

Above 5.2 Volts
Go To 2
Go To 3
Below 4.8 Volts
Go To 5
2. CHECK (G139) SUN SENSOR NO. 2 SIGNAL CIRCUIT FOR A SHORT TO VOLTAGE
short to voltage.
ING).
vice Information.
ING).

Connect a jumper wire between the (G139) Sun Sensor No. 2 Signal
circuit and the (G939) Sun Sensor Return circuit in the Sun Sensor har-
ness connector.
With the scan tool in HVAC, select Data Display and read the Right
Solar Sensor voltage.
Information.
ING).
No >> Go To 4

vice Information.
ING).
ING).
5. CHECK (G139) SUN SENSOR NO. 2 SIGNAL CIRCUIT FOR AN OPEN
vice Information.
ING).
No >> Repair the (G139) Sun Sensor No. 2 Signal circuit for an
open.
ING).
B1610–AMBIENT LIGHT SENSOR INPUT CIRCUIT LOW (ATC)

• When Monitored:
• Set Condition:
If the Ambient Light Sensor input is out of range toward the low voltage threshold.
Possible Causes
(L24) AUTO HEADLAMPS SIGNAL CIRCUIT SHORTED TO GROUND

(L24) AUTO HEADLAMPS SIGNAL CIRCUIT SHORTED TO (G939) SUN SENSOR RETURN CIRCUIT
SUN SENSOR
A/C HEATER CONTROL
Diagnostic Test
1. CHECK FOR DTC B1610–AMBIENT LIGHT SENSOR INPUT CIRCUIT LOW WITH SUN SENSOR HARNESS
Does the scan tool display: B1610–AMBIENT LIGHT SENSOR
INPUT CIRCUIT LOW?
Yes >> Go To 2
Information.
ING).
2. CHECK (L24) AUTO HEADLAMPS SIGNAL CIRCUIT FOR A SHORT TO GROUND

Measure the resistance of the (L24) Auto Headlamps Signal circuit
Yes >> Repair the (L24) Auto Headlamps Signal circuit for a short
to ground.
ING).
No >> Go To 3
3. CHECK (L24) AUTO HEADLAMPS SIGNAL CIRCUIT FOR A SHORT TO (G939) SUN SENSOR RETURN
CIRCUIT
Measure the resistance between the (L24) Auto Headlamps Signal cir-
cuit and the (G939) Sun Sensor Return circuit in the A/C Heater Control
to the (G939) Sun Sensor Return circuit.
ING).
vice Information.
ING).
B1611–AMBIENT LIGHT SENSOR INPUT CIRCUIT HIGH (ATC)

• When Monitored:
• Set Condition:
If the Ambient Light Sensor input is out of range toward the high voltage threshold.
Possible Causes
(L24) AUTO HEADLAMPS SIGNAL CIRCUIT OPEN

(L24) AUTO HEADLAMPS SIGNAL CIRCUIT SHORTED TO VOLTAGE
SUN SENSOR
A/C HEATER CONTROL
Diagnostic Test
1. CHECK (L24) AUTO HEADLAMPS SIGNAL CIRCUIT VOLTAGE

Measure the voltage of the (L24) Auto Headlamps Signal circuit.
Above 5.2 Volts
Go To 2
Go To 3
Below 4.8 Volts
Go To 5
2. CHECK (L24) AUTO HEADLAMPS SIGNAL CIRCUIT FOR A SHORT TO VOLTAGE

Measure the voltage of the (L24) Auto Headlamps Signal circuit.
to voltage.
ING).
vice Information.
ING).

Connect a jumper wire between the (L24) Auto Headlamps Signal cir-
cuit and the (G939) Sun Sensor Return circuit in the Sun Sensor har-
ness connector.
With the scan tool in HVAC, select Data Display and read the Ambient
Light Sensor voltage.
Information.
ING).
No >> Go To 4

vice Information.
ING).
TESTING).
5. CHECK (L24) AUTO HEADLAMPS SIGNAL CIRCUIT FOR AN OPEN

Measure the resistance of the (L24) Auto Headlamps Signal circuit
vice Information.
ING).
No >> Repair the (L24) Auto Headlamps Signal circuit for an open.
ING).
U0019–CAN B BUS (ATC)

• When Monitored:
Continuously
• Set Condition:
If the CAN B Bus (+) or CAN B Bus (-) circuit is open, shorted to voltage, or shorted to ground.
Possible Causes
ACTIVE U0019 CAN B BUS DTC IN FRONT CONTROL MODULE

(D55) CAN B BUS (+) CIRCUIT OPEN
(D54) CAN B BUS (-) CIRCUIT OPEN
A/C HEATER CONTROL
Diagnostic Test
1. VERIFY DTC U0019–CAN B BUS IS ACTIVE

Does the scan tool display active: U0019–CAN B BUS?
Yes >> Go To 2
No >> If the DTC is stored, check for an intermittent condition by inspecting the related wiring harness for
chafed, pierced, pinched, and partially broken wires. Also, inspect the related connectors for broken,
bent, pushed out, spread, corroded, or contaminated terminals.
2. CHECK FOR ACTIVE CAN B BUS RELATED DTCS IN THE FRONT CONTROL MODULE (FCM)
With the scan tool, read Front Control Module (FCM) DTCs
Does the scan tool display any active CAN B BUS related DTCs?
Yes >> Diagnose and repair the DTC(s). (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES -
No >> Go To 3
3. CHECK (D55) CAN B BUS (+) CIRCUIT FOR AN OPEN
Disconnect the negative battery cable.
Disconnect the Front Control Module (FCM) C1 harness connector.
Measure the resistance of the (D55) CAN B Bus (+) circuit between the
Front Control Module C1 harness connector and the A/C Heater Control
Yes >> Go To 4
No >> Repair the (D55) CAN B Bus (+) circuit for an open.
ING).
4. CHECK (D54) CAN B BUS (–) CIRCUIT FOR AN OPEN

Measure the resistance of the (D54) CAN B Bus (–) circuit between the
Front Control Module C1 connector and the A/C Heater Control C1 har-
ness connector.
vice Information.
ING).
No >> Repair the (D54) CAN B Bus (–) circuit for an open.
ING).
U0141–LOST COMMUNICATION WITH FRONT CONTROL MODULE (ATC)
• When Monitored:
• Set Condition:
If the A/C Heater Control looses communication with the Front Control Module (FCM).
(Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES - DIAGNOSIS AND TESTING) for the diagnostic
test procedure.
U0151–LOST COMMUNICATION WITH OCCUPANT RESTRAINT CONTROLLER

(ORC) (ATC)
• When Monitored:
• Set Condition:
If the A/C Heater Control looses communication with the Occupant Restraint Controller (ORC).
test procedure.
U0154–LOST COMMUNICATION WITH OCCUPANT CLASSIFICATION MODULE

(ATC)
• When Monitored:
• Set Condition:
If the A/C Heater Control looses communication with the Occupant Classification Module (OCM).
test procedure.
U0155–LOST COMMUNICATION WITH CLUSTER/CCN (ATC)

• When Monitored:
• Set Condition:
If the A/C Heater Control looses communication with the Cluster (CCN).
test procedure.
U0156–LOST COMMUNICATION WITH EOM (ATC)

• When Monitored:
• Set Condition:
If the A/C Heater Control looses communication with the Compass Temperature Module (EOM).
test procedure.
U0159–LOST COMMUNICATION WITH PARKING ASSIST CONTROL MODULE (ATC)

• When Monitored:
• Set Condition:
If the A/C Heater Control looses communication with the Parktronics (PTS).
test procedure.
U0168–LOST COMMUNICATION WITH VEHICLE SECURITY CONTROL MODULE

(SKREEM/WCM) (ATC)
• When Monitored:
• Set Condition:
If the A/C Heater Control looses communication with the Vehicle Security Control Module (SKREEM/WCM).
test procedure.
U0169–LOST COMMUNICATION WITH SUNROOF CONTROL MODULE (ATC)

• When Monitored:
• Set Condition:
If the A/C Heater Control looses communication with the Sunroof Control Module (SCM).
test procedure.
U0181–LOST COMMUNICATION WITH HEADLAMP LEVELING TRANSLATOR (ATC)

• When Monitored:
• Set Condition:
If the A/C Heater Control looses communication with the Headlamp Leveling Translator.
test procedure.
U0184–LOST COMMUNICATION WITH RADIO (ATC)

• When Monitored:
• Set Condition:
If the A/C Heater Control looses communication with the Radio.
test procedure.
U0186–LOST COMMUNICATION WITH AUDIO AMPLIFIER (ATC)

• When Monitored:
• Set Condition:
If the A/C Heater Control looses communication with the Amplifier (AMP).
test procedure.
U0195–LOST COMMUNICATION WITH SDARS (ATC)

• When Monitored:
• Set Condition:
If the A/C Heater Control looses communication with the Satellite Audio Receiver (SDARS).
test procedure.
U0196-LOST COMMUNICATION WITH VEHICLE ENTERTAINMENT CONTROL

MODULE (ATC)
• When Monitored:
• Set Condition:
If the A/C Heater Control looses communication with the Vehicle Entertainment System (VES).
test procedure.
U0197–LOST COMMUNICATION WITH HANDS FREE PHONE MODULE (ATC)

• When Monitored:
• Set Condition:
If the A/C Heater Control looses communication with the Hands Free Phone Module (HFM).
test procedure.
U0199–LOST COMMUNICATION WITH DRIVER DOOR MODULE (ATC)

• When Monitored:
• Set Condition:
If the A/C Heater Control looses communication with the Driver Door Module (DDM).
test procedure.
U0200–LOST COMMUNICATION WITH PASSENGER DOOR MODULE (ATC)

• When Monitored:
• Set Condition:
If the A/C Heater Control looses communication with the Passenger Door Module (PDM).
test procedure.
U0208–LOST COMMUNICATION WITH HEATED SEAT CONTROL MODULE (ATC)

• When Monitored:
• Set Condition:
If the A/C Heater Control looses communication with the Heated Seat Module (HSM).
test procedure.
U0209–LOST COMMUNICATION WITH MEMORY SEAT CONTROL MODULE (ATC)

• When Monitored:
• Set Condition:
If the A/C Heater Control looses communication with the Memory Seat Module (MSM).
test procedure.
U0212–LOST COMMUNICATION WITH SCCM - CAN-B (ATC)

• When Monitored:
• Set Condition:
If the A/C Heater Control looses communication with the Steering Column Control Module (SCCM).
test procedure.
U0231–LOST COMMUNICATION WITH RAIN SENSING MODULE (ATC)

• When Monitored:
• Set Condition:
If the A/C Heater Control looses communication with the Rain Sensing Module (RSM).
test procedure.
*A/C HEATER CONTROL WILL NOT ENTER DIAGNOSTIC MODE (MTC)

Theory of Operation
An active DTC 33 will prevent the control from entering diagnostic mode and performing certain diagnostic functions,
it will also prevent proper A/C mode switch and status indicator function. An active DTC 34 will prevent the control
from performing certain diagnostic functions and it will prevent proper EBL mode switch and status indicator func-
tion. In addition, a short or an open (C41) Blower Switch Position Signal circuit will also prevent the control from
entering diagnostic mode. For additional information about the A/C Heater Control’s on-board diagnostics, refer to
24 - HEATING & AIR CONDITIONING - DIAGNOSIS AND TESTING.
Possible Causes
OBJECT HOLDING A/C MODE SWITCH / EBL MODE SWITCH IN A PUSHED POSITION
SUBSTANCE CAUSING A/C MODE SWITCH / EBL MODE SWITCH TO GET STUCK IN A PUSHED POSITION
(C850) BLOWER SWITCH POSITION SIGNAL CIRCUIT SHORTED TO VOLTAGE
A/C STATUS INDICATOR / EBL STATUS INDICATOR INOPERATIVE
A/C HEATER CONTROL
Diagnostic Test

No >> Go To 2
2. INSPECT FOR OBJECT OR SUBSTANCE CAUSING THE A/C MODE SWITCH OR EBL MODE SWITCH TO
STAY OR STICK IN A PUSHED POSITION
Inspect the A/C Heater Control for anything that would cause the A/C mode switch or the EBL mode switch to stay
or stick in a pushed position.
Is anything present that would cause the A/C mode switch or EBL mode switch to stay or stick in a
pushed position?
No >> Go To 3

Below 4.8 Volts
Go To 4
Above 5.2 Volts
Go To 8
4.8 Volts To 5.2 Volts
Go To 9
GROUND CIRCUIT
harness connector.
ING).
No >> Go To 5
GROUND CIRCUIT
harness connector.
ING).
No >> Go To 6
short to ground.
ING).
No >> Go To 7

vice Information.
ING).
an open.
ING).
8. CHECK THE (C850) BLOWER SWITCH POSITION SIGNAL CIRCUIT FOR A SHORT TO VOLTAGE
Measure the voltage of the (C850) Blower Switch Position Signal circuit
at the A/C Heater Control C3 harness connector.
short to voltage.
ING).
vice Information.
ING).
Turn the blower control on.
Does the A/C status indicator turn on and off with respect to the switch position?
Yes >> Go To 10
Turn the blower control off.
Does the EBL status indicator turn on and off with respect to the switch position?
Yes >> Go To 11
11. CHECK THE A/C HEATER CONTROL BY ATTEMPTING TO ENTER DIAGNOSTIC MODE
Actuate the display DTC function by performing the following:
When entry mode is recognized, the A/C status indicator and the EBL status indicator will illuminate for 5 seconds
and then, if present, will begin displaying DTCs. The A/C status indicator displays active DTCs when the EBL status
indictor is not illuminated and stored DTCs when the EBL status indicator is illuminated. However, if no DTCs are
present, both status indicators will turn off and the system will exit diagnostic mode.
Did the A/C Heater Control enter diagnostic mode?
Yes >> Go To 12
12. CHECK THE A/C HEATER CONTROL BY ATTEMPTING TO RUN THE ACTUATOR CIRCUIT TEST/ DOOR
CALIBRATION FUNCTION
Turn the ignition off, wait 10 seconds, then turn the ignition on.
mode switch down until the EBL status indicator begins flashing. Then, release the EBL mode switch.
While the test / function is running, the EBL status indicator will flash once per second. If the test / function passes,
alternately.
Did the A/C Heater Control run the test / function?
*HVAC SYSTEM TEST (ATC)
Theory of Operation
The HVAC System Test provides a starting point in the diagnostic process by identifying the appropriate diagnostic
procedure or system test to perform when diagnosing a given symptom, condition, or DTC. It also provides a means
for testing the entire HVAC system by utilizing the A/C Heater Control’s On-Board System Tests. The On-Board
System Tests can also assist in diagnosing stored DTCs. (Refer to 24 - HEATING & AIR CONDITIONING - DIAG-
NOSIS AND TESTING) for additional information about on-board diagnostics.
Diagnostic Test
1. HVAC SYSTEM TEST

NOTE: Diagnose and repair all active DTCs before diagnosing and repairing stored DTCs.
Make a selection based on the symptom, condition, or DTC that you want to diagnose.
For Any Active DTC
Refer to the Table of Contents in this Section for a complete list of all HVAC related symptoms.
Scan Tool Indicates HVAC Not Active On Bus
(Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES - DIAGNOSIS AND TESTING)
Complete HVAC System Test
Go To 2
A/C System Performance Test
Go To 2
General System Operation & Function Test
Go To 3
Actuator Calibration Test
Go To 4
2. A/C SYSTEM PERFORMANCE TEST

NOTE: The following are prerequisites of the Cooldown Test. Verify each of the following before running the
test:
• If active, diagnose and repair DTC B1031 or B1032 before proceeding. Refer to the Table of Contents in
this Section for a complete list of HVAC related symptoms.
• Verify that the refrigerant system has an adequate charge. Check and repair as necessary before pro-
ceeding. (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - DIAGNOSIS AND TESTING).
• Verify that the blower motor operates correctly in all speeds. Diagnose and repair all blower related faults
before proceeding.
• Verify that the work area ambient temperature is above 18.3°C (65°F) before proceeding. Move the vehicle
to a warmer work area if necessary.
• Verify that the evaporator temperature is above 18.3°C (65°F) before proceeding.
• Verify that the A/C compressor is not running. If the A/C compressor is running, turn the A/C off and
allow the evaporator to warm up before proceeding.
Once all of the prerequisites have been met, actuate the Cooldown Test by performing the following:
Start the engine.
With the scan tool in HVAC, select System Tests and then select Cooldown test.
NOTE: The Cooldown Test can take up to two minutes to run. While the test is running, the A/C status
indicator will flash. If the test passes, the A/C status indicator will stop flashing. However, if the test fails,
both the A/C and EBL status indicators will flash alternately and an active DTC B10B2 will set. The status
indicators will continue to flash until either a successful Cooldown Test is executed or until the vehicle is
driven a specified number of miles or after 5 ignition cycles. In addition, DTC B10B2 will remain active until
a successful Cooldown Test is executed. The test will stop running if any of the following occurs:
• The ignition is turned off.
• The A/C compressor is requested off.
• DTC B1031 or B1032 sets during the test.
Allow the test to run to completion before proceeding.
With the scan tool, select View DTCs.
Yes >> Diagnose and Repair the DTC(s). Refer to the Table of Contents in this Section for a complete list of
No >> As necessary, either Go To 3, or 4, or Perform BODY VERIFICATION TEST – VER 1. (Refer to 8 -
ELECTRICAL/ELECTRONIC CONTROL MODULES/FRONT CONTROL MODULE - DIAGNOSIS AND
TESTING).
3. GENERAL SYSTEM OPERATION & FUNCTION TEST

NOTE: If at anytime a DTC becomes active during this test, proceed to the conclusion question.
NOTE: If multiple DTCs become active, diagnose those that relate to a short circuit first.
If not done so previously, start the engine.
Turn the blower control to manual low.
Turn the Left and Right Blend controls to full cold.
Turn the Mode control to panel.
Monitor the scan tool for active HVAC DTCs while performing the following test steps.
Press the A/C mode switch on, wait 30 seconds, press it off, and then proceed to the next step.
Press the Rear Defrost mode switch on, wait 30 seconds, press it off, and then proceed to the next step.
Press the Recirculation mode switch on, wait 30 seconds, press it off, and then proceed to the next step.
Turn the Left Blend control to full hot, wait 30 seconds, turn it to full cold, and then proceed to the next step.
Turn the Right Blend control to full hot, wait 30 seconds, turn it to full cold, and then proceed to the next step.
Turn the Mode control to every door position. Leave it in each position for 30 seconds.
Does the scan tool display any active DTCs?
Yes >> Diagnose and repair the DTC(s). Refer to the Table of Contents in this Section for a complete list of
No >> If you are here due to a stored DTC, it is possible that a technician may not have erased the DTC
following a repair. If possible, verify if the vehicle was recently in for this type of service. Otherwise,
either Go To 4 or visually inspect the related wiring harness for chafed, pierced, pinched, and partially
broken wires and the wiring harness connectors for broken, bent, pushed out, and corroded terminals,
4. ACTUATOR CALIBRATION TEST
View DTCs.
No >> No problem found. However, if you are here due to a stored DTC, it is possible that a technician may
not have erased the DTC following a repair. If possible, verify if the vehicle was recently in for this type
of service. Otherwise, visually inspect the related wiring harness for chafed, pierced, pinched, and par-
tially broken wires and the wiring harness connectors for broken, bent, pushed out, and corroded ter-
minals, and repair as necessary.
*HVAC SYSTEM TEST (MTC)
Theory of Operation
The HVAC System Test provides a starting point in the diagnostic process by identifying the appropriate diagnostic
procedure or system test to perform when diagnosing a given symptom, condition, or DTC. It also provides a means
for testing the entire HVAC system by utilizing the A/C Heater Control’s On-Board System Tests. The On-Board
System Tests can also assist in diagnosing stored DTCs. (Refer to 24 - HEATING & AIR CONDITIONING - DIAG-
NOSIS AND TESTING) for additional information about on-board diagnostics.
Diagnostic Test
1. HVAC SYSTEM TEST

NOTE: Diagnose and repair all active DTCs before diagnosing and repairing stored DTCs.
Make a selection based on the symptom, condition, or DTC that you want to diagnose.
For Any Active DTC
Refer to the Table of Contents in this Section for a complete list of all HVAC related symptoms.
Complete HVAC System Test
Go To 2
A/C System Performance Test
Go To 2
General System Operation & Function Test
Go To 3
Actuator Ckt Test / Door Cal Function
Go To 4
Control Won’t Display Active / Stored DTCs
Refer to *A/C Heater Control Will Not Enter Diagnostic Mode for the diagnostic test procedure.
Control Won’t Run System Tests
Refer to *A/C Heater Control Will Not Enter Diagnostic Mode for the diagnostic test procedure.
2. A/C SYSTEM PERFORMANCE TEST

NOTE: The following are prerequisites of the Cooldown Test. Verify each of the following before running the
test:
• If active, diagnose and repair DTC 31 or 32 before proceeding. Refer to the Table of Contents in this
Section for a complete list of HVAC related symptoms.
• Verify that the refrigerant system has an adequate charge. Check and repair as necessary before pro-
ceeding (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - DIAGNOSIS AND TESTING).
• Verify that the blower motor operates correctly in all speeds. Diagnose and repair all blower related faults
before proceeding.
• Verify that the work area ambient temperature is above 18.3°C (65°F) before proceeding. Move the vehicle
to a warmer work area if necessary.
• Verify that the evaporator temperature is above 18.3°C (65°F) before proceeding.
• Verify that the A/C compressor is not running. If the compressor is running, turn the A/C off and allow the
evaporator to warm up before proceeding.
Once all of the prerequisites have been met, actuate the Cooldown Test by performing the following:
• If not done so previously, start the engine.
• Press and hold the A/C mode switch down and then turn the blower motor control to high speed. Continue to
hold the A/C mode switch down until the A/C status indicator begins flashing, Then, release the mode switch.
NOTE: The Cooldown Test can take up to 90 seconds to run. While the test is running, the A/C status indi-
cator will flash once per second. If the test passes, the A/C status indicator will stop flashing. If the test
fails, the A/C and EBL status indicators will flash alternately. The test will stop running if the either ignition
is turned off, or the blower control is turned to any position other than high, or if DTC 83 or 84 sets during
the test. Allow the test to run to completion before proceeding.
NOTE: The A/C Heater Control will display a DTC for every fault that it detects, not just DTCs specific to A/C
performance.
Does the A/C status indicator display any DTCs?
Yes >> Diagnose and Repair the DTC(s). Refer to the Table of Contents in this Section for a complete list of
No >> As necessary, either Go To 3 or 4, or Perform BODY VERIFICATION TEST – VER 1. (Refer to 8 -
ELECTRICAL/ELECTRONIC CONTROL MODULES/FRONT CONTROL MODULE - DIAGNOSIS AND
TESTING).
3. GENERAL SYSTEM OPERATION & FUNCTION TEST

Turn the blower control on.
Turn the Blend control to full cold.
Turn the Mode control to panel.
Press the A/C mode switch on, wait 30 seconds, press it off, and then proceed to the next step.
Press the EBL mode switch on, wait 30 seconds, press it off, and then proceed to the next step.
Turn the Blend control to full hot, wait 30 seconds, turn it to full cold, and then proceed to the next step.
Turn the Mode control to every door position. Leave it in each position for 30 seconds. When complete, proceed to
the next step.
NOTE: If multiple DTCs are active, diagnose those that relate to a short circuit first.
Yes >> Diagnose and repair the DTC(s). Go To 4 if Overcurrent faults (DTC 41, 43, or 44) are present and run
the Actuator Circuit Test / Door Calibration Function. Otherwise, refer to the Table of Contents in this
Section for a complete list of HVAC related symptoms.
No >> If you are here due to a stored DTC, it is possible that a technician may not have erased the DTC
following a repair. If possible, verify if the vehicle was recently in for this type of service. Otherwise,
either Go To 4 or visually inspect the related wiring harness for chafed, pierced, pinched, and partially
broken wires and the wiring harness connectors for broken, bent, pushed out, and corroded terminals,
4. ACTUATOR CIRCUIT TEST / DOOR CALIBRATION FUNCTION

NOTE: By running the Actuator Circuit Test / Door Calibration Function, the A/C Heater Control can identify
up to three door driver circuits shorted simultaneously. A DTC 72 will set if more than three door driver
circuits are shorted in the same direction (e.g. four door driver circuits all shorted to ground) or if two or
more door driver circuits are shorted with at least one door driver circuit shorted to ignition and one door
driver circuit shorted to ground. To ensure a proper diagnosis, diagnose and repair Actuator Circuit Test
faults in the following order: If present, diagnose and repair DTC 72 first, then DTC 62, then DTC 61, then
DTCs 64, 68, or 71, and finally DTCs 63, 67, or 69. In addition, always test the door driver circuits after each
repair by clearing DTCs, and then running the Actuator Circuit Test / Door Calibration Function, and then
checking for DTCs.
If not done so previously, turn the ignition on.
• When the A/C status indicator begins flashing DTCs, set the Mode switch to the floor position, simultaneously
press the A/C mode switch and the EBL mode switch down until both LEDs start flashing (approximately 5
seconds) and then release the mode switches. Stored DTCs will clear from memory in approximately two sec-
onds. However, if no DTCs were present, both status indicators will tun off and the system will exit diagnostic
mode.
NOTE: The A/C Heater Control will display a DTC for every fault that it detects, not just DTCs specific to
door function.
No >> No problem found. However, if you are here due to a stored DTC, it is possible that a technician may
not have erased the DTC following a repair. If possible, verify if the vehicle was recently in for this type
of service. Otherwise, visually inspect the related wiring harness for chafed, pierced, pinched, and par-
tially broken wires and the wiring harness connectors for broken, bent, pushed out, and corroded ter-
minals, and repair as necessary.
24 - 320 HVAC - SERVICE INFORMATION LX
HVAC - SERVICE INFORMATION
TABLE OF CONTENTS
page page
HVAC - SERVICE INFORMATION SPECIFICATIONS

DESCRIPTION A/C SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 334
HEATING AND AIR CONDITIONING TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 334
SYSTEMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 321 SPECIAL TOOLS
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 322 HEATING-A/C SYSTEM . . . . . . . . . . . . . . . . . . . . . 336
DIAGNOSIS AND TESTING CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 337
HEATING AND A/C SYSTEMS . . . . . . . . . . . . . . . 323 DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . 377
A/C PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . 329 PLUMBING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 422
HEATER PERFORMANCE . . . . . . . . . . . . . . . . . . 332 HEATER-CABIN . . . . . . . . . . . . . . . . . . . . . . . . 470
LX HVAC - SERVICE INFORMATION 24 - 321
HVAC - SERVICE INFORMATION

DESCRIPTION
HEATING AND AIR CONDITIONING SYSTEMS
A manual temperature control (MTC) single zone type heating-A/C system or a fully adjustable automatic temper-
ature control (ATC) dual zone type heating-A/C system is available on this vehicle.
To maintain the performance level of the heating, ventilation and air conditioning (HVAC) system, the engine cooling
system must be properly maintained. The use of a bug screen is not recommended. Any obstructions in front of the
radiator or A/C condenser will reduce the performance of the A/C and engine cooling systems.
The engine cooling system includes the radiator, thermostat, radiator hoses and the engine coolant pump. Refer to
7 - Cooling for more information before opening or attempting any service to the engine cooling system.
NOTE: LHD model shown. RHD model similar.
All vehicles are equipped with a common heater, ven-

tilation and air conditioning (HVAC) housing (1). The
heating-A/C system combines A/C, heating, and venti-
lating capabilities in a single HVAC housing mounted
within the passenger compartment beneath the instru-
ment panel. The HVAC housing includes:
• Recirculation-air door and actuator (2)
• Blend-air door(s) and actuator(s) (3)
• Blower motor (4)
• Blower motor resistor (MTC) or blower motor
power module (ATC) (5)
• Evaporator temperature sensor (6)
• Mode-air doors and actuator (7)
• Heater core (8)
• A/C evaporator (9)
NOTE: An electric positive temperature coefficient (PTC) heater is used on vehicles when equipped with the
3.0L diesel engine. The PTC heater unit compensates for the lower engine coolant temperatures produced
by the diesel engine. The PTC heater unit is mounted in the HVAC air distribution housing, downstream of
the heater core. For more information, refer to 24 - HEATING & AIR CONDITIONING/CABIN HEATER/HEATER
UNIT - DESCRIPTION.
Based upon the system and selected mode, conditioned air can exit the HVAC housing through one or a combi-
nation of the three main housing outlets: defrost, panel or floor. The defrost and panel outlets are located on the top
of the HVAC housing and the floor outlets are located on the bottom of the HVAC housing. Once the conditioned air
exits the HVAC housing, it is further directed through molded plastic ducts to the outlets within the vehicle interior.
These outlets and their locations are as follows:
• Defroster Outlets - Two large defroster outlets are located near the center of the instrument panel top cover,
near the base of the windshield.
• Side Window Demister Outlets - There are two side window demister outlets, one is located at each out-
board end of the instrument panel top cover, near the belt line at the A-pillars.
• Panel Outlets - There are four panel outlets in the instrument panel, one located near each outboard end of
the instrument panel facing the rear of the vehicle and one located on each side of the instrument panel center
bezel.
• Floor Outlets - There is one floor outlet located above each side of the floor panel center tunnel near the
dash panel. There is also one outlet located under each front seat.
• Console Outlets - There are two console outlets located at the back of the center floor console facing the rear
of the vehicle.
OPERATION
Both the manual temperature control (MTC) and the automatic temperature control (ATC ) heating-A/C system used
in this vehicle are blend-air type systems. In a blend-air system, a blend-air door controls the amount of conditioned
air that is allowed to flow through, or around, the heater core. In the available dual zone system, two blend-air doors
are used to provide completely independent side-to-side temperature control of the discharge air. The temperature
control(s) determines the discharge air temperature(s) by operating the blend door actuator(s), which move the
blend-air door(s). This design allows almost immediate control of output air temperature(s).
The heating-A/C system pulls outside (ambient) air
through the cowl opening at the base of the wind-
shield, then into the air inlet housing and through the
A/C evaporator (3). Air flow can be directed either
through or around the heater core (1). This is done by
adjusting the blend-air door(s) (2) with the temperature
control(s) located on the A/C-heater control in the
instrument panel. The air flow can then be directed
from the panel, floor and defrost outlets in various
combinations using the mode control located on the
A/C-heater control. Air flow velocity can be adjusted
with the blower speed control located on the A/C-
heater control.
The outside (fresh) air intake can be shut off by selecting the Recirculation Mode with the mode control. This will
operate an electrically actuated recirculation-air door (4) that closes off the fresh air intake and recirculates the air
that is already inside the vehicle.
The A/C compressor can be engaged in any mode by pressing the snowflake, A/C on/off button. It can also be
engaged by placing the mode control in the mix to defrost positions. This will remove heat and humidity from the air
before it is directed through or around the heater core. The mode control on the A/C-heater control is used to also
direct the conditioned air to the selected system outlets. The mode control uses an electric actuator to control the
mode-air doors (5 and 6).
The two slot-type defroster outlets receive airflow from the HVAC housing through the molded plastic defroster
ducts, which connect to the HVAC housing defroster outlets. The airflow from the defroster outlets is directed by
fixed vanes in the defroster outlet grilles and cannot be adjusted. The defroster outlet grilles are integral to the
instrument panel top cover.
The side window demister outlets receive airflow from the HVAC housing through the molded plastic demister ducts.
The demisters direct air from the HVAC housing through the outlets located on the top corners of the instrument
panel. The airflow from the side window demister outlets is directed by fixed vanes in the demister outlet grilles and
cannot be adjusted. The side window demister outlet grilles are serviceable from the instrument panel. The demis-
ters operate when the controls are set in Heat, Bi-level, Mix and Defrost modes.
The four instrument panel outlets receive airflow from the HVAC housing through two molded plastic main panel
ducts. One duct directs air flow out of the right side instrument panel outlets, while the other duct delivers air flow
to the left side outlets. Each of these outlets can be individually adjusted to direct the flow of air.
The floor outlets receive airflow from the HVAC housing through the floor distribution ducts which are integral to the
rear cover of the HVAC air distribution housing. Two plastic rear distribution ducts and one center console duct
attach to the rear cover and provide conditioned air to the rear seating positions. The two console outlets can be
individually adjusted to direct the flow of air, but the floor outlets cannot be adjusted.
NOTE: It is important to keep the HVAC air intake opening clear of debris. Leaf particles and other debris
that is small enough to pass through the cowl opening screen can accumulate within the HVAC housing.
The closed, warm, damp and dark environment created within the housing is ideal for the growth of certain
molds, mildews and other fungi. Any accumulation of decaying plant matter provides an additional food
source for fungal spores, which enter the housing with the fresh intake-air. Excess debris, as well as objec-
tionable odors created by decaying plant matter and growing fungi can be discharged into the passenger
compartment during heater-A/C operation if the air intake opening is not kept clear of debris.
The A/C system is designed for the use of non-CFC, R-134a refrigerant and uses an A/C expansion valve to meter
the flow of refrigerant to the A/C evaporator. The A/C evaporator cools and dehumidifies the incoming air prior to
blending it with the heated air. To maintain minimum evaporator temperatures and prevent evaporator freezing, an
evaporator temperature sensor is used. The sensor is located downstream of the evaporator and supplies an evap-
orator temperature signal to the A/C-heater control. For the ATC system, the A/C-heater control broadcasts the A/C
request on the controller area network (CAN) B bus, where it is read and processed by the front control module
(FCM), which in turn broadcasts it on the CAN C bus, where it is read and processed by the powertrain control
module (PCM). For the MTC system, the A/C-heater control sends the request for A/C to the CCN via a dedicated
mux circuit. The CCN then broadcasts the A/C request on the CAN B bus, where it is read and processed by the
FCM, which in turn broadcasts it on the CAN C bus, where it is read and processed by the PCM.

HEATING AND A/C SYSTEMS
ON-BOARD DIAGNOSTICS
CAUTION: Do not exchange A/C-Heater Controls from vehicle to vehicle. Software versions differ between
models and model years. Installing an A/C-Heater Control with software that is incompatible for a given
vehicle can result in either improper or failed HVAC system operation.
SETTING FAULTS - ATC AND MTC SYSTEMS
Both the automatic temperature control (ATC) and the manual temperature control (MTC) systems are controlled by
the A/C-heater control located on the center bezel of the instrument panel. The ATC system communicates on the
controller area network (CAN) B bus and is fully addressable with a scan tool. The MTC system is NOT connected
to the CAN bus and is NOT addressable with a scan tool.
The A/C-heater control’s primary means of fault detection for both heating-A/C systems is through active and stored
diagnostic trouble codes (DTCs). The control continuously monitors various internal parameters during normal sys-
tem operation. If it detects a fault, both an active and a stored diagnostic trouble code (DTC) will set for that param-
eter. When the offending parameter returns to an acceptable value, the control automatically clears the active DTC.
However, the stored DTC remains until cleared (either manually or automatically). Note that DTCs will not set or
clear if supply voltage is low.
The A/C-heater control’s secondary means of fault detection for both heating-A/C systems is through system tests.
For ATC systems, these tests include the HVAC System Test, the Cooldown Test, and Actuator Calibration. For MTC
systems, these tests include the HVAC System Test, the Cooldown Test, Actuator Calibration (new MTC installation
only), and the Actuator Circuit Test / Door Calibration Function. Refer to System Tests in this Section for a detailed
description of each test.
DISPLAYING FAULTS AND READING FAULTS - ATC SYSTEM
Use a scan tool to display DTCs stored in the A/C-heater control of the ATC system (Refer to 24 - HVAC - Electrical
Diagnostics for more information).
DISPLAYING FAULTS AND READING FAULTS - MTC SYSTEM
Use the A/C-heater control to display DTCs stored in the A/C-heater control of the MTC system. Refer to Entering
Display DTC Mode - MTC System; Display Sequencing - MTC System; Reading Diagnostic Trouble Codes - MTC
System; Active DTCs - ATC and MTC Systems; Stored DTCs - ATC and MTC Systems; and Clearing Faults - MTC
System in this section for additional information.
ENTERING DISPLAY DTC MODE - MTC SYSTEM
To enter the MTC system’s Display DTC Mode, perform the following:
NOTE: An active DTC 33 will prevent the control

from entering diagnostic mode and performing
certain diagnostic functions. It will also prevent
proper A/C mode switch and status indicator func-
tion. If this occurs, refer to *A/C HEATER CON-
TROL WILL NOT ENTER DIAGNOSTIC MODE
(MTC) in 24 - HVAC - Electrical Diagnostics for the
diagnostic test procedure.
1. Turn the ignition to the On position.

2. Turn the blower motor control (1) to the On posi-
tion.
3. Press the A/C mode switch (2) down, turn the
blower motor control to the Off position, wait until
both LEDs illuminate (approximately 5 seconds)
and then release the A/C switch. If there are active
or stored DTCs to display, the A/C status indicator
(3) will begin to flash. If there are no active or
stored DTCs to display, the LEDs on the A/C-
heater control (4) will turn off and the system will automatically exit the mode of operation.
4. To manually exit Display DTC Mode, either turn the ignition off or disconnect the negative battery cable from the
battery.
DISPLAY SEQUENCING - MTC SYSTEM
MTC system DTCs will display in ascending numerical order but not in chronological order. Active DTCs will display
before stored DTCs. If there are active and stored DTCs for the same parameter, the A/C-heater control will NOT
display the stored DTC for that parameter. The EBL status indicator will illuminate and remain illuminated while the
A/C-heater control is displaying stored DTCs. After displaying all active and stored DTCs, the A/C-heater control
restarts at the beginning, displaying all DTCs again. To restart the sequence from the beginning while the A/C-
heater control is displaying DTCs, press the EBL mode switch down, and then release it. This will cause the A/C-
heater control to quit displaying the present code, turn off all LEDs for 2.0 seconds, and then it will begin flashing
all DTCs again from the beginning.
READING DIAGNOSTIC TROUBLE CODES - MTC SYSTEM
All active and stored DTCs for the MTC system have an assigned code number. The A/C status indicator flashes in
a series of pulses to display the code numbers. Each pulse has an indicator on time of 0.5 seconds. The tens unit
value (1) is flashed first followed by the ones unit value (2). A 2.0 second indicator off-time (3) separates the unit
values. When displaying multiple DTCs, the A/C status indicator will go off for five seconds (4) before displaying the
next DTC (5). After displaying all DTCs (6), the sequence will repeat until exiting Display DTC Mode.
ACTIVE DTCs - ATC AND MTC SYSTEMS
Refer to 24 - HVAC - Electrical Diagnostics to diagnose HVAC system DTCs.
STORED DTCs - ATC AND MTC SYSTEMS
The HVAC System Test, found in 24 - HVAC - Electrical Diagnostics, provides a means for diagnosing stored DTCs.
The HVAC System Test consists of multiple diagnostic procedures which cover:
• A/C System Performance
• System Controls
• Air-door Functionality
Either perform the entire diagnostic procedure for a complete system test or perform an individual procedure if diag-
nosing a specific symptom, condition, or DTC.
CLEARING FAULTS - ATC SYSTEM
For every fault that sets, the A/C-heater control maintains an independent count of the number of key cycles since
the active DTC cleared, the odometer reading when the DTC set, and the elapsed ignition on time that the DTC was
active. When the number of key cycles (by parameter) reaches a global number, the system automatically clears all
of the information associated with that DTC. A loss of battery voltage will also clear all active DTCs and associated
data from memory. However, upon reconnecting the battery and activating the A/C-heater control (9Ignition9 line
going 9HIGH9), the system will again evaluate all parameters and will set active DTCs for parameters outside of
acceptable limits.
DTCs can also be cleared manually from the A/C-heater control (which also resets key cycle counters). Use a scan
tool to clear DTCs stored in the A/C-heater control of the ATC system (Refer to 24 - HVAC - Electrical Diagnostics
for more information).
CLEARING FAULTS - MTC SYSTEM
To clear DTCs stored in the A/C-heater control of the MTC system, perform the following:


from performing certain diagnostic functions and
it will prevent proper EBL mode switch and status
indicator function. If active, diagnose and repair
DTC 34 before proceeding. Refer to 24 - HVAC -
Electrical Diagnostics for the diagnostic test pro-
cedure.

2. Turn the blower motor control (1) to the On position.
3. Press the A/C mode switch (2) down, turn the blower motor control to the Off position, wait until both LEDs
illuminate (approximately 5 seconds) and then release the A/C mode switch.
4. When the A/C status indicator begins flashing DTCs, set the Mode switch to the floor position, simultaneously
press the A/C mode switch and the EBL mode switch down until both LEDs start flashing (approximately 5 sec-
onds) and then release the mode switches. Stored DTCs will clear from memory in approximately two seconds.
SYSTEM TESTS
HVAC SYSTEM TEST - ATC AND MTC SYSTEMS
The HVAC System Test, found in 24 - HVAC - Electrical Diagnostics, provides a starting point in the diagnostic
process by identifying the appropriate diagnostic procedure or system test to perform when diagnosing a given
symptom, condition, or DTC. It also provides a means for testing the entire HVAC system by utilizing the A/C-heater
control’s On-Board System Tests. The On-Board System Tests can also assist in diagnosing stored DTCs.
ACTUATOR CALIBRATION - ATC SYSTEM
The Actuator Calibration function homes and repositions the air-door actuators, removes accumulated positioning
errors, and checks for air-door span faults. Once actuated, the entire process takes approximately 90 seconds.
Upon completion, all air-door actuators should return to the position that the system is currently requesting. Running
the Actuator Calibration function is the only way to detect air-door travel too large faults and air-door travel too small
faults. These faults, if present, will display on the scan tool after running the Actuator Calibration function.
STARTING ACTUATOR CALIBRATION - ATC SYSTEM
Use a scan tool to start the Actuator Calibration function.
ACTUATOR CALIBRATION - MTC SYSTEM
NOTE: Diagnose and repair Actuator Circuit Test faults (DTC 61, 62, 63, 64, 65, 66, 67, 68, 69, 71, and 72)
before diagnosing Overcurrent faults (DTC 41, 42, 43, and 44) and Calibration faults (DTC 18, 21, 22, 23, 24,
25, 45, 46, 47, 48, 51, 52, 53, 54, 55, and 56). Diagnose and repair Overcurrent faults (DTC 41, 42, 43, and 44)
before diagnosing Calibration faults (DTC 18, 21, 22, 23, 24, 25, 45, 46, 47, 48, 51, 52, 53, 54, 55, and 56).
The A/C-Heater Control automatically runs the Actuator Calibration function upon ignition on after installing a new
A/C-Heater Control. The Actuator Calibration function homes and repositions the air-door actuators, removes accu-
mulated positioning errors, and checks for air-door span faults. Once actuated, the entire process takes approxi-
mately 90 seconds. Upon completion, all air-door actuators should return to the position that the system is currently
requesting. Running the Actuator Calibration function is the only way to detect air-door travel too large faults, air-
door travel too small faults, air-door bound faults, and air-door broken linkage faults. These faults, if present, will
display when checking for DTCs in the A/C-heater control.
STARTING ACTUATOR CALIBRATION MANUALLY - MTC SYSTEM
Refer to Starting The Actuator Circuit Test / Door Calibration Function - MTC System in this section.
ACTUATOR CIRCUIT TEST / DOOR CALIBRATION FUNCTION - MTC SYSTEM
NOTE: Diagnose and repair Actuator Circuit Test faults (DTC 61, 62, 63, 64, 65, 66, 67, 68, 69, 71, and 72)
before diagnosing Overcurrent faults (DTC 41, 42, 43, and 44) and Calibration faults (DTC 18, 21, 22, 23, 24,
25, 45, 46, 47, 48, 51, 52, 53, 54, 55, and 56). Diagnose and repair Overcurrent faults (DTC 41, 42, 43, and 44)
before diagnosing Calibration faults (DTC 18, 21, 22, 23, 24, 25, 45, 46, 47, 48, 51, 52, 53, 54, 55, and 56).
The Actuator Circuit Test / Door Calibration function first tests the air-door electrical circuits for shorts and then it
homes and repositions the air-doors to remove accumulated positioning errors and to check for air-door span faults.
This test / function supplements the continuous actuator drive system diagnostics and can provide greater detail
about shorted air-door electrical circuits by identifying up to three door driver circuits shorted simultaneously. This
test will also detect air-door travel too large faults, air-door travel too small faults, air-door bound faults, and air-door
broken linkage faults. The Actuator Circuit Test / Door Calibration function must be manually actuated. Faults
detected will display when checking for DTCs in the A/C-heater control.
STARTING THE ACTUATOR CIRCUIT TEST / DOOR CALIBRATION FUNCTION - MTC SYSTEM
NOTE: By running the Actuator Circuit Test / Door Calibration Function, the A/C-Heater Control can identify
up to three door driver circuits shorted simultaneously. A DTC 72 will set if more than three door driver
circuits are shorted in the same direction (e.g. four door driver circuits all shorted to ground) or if two or
more door driver circuits are shorted with at least one door driver circuit shorted to ignition and one door
driver circuit shorted to ground. To ensure a proper diagnosis, diagnose and repair Actuator Circuit Test
faults in the following order: If present, diagnose and repair DTC 72 first, then DTC 62, then DTC 61, then
DTCs 64, 66, 68, or 71, and finally DTCs 63, 65, 67, or 69. In addition, always test the door driver circuits
after each repair by clearing DTCs, and then running the Actuator Circuit Test / Door Calibration Function,
and then checking for DTCs.
To start the Actuator Circuit Test / Door Calibration function for the MTC system, perform the following:

from performing certain diagnostic functions and
it will prevent proper EBL mode switch and status
indicator function. If this occurs, diagnose and
repair DTC 34 before running the Actuator Circuit
Test / Door Calibration function. Refer to 24 -
HVAC - Electrical Diagnostics for the diagnostic
test procedure.

2. Turn the blower motor control (1) to the Off posi-
tion.
3. Press and hold the EBL mode switch (2) down and
then turn the blower motor control on. Continue to
hold the EBL mode switch down until the EBL sta-
tus indicator begins flashing. Then, release the
mode switch. While the test / function is running,
the EBL status indicator will flash once per second.
If the test / function passes, the EBL status indica-
tor will stop flashing. However, if the test / function fails, the A/C and EBL status indicators will flash alternately.
Faults detected will display when checking for DTCs in the A/C-heater control.
COOLDOWN TEST - ATC AND MTC SYSTEMS
The Cooldown Test checks A/C system performance by measuring the system’s ability to lower the evaporator tem-
perature 11.11° C (20° F) as measured by the evaporator temperature sensor. The following are prerequisites of the
Cooldown Test. Verify each of the following before running the Cooldown Test:
• For the ATC system, the Cooldown Test will NOT start if DTC B1031 or B1032 is active. If active, diagnose
and repair either DTC before proceeding (Refer to 24 - HVAC - Electrical Diagnostics for a complete list of
HVAC related symptoms).
• For the MTC system, the Cooldown Test will NOT start if DTC 31 or 32 is active. If active, diagnose and repair
either DTC before proceeding (Refer to 24 - HVAC - Electrical Diagnostics for a complete list of HVAC related
symptoms).
• For both systems, verify that the refrigerant system has an adequate charge. Check and repair as necessary
before proceeding (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - DIAGNOSIS AND TESTING
- REFRIGERANT SYSTEM LEAKS).
• For both systems, verify that the blower motor operates correctly in all speeds. Diagnose and repair all blower
motor related faults before proceeding.
• For both systems, verify that the ambient temperature of the work area is above 18.3° C (65° F) before pro-
ceeding. Move the vehicle to a warmer work area if necessary.
• For both systems, verify that the evaporator temperature is above 18.3° C (65° F) before proceeding.
• For both systems, verify that the A/C compressor is NOT running. If the A/C compressor is running, turn the
A/C off and allow the evaporator to warm up before proceeding.
STARTING THE COOLDOWN TEST - ATC SYSTEM
Once all of the prerequisites have been met, the Cooldown Test for the ATC system can be actuated by sending a
command with a scan tool. Once started, the ATC A/C-heater control automatically sets the blower speed and posi-
tions the air-doors for optimal A/C performance. It also sends a request for A/C operation on the CAN B bus. The
Cooldown Test can take up to two minutes to run and, will stop running if any of the following occurs:
• The ignition is turned off.
• The A/C compressor is requested off.
• DTC B1031 or B1032 sets during the Cooldown Test.
While the Cooldown Test is running, the A/C status indicator will flash. During this time the A/C-heater control will
ignore most of its inputs. If the ATC system passes the test, the A/C status indicator will stop flashing. However, if
the ATC system fails the test, both the A/C and EBL status indicators will flash alternately and an active DTC B10B2
will set. The status indicators will continue to flash until either a successful Cooldown Test is executed or until the
vehicle is driven a specified number of miles or after 5 ignition cycles. In addition, DTC B10B2 will remain active
until a successful Cooldown Test is executed. Always check for DTCs in the A/C-heater control after running the
Cooldown Test.
STARTING THE COOLDOWN TEST - MTC SYSTEM
Once all of the prerequisites have been met, the Cooldown Test for the MTC system can be actuated by performing
the following:

1. Verify that the ignition is in the Off position.

2. Turn the blower motor control (1) to the Off posi-
tion.
4. Press and hold the A/C mode switch (2) down and
then turn the blower motor control to high speed.
Continue to hold the A/C mode switch down until
the A/C status indicator begins flashing, Then,
release the mode switch.
Once actuated, the MTC A/C-heater control automatically positions the air-doors for optimal A/C performance and
sends a request for A/C operation to the cluster (CCN) via hardwired circuits. The Cooldown Test can take up to two
minutes to run. The test will stop running if any of the following occurs:
• The ignition is turned to the Off position.
• The blower motor control is turned to the any position other than high speed.
• DTC 83 or 84 sets during the Cooldown Test.
While the Cooldown Test is running, the A/C status indicator will flash. During this time the A/C-heater control will
ignore most of its inputs. If the MTC system passes the test, the A/C status indicator will stop flashing. However, if
the MTC system fails the test, both the A/C and EBL status indicators will flash alternately and an active DTC 35 will
set. The status indicators will continue to flash until either a successful Cooldown Test is executed or until the vehi-
cle’s ignition on time has exceeded a specified value. In addition, DTC 35 will remain active until a successful
Cooldown Test is executed. Always check for and diagnose DTCs present in the A/C-heater control after running the
Cooldown Test. If the Cooldown Test fails, service the heating-A/C system as required.
A/C PERFORMANCE
The A/C system is designed to provide the passenger compartment with low temperature and low humidity air. The
A/C evaporator, located in the HVAC housing is cooled to temperatures near the freezing point. As warm damp air
passes over the fins of the A/C evaporator, the air transfers its heat to the refrigerant in the evaporator coils and the
moisture in the air condenses on the evaporator fins. During periods of high heat and humidity, an A/C system will
be more effective in the Recirculation mode (max-A/C). With the system in the Recirculation mode, only air from the
passenger compartment passes through the A/C evaporator. As the passenger compartment air dehumidifies, the
A/C system performance levels rise.
Humidity has an important bearing on the temperature of the air delivered to the interior of the vehicle. It is impor-
tant to understand the effect that humidity has on the performance of the A/C system. When humidity is high, the
A/C evaporator has to perform a double duty. It must lower the air temperature, and it must lower the temperature
of the moisture in the air that condenses on the evaporator fins. Condensing the moisture in the air transfers heat
energy into the evaporator fins and coils. This reduces the amount of heat the A/C evaporator can absorb from the
air. High humidity greatly reduces the ability of the A/C evaporator to lower the temperature of the air.
However, evaporator capacity used to reduce the amount of moisture in the air is not wasted. Wringing some of the
moisture out of the air entering the vehicle adds to the comfort of the passengers. Although, an owner may expect
too much from their A/C system on humid days. A performance test is the best way to determine whether the sys-
tem is performing up to design standards. This test also provides valuable clues as to the possible cause of trouble
with the A/C system. The ambient air temperature in the location where the vehicle will be tested must be a mini-
mum of 21° C (70° F) for this test.
A/C PERFORMANCE TEST

WARNING: Refer to the applicable warnings and cautions for this system before performing the following
operation (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - WARNINGS) and (Refer to 24 - HEAT-
ING & AIR CONDITIONING/PLUMBING - CAUTIONS). Failure to follow the warnings and cautions could result
in possible personal injury or death.
NOTE: When connecting the service equipment coupling to the line fitting, verify that the valve of the cou-
pling is fully closed. This will reduce the amount of effort required to make the connection.
NOTE: The work area ambient temperature must be above 16° C (60° F) and the evaporator temperature
must be above 18° C (65 F) prior to conducting the A/C Performance Test.
1. Conduct the A/C System Performance Test (Cooldown Test) found within the HVAC System Test (refer to 24 -
HVAC Electrical Diagnostics). If no diagnostic trouble codes (DTCs) are found in the A/C-heater control or the
powertrain control module (PCM) or engine control module (ECM), depending on engine application, go to Step
2. If any DTCs are found, repair as required, then proceed to Step 2.
2. Connect a tachometer and a manifold gauge set or an A/C recycling/charging station.
3. Operate the heating-A/C system under the following conditions.
• Engine at 1,000 rpm at operating temperature
• Doors and windows closed
• Transmission in Park
• A/C-heater controls set to Recirculation mode (max-A/C), full cool, panel mode, high blower and with A/C com-
pressor engaged. If the A/C compressor does not engage, see the A/C System Diagnosis chart.
4. Insert a thermometer in the driver side center panel air outlet and operate the A/C system until the thermometer
temperature stabilizes.
5. With the A/C compressor clutch engaged, compare the air temperature at the center panel outlet and the A/C
compressor discharge pressure (high side) to the A/C Performance Temperature and Pressure chart. The com-
pressor clutch may cycle, depending upon the ambient temperature and humidity. If the clutch cycles, use the
readings obtained before the clutch disengaged.
A/C PERFORMANCE TEMPERATURE AND PRESSURE
21°C 27°C 32°C 38°C 43°C

Ambient Air Temperature
(70°F) (80°F) (90°F) (100°F) (110°F)
Maximum Allowable Air
9°C 9°C 12°C 15°C 18°C
Temperature at Center Panel
(48°F) (48°F) (54°F) (59°F) (65°F)
Outlet
138 to 207 138 to 207 207 to 276 207 to 276 241 to 310
Suction Pressure at Service
kPa kPa kPa kPa kPa
Port (Low Side)
(20 to 30 psi) (20 to 30 psi) (30 to 40 psi) (30 to 40 psi) (35 to 45 psi)
1034 to 1724 1379 to 2068 1551 to 2241 1724 to 2413 2068 to 2758
Discharge Pressure at Service kPa kPa kPa kPa kPa
Port (High Side) (150 to 250 (200 to 300 (225 to 325 (250 to 350 (300 to 400
psi) psi) psi) psi) psi)
6. If the air outlet temperature fails to meet the specifications in the A/C Performance Temperature and Pressure
chart, or if the A/C compressor discharge pressure is high, refer to the A/C System Diagnosis chart.
A/C SYSTEM DIAGNOSIS
Condition Possible Causes Correction

Rapid A/C compressor clutch Low refrigerant system charge. See Refrigerant System Leaks in this group.
cycling (ten or more cycles Test the refrigerant system for leaks. Repair,
per minute). evacuate and charge the refrigerant system, if
required.
Equal pressures, but the 1. No refrigerant in the 1. See Refrigerant System Leaks in this group.
compressor clutch does not refrigerant system. Test the refrigerant system for leaks. Repair,
engage. evacuate and charge the refrigerant system, if
required.
2. Faulty fuse. 2. Check the fuses in the Integrated Power
Module. Repair the shorted circuit or
component and replace the fuses, if required.
Refer to Group 8.
3. Faulty A/C compressor clutch 3. See A/C Compressor Clutch Coil in this
coil. group. Test the compressor clutch coil and
replace, if required.
4. Faulty A/C compressor clutch 4. See A/C Compressor Clutch Relay in this
relay. group. Test the compressor clutch relay and
relay circuits. Repair the circuits or replace the
relay, if required.
5. Improperly installed or faulty 5. See Evaporator Temperature Sensor in this
evaporator temperature sensor. group. Test the sensor and replace, if required.
6. Faulty A/C pressure 6. See A/C Pressure Transducer in this group.
transducer. Test the sensor and replace, if required.
7. Faulty Powertrain Control 7. Refer to Group 9 - Engine Electrical
Module (PCM) or Engine Diagnostics for testing of the PCM/ECM. Test
Control Module (ECM). the PCM/ECM and replace, if required.
Normal pressures, but A/C 1. Excessive refrigerant oil in 1. See Refrigerant Oil Level in this group.
Performance Test air system. Recover the refrigerant from the refrigerant
temperatures at center panel system and inspect the refrigerant oil content.
outlet are too high. Restore the refrigerant oil to the proper level, if
required.
2. Blend door actuator (s) 2. See Blend Door Actuator in this group.
improperly installed or faulty. Inspect the actuator(s) for proper operation
and replace, if required.
3. Blend-air door(s) inoperative 3. See HVAC Housing in this group. Inspect
or sealing improperly. the blend-air door(s) for proper operation and
sealing. Repair if required.
The low side pressure is 1. Low refrigerant system 1. See Refrigerant System Leaks in this group.
normal or slightly low, and the charge. Test the refrigerant system for leaks. Repair,
high side pressure is too low. evacuate and charge the refrigerant system, if
required.
2. Refrigerant flow through the 2. See A/C Evaporator in this group. Replace
A/C evaporator is restricted. the restricted A/C evaporator, if required.
3. Faulty A/C compressor. 3. See A/C Compressor in this group. Replace
the A/C compressor, if required.
Condition Possible Causes Correction
The low side pressure is 1. A/C condenser air flow 1. Check the A/C condenser for damaged fins,
normal or slightly high, and restricted. foreign objects obstructing air flow through the
the high side pressure is too condenser fins, and missing or improperly
high. installed air seals. Clean, repair, or replace
components as required.
2. Refrigerant flow through the 2. See Receiver/Drier in this group. Replace
receiver/drier is restricted. the restricted receiver/drier, if required.
3. Inoperative radiator cooling 3. Test the radiator cooling fan and replace, if
fan. required. Refer to Group 7 - Cooling.
4. Refrigerant system 4. See Refrigerant System Charge in this
overcharged. group. Recover the refrigerant from the
refrigerant system. Charge the refrigerant
system to the proper level, if required.
5. Air in the refrigerant system. 5. See Refrigerant System Leaks in this group.
Test the refrigerant system for leaks. Repair,
evacuate and charge the refrigerant system, if
required.
6. Engine overheating. 6. Test the engine cooling system and repair, if
required. Refer to Group 7 - Cooling.
The low side pressure is too 1. Accessory drive belt slipping. 1. Inspect the accessory drive belt condition
high, and the high side and tension. Repair as required. Refer to
pressure is too low. Group 7 - Cooling.
2. Faulty A/C expansion valve. 2. See A/C Expansion Valve in this group.
Replace the valve, if required.
3. Faulty A/C compressor. 3. See A/C Compressor in this group. Replace
the A/C compressor, if required.
The low side pressure is too 1. Restricted refrigerant flow 1. See Liquid Line, Suction Line and Discharge
low, and the high side through the refrigerant lines. Line in this group. Inspect the refrigerant lines
pressure is too high. for kinks, tight bends or improper routing.
Correct the routing or replace the refrigerant
line, if required.
2. Restricted refrigerant flow 2. See A/C Expansion Valve in this group.
through the A/C expansion Replace the valve, if required.
valve.
3. Restricted refrigerant flow 3. See A/C Condenser in this group. Replace
through the A/C condenser. the restricted A/C condenser, if required.
HEATER PERFORMANCE
Before performing the following tests, refer to Group 7 - Cooling for the procedures to check the engine coolant
level and flow, engine coolant reserve/recovery system operation, accessory drive belt condition and tension, radi-
ator air flow and the fan drive operation. Perform the A/C System Performance Test, which is found within the HVAC
System Test (refer to 24 - HVAC Electrical Diagnostics). If any diagnostic trouble codes (DTCs) are found in the
A/C-heater control or the powertrain control module (PCM), repair as necessary.
MAXIMUM HEATER OUTPUT

Engine coolant is delivered to the heater core through two heater hoses. With the engine idling at normal operating
temperature, set the temperature control to the full hot position, the mode control to the floor position, and the
blower motor control to the highest speed position. Using a test thermometer, check the temperature of the air being
discharged at the front floor outlets. Compare the test thermometer reading to the Heater Temperature Reference
chart.
HEATER TEMPERATURE REFERENCE
16° C 21° C 27° C 32° C

Ambient Air Temperature
(60° F) (70° F) (80° F) (90° F)
Minimum Heater System Air 52° C 56° C 59° C 62° C
Outlet Temperature (125° F) (133° F) (139° F) (144° F)
If the heater outlet air temperature is below the minimum specification, refer to Group 7 - Cooling. Both of the heater
hoses should be hot to the touch. The coolant return heater hose should be slightly cooler than the coolant supply
heater hose. If the return hose is much cooler than the supply hose, locate and repair the engine coolant flow
obstruction in the cooling system. Refer to Group 7 - Cooling for more information.
OBSTRUCTED COOLANT FLOW
Possible locations or causes of obstructed coolant flow are as follows:

• Faulty water pump.
• Faulty thermostat.
• Pinched or kinked heater hoses.
• Improper heater hose routing.
• Plugged heater hoses or supply and return ports at the cooling system connections.
• Plugged heater core.
If proper coolant flow through the cooling system is verified, and heater outlet air temperature is low, a mechanical
problem may exist.
MECHANICAL PROBLEMS
Possible locations or causes of insufficient heat due to mechanical problems are as follows:
• Obstructed cowl air intake.
• Obstructed heater system outlets.
• Faulty engine thermostat.
• Faulty blower motor system.
• Faulty A/C-heater control.
• Faulty blend door actuator(s).
• Faulty, obstructed or improperly installed blend-air door.
TEMPERATURE CONTROL
If the heater outlet air temperature cannot be adjusted with the temperature control on the A/C-heater control, the
following could require service:
• Faulty A/C-heater control.
• Faulty blend door actuator(s).
• Faulty, obstructed or improperly installed blend-air door.
• Improper engine coolant temperature.
• Faulty related wiring harness or connectors.
SPECIFICATIONS
A/C SYSTEM
Item Description Notes

A/C Compressor Denso 10S17 ND-8 PAG oil
Freeze–up Control Evaporator Temperature Sensor HVAC housing mounted
Low psi Control A/C Pressure Transducer Liquid line mounted - opens below
110 kPa (16 psi), closes above 220
kPa (32 psi)
High psi Control A/C Pressure Transducer Liquid line mounted - opens above
3219 kPa (476 psi), closed below
2937 kPa (426 psi)
Refrigerant Capacity Refer to the A/C Underhood R-134a refrigerant
Specification Label located in the
engine compartment
A/C Clutch Coil Draw 3.3 amps @ 12V ± 0.5V @ 21° C (70° F)
A/C Clutch Coil Resistance 3.6 ± 0.2 ohms When measured across coil lead
connector
A/C Clutch Air Gap 0.35 - 0.60 mm (0.014 - 0.024 in.)
TORQUE

All Screws NOT Listed
2 — 17
Below
A/C Compressor to 2.7L
26 19 —
Engine Front Bolts
50 37 —
Engine Rear Bolt
26 19 —
Engine Bolts
26 19 —
Engine Bolts
A/C Compressor to
50 37 —
5.7L/6.1L Engine Bolts
A/C Condenser to
5 — 44
Radiator Bolts
A/C Expansion Valve to
Evaporator Tube Tapping 11 — 97
Block Bolts
Air Distribution Housing
2.2 — 20
Halves Screws
Air Distribution Housing to
2.2 — 20
HVAC Housing Screws
Air Inlet Housing to HVAC
2.2 — 20
Housing Screws
Blower Motor Screws 2.2 — 20
Compressor Shaft Bolt 19 — 168
Flange to HVAC Housing
2.2 — 20
Screws

Floor Console Duct to
2.2 — 20
Floor Panel Screws
Fresh Air Inlet Housing/
Water Separator Filter
7 — 62
Housing to Dash Panel
Nuts
Heater Core Retaining
Bracket to Air Distribution 2.2 — 20
Housing Screw
HVAC Housing Halves
2.2 — 20
Screws
HVAC Housing to Engine
7 — 62
Side of Dash Panel Nuts
HVAC Housing to
Passenger Side of Dash 3 — 26
Panel Nuts
Instrument Panel/demister
Ducts to Instrument Panel 2.2 — 20
Screw
Liquid Line Front to Rear
22 16 —
Section Nut
PTC Heater Unit Screws 2.2 – 20
Refrigerant Lines to A/C
23 17 —
Expansion Valve Nut
Refrigerant Line to A/C
23 17 —
Compressor Nut
Refrigerant Line to A/C
22 16 —
Condenser Nut
Refrigerant Line Bracket to
11 — 97
Strut Tower Bolt
Receiver/drier to A/C
22 16 —
Condenser Bolt
Receiver/drier Bracket to
5 — 44
A/C Condenser Screw
Suction Line Front to Rear
22 16 —
Section Nut
Strut Support to Strut
38 28 —
Tower Bolts
SPECIAL TOOLS
HEATING-A/C SYSTEM
Trim Stick C-4755

LX CONTROLS 24 - 337
CONTROLS
TABLE OF CONTENTS
page page
ACTUATOR-BLEND DOOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 361

REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 338 RESISTOR-BLOWER MOTOR
ACTUATOR-MODE DOOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 363
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 342 DIAGNOSIS AND TESTING
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 342 BLOWER MOTOR RESISTOR . . . . . . . . . . . . . . . 363
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 342 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 364
ACTUATOR-RECIRCULATION DOOR SENSOR-AMBIENT AIR TEMPERATURE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 345 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 366
CLUTCH-A/C COMPRESSOR SENSOR-EVAPORATOR TEMPERATURE
A/C COMPRESSOR CLUTCH COIL . . . . . . . . . . 348 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 369
STANDARD PROCEDURE SENSOR-INFRARED
A/C CLUTCH PLATE INSPECTION . . . . . . . . . . 349 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 370
A/C CLUTCH BREAK-IN . . . . . . . . . . . . . . . . . . . . 350 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 370
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 350 SENSOR-SUN
CONTROL-A/C-HEATER OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 371
DESCRIPTION DIAGNOSIS AND TESTING
MANUAL SINGLE ZONE . . . . . . . . . . . . . . . . . . . . 355 SUN SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 371
AUTOMATIC DUAL ZONE . . . . . . . . . . . . . . . . . . 355 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 372
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 358 TRANSDUCER-A/C PRESSURE
MODULE-POWER-BLOWER MOTOR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 375
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 360
RELAY-A/C CLUTCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 361
24 - 338 CONTROLS LX
ACTUATOR-BLEND DOOR
DESCRIPTION
The blend door actuators (1) are reversible, 12 volt
direct current (DC), servo motors. Models equipped
with the MTC single zone heating-A/C system have a
single blend-air door, which is controlled by a single
blend door actuator. Models with the ATC dual zone
heating-A/C system have two blend-air doors, which
are controlled by two blend door actuators.
The blend door actuator for the single zone heating-
A/C system is located on the driver side end of the
HVAC air distribution housing, close to the dash panel.
For the dual zone heating-A/C system, the same
blend door actuator used for the single zone system
becomes the driver side blend door actuator, which is
mechanically connected to only the driver side blend-
air door. A second separate blend door actuator is
also located on the passenger side of the HVAC air
distribution housing which is mechanically connected
to only the passenger side blend-air door.
The blend door actuators are interchangeable with
each other, as well as with the actuators for the mode-
air door and the recirculation-air door. Each actuator is
contained within an identical black molded plastic
housing with an integral wire connector receptacle (2). Each actuator also has an identical output shaft with splines
(3) that connect it to its respective door linkage and three integral mounting tabs (4) that allow the actuator to be
secured to the HVAC housing. The blend door actuators do not require mechanical indexing to the blend-air doors,
as they are electronically calibrated by the A/C-heater control.
OPERATION
The blend door actuators are connected to the A/C-heater control through the vehicle electrical system by a dedi-
cated two-wire lead and connector of the HVAC wire harness. The blend door actuator(s) can move the blend-air
door(s) in two directions. When the A/C-heater control pulls the voltage on one side of the motor connection high
and the other connection low, the blend-air door will move in one direction. When the A/C-heater control reverses
the polarity of the voltage to the motor, the blend-air door moves in the opposite direction.
When the A/C-heater control makes the voltage to both connections high or both connections low, the blend-air
door(s) stops and will not move. The A/C-heater control uses a pulse-count positioning system to monitor the oper-
ation and relative position of the blend door actuators and the blend-air doors. The A/C-heater control learns the
blend-air doors stop positions during the calibration procedure and will store a diagnostic trouble code (DTC) for any
problems it detects in the blend door actuator circuits.
(Refer to 24 - HEATING & AIR CONDITIONING - DIAGNOSIS AND TESTING - HEATING AND A/C SYSTEMS) and
to 24 - HVAC Electrical Diagnostics for more information.
The blend door actuator(s) cannot be adjusted or repaired and, if faulty or damaged, they must be replaced.
REMOVAL
WARNING: On vehicles equipped with airbags, disable the airbag system before attempting any steering
wheel, steering column, or instrument panel component diagnosis or service. Disconnect and isolate the
negative battery (ground) cable, then wait two minutes for the airbag system capacitor to discharge before
performing further diagnosis or service. This is the only sure way to disable the airbag system. Failure to
take the proper precautions could result in accidental airbag deployment and possible personal injury or
death.
NOTE: The single zone heater-A/C system is equipped with a single blend door actuator. The dual zone
system has two blend door actuators, one for the driver side blend-air door and one for the passenger side
blend-air door.
SINGLE ZONE/DUAL ZONE DRIVER SIDE
NOTE: LHD model shown in illustration. RHD model similar.

driver side of the instrument panel (Refer to 23 -
PANEL SILENCER - REMOVAL).
3. Remove the three screws (1) that secure the blend
door actuator (2) to the driver side of the HVAC air
distribution housing (3).
4. Remove the blend door actuator from the air distri-
bution housing and disconnect the HVAC wire har-
ness connector (4) and remove the actuator from
the vehicle.
DUAL ZONE PASSENGER SIDE

2. Remove the glove box from the instrument panel
GLOVE BOX - REMOVAL).
3. Remove the three screws (1) that secure the blend
door actuator (2) to the passenger side of the
HVAC air distribution housing (3).
4. Remove the blend door actuator from the air distri-
the vehicle.
INSTALLATION
NOTE: The single zone heater-A/C system is equipped with a single blend door actuator. The dual zone
system has two blend door actuators, one for the driver side blend-air door and one for the passenger side
blend-air door.
SINGLE ZONE/DUAL ZONE DRIVER SIDE
NOTE: LHD model shown in illustrations. RHD model similar.
1. Position the blend door actuator (1) into the vehi-

cle.
2. Install the blend door actuator onto the driver side
of the HVAC air distribution housing (2). If neces-
sary, rotate the actuator slightly to align the splines
on the actuator output shaft (3) with those on the
blend door cam (4).
3. Install the screws (1) that secure the blend door

actuator (2) to the air distribution housing (3).
4. Connect the HVAC wire harness connector (4) to
the blend door actuator.
5. Install the instrument panel silencer onto the driver
side of the instrument panel (Refer to 23 - BODY/
INSTRUMENT PANEL/INSTRUMENT PANEL
DUAL ZONE PASSENGER SIDE

1. Position the blend door actuator (1) into the vehi-

cle.
2. Install the blend door actuator onto the passenger
side of the HVAC air distribution housing (2). If nec-
essary, rotate the actuator slightly to align the
splines on the actuator output shaft (3) with those
on the blend door cam (4).

actuator (2) to the air distribution housing (3).
the blend door actuator.
5. Install the glove box into the instrument panel
GLOVE BOX - INSTALLATION).
ACTUATOR-MODE DOOR
DESCRIPTION
The mode door actuator (1) is a reversible, 12–volt
direct current (DC), servo motor. The mode door
actuator is located on the driver side end of the HVAC
air distribution housing, close to the instrument panel.
The mode door actuator is mechanically connected to
the floor, defrost/demist and the panel-air doors.
The mode door actuator is interchangeable with the
actuators for the blend-air door(s) and the recircula-
tion-air door. Each actuator is contained within an
identical black molded plastic housing with an integral
wire connector receptacle (2). Each actuator also has
an identical output shaft with splines (3) that connect it
to its door linkage and three integral mounting tabs (4)
that allow the actuator to be secured to the HVAC
housing. The mode door actuator does not require
mechanical indexing to the mode-air doors, as it is
electronically calibrated by the A/C-heater control.
OPERATION
The mode door actuator is connected to the A/C-heater control through the vehicle electrical system by a dedicated
two-wire lead and connector of the HVAC wire harness. The mode door actuator can move the floor, defrost/demist
and the panel-air doors in two directions. When the A/C-heater control pulls the voltage on one side of the motor
connection high and the other connection low, the mode-air doors will move in one direction. When the A/C-heater
control reverses the polarity of the voltage to the motor, the mode-air doors moves in the opposite direction.
When the A/C-heater control makes the voltage to both connections high or both connections low, the mode-air
doors stop and will not move. The A/C-heater control uses a pulse-count positioning system to monitor the operation
and relative position of the mode door actuator and the mode-air doors. The A/C-heater control learns the mode-air
doors stop position during the calibration procedure and will store a diagnostic trouble code (DTC) for any problems
it detects in the mode door actuator circuits.
(Refer to 24 - HEATING & AIR CONDITIONING - DIAGNOSIS AND TESTING) and to 24 - HVAC Electrical Diag-
nostics for more information.
The mode door actuator cannot be adjusted or repaired and, if faulty or damaged, it must be replaced.
REMOVAL
death.
NOTE: LHD model shown. RHD model similar

3. Remove the screws (1) that secure the mode door
actuator (2) to the driver side of the HVAC air dis-
tribution housing (3).
4. Remove the mode door actuator from the air distri-
the vehicle.
INSTALLATION
1. Position the mode door actuator (1) into the vehi-

cle.
2. Install the mode door actuator onto the driver side
of the HVAC air distribution housing (2). If neces-
sary, rotate the actuator slightly to align the splines
on the actuator output shaft (3) with those on the
mode door cam (4).
3. Install the screws (1) that secure the mode door
actuator (2) to the driver side of the air distribution
housing (3). Tighten the screws to 2 N·m (17 in.
lbs.).
the mode door actuator.
5. Install the instrument panel silencer onto the driver
side of the instrument panel (Refer to 23 - BODY/
ACTUATOR-RECIRCULATION DOOR
DESCRIPTION
The recirculation door actuator (1) is a reversible, 12
volt direct current (DC), servo motor. The recirculation
door actuator is located on the inboard side of the
HVAC air inlet housing and is directly connected to the
pivot shaft of the recirculation-air door.
The recirculation door actuator is interchangeable with
the actuators for the blend-air door(s) and the mode-
air doors. Each actuator is contained within an identi-
cal black molded plastic housing with an integral wire
connector receptacle (2). Each actuator also has an
identical output shaft with splines (3) that connect it to
its door linkage and three integral mounting tabs (4)
that allow the actuator to be secured to the air inlet
housing. The recirculation door actuator does not
require mechanical indexing to the recirculation-air
door, as it is electronically calibrated by the A/C-heater
control.
OPERATION
The recirculation door actuator is connected to the A/C-heater control through the vehicle electrical system by a
dedicated two-wire lead and connector of the HVAC wire harness. The recirculation door actuator can move the
recirculation-air door in two directions. When the A/C-heater control pulls the voltage on one side of the motor con-
nection high and the other connection low, the recirculation-air door will move in one direction. When the A/C-heater
control reverses the polarity of the voltage to the motor, the recirculation-air door moves in the opposite direction.
When the A/C-heater control makes the voltage to both connections high or both connections low, the recirculation-
air door stops and will not move.
On ATC equipped vehicles, the A/C-heater control uses a pulse-count positioning system to monitor the operation
and relative position of the recirculation door actuator and the recirculation-air door. The A/C-heater control learns
the recirculation-air door stop positions during the calibration procedure and will store a diagnostic trouble code
(DTC) for any problems it detects in the recirculation door actuator circuits.
On MTC equipped vehicles, the A/C-heater control uses a timer-type calibration procedure to check relative position
of the recirculation door actuator and the recirculation-air door. The A/C-heater control learns the recirculation-air
door stop positions during the calibration procedure and will store a diagnostic trouble code (DTC) for any problems
it detects in the recirculation door actuator circuits.
(Refer to 24 - HEATING & AIR CONDITIONING - DIAGNOSIS AND TESTING) and to 24 - HVAC Electrical Diag-
nostics for more information.
The recirculation door actuator cannot be adjusted or repaired and, if faulty or damaged, it must be replaced.
REMOVAL
death.

3. Remove the three screws (1) that secure the recir-
culation door actuator (2) to the HVAC air inlet
housing (3).
4. Remove the recirculation door actuator from the air
inlet housing and disconnect the HVAC wire har-
the vehicle.
INSTALLATION
1. Position the recirculation door actuator (1) into the

vehicle.
2. Install the recirculation door actuator onto the
HVAC air inlet housing (2). If necessary, rotate the
actuator slightly to align the splines on the actuator
output shaft (3) with those on the recirculation door
pivot shaft (4).
3. Install the three screws (1) that secure the recircu-
lation door actuator (2) to the air inlet housing (3).
the recirculation door actuator.
CLUTCH-A/C COMPRESSOR
DESCRIPTION
NOTE: Typical A/C clutch assembly shown.
The A/C compressor clutch assembly consists of a

stationary electromagnetic A/C clutch field coil (4), pul-
ley bearing and pulley assembly (3), clutch plate (2)
and shims (7). These components provide the means
to engage and disengage the A/C compressor from
the engine accessory drive belt.
The A/C clutch field coil and the pulley bearing and
pulley assembly are both retained on the nose of the
A/C compressor with snap rings (5 and 6). The clutch
plate is splined to the compressor shaft and secured
with a bolt (1).
OPERATION
The A/C compressor clutch components provide the means to engage and disengage the A/C compressor from the
engine accessory drive belt. When the electromagnetic A/C clutch field coil is energized, it magnetically draws the
clutch plate into contact with the clutch pulley and drives the compressor shaft. When the coil is not energized, the
pulley freewheels on the clutch hub bearing, which is part of the pulley assembly.
A/C compressor clutch engagement is controlled by the powertrain control module (PCM) or the engine control mod-
ule (ECM), depending on engine application.
The A/C compressor clutch components cannot be repaired and, if faulty or damaged, they must be replaced.

A/C COMPRESSOR CLUTCH COIL
The A/C compressor clutch coil electrical circuit is controlled by the powertrain control module (PCM) or engine
control module (ECM) depending on engine appilication) through the A/C clutch relay. The A/C clutch coil can be
tested by either measuring clutch field coil resistance or by measuring current draw. Begin testing of a suspected
compressor clutch coil problem by performing the preliminary checks.
PRELIMINARY CHECKS
1. If the A/C compressor clutch will not engage, refer to 24 - HVAC Electrical Diagnostics to perform the A/C Sys-
tem Performance Test, which is found within the HVAC System Test. If no diagnostic trouble codes (DTCs) are
found in the A/C-heater control or the PCM/ECM, go to Step 2. If any DTCs are found, repair as required.
2. If the A/C compressor clutch still will not engage, verify the refrigerant charge level (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING - DIAGNOSIS AND TESTING - REFRIGERANT SYSTEM LEAKS). If the refrig-
erant charge level is OK, go to COIL RESISTANCE TEST and/or COIL CURRENT DRAW TEST . If the refrig-
erant charge level is not OK, adjust the refrigerant charge as required.
COIL RESISTANCE TEST

2. Disconnect the wire harness connector from the A/C clutch field coil connector.
3. Use an ohm meter and measure the resistance of the clutch field coil at the field coil connector terminals.
4. Refer to the A/C Clutch Field Coil Specifications chart for the acceptable A/C clutch coil resistance. Specifications
apply for a work area temperature of 21° C (70° F).
a. If the A/C clutch coil reading is below specifications, the coil is shorted and must be replaced.
b. If the A/C clutch coil reading is above specifications, the coil is open and must be replaced.
COIL CURRENT DRAW TEST

1. Verify the battery state of charge (Refer to 8 - ELECTRICAL/BATTERY SYSTEM/BATTERY - DIAGNOSIS AND
TESTING).
2. Connect an ammeter (0 to 10 ampere scale selected) in series with the clutch field coil feed terminal. Connect
a voltmeter (0 to 20 volt scale selected) to measure voltage across the battery and the clutch coil.
3. With the A/C-heater control in the A/C mode and the blower motor at low speed, start the engine and allow it to
run at a normal idle speed.
4. The A/C clutch should engage immediately, and the clutch field coil supply voltage should be within two volts of
the battery voltage. If the field coil supply voltage is OK, go to Step 5. If the field coil supply voltage is not within
two volts of battery voltage, test the clutch feild coil feed circuit for excessive voltage drop and repair as nec-
essary.
5. Refer to the A/C Clutch Field Coil Specifications chart for the acceptable A/C clutch field coil current draw. Spec-
ifications apply for a work area temperature of 21° C (70° F). If voltage is more than 12.5 volts, add electrical
loads by turning on electrical accessories until voltage reads below 12.5 volts.
a. If the A/C clutch field coil current reading is zero, the coil is open and must be replaced.
b. If the A/C clutch field coil current reading is above specifications, the coil is shorted and must be replaced.
A/C CLUTCH FIELD COIL SPECIFICATIONS
A/C Compressor Current Draw Coil Resistance

Denso 10S17 3.3 amps @ 11.5 - 12.5 volts 3.6 ± 0.2 ohms
STANDARD PROCEDURE
A/C CLUTCH PLATE INSPECTION
NOTE: The A/C clutch can be serviced in the vehicle. The refrigerant system can remain fully-charged dur-
ing compressor clutch, pulley and bearing assembly, or coil replacement.
Examine the friction surfaces of the pulley and the

clutch plate (2) for wear. The pulley and clutch plate
should be replaced if there is excessive wear or scor-
ing.
If the friction surfaces are oily, inspect the shaft and
nose area of the A/C compressor (1) for refrigerant oil.
If refrigerant oil is found, the compressor shaft seal is
leaking and the A/C compressor must be replaced.
Check the pulley bearing for roughness or excessive
leakage of grease. Replace the pulley and bearing
assembly, if required.
A/C CLUTCH BREAK-IN
After a new A/C compressor clutch has been installed, cycle the compressor clutch approximately 20 times (5 sec-
onds on, then 5 seconds off). During this procedure, set the A/C-heater controls to the A/C Recirculation Mode, the
blower motor in the highest speed position, and the engine speed at 1500 to 2000 rpm. This procedure (burnishing)
will seat the opposing friction surfaces and provide a higher compressor clutch torque capability.
REMOVAL
NOTE: The compressor clutch assembly can be serviced with the refrigerant system fully-charged.
NOTE: Typical A/C compressor shown in illustrations.

COOLING/ACCESSORY DRIVE/BELTS-DRIVE -
REMOVAL).
3. Disconnect the engine wire harness from the com-
pressor clutch field coil connector (1) located on
the top of the A/C compressor (5).
NOTE: Some models (depending on engine appli-

cation) may require the A/C compressor to be
removed from its installed location to gain access
to the compressor shaft bolt and/or pulley and
field coil snap rings. However, the refrigerant sys-
tem can still remain fully charged.
4. If required, remove the bolts that secure the A/C

compressor to the engine and support the A/C
compressor.
5. Carefully remove the compressor clutch field coil
connector and wire lead from the connector bracket
(2).
6. Remove the compressor shaft bolt (3). A band-type
oil filter wrench or a strap wrench may be used to hold the clutch plate (4) from rotating during bolt removal.
CAUTION: Do not pry between the clutch plate and

the pulley and bearing assembly to remove the
clutch plate from the compressor shaft as this
may damage the clutch plate.
NOTE: Use care not to lose any clutch shim(s)

during removal of the clutch plate, as they may be
reused during the clutch plate installation process.
7. Tap the clutch plate (2) lightly with a plastic mallet

to release it from the splines on the compressor
shaft (1) and remove the clutch plate and shim(s)
(3).
8. Using snap ring pliers (2), remove the snap ring (1)
that secures the pulley and bearing assembly (3) to
the front of the A/C compressor and remove the
pulley and bearing assembly.
9. Using snap ring pliers (1), remove the snap ring (4)
that secures the compressor clutch field coil (2) to
the front of the A/C compressor (3) and remove the
field coil.
INSTALLATION
NOTE: Typical A/C compressor shown in illustrations.
1. Align the dowel pin on the back of the compressor
clutch field coil (2) with the hole in the front of the
A/C compressor (3) and position the field coil onto
the compressor. Be certain that the compressor
clutch field coil wire lead is properly routed so that
it is not pinched between the A/C compressor and
the field coil.
CAUTION: The snap ring must be fully and prop-

erly seated in the groove or it will vibrate out,
resulting in a clutch failure and severe damage to
the A/C compressor.
NOTE: A new snap ring must be used to secure

the compressor clutch field coil to the A/C com-
pressor. The bevel side of the snap ring must face
outward and both snap ring eyelets must be ori-
ented to the right or to the left of the field coil
dowel pin location on the A/C compressor.
2. Using snap ring pliers (1), install the snap ring (4)
that secures the compressor clutch field coil to the
front of the A/C compressor. Be certain that the snap ring is fully and properly seated in the groove and oriented
correctly.
CAUTION: Be certain to position the compressor

clutch field coil wire lead so that it is not damaged
during A/C compressor pulley and bearing instal-
lation.
CAUTION: When installing the pulley and bearing

assembly, DO NOT mar the friction surfaces of the
pulley or premature failure of the clutch will result.
3. Install the pulley and bearing assembly (1) onto the

front of the A/C compressor. If necessary, tap the
pulley gently with a block of wood (2) placed on the
pulley friction surface.
CAUTION: The snap ring must be fully and prop-

erly seated in the groove or it will vibrate out,
resulting in a clutch failure and severe damage to
the A/C compressor.
NOTE: A new snap ring must be used to secure

the pulley and bearing assembly to the A/C com-
pressor. The bevel side of the snap ring must face
outward.
4. Using snap ring pliers (2), install the snap ring (1)
that secures the pulley and bearing assembly (3) to
the front of the A/C compressor. Be certain that the
snap ring is fully and properly seated in the groove.
5. If the original clutch plate (2) and pulley and bear-

ing assembly are to be reused, reinstall the original
shim(s) (3) onto the compressor shaft (1). If a new
clutch plate and pulley and bearing assembly are
being used, install a trial stack of shims 2.54 mm
(0.010 in.) thick onto the compressor shaft.
6. Install the clutch plate (4) onto the front of the A/C
compressor (5).
7. Install the compressor shaft bolt (3). Tighten the
bolt to 19 N·m (168 in. lbs.).
NOTE: The shims may compress after tightening

the shaft bolt. Check the air gap in four or more
places to verify the air gap is correct. Spin the pul-
ley before performing a final check of the air gap.
NOTE: On models with the clutch plate recessed

into the pulley, use a 90° wire gap gauge to mea-
sure the clutch air gap. On other models, use a
blade type feeler gauge to measure the air gap.
8. With the clutch plate assembled tight against the

shim(s), measure the air gap between the clutch
plate and the pulley and bearing assembly. The air
gap should be between 0.35 - 0.60 mm (0.014 -
0.024 in.). If the air gap is not between specifica-
tions, add or subtract shims as needed until the
correct air gap is obtained.
CAUTION: Be certain that the compressor clutch field coil wire lead is routed so that it is not pinched
between the A/C compressor and the field coil connector bracket.
9. Carefully route the compressor clutch field coil wire lead behind the connector bracket (2).
10. Install the compressor clutch field coil connector (1) onto the connector bracket.
11. If removed, position the A/C compressor to the engine and install the retaining bolts (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING/COMPRESSOR-A/C - INSTALLATION).
12. Connect the engine wire harness to the compressor clutch field coil connector.
13. Install the accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/BELTS-DRIVE - INSTALLATION).
CONTROL-A/C-HEATER
DESCRIPTION
MANUAL SINGLE ZONE
The A/C-heater control (1) for the manual temperature
control (MTC) single zone heating-A/C system allows
one temperature setting for the entire vehicle. All con-
trols are identified by ISO graphic symbols.
The A/C-heater control and integral computer is
located in the instrument panel and contains:
• a rotary control knob for temperature control of
the discharged air (2).
• a rotary control knob for recirculation and mode
control of the discharged air (3).
• a push button rear window defogger on/off con-
trol (4). The defogger button contains an LED
that illuminates when the rear window defogger
system is in operation.
• a push button A/C on/off control (5). The Snow-
flake button contains an LED that illuminates
when the A/C system is in operation.
• a rotary control knob for fan speed selection and
turning the heating-A/C system off (6).
Prior to replacing an A/C-heater control, check for any diagnostic trouble codes (DTCs) related to the heating-A/C
system and run the calibration procedure to verify that the concern is not a system issue (Refer to 24 - HEATING
& AIR CONDITIONING - DIAGNOSIS AND TESTING - HEATING AND A/C SYSTEMS) and to 24 - HVAC Electrical
Diagnostics for more information.
The A/C-heater control cannot be repaired and, if faulty or damaged, it must be replaced.
AUTOMATIC DUAL ZONE

The A/C-heater control (1) for the automatic temperature control (ATC) dual zone heating-A/C system allows both
the driver and the front seat passenger the ability to individually regulate air temperature for their side of the vehicle.
All controls are identified by ISO graphic symbols.
The ATC A/C-heater control and integral computer is
located in the instrument panel and contains:
• a push button A/C on/off control (2). The Snow-
flake button contains an LED that illuminates
when the A/C system is in operation.
• a push button rear window defogger on/off con-
trol (3). The defogger button contains an LED
that illuminates when the rear window defogger
system is in operation.
• an infrared sensor (4) that detects thermal radia-
tion emitted by the front seat occupants and their
surroundings
• a push button air recirculation control (5). The
Recirculation button contains an LED that illumi-
nates when the recirculation function is manually
activated.
• a rotary control knob for mode control of the dis-
charged air (6).
• two rotary control knobs for individual driver and
front seat passenger temperature control of the discharged air (7).
• a rotary control knob for manual and automatic fan speed selection and turning the heating-A/C system off (8).
• Auto mode provides variable air recirculation under high temperature and humidity conditions. Because recir-
culation is generally accompanied by increased fan noise, the proportion of recirculated to outside air gradually
approaches full recirculation over a broad temperature range.
The A/C-heater control for the ATC dual zone heating-A/C system is diagnosed using a scan tool. Prior to replacing
an A/C-heater control, run the calibration procedure to verify that the concern is not a system issue. )Refer to 24 -
HEATING & AIR CONDITIONING - DIAGNOSIS AND TESTING - HEATING AND A/C SYSTEMS) and to 24 - HVAC
Electrical Diagnostics for more information.
NOTE: ATC A/C-heater controls are NOT interchangeable between other model years or other vehicle lines.
If replacement of the A/C-heater control is required, only use the control designed for the vehicle being
serviced.
The A/C-heater control cannot be repaired and, if faulty or damaged, it must be replaced.
The A/C-heater control utilizes integrated circuitry and information carried on the controller area network (CAN) B
bus to monitor many sensors and switch inputs throughout the vehicle. In response to those inputs, the internal
circuitry and programming of the A/C-heater control allows it to control electronic functions and features of the ATC
heating-A/C system.
Some of the inputs received by the A/C-heater control of the ATC heating-A/C system on the CAN B bus are as
follows:
• Dimming
• Refrigerant Pressure
• A/C Clutch Engage
• Vehicle Identification Number
• Vehicle Odometer
• Engine Coolant Temperature
• Ambient Air Temperature
• System Voltage
• Vehicle Speed
• Engine Speed
Some of the messages broadcasted by the A/C-heater control of the ATC heating-A/C system on the CAN B bus
are as follows:
• A/C Request
• A/C Select
• EBL Status
• Auto Headlamp Signal
REMOVAL
death.
NOTE: ATC A/C-heater controls are NOT interchangeable between other model years or other vehicle lines.
If replacement of the A/C-heater control is required, only use the control designed for the vehicle being
serviced.
2. Remove the center bezel (1) from the instrument
panel (2), disconnect the wire harness connector(s)
(3) from the A/C-heater control (4) and place the
center bezel on a workbench (Refer to 23 - BODY/
INSTRUMENT PANEL/INSTRUMENT PANEL CEN-
TER BEZEL - REMOVAL).
3. Remove the four screws (1) that secure the A/C-

heater control (2) to the instrument panel center
bezel (3).
4. Remove the A/C-heater control from the instrument
panel center bezel.
INSTALLATION
1. Position the A/C-heater control (2) into the instru-
ment panel center bezel (3).
2. Install the four screws (1) that secure the A/C-
heater control to the instrument panel center bezel.
3. Connect the wire harness connector(s) (3) to the

A/C-heater control (4) and install the instrument
panel center bezel (1) to the instrument panel (2)
(Refer to 23 - BODY/INSTRUMENT PANEL/IN-
STRUMENT PANEL CENTER BEZEL - INSTALLA-
TION).
5. Initiate the Actuator Calibration function using a
scan tool. Refer to HVAC System Test, found in 24
- HVAC - Electrical Diagnostics.
MODULE-POWER-BLOWER MOTOR
DESCRIPTION
A blower motor power module is used on this model
when it is equipped with the automatic temperature
control (ATC) heating-A/C system. Models equipped
with the manual temperature control (MTC) heating-
A/C system use a blower motor resistor, instead of the
blower motor power module (Refer to 24 - HEATING &
AIR CONDITIONING/CONTROLS/RESISTOR-
BLOWER MOTOR - DESCRIPTION).
The blower motor power module is mounted to the
rear of the HVAC housing, directly behind the glove
box. The blower motor power module consists of a
molded plastic mounting plate with two integral con-
nector receptacles (1). Concealed behind the mount-
ing plate is the power module electronic circuitry and a
large finned heat sink (2).
The blower motor power module is accessed for ser-
vice by removing the glove box.
OPERATION
The blower motor power module is connected to the vehicle electrical system through a dedicated lead and con-
nector of the HVAC wire harness. A second connector receptacle receives the wire harness connector from the
blower motor. The blower motor power module allows the microprocessor-based automatic temperature control
(ATC) A/C-heater control to calculate and provide infinitely variable blower motor speeds based upon either manual
blower switch input or the ATC programming using a pulse width modulated (PWM) circuit strategy.
The PWM voltage is applied to a comparator circuit which compares the PWM signal voltage to the blower motor
feedback voltage. The resulting output drives the power module circuitry, which provides a linear output voltage to
change or maintain the desired blower speed.
The blower motor power module can be diagnosed using a scan tool.
The blower motor power module cannot be adjusted or repaired and, if faulty or damaged, it must be replaced.
REMOVAL
death.
WARNING: The heat sink for the blower motor power module may get very hot during normal operation. If
the blower motor was turned on prior to servicing the blower motor power module, wait five minutes to
allow the heat sink to cool before performing diagnosis or service. Failure to take this precaution can result
in possible personal injury.

3. Disconnect the two wire harness connectors (1)
from the blower motor power module (2).
4. Remove the two screws (3) that secure the blower
motor power module to the HVAC housing (4) and
remove the power module.
INSTALLATION
1. Position the blower motor power module (2) into

the HVAC housing (4).
2. Install the two screws (3) that secure the blower
motor power module to the HVAC housing. Tighten
3. Connect the two wire harness connectors (1) to the
blower motor power module.
RELAY-A/C CLUTCH
DESCRIPTION
The A/C clutch relay (1) is an International Standards
Organization (ISO) micro-relay. Relays conforming to
the ISO specifications have common physical dimen-
sions, current capacities, terminal functions and pat-
terns (2). The ISO micro-relay terminal functions are
the same as a conventional ISO relay. However, the
ISO micro-relay terminal pattern (or footprint) is differ-
ent, the current capacity is lower, and the physical
dimensions are smaller than those of the conventional
ISO relay.
The A/C clutch relay is located in the integrated power
module (IPM) in the engine compartment.
OPERATION
The ISO-standard A/C clutch micro-relay is an electromechanical switch that uses a low current input controlled by
the powertrain control module (PCM) to control the high current output to the A/C clutch field coil. The movable,
common feed relay contact is held against the fixed, normally closed relay contact by spring pressure. When the
electromagnetic relay coil is energized, it draws the movable common feed relay contact away from the fixed, nor-
mally closed relay contact and, holds it against the fixed, normally open relay contact. This action allows high cur-
rent to flow to the A/C clutch field coil.
When the relay coil is de-energized, spring pressure returns the movable relay contact back against the fixed, nor-
mally closed contact point. The resistor or diode is connected in parallel with the relay coil, and helps to dissipate
voltage spikes and electromagnetic interference that can be generated as the electromagnetic field of the relay coil
collapses.
The A/C clutch relay terminals are connected to the vehicle electrical system through a receptacle in the integrated
power module (IPM). The inputs and outputs of the A/C clutch relay include:
• The common feed terminal (30) receives fused battery current at all times.
• The coil ground terminal (85) receives a ground through the A/C clutch relay control circuit only when the PCM
electronically pulls the circuit to ground.
• The coil battery terminal (86) receives fused battery current through a fused ignition switch output (run-start)
circuit only when the ignition switch is in the On or Start positions.
• The normally open terminal (87) provides battery current to the A/C clutch coil through the A/C clutch relay
output circuit only when the A/C clutch relay coil is energized.
• The normally closed terminal (87A) is not connected to any circuit in this application, but provides a battery
current output only when the A/C clutch relay coil is de-energized.
The A/C clutch relay cannot be repaired and, if faulty or damaged, it must be replaced. Refer to the appropriate
wiring information for diagnosis and testing of the ISO-standard micro-relay and for complete HVAC wiring diagrams.
REMOVAL
2. Open the cover of the integrated power module
(IPM) (1) located in the engine compartment.
3. Remove the A/C clutch relay (2) from the IPM.
INSTALLATION
1. Position the A/C clutch relay (2) into the receptacle
of the integrated power module (IPM) (1).
2. Align the A/C clutch relay terminals with the termi-
nal cavities in the IPM receptacle and push down
firmly on the relay until the terminals are fully
seated.
3. Close the cover of the IPM.
RESISTOR-BLOWER MOTOR
DESCRIPTION
A blower motor resistor is used on vehicles equipped
with the manual temperature control (MTC) heating-
A/C system. Vehicles equipped with the automatic
temperature control (ATC) heating-A/C system use a
blower motor power module, instead of the blower
motor resistor (Refer to 24 - HEATING & AIR CONDI-
TIONING/CONTROLS/MODULE-POWER-BLOWER
MOTOR - DESCRIPTION).
The blower motor resistor is mounted to the rear of
the HVAC housing, directly behind the glove box. The
blower motor resistor consists of a molded plastic
mounting plate (1) with an integral wire connector
receptacle (2). Concealed behind the mounting plate
are coiled resistor wires contained within a ceramic
heat sink (3).
The blower motor resistor is accessed for service by
removing the glove box.
OPERATION
The blower motor resistor is connected to the vehicle electrical system through a dedicated wire lead and connector
of the HVAC wire harness. The blower motor resistor has multiple resistor wires, each of which will reduce the
current flow through the blower motor to change the blower motor speed.
The blower motor control in the MTC heating-A/C system directs the ground path for the blower motor through the
correct resistor wire to obtain the selected speed. With the blower motor control in the lowest speed position, the
ground path for the blower motor is applied through all of the resistor wires. Each higher speed selected with the
blower motor control applies the blower motor ground path through fewer of the resistor wires, increasing the blower
motor speed.
The blower motor resistor cannot be adjusted or repaired and, if faulty or damaged (such as a cracked ceramic heat
sink), it must be replaced.

BLOWER MOTOR RESISTOR
death.
NOTE: For circuit descriptions and diagrams, refer to the appropriate wiring information. The wiring infor-
mation includes wiring diagrams, proper wire and connector repair procedures, further details on wire har-
ness routing and retention, as well as pin-out and location views for the various wire harness connectors,
splices and grounds.

2. Disconnect the wire harness connector from the blower motor resistor (Refer to 24 - HEATING & AIR CONDI-
TIONING/CONTROLS/RESISTOR-BLOWER MOTOR - REMOVAL).
3. Using an ohmmeter, check for continuity between all of the blower motor resistor terminals. In each case there
should be continuity. If OK, repair the wire harness circuits between the blower motor speed control and the
blower motor resistor or blower motor as required. If not OK, replace the faulty blower motor resistor.
REMOVAL
death.
WARNING: The blower motor resistor may get very hot during normal operation. If the blower motor was
turned on prior to servicing the blower motor resistor, wait five minutes to allow the blower motor resistors
to cool before performing diagnosis or service. Failure to take this precaution can result in possible per-
sonal injury.
CAUTION: Do not operate the blower motor with the blower motor resistor removed from the circuit. Failure
to take this precaution can result in vehicle damage.

3. Disengage the wire harness connector locking tab
(1) and disconnect the wire harness connector (2)
from the blower motor resistor (3).
4. Remove the two screws (4) that secure the blower
motor resistor to the HVAC housing (5) and remove
the resistor.
INSTALLATION
1. Position the blower motor resistor (3) into the

HVAC housing (5).
2. Install the two screws (4) that secure the blower
motor resistor to the HVAC housing. Tighten the
3. Connect the wire harness connector (2) to the
blower motor resistor and engage the wire harness
connector locking tab (1).
SENSOR-AMBIENT AIR TEMPERATURE
DESCRIPTION
The ambient air temperature sensor is a variable
resistor that monitors the air temperature outside of
the vehicle. The ATC system uses the sensor data to
maintain optimum cabin temperature levels. The ambi-
ent air temperature sensor is mounted onto the bottom
of the front bumper beam.
OPERATION
The ambient air temperature sensor is a variable resistor that operates on a 5-volt reference signal sent by the front
control module (FCM). The ambient air temperature sensor is connected to the FMC through a two-wire lead and
connector of the vehicle wire harness. The ambient air temperature sensor changes its internal resistance in
response to changes in the outside air temperature, which either increases or decreases the reference signal volt-
age read by the FCM. The FCM converts and broadcasts the sensor data over the controller area network (CAN)
B bus, where it is read by the ATC A/C-heater control and other vehicle control modules.
The ambient air temperature sensor is diagnosed using the scan tool. Refer to 9 - Engine Electrical Diagnostics for
more information.
The ambient air temperature sensor cannot be adjusted or repaired and, if faulty or damaged, it must be replaced.
REMOVAL
3. Remove the front end splash shields (Refer to 23 -
BODY/EXTERIOR/FRONT END SPLASH
SHIELDS - REMOVAL).
4. Disconnect the wire harness connector (1) from the
ambient air temperature sensor (2).
5. Remove the push pin (3) that secures the ambient
air temperature sensor to the bottom of the front
bumper beam (4).
6. Remove the ambient air temperature sensor from
the front bumper beam.
INSTALLATION
1. Position the ambient air temperature sensor (2)
onto the bottom of the front bumper beam (4).
2. Install the push pin (3) that secures the ambient air
temperature sensor to the front bumper beam.
ambient air temperature sensor.
4. Install the front end splash shields (Refer to 23 -
SHIELDS - INSTALLATION).
SENSOR-EVAPORATOR TEMPERATURE
DESCRIPTION
The evaporator temperature sensor (1) measures the

temperature of the conditioned air downstream of the
A/C evaporator (2). The evaporator temperature sen-
sor is an electrical thermistor within a molded plastic
case that is inserted into the HVAC housing (3) near
the coldest point of the A/C evaporator. Two terminals
within the connector receptacle (4) connect the sensor
to the vehicle electrical system through a wire lead
and connector of the HVAC wire harness.
The external location of the evaporator temperature
sensor allows the sensor to be removed or installed
without disturbing the refrigerant in the A/C system.
OPERATION
The evaporator temperature sensor is a thermistor that operates on a 5-volt reference signal sent out by the A/C-
heater control. The sensor connects to the A/C-heater control through a two-wire lead and connector of the HVAC
wire harness. The sensor monitors the temperature of the conditioned air downstream of the A/C evaporator and
changes its internal resistance in response to changes in the air temperature. As the temperature increases, the
sensor’s resistance decreases which increases the reference signal voltage read by the A/C-heater control. As the
temperature decreases, the sensor’s resistance increases which decreases the reference signal voltage read by the
A/C-heater control.
The A/C-heater control also uses the reference signal voltage as an indication that conditions are correct to request
A/C operation, should the operator (manually) or the A/C-heater control (automatically) so desire this function. For
the ATC system, the A/C-heater control broadcasts the A/C request on the controller area network (CAN) B bus,
where it is read and processed by the front control module (FCM), which in turn broadcasts it on the CAN C bus,
where it is read and processed by the powertrain control module (PCM). For the MTC system, the A/C-heater con-
trol sends the request for A/C to the CCN via a dedicated mux circuit. The CCN then broadcasts the A/C request on
the CAN B bus, where it is read and processed by the FCM, which in turn broadcasts it on the CAN C bus, where
it is read and processed by the PCM.
The evaporator temperature sensor is diagnosed using a scan tool (Refer to 24 - HEATING & AIR CONDITIONING
- DIAGNOSIS AND TESTING - HEATING AND A/C SYSTEMS) and to 24 - HVAC Electrical Diagnostics for more
information.
The evaporator temperature sensor cannot be adjusted or repaired and, if faulty or damaged, it must be replaced.
REMOVAL
death.

3. Disconnect the HVAC wire harness connector (1)
from the evaporator temperature sensor (2) located
on the HVAC housing (3) and remove the sensor.
INSTALLATION
1. Install the evaporator temperature sensor (2) into

HVAC housing (3).
the evaporator temperature sensor.
SENSOR-INFRARED
DESCRIPTION
The infrared sensor is used only on models equipped
with the automatic temperature control (ATC) heating
-A/C system. The infrared temperature sensor consists
of a infrared transducer concealed behind a clear lens
(1) located within the instrument panel mounted A/C-
heater control (2).
OPERATION
The infrared sensor detects thermal radiation emitted by the driver and front passenger seat occupants and their
surroundings and converts its data into a linear pulse width modulated (PWM) output signal which is read by the
automatic temperature control (ATC) A/C-heater control. The ATC A/C-heater control uses the infrared sensor data
as one of the inputs necessary to automatically control the interior cabin temperature level. By using thermal radi-
ation (surface temperature) measurement, rather than an air temperature measurement, the ATC heating-A/C sys-
tem is able to adjust itself to the comfort level as perceived by the occupant. This allows the ATC system to
compensate for other ambient conditions affecting comfort levels, such as solar heat gain or evaporative heat loss.
The ATC system logic responds to the infrared sensor message by calculating and adjusting the air flow tempera-
ture and air flow rate needed to properly obtain and maintain the selected comfort level temperature of the occu-
pants. The A/C-heater control continually monitors the infrared sensor circuits, and will store diagnostic trouble
codes (DTCs) for any problem it detects.
The infrared sensor is diagnosed using a scan tool (Refer to 24 - HEATING & AIR CONDITIONING - DIAGNOSIS
AND TESTING - HEATING AND A/C SYSTEMS) and to 24 - HVAC Electrical Diagnostics for more information.
The infrared sensor cannot be adjusted or repaired and, if faulty or damaged, the entire ATC A/C-heater control
must be replaced.
SENSOR-SUN
DESCRIPTION
The automatic temperature control (ATC) heating-A/C
system uses a sun sensor assembly (1) to measure
sun light intensity. The sun sensor assembly incorpo-
rates two sun sensors (2) within a molded plastic case
which is mounted to the instrument panel and a clear
lens (3) that protrudes through the defroster grille. The
wire harness receptacle (4) connects the sun sensors
to the vehicle electrical system through a wire lead
and connector of the instrument panel wire harness.
OPERATION
The ATC heating-A/C system uses two sun sensors to balance the system in response to side-to-side variations in
sun light intensity. Passengers in sun and shadow require different functional settings because they experience very
different temperatures. The sun sensor assembly provides data to the A/C heater control to help determine proper
mode and blend-air door positions and blower motor speeds. The sun sensors are not thermistor type sensors, but
rather photo diodes. For this reason the sun sensors responds to sun light intensity rather than temperature. The
sun sensor assembly is also used to sense day and night conditions for automatic headlight control, if equipped.
The sun sensor is diagnosed using a scan tool (Refer to 24 - HEATING & AIR CONDITIONING - DIAGNOSIS AND
TESTING - HEATING AND A/C SYSTEMS) and to 24 - HVAC Electrical Diagnostics for more information.
The sun sensor assembly cannot be adjusted or repaired and, if faulty or damaged, it must be replaced.

SUN SENSOR
take the proper precautions could result in an accidental airbag deployment and possible personal injury or
death.
The sun sensor assembly is located so that the sun rays will hit the sensors in the same way that it will hit the
driver and the passenger. It is important that the area in front of the sun sensor assembly be unobstructed. Check
for the following:
• Windshield wipers are properly adjusted.
• Defroster grille or sun sensor is properly installed. The sun sensor lens should protrude above the defroster
grille.
• Any stickers on the windshield are not directly in front of the sun sensor.
• Any items laying on top of the instrument panel are not covering the sun sensor.
If the vehicle exhibits a lack of passenger comfort in sunny weather such as in the early afternoon, inspect the
position of the sun sensor assembly. The sun sensor lens should protrude above the defroster grille to insure proper
operation. If the sun sensor is not properly positioned, perform the following procedure:
1. Confirm that the defroster grille is properly installed. If not, repair as required.
2. Remove the defroster grille (Refer to 23 - BODY/INSTRUMENT PANEL/DEFROSTER GRILLE - REMOVAL).
3. Verify that the sun sensor is properly installed to the instrument panel (Refer to 24 - HEATING & AIR CONDI-
TIONING/CONTROLS/SENSOR-SUN - INSTALLATION).
4. Install the defroster grille (Refer to 23 - BODY/INSTRUMENT PANEL/DEFROSTER GRILLE - INSTALLATION).
The A/C-heater control continually monitors the sun sensor circuits and will store diagnostic trouble codes (DTCs)
for any problem it detects. The sun sensor can be tested in the vehicle with a scan tool (Refer to 24 - HEATING &
AIR CONDITIONING - DIAGNOSIS AND TESTING - HEATING AND A/C SYSTEMS) and to 24 - HVAC Electrical
Diagnostics for more information.
REMOVAL
take the proper precautions could result in an accidental airbag deployment and possible personal injury or
death.

2. Remove the defroster grille (Refer to 23 - BODY/
INSTRUMENT PANEL/DEFROSTER GRILLE -
REMOVAL).
blade tool (1), gently pry between both sides of the
sun sensor assembly (2) and the instrument panel
(3) to release the snap clip retainers that secure
the sun sensor.
sun sensor assembly (2).
5. Remove the sun sensor assembly from the instru-
ment panel (3).
INSTALLATION
1. Position the sun sensor assembly (2) near the
instrument panel (3).
2. Connect the wiring harness connector (1) to the
sun sensor assembly (2).
3. Align the tab on the sun sensor assembly (1) with
the opening in the instrument panel (2).
4. Gently push the sun sensor assembly into the
instrument panel until the sensor snap clip retain-
ers (3) are securely engaged.
5. Install the defroster grille (Refer to 23 - BODY/IN-
STRUMENT PANEL/DEFROSTER GRILLE -
INSTALLATION).
TRANSDUCER-A/C PRESSURE
DESCRIPTION
The A/C pressure transducer (1) is a switch that is
installed on a fitting located on the A/C liquid line. An
internally threaded fitting on the A/C pressure trans-
ducer connects it to the externally threaded Schrader-
type fitting on the A/C liquid line. A rubber O-ring seals
the connection between the A/C pressure transducer
and the liquid line fitting. The A/C pressure transducer
is connected to the vehicle electrical system by a
molded plastic connector with three terminals.
OPERATION
The A/C pressure transducer monitors the pressures in the high side of the refrigerant system through its connection
to a fitting on the A/C liquid line. The A/C pressure transducer will change its internal resistance in response to the
pressures it monitors. A Schrader-type valve in the liquid line fitting permits the A/C pressure transducer to be
removed or installed without disturbing the refrigerant in the A/C system.
The powertrain control module (PCM) provides a five volt reference signal and a sensor ground to the A/C pressure
transducer, then monitors the output voltage of the A/C pressure transducer on a sensor return circuit to determine
refrigerant pressure. The PCM is programmed to respond to the A/C pressure transducer and other sensor inputs by
controlling the operation of the A/C compressor clutch and the radiator cooling fan to help optimize A/C system
performance and to protect the system components from damage. The PCM will disengage the A/C compressor
clutch when high side pressure rises above 3082 kPa (447 psi) and re-engage the clutch when high side pressure
drops below 2937 kPa (426 psi). The A/C pressure transducer will also disengage the A/C compressor clutch if the
high side pressure drops below 110 kPa (16 psi) and will re-engage the clutch when the high side pressure rises
above 221 kPa (32 psi). If the refrigerant pressure rises above 1655 kPa (240 psi), the PCM will actuate the cooling
fan. The A/C pressure transducer input to the PCM will also prevent the A/C compressor clutch from engaging when
ambient temperatures are below about 4.5° C (40° F) due to the pressure/temperature relationship of the refrigerant.
The A/C pressure transducer cannot be adjusted or repaired and, if faulty or damaged, it must be replaced.
The A/C pressure transducer is diagnosed using a scan tool. Refer to 9 - Engine Electrical Diagnostics for more
information.
REMOVAL
NOTE: It is not necessary to discharge the refrigerant system to replace the A/C pressure transducer.

A/C pressure transducer (2).
3. Remove the A/C pressure transducer from the A/C
liquid line (3) and remove and discard the O-ring
seal.
INSTALLATION
NOTE: Use only the specified O-ring as it is made of special material for R-134a. Use only refrigerant oil of
the type required for the A/C compressor.
1. Lubricate a new rubber O-ring seal with clean

refrigerant oil and install it onto the liquid line fitting.
2. Install the A/C pressure transducer (2) onto the A/C
liquid line (3). Tighten the A/C pressure transducer
securely.
3. Connect the wire harness connector (1) to the A/C
pressure transducer.
LX DISTRIBUTION 24 - 377
DISTRIBUTION
TABLE OF CONTENTS
page page
DUCT-DEFROSTER HOUSING-HVAC . . . . . . . . . . . . . . . . . . . . . . . . . . . 400

REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 378 ASSEMBLY
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 378 HOUSING-AIR DISTRIBUTION . . . . . . . . . . . . . . 402
DUCT-FLOOR CONSOLE HOUSING-AIR INLET . . . . . . . . . . . . . . . . . . . . . . . 406
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 379 HOUSING-HVAC . . . . . . . . . . . . . . . . . . . . . . . . . . . 407
DUCT-FLOOR DISTRIBUTION HOUSING-AIR DISTRIBUTION . . . . . . . . . . . . . . 409
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 380 HOUSING-AIR INLET . . . . . . . . . . . . . . . . . . . . . . . 411
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 381 HOUSING-HVAC ASSEMBLY . . . . . . . . . . . . . . . . 411
DUCT-INSTRUMENT PANEL HOUSING-FRESH AIR INLET . . . . . . . . . . . . . . . 412
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 383 MOTOR-BLOWER
DUCT-INSTRUMENT PANEL DEMISTER OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 414
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 385 DIAGNOSIS AND TESTING
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 385 BLOWER MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . 414
FILTER-PARTICULATE AIR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 415
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 387 OUTLETS-AIR
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 388 DESCRIPTION
HOUSING-HVAC CHRYSLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 417
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 390 DODGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 417
REMOVAL REMOVAL
HOUSING-AIR DISTRIBUTION . . . . . . . . . . . . . . 390 AIR OUTLET - CHRYSLER . . . . . . . . . . . . . . . . . 418
HOUSING-AIR INLET . . . . . . . . . . . . . . . . . . . . . . . 392 AIR OUTLET - DODGE . . . . . . . . . . . . . . . . . . . . . 418
HOUSING-HVAC ASSEMBLY . . . . . . . . . . . . . . . . 393 AIR OUTLET BARRELS - DODGE . . . . . . . . . . . 419
HOUSING-FRESH AIR INLET . . . . . . . . . . . . . . . 394 INSTALLATION
DISASSEMBLY AIR OUTLET - CHRYSLER . . . . . . . . . . . . . . . . . 420
HOUSING-AIR DISTRIBUTION . . . . . . . . . . . . . . 396 AIR OUTLET - DODGE . . . . . . . . . . . . . . . . . . . . . 420
HOUSING-AIR INLET . . . . . . . . . . . . . . . . . . . . . . . 399 AIR OUTLET BARRELS - DODGE . . . . . . . . . . . 420
24 - 378 DISTRIBUTION LX
DUCT-DEFROSTER
REMOVAL
battery negative (ground) cable, then wait two minutes for the airbag system capacitor to discharge before
death.
NOTE: Take the proper precautions to protect the front face of the instrument panel from cosmetic damage.
1. Remove the instrument panel and place it on a

workbench (Refer to 23 - BODY/INSTRUMENT
PANEL/INSTRUMENT PANEL ASSEMBLY -
REMOVAL).
2. Remove the four screws (1) that secure the
defroster duct (2) to the top of the HVAC air distri-
bution housing (3) and remove the duct.
INSTALLATION
1. Position the defroster duct (2) onto the top of the

HVAC air distribution housing (3).
2. Install the four screws (1) that secure the defroster
duct to the air distribution housing. Tighten the
3. Install the instrument panel (Refer to 23 - BODY/
ASSEMBLY - INSTALLATION).
DUCT-FLOOR CONSOLE
REMOVAL
1. Remove the center floor console (Refer to 23 -

BODY/INTERIOR/CENTER CONSOLE -
REMOVAL).
2. Remove the two screws (1) that secure the floor
console duct (2) to the center floor panel (3).
3. Disconnect the floor console duct from the floor
distribution duct (4) and remove the floor console
duct from the vehicle.
INSTALLATION
1. Position the floor console duct (2) into the vehicle.

2. Connect the floor console duct to the floor distribu-
tion duct (4).
3. Install the two screws (1) that secure the floor con-
sole duct to the center floor panel (3). Tighten the
screws to 2.2 N·m (20 in. lbs.).
4. Install the center floor console (Refer to 23 -
BODY/INTERIOR/CENTER CONSOLE -
INSTALLATION).
DUCT-FLOOR DISTRIBUTION
REMOVAL
death.
FRONT FLOOR DISTRIBUTION DUCT
1. Remove the HVAC air distribution housing (Refer to

24 - HEATING & AIR CONDITIONING/DISTRIBU-
TION/HOUSING-HVAC - HOUSING-AIR DISTRI-
BUTION - REMOVAL).
2. Remove the six screws (1) that secure the front
floor distribution duct (2) to the bottom of the air
distribution housing (3) and remove the duct.
INTERMEDIATE FLOOR DISTRIBUTION DUCTS
1. Remove the center floor console (Refer to 23 -

BODY/INTERIOR/FLOOR CONSOLE -
REMOVAL).
2. Remove the front seats (Refer to 23 - BODY/
SEATS/SEAT - REMOVAL).
3. Roll back the front floor carpet from under the
instrument panel toward the rear of the vehicle
(Refer to 23 - BODY/INTERIOR/CARPETS AND
FLOOR MATS - REMOVAL).
4. Remove the push pin fastener (1) that secures the
passenger side front intermediate floor distribution
duct (2) to the floor support (4).
5. Disconnect the passenger side front intermediate
floor distribution duct from the front floor distribution
duct (8).
6. Disconnect the passenger side front intermediate
floor distribution duct from the passenger side rear intermediate floor distribution duct (3).
7. Remove the passenger side rear intermediate floor distribution duct from the floor support.
8. Remove the push pin fastener (6) that secures the driver side rear intermediate floor distribution duct (5) to the
floor support.
9. Disconnect the driver side front intermediate floor distribution duct (7) from the front floor distribution duct.
10. Disconnect the driver side front intermediate floor distribution duct from the driver side rear intermediate floor
distribution duct.
11. Remove the driver side rear intermediate floor distribution duct from the floor support.
INSTALLATION
FRONT FLOOR DISTRIBUTION DUCT
1. Position the front floor distribution duct (2) to the

bottom of the HVAC air distribution housing (3).
2. Install the six screws (1) that secure the front floor
distribution duct to the air distribution housing.
3. Install the air distribution housing (Refer to 24 -
HEATING & AIR CONDITIONING/DISTRIBUTION/
HOUSING-HVAC - HOUSING-AIR DISTRIBUTION
- INSTALLATION).
INTERMEDIATE FLOOR DISTRIBUTION DUCTS
1. Install the driver side rear intermediate floor distri-

bution duct (5) and the passenger side rear inter-
mediate floor distribution duct (3) into the slots in
the floor support (4).
2. Connect the driver side front intermediate floor dis-
tribution duct (7) to the driver side rear intermediate
floor distribution duct.
3. Connect the driver side front intermediate floor dis-
tribution duct to the front floor distribution duct (8).
4. Install the push-pin fastener (6) that secures the
driver side rear intermediate floor distribution duct
to the floor support.
5. Connect the passenger side front intermediate floor
distribution duct (2) to the passenger side rear
intermediate floor distribution duct.
6. Connect the passenger side front intermediate floor
distribution duct to the front floor distribution duct.
7. Install the push-pin fastener (1) that secures the passenger side front intermediate floor distribution duct to the
floor support.
8. Install the carpet onto the front floor panel and under the instrument panel (Refer to 23 - BODY/INTERIOR/
CARPETS AND FLOOR MATS - INSTALLATION).
9. Install the front seats (Refer to 23 - BODY/SEATS/SEAT - INSTALLATION).
10. Install the center floor console (Refer to 23 - BODY/INTERIOR/FLOOR CONSOLE - INSTALLATION).
DUCT-INSTRUMENT PANEL
REMOVAL
death.

REMOVAL).
2. Remove the screw that secures the instrument
panel top pad (1) to the reinforcement bracket (2).
3. Remove the four screws that secure the driver side
instrument panel duct and demister duct assembly
(3) to the instrument panel and remove the duct
assembly.
4. Remove the four screws that secure the passenger
side instrument panel duct and demister duct
assembly (4) to the instrument panel and remove
the duct assembly.
INSTALLATION
1. Position the passenger side instrument panel duct

and demister duct assembly (4) into the instrument
panel.
2. Install the passenger side instrument panel duct
and demister duct assembly onto the outlets of the
instrument panel. Make sure that the ducts are cor-
rectly installed over the instrument panel and
demister outlet seals.
3. Install the four screws that secure the passenger
assembly to the instrument panel. Tighten the
4. Position the driver side instrument panel duct and
demister duct assembly (3) into the instrument
panel.
5. Install the driver side instrument panel duct and
demister duct assembly onto the outlets of the instrument panel. Make sure that the ducts are correctly installed
over the instrument panel and demister outlet seals.
6. Install the four screws that secure the driver side instrument panel duct and demister duct assembly to the instru-
ment panel. Tighten the screws to 2.2 N·m (20 in. lbs.).
7. Install the screw that secures the instrument panel top pad (1) to the reinforcement bracket (2). Tighten the
screw to 2.2 N·m (20 in. lbs.).
8. Install the instrument panel (Refer to 23 - BODY/INSTRUMENT PANEL/INSTRUMENT PANEL ASSEMBLY -
INSTALLATION).
DUCT-INSTRUMENT PANEL DEMISTER

REMOVAL
death.

REMOVAL).
2. Remove the screw that secures the instrument
panel top pad (1) to the reinforcement bracket (2).
3. Remove the four screws that secure the driver side
instrument panel duct and demister duct assembly
(3) to the instrument panel and remove the duct
assembly.
4. Remove the four screws that secure the passenger
assembly (4) to the instrument panel and remove
the duct assembly.
INSTALLATION
1. Position the passenger side instrument panel duct

and demister duct assembly (4) into the instrument
panel.
2. Install the passenger side instrument panel duct
and demister duct assembly onto the outlets of the
instrument panel. Make sure that the ducts are cor-
rectly installed over the instrument panel and
demister outlet seals.
3. Install the four screws that secure the passenger
assembly to the instrument panel. Tighten the
4. Position the driver side instrument panel duct and
demister duct assembly (3) into the instrument
panel.
5. Install the driver side instrument panel duct and
demister duct assembly onto the outlets of the instrument panel. Make sure that the ducts are correctly installed
over the instrument panel and demister outlet seals.
6. Install the four screws that secure the driver side instrument panel duct and demister duct assembly to the instru-
ment panel. Tighten the screws to 2.2 N·m (20 in. lbs.).
7. Install the screw that secures the instrument panel top pad (1) to the reinforcement bracket (2). Tighten the
screw to 2.2 N·m (20 in. lbs.).
INSTALLATION).
FILTER-PARTICULATE AIR
DESCRIPTION
Some models are equipped with a particulate air filter
(1) that helps purify the outside air entering the HVAC
housing. The filter is mounted in the engine compart-
ment, inside of the fresh air inlet housing of the heat-
ing-A/C system.
The filter should be replaced at least every 24,000 km
(15,000 miles) or each year and checked if heating-
A/C system performance seems lower than expected.
The particulate air filter is labeled with “REAR OF
VEHICLE” and an arrow (2) to indicate air flow direc-
tion through the filter.
REMOVAL
1. Remove the air inlet grille (1) from the wiper mod-
ule screen (2) located near the dash panel in the
engine compartment.
2. Open the filter door (3) on the top of the particulate
air filter housing (4) located inside of the dash
panel plenum (5).
NOTE: To aid in reinstallation, note the installed
position of the particulate air filter prior to removal
of the filter.
3. Remove the particulate air filter (1) from the partic-

ulate air filter housing (2) located inside of the dash
panel plenum (3). Note the direction of air flow indi-
cated by an arrow (4) on the filter.
INSTALLATION
NOTE: The particulate air filter is labeled with “REAR OF VEHICLE” and an arrow to indicate air flow direc-
tion through the filter. Make sure to properly install the particulate air filter. Failure to properly install the
filter will result in the need to replace the filter sooner than required by design.
1. Install the particulate air filter (1) into the particulate

panel plenum (3). Insert the particulate air filter
down directly into the filter housing with the arrow
(4) on the filter pointing to the rear of the vehicle.
The particulate air filter is held in place by friction
between the filter element and the filter housing, so
no fasteners are required.
2. Close the filter door (3) on the top of the particulate
panel plenum (5).
3. Install the air inlet grille (1) onto the wiper module
screen (2).
HOUSING-HVAC
DESCRIPTION
All models are equipped with a common HVAC hous-

ing assembly that combines A/C and heating capabili-
ties into a single unit mounted within the passenger
compartment. The HVAC housing assembly consists
of three separate housings:
• HVAC housing — The HVAC housing (1) is
mounted to the dash panel behind the instrument
panel and contains the A/C evaporator and the
blower motor resistor or power model, depending
on application. The HVAC housing consists of a
upper and a lower housing that are attached
together and has mounting provisions for the air
inlet housing, blower motor, air distribution hous-
ing and the HVAC wire harness.
• Air inlet housing — The air inlet housing (2) is
mounted to the right end of the HVAC housing
and contains the recirculation-air door and actua-
tor.
• Air distribution housing — The air distribution housing (3) is mounted to the rear of the HVAC housing and
contains the heater core, blend-air door(s) and actuator(s), mode-air doors and actuator and door linkage.
The heating-A/C system is a blend-air type system. The blend-air doors control the amount of conditioned air that is
allowed to flow through, or around, the heater core. The dual zone heating A/C system uses two blend door actua-
tors while the single zone system uses only one blend door actuator.
The A/C system is designed for the use of a non-CFC, R-134a refrigerant and uses an A/C evaporator to cool and
dehumidify the incoming air prior to blending it with the heated air. A temperature control determines the discharge
air temperature by operating the blend door actuator(s), which moves the blend-air door(s). This allows an almost
immediate control of the output air temperature of the system. The mode door actuator operates the mode-air doors
which direct the flow of the conditioned air out the various air outlets, depending on the mode selected. The recir-
culation door actuator operates the recirculation-air door which closes off the fresh air intake and recirculates the air
already inside the vehicle. The electric door actuators are connected to the vehicle electrical system by the HVAC
wire harness. The blower motor controls the velocity of air flowing through the HVAC housing assembly by spinning
the blower wheel within the HVAC housing at the selected speed by use of the blower motor resistor or power
model, depending on application.
The air distribution housing must be removed from the HVAC housing and disassembled for service of the mode-air
and blend-air doors. The air inlet housing must be removed from HVAC housing and disassembled for service of the
recirculation-air door. The HVAC housing must be removed from the vehicle and disassembled for service of the A/C
evaporator.
REMOVAL
HOUSING-AIR DISTRIBUTION
death.
NOTE: The air distribution housing must be removed from the HVAC housing and disassembled for service
of the mode-air and blend-air doors.
1. Drain the engine cooling system (Refer to 7 -

COOLING - STANDARD PROCEDURE - COOL-
ING SYSTEM DRAIN).
3. Remove the instrument panel from the passenger
compartment (Refer to 23 - BODY/INSTRUMENT
REMOVAL).
4. Remove the defroster ducts (Refer to 24 - HEAT-
ING & AIR CONDITIONING/DISTRIBUTION/DUCT-
DEFROSTER - REMOVAL).
5. Remove the floor console duct (Refer to 24 -
DUCT-FLOOR CONSOLE - REMOVAL).
6. Disconnect the HVAC wire harness (1) from the
mode door actuator (2) and the blend door actuator
(3) located on the driver side of the air distribution
housing (4).
7. If equipped with dual zone heating-A/C, disconnect the HVAC wire harness from the blend door actuator (5)
located on the passenger side of the air distribution housing.
8. Remove the two screws (1) that secure the flange
(2) to the front of the HVAC housing (3).
9. Remove the flange and the heater core tubes (4)
from the HVAC housing.
NOTE: Take proper precautions to protect the car-
peting from spilled engine coolant. Have absor-
bent toweling readily available to clean up any
spills.
10. Remove the two retaining clamps (1) that secure

the heater core tubes (2) to the heater core (3).
11. Disconnect the heater core tubes from the heater
core and remove and discard the O-ring seals.
12. Install plugs in, or tape over the opened heater
core tubes and heater core ports.
13. Remove the two screws (1) that secure the air
distribution housing (2) to the rear of the HVAC
housing (3).
14. Tilt the top of the air distribution housing rearward
to disconnect the distribution housing from the
tab-and-slot type retainers located at the bottom
of the housing.
15. Disconnect the air distribution housing from rear
floor distribution ducts.
16. Remove the air distribution housing from the vehi-
cle.
17. If required, disassemble the air distribution hous-
ing (Refer to 24 - HEATING & AIR CONDITION-
ING/DISTRIBUTION/HOUSING-HVAC -
HOUSING-AIR DISTRIBUTION - DISASSEMBLY).
HOUSING-AIR INLET
death.
NOTE: The air inlet housing must be removed from HVAC housing and disassembled for service of the
recirculation-air door.

2. Remove the HVAC housing assembly (Refer to 24
- HEATING & AIR CONDITIONING/DISTRIBU-
TION/HOUSING-HVAC - HOUSING-HVAC ASSEM-
BLY - REMOVAL).
3. Disconnect the HVAC wire harness (1) from the
recirculation door actuator (2).
4. Carefully cut the foam seal (3) along the parting
line (4) of the air inlet housing (6). If the seal is
deformed or damaged, it must be replaced.
5. Remove the five screws (5) that secure the air inlet
housing to HVAC housing (7).
6. Remove the air inlet housing from the HVAC hous-
ing.
7. If required, disassemble the air inlet housing (Refer
to 24 - HEATING & AIR CONDITIONING/DISTRI-
BUTION/HOUSING-HVAC - HOUSING-AIR INLET - DISASSEMBLY).
HOUSING-HVAC ASSEMBLY
death.
NOTE: The HVAC housing must be removed from the vehicle and disassembled for service of the A/C evap-
orator.

1. Recover the refrigerant from the refrigerant system
PLUMBING - STANDARD PROCEDURE -
REFRIGERANT SYSTEM RECOVERY).
ING SYSTEM DRAIN).
4. Remove the fresh air inlet housing from the dash
panel (Refer to 24 - HEATING & AIR CONDITION-
ING/DISTRIBUTION/HOUSING-HVAC - HOUSING-
FRESH AIR INLET - REMOVAL).
5. Disconnect the A/C liquid line and the A/C suction
line from the A/C evaporator (Refer to 24 - HEAT-
ING & AIR CONDITIONING/PLUMBING/LINE-A/C
LIQUID - REMOVAL).
6. Disconnect the heater hoses from the heater core
tubes.
7. Remove the three nuts (1 and 3) that secure the HVAC housing to the engine compartment side of the dash
panel (2).
8. Remove the instrument panel from the passenger
compartment (Refer to 23 - BODY/INSTRUMENT
REMOVAL).
9. Disconnect the floor console duct (Refer to 24 -
DUCT-FLOOR CONSOLE - REMOVAL).
10. Disconnect the rear floor distribution ducts (Refer
BUTION/DUCT-FLOOR DISTRIBUTION -
REMOVAL).
11. Remove the defroster ducts (Refer to 24 - HEAT-
ING & AIR CONDITIONING/DISTRIBUTION/
DUCT-DEFROSTER - REMOVAL).
12. Remove the two nuts (1) that secure the HVAC
housing (2) to the passenger compartment side of
the dash panel (5).
13. Pull the HVAC housing assembly rearward so that
the mounting studs clear the dash panel.
14. Lift the HVAC housing assembly upwards so that the condensate drain tube clears the grommet (4) in the floor
panel (3) and remove the HVAC housing assembly from the passenger compartment.
15. If required, disassemble the HVAC housing assembly (Refer to 24 - HEATING & AIR CONDITIONING/DISTRI-
BUTION/HOUSING-HVAC - HOUSING-HVAC ASSEMBLY - DISASSEMBLY).
HOUSING-FRESH AIR INLET

NOTE: The fresh air inlet housing must be removed from the vehicle for removal of the HVAC housing.


2. Remove the cowl top panel from the dash panel
(Refer to 23 - BODY/EXTERIOR/PANEL-COWL
TOP - REMOVAL).
3. Remove the two bolts (1) that secure the strut sup-
port (2) to the driver side strut tower (3).
4. Disengage the wiper motor (5) from the bracket (4)
located on the strut support.
5. Disengage the retainer that secures the wire har-

ness (4) to the bottom of the strut support (3).
6. On LHD models, remove the purge solenoid (5)
from its mounting bracket and position the solenoid
out of the way.
7. Remove the two bolts (1) that secure the strut sup-
port to the passenger side strut tower (6) and
remove the support from the engine compartment.
8. Position the powertrain control module (PCM) or
the engine control module (ECM) (2) (depending
on engine application) out of the way.
9. Remove the push-pin retainer (1) that secures the

fresh air inlet housing (2) to the passenger side
inner fender (6).
10. Disengage the wire harness retainer (3) from
inside the bottom of the fresh air inlet housing, if
equipped.
11. Remove the push-pin retainer (5) that secures the
insulator (4) to the front of the fresh air inlet hous-
ing and position the insulator out of the way.
12. Remove the two nuts (1) that secure the fresh air
inlet housing (4) and water separator (2) or partic-
ulate air filter (6) and filter housing (5) (depending
on application) to the dash panel (3).
13. Remove the fresh air inlet housing and water sep-
arator or particulate air filter and filter housing
(depending on application) as an assembly from
the dash panel.
DISASSEMBLY
1. Remove the air distribution housing (1) from the

HVAC housing and place it on a workbench (Refer
BUTION/HOUSING-HVAC - HOUSING-AIR DIS-
TRIBUTION - REMOVAL).
2. Remove the screws (2) that secure the mode door
actuator (4) and the blend door actuator (7) to the
driver side of the air distribution housing and
remove the actuators.
3. Remove the screws (5) that secure the blend door
actuator mounting bracket (6) and the mode door
actuator mounting bracket (3) to the driver side of
the air distribution housing and remove the mount-
ing brackets.
4. Remove the instrument panel door linkage (3) from
the pivot shaft located on the driver side of the air
distribution housing (8) and carefully disconnect the
linkage rod (2) from the instrument panel door lever
(1).
5. Remove the defrost/demister door linkage (7) from
the pivot shaft on the air distribution housing and
carefully disconnect the linkage rod (12) from the
defrost/demister door lever (11).
6. Remove the mode door cam (6) from the air distri-
bution housing.
7. Remove the floor door linkage (5) from the floor
door lever (4) and the air distribution housing.
8. Remove the blend door cam (9) from the blend
door lever (10) and the air distribution housing.
9. Remove the screw (1) that secures the heater core

retaining bracket (2) to the driver side of the air dis-
tribution housing (3) and remove the bracket.
10. Carefully pull the heater core (4) out of the air dis-
tribution housing.
11. If equipped with dual zone heating-A/C, remove

the screws (1) that secure the blend door actuator
(2) to the passenger side of the air distribution
housing (3) and remove the actuator.
12. Remove the screws (4) that secure the blend door
actuator mounting bracket (5) to the passenger
side of the air distribution housing and remove the
mounting bracket.
13. If equipped with dual zone heating-A/C, remove
the blend door cam (1) from blend door lever (2)
and the pivot shaft located on the passenger side
of the air distribution housing (3).
14. Remove the six screws (1) that secure the front
floor distribution duct (2) to the bottom of the air
distribution housing (3) and remove the duct.
15. Carefully cut the foam seal (1) along the parting
line (2) of the two halves of the air distribution
housing (3). If the seal is deformed or damaged, it
must be replaced.
16. Remove the screws (4) that secure the two halves
of the air distribution housing together.
17. Carefully separate the left half of the air distribu-

tion housing (1) from the right half of the housing
(2).
18. Remove the center partition (3).
19. To remove the air doors (1) from the air distribu-
tion housing (2), first carefully push down on the
tab (3) of the air door lever (4) located in the pivot
shaft of the air door being removed.
NOTE: If the seal on the air door is deformed or

damaged, the air door must be replaced.
20. Gently pull the air door lever out of the pivot shaft
and remove the air door(s) from the air distribu-
tion housing as required.
HOUSING-AIR INLET
1. Remove the air inlet housing (1) from the HVAC

housing and place it on a workbench (Refer to 24 -
HOUSING-HVAC - HOUSING-AIR INLET -
REMOVAL)
2. Remove the three screws (2) that secure the recir-
culation door actuator (3) to the air inlet housing
and remove the actuator.
3. Remove the recirculation-air door (4) from the air
inlet housing.
HOUSING-HVAC
orator.
1. Remove the HVAC housing assembly and place it

on a workbench (Refer to 24 - HEATING & AIR
CONDITIONING/DISTRIBUTION /HOUSING-HVAC
- HOUSING-HVAC ASSEMBLY - REMOVAL).
2. Remove the air distribution housing (3) from the
HVAC housing (1) (Refer to 24 - HEATING & AIR
CONDITIONING/DISTRIBUTION/HOUSING-HVAC
- HOUSING-AIR DISTRIBUTION - REMOVAL).
3. Remove the air inlet housing (2) from the HVAC
housing (Refer to 24 - HEATING & AIR CONDI-
TIONING/DISTRIBUTION/HOUSING-HVAC -
HOUSING-AIR INLET - REMOVAL).
4. Remove the two screws (1) that secure the flange

(2) to the front of the HVAC housing (3).
5. Remove the flange and the heater core tubes (4)
from the HVAC housing.
6. Disconnect the HVAC wiring harness (1) from the

evaporator temperature sensor (2), blower motor
resistor or power module (3) (depending on appli-
cation) and the blower motor (4).
7. Disengage the two HVAC wire harness retainers
(5) from the blower motor and remove the blower
motor from the HVAC housing (Refer to 24 - HEAT-
ING & AIR CONDITIONING/DISTRIBUTION/MO-
TOR-BLOWER - REMOVAL).
8. Remove the blower motor resistor or power mod-
ule, depending on application (Refer to 24 - HEAT-
ING & AIR CONDITIONING/CONTROLS/
RESISTOR-BLOWER MOTOR - REMOVAL) or
CONTROLS/MODULE-POWER-BLOWER MOTOR
- REMOVAL).
9. Remove the evaporator temperature sensor (Refer
to 24 - HEATING & AIR CONDITIONING/CON-
TROLS/SENSOR-EVAPORATOR TEMPERATURE
- REMOVAL).
10. Remove the two bolts (1) that secure the A/C
expansion valve (2) to the evaporator tube tap-
ping block located within the foam seal (3).
11. Remove the A/C expansion valve from the evapo-
rator tube tapping block and foam seal.
12. Remove the O-ring seals from the evaporator
tube fittings and discard.
13. Install plugs in, or tape over the opened evapora-
tor tube fittings and all expansion valve ports.
14. Remove the HVAC wiring harness (1).
15. Remove the ten screws (2) that secure the upper
half of the HVAC housing (3) to the lower half of
the HVAC housing (4).
16. Separate the two halves of the HVAC housing.
17. Carefully lift the A/C evaporator (1) and foam seal
(2) out of the lower half of the HVAC housing (3).
18. If required, remove the foam seal from the tapping
block of the A/C evaporator. If the seal is
ASSEMBLY

1. Install the air door(s) (1) into the air distribution
housing (2) as required. Align the air door with the
pivot shaft hole in the housing.
2. Align and install the air door lever (4) into the pivot
shaft of the air door. Make sure that the tab (3) on
the door lever is securely engaged to the pivot
shaft.
3. Align the air door pivot shafts with the pivot holes
in the center partition (3) and install the partition
onto the left half of the air distribution housing (1).
4. Align the air door pivot shafts to each other and
carefully install the left half of the air distribution
housing to the right half of the housing (2).
5. Install the screws (4) that secure the two halves of

the air distribution housing (3) together. Tighten the
6. Inspect the foam seal (1), especially at the parting
line (2). If the seal is deformed or damaged, it must
be replaced.
7. Position the front floor distribution duct (2) onto the
air distribution housing (3).
8. Install the six screws (1) that secure the front floor
distribution duct to the air distribution housing.
9. If equipped with dual zone heating-A/C, install the

blend door cam (1) onto the blend door lever (2)
and the pivot shaft located on the passenger side
of the air distribution housing (3).
10. If equipped with dual zone heating-A/C, position

the blend door actuator mounting bracket (5) onto
the passenger side of the air distribution housing
(3).
actuator mounting bracket to the air distribution
housing. Tighten the screws to 2 N·m (17 in. lbs.).
12. Position the blend door actuator (2) onto the air
distribution housing. If necessary, rotate the actua-
tor slightly to align the splines on the actuator out-
put shaft with those on the blend door cam (Refer
TROLS/ACTUATOR-BLEND DOOR - INSTALLA-
TION).
actuator to the air distribution housing. Tighten the
14. Carefully install the heater core (4) into the driver
side of the HVAC air distribution housing (3).
15. Install heater core retaining bracket (2) onto the
air distribution housing.
16. Install the screw (1) that secures the heater core
retaining bracket onto the air distribution housing.
Tighten the screw to 2.2 N·m (20 in. lbs.).
17. Install the blend door cam (9) onto the blend door
lever (10) and the pivot shaft located on the driver
side of the air distribution housing (8).
18. Install the floor door linkage (5) onto the floor door
lever (4) and the pivot shaft on air distribution
housing.
NOTE: Align the guide pin on the floor door link-

age with the guides on the mode door cam during
installation of the floor door linkage.
19. Install the mode door cam (6) onto the pivot shaft
on air distribution housing.
20. Connect the defrost/demister door linkage rod
(12) onto the defrost/demister door lever (11).
NOTE: Align the guide pin on the defrost/demister

linkage with the guides on the mode door cam
during installation of the defrost/demister linkage.
21. Install the defrost/demister linkage (7) onto the pivot shaft on air distribution housing.
22. Connect the instrument panel door linkage rod (2) onto the instrument panel door lever (1).
NOTE: Align the guide pin on the instrument panel linkage with the guides on the mode door cam during
installation of the instrument panel linkage.
23. Install the instrument panel linkage (3) onto the pivot shaft on air distribution housing.
24. Position the blend door actuator mounting bracket
(6) and the mode door actuator mounting bracket
(3) onto the driver side of the air distribution hous-
ing (1).
25. Install the screws (5) that secure the mounting
brackets to the air distribution housing. Tighten
26. Position the blend door actuator (7) onto the air
put shaft with those on the blend door cam (Refer
TROLS/ACTUATOR-BLEND DOOR - INSTALLA-
TION).
27. Position the mode door actuator (4) onto the air
put shaft with those on the mode door cam (Refer
to 24 - HEATING & AIR CONDITIONING/CONTROLS/ACTUATOR-MODE DOOR - INSTALLATION).
28. Install the screws (2) that secure the blend door actuator to the air distribution housing. Tighten the screws to
2 N·m (17 in. lbs.).
29. Position the mode door actuator mounting bracket (6) onto the driver side of the air distribution housing (1).
30. Install the screws that secure the blend door actuator mounting bracket to the air distribution housing. Tighten
31. Position the blend door actuator (7) onto the air distribution housing. If necessary, rotate the actuator slightly to
align the splines on the actuator output shaft with those on the blend-air door linkage (Refer to 24 - HEATING
& AIR CONDITIONING/CONTROLS/ACTUATOR-BLEND DOOR - INSTALLATION).
32. Install the screws (2) that secure the blend door and mode door actuators to the air distribution housing. Tighten
33. Install the air distribution housing onto the HVAC housing (Refer to 24 - HEATING & AIR CONDITIONING/DIS-
TRIBUTION/HOUSING-HVAC - HOUSING-AIR DISTRIBUTION - INSTALLATION).
HOUSING-AIR INLET
1. Position the recirculation-air door (4) into the air

inlet housing (1).
CAUTION: Make sure that the recirculation-air

door pivot shaft is properly seated in the pivot
seats located on the air inlet housing.
2. Install the recirculation door actuator (3) onto the

air inlet housing. If necessary, rotate the actuator
slightly to align the splines on the actuator output
shaft with those on the recirculation door pivot
shaft (Refer to 24 - HEATING & AIR CONDITION-
ING/CONTROLS/ACTUATOR-RECIRCULATION
DOOR - INSTALLATION).
3. Install the three screws (2) that secure the recircu-
lation door actuator to the air inlet housing. Tighten
4. Install the air inlet housing onto the HVAC housing (Refer to 24 - HEATING & AIR CONDITIONING/DISTRIBU-
TION/HOUSING-HVAC - HOUSING-AIR INLET - INSTALLATION).
HOUSING-HVAC
1. If removed, install the foam seal (2) over the tap-

ping block of the A/C evaporator (1). If the seal is
2. Install the A/C evaporator into the lower half of the
HVAC housing (3). Make sure that the evaporator
drain within the HVAC housing is clean and unre-
stricted and that the insulator around the A/C evap-
orator is properly installed.
3. Install the upper half of the HVAC housing (3) onto

the lower half of the HVAC housing (4).
4. Install the screws (2) that secure the two halves of
the HVAC housing together. Tighten the screws to
2.2 N·m (20 in lbs.).
5. Install the HVAC wiring harness (1). Make sure the
harness is routed through all wiring retainers.
6. Remove the tape or plugs from the evaporator tube
fittings and all of the expansion valve ports.
7. Lubricate new rubber O-ring seals with clean refrig-
erant oil and install them on the evaporator tube fit-
tings. Use only the specified O-rings as they are
made of a special material for the R-134a system.
Use only refrigerant oil of the type recommended
for the A/C compressor in the vehicle.
8. Install the A/C expansion valve (2) onto the evapo-
rator tube tapping block located within the foam
seal (3).
9. Install the two bolts (1) that secure the A/C expan-
sion valve to the evaporator tube tapping block.
10. Install the evaporator temperature sensor (2)

CONTROLS/EVAPORATOR TEMPERATURE
SENSOR - INSTALLATION).
11. Install the blower motor resistor or power module
(3), depending on application (Refer to 24 - HEAT-
ING & AIR CONDITIONING/CONTROLS/RESIS-
TOR-BLOWER MOTOR - INSTALLATION) or
CONTROLS/MODULE-POWER-BLOWER
MOTOR - INSTALLATION).
12. Install the blower motor (4) (Refer to 24 - HEAT-
ING & AIR CONDITIONING/DISTRIBUTION/MO-
TOR-BLOWER - INSTALLATION).
13. Connect the HVAC wire harness (1) to the evap-
orator temperature sensor, blower motor resistor
or power module (depending on application) and
the blower motor.
14. Install the two HVAC wire harness retainers (5)
onto the blower motor.
15. Install the heater core tubes (4) and the flange (2)
to the front of the HVAC housing (3).
16. Install the two screws (1) that secure the flange to
the HVAC housing. Tighten the screws to 2.2 N·m
(20 in. lbs.).
17. Install the air inlet housing (2) onto the HVAC
housing (1) (Refer to 24 - HEATING & AIR CON-
DITIONING/DISTRIBUTION/HOUSING-HVAC -
HOUSING- AIR INLET - INSTALLATION).
18. Install the air distribution housing (3) onto the
HVAC housing (Refer to 24 - HEATING & AIR
CONDITIONING/DISTRIBUTION/HOUSING-
HVAC - HOUSING-AIR DISTRIBUTION - INSTAL-
LATION).
19. Install the HVAC housing assembly (Refer to 24 -
HOUSING-HVAC - HOUSING-HVAC ASSEMBLY -
INSTALLATION).
INSTALLATION
NOTE: The air distribution housing must be

removed from the HVAC housing and disassem-
bled for service of the mode-air and blend-air
doors.
1. Position the air distribution housing (1) into the

vehicle.
2. Install the air distribution housing onto the rear of
the HVAC housing (2) by inserting the tabs on the
bottom of the distribution housing into the slots
located on the bottom of the HVAC housing and
tipping the distribution housing forward until it is
properly aligned with the HVAC housing.
3. Connect the floor distribution ducts to the air distri-
bution housing.
4. Install the screws (3) that secure the air distribution
housing to the HVAC housing. Tighten the screws
to 2.2 N·m (20 in. lbs.).
5. Remove the tape or plugs from the heater core
tubes and heater core ports.
6. Lubricate new rubber O-ring seals with clean
engine coolant and install them onto the heater
core tube fittings. Use only the specified O-ring as
they are made of a special material for the engine
cooling system.
7. Install the heater core tubes (2) onto the heater
core (3).
8. Install the two retaining clamps (1) that secure the
heater core tubes to the heater core. Make sure
that the clamps are installed correctly and securely.
9. Install the heater core tubes (4) and the flange (2)
to the front of the HVAC housing (3).
10. Install the two screws (1) that secure the flange to
the HVAC housing. Tighten the screws to 2.2 N·m
(20 in. lbs.).
11. Connect the HVAC wire harness (1) to the mode

door actuator (2) and the blend door actuator (3)
located on the driver side of the air distribution
housing (4).
12. If equipped with dual zone heating-A/C, connect
the HVAC wire harness to the blend door actuator
(5) located on the passenger side of the air distri-
bution housing.
13. Install the floor console duct (Refer to 24 - HEAT-
DUCT-FLOOR CONSOLE - INSTALLATION).
14. Install the defroster ducts (Refer to 24 - HEATING
& AIR CONDITIONING/DISTRIBUTION/DUCT-
DEFROSTER - INSTALLATION).
15. Install the instrument panel (Refer to 23 - BODY/
ASSEMBLY - INSTALLATION).
17. Refill the engine cooling system (Refer to 7 - COOLING - STANDARD PROCEDURE - COOLING SYSTEM
REFILL).
HOUSING-AIR INLET
1. Position the air inlet housing (6) onto the HVAC

housing (7).
CAUTION: Make sure that the recirculation-air

door pivot shaft is properly seated in the pivot
seats located on the top of the HVAC housing.
2. Install the five screws (5) that secure the air inlet
housing to the HVAC housing. Tighten the screws
to 2.2 N·m (20 in. lbs.).
3. Inspect the foam seal (3). If the seal is deformed or
damaged, it must be replaced.
4. Connect the HVAC wire harness (1) to the recircu-
lation door actuator (2).
HOUSING-HVAC - HOUSING-HVAC ASSEMBLY - INSTALLATION)
HOUSING-HVAC ASSEMBLY
orator.
1. Position the HVAC housing (2) into the passenger

compartment with the mounting studs in their
proper locations in the dash panel (5) and the con-
densate drain tube into the grommet (4) on the
floor panel (3).
2. Install the two nuts (1) that secure the HVAC hous-
ing to the passenger compartment side of the dash
panel. Tighten the nuts to 3 N·m (26 in. lbs.).
3. Install the defroster ducts (Refer to 24 - HEATING
& AIR CONDITIONING/DISTRIBUTION/DUCT-DE-
FROSTER - INSTALLATION).
4. Connect the floor distribution ducts (Refer to 24 -
HEATING & AIR CONDITIONING/DISTRIBUTION -
FRONT/DUCT-FLOOR DISTRIBUTION - INSTAL-
LATION).
5. Connect the floor console duct (Refer to 24 -
DUCT-FLOOR CONSOLE - INSTALLATION).
INSTALLATION).
7. Install the three nuts (1 and 3) that secure the
HVAC housing to the engine compartment side of
the dash panel (2). Tighten the nuts to 7 N·m (62
in. lbs.).
8. Connect the heater hoses to the heater core tubes.
9. Connect the A/C suction line and A/C liquid line to
the A/C evaporator (Refer to 24 - HEATING & AIR
CONDITIONING/PLUMBING /LINE-A/C LIQUID -
INSTALLATION).
10. Install the fresh air inlet housing to the engine
compartment side of the dash panel. (Refer to 24
TION/HOUSING-HVAC - HOUSING-FRESH AIR
INLET - INSTALLATION).
12. If the heater core is being replaced, flush the
cooling system (Refer to 7 - COOLING - STAN-
DARD PROCEDURE - COOLING SYSTEM
CLEANING/REVERSE FLUSHING).
REFILL).
14. Evacuate the refrigerant system (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - STANDARD
PROCEDURE - REFRIGERANT SYSTEM EVACUATE).
15. Charge the refrigerant system (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - STANDARD PRO-
CEDURE - REFRIGERANT SYSTEM CHARGE).
HOUSING-FRESH AIR INLET

NOTE: The fresh air inlet housing must be removed from the vehicle for removal of the HVAC housing.
1. Position the fresh air inlet housing (4) and water

separator (2) or particulate air filter (6) and filter
housing (5) (depending on application) as an
assembly onto the engine compartment side of the
dash panel (3).
2. Install the two nuts (1) that secure the fresh air
inlet housing and water separator or filter housing
(depending on application) to the dash panel.
Tighten the nuts to 7 N·m (62 in. lbs.).
3. Position the insulator (4) into its installed location

and install the push-pin retainer (5) that secures
the insulator to the front of the fresh air inlet hous-
ing (2).
4. Install the push-pin retainer (1) that secures the
fresh air inlet housing to the right inner fender (6).
5. Reach under the fresh air inlet housing and install
the wire harness retainer (3) into the bottom of the
air inlet housing, if equipped.
6. Position the powertrain control module (PCM) or

the engine control module (ECM) (2) (depending
on engine application) into its installed location.
7. Position the strut support (3) into the engine com-
partment and loosely install the two bolts (1) that
secure the strut support and the ECM/PCM to the
passenger side strut tower (6).
8. On LHD models, install the purge solenoid (5) onto
its mounting bracket located on the right strut
tower.
9. Engage the retainer that secures the wire harness
(4) to the bottom of the strut support.
10. Engage the wiper motor (5) to the bracket (4)

located on the strut support (2).
11. Position the strut support to the driver side strut
tower and loosely install the two bolts (1) that
secure the support to the tower.
12. Tighten all four bolts that secure the strut support
to 38 N·m (28 ft. lbs.).
13. Install the cowl top panel onto the dash panel
(Refer to 23 - BODY/EXTERIOR/PANEL-COWL
TOP - INSTALLATION).
MOTOR-BLOWER
DESCRIPTION
The blower motor (1) is a 12-volt, direct current (DC)
motor mounted within a plastic housing with an inte-
gral wire harness connector (2) and squirrel cage-type
blower wheel (3) that is secured to the blower motor
shaft (4). The blower motor wheel is located in the
HVAC air inlet housing which is mounted to the pas-
senger side end of the HVAC housing. The blower
motor can be accessed for service from underneath
the instrument panel.
OPERATION
The blower motor is used to control the velocity of air moving through the HVAC housing by spinning the blower
wheel within the HVAC air inlet housing at the selected speed or, in the ATC system, at the selected or programmed
speed.
On models equipped with the manual temperature control (MTC) heating-A/C system, the blower motor will operate
whenever the ignition switch is in the On position and the blower motor control in any position except Off. On mod-
els equipped with the automatic temperature control (ATC) system, the blower motor will operate whenever the igni-
tion switch is in the On position and the A/C-heater control power is turned on.
For the MTC system, blower motor speed is controlled by directing the ground path for the blower motor through the
correct resistor wire to obtain the selected speed.
For the ATC system, blower motor speed is controlled by the blower motor power module which provides the blower
motor with power and a path to ground. The blower motor power module also sends a blower control signal to the
A/C-heater control. Using input from the blower motor control (manual mode) or sensor data (automatic mode), the
A/C-heater control processes the blower control signal from the power module and sets the speed at which the
blower motor will run.
The blower motor and blower wheel are factory balanced and cannot be adjusted or repaired. If faulty or damaged,
the blower motor and blower wheel must be replaced as an assembly.

BLOWER MOTOR
performing further diagnosis or service. Failure to take the proper precautions could result in accidental
airbag deployment and possible personal injury or death.
NOTE: For circuit descriptions and diagrams, refer to Air Conditioning/Heater in Group 8W - Wiring Dia-
grams.
OPERATION
Possible causes of an inoperative blower motor include:

• Faulty fuse
• Faulty blower motor resistor or power module (depending on application)
• Faulty blower motor switch
• Faulty mode control switch
• Faulty blower motor
• Faulty blower motor circuit wiring or wire harness connectors
Possible causes of the blower motor not operating in all speeds include:
• Faulty fuse
• Faulty blower motor resistor or power module (depending on application)
• Faulty blower motor switch
• Faulty blower motor circuit wiring or wire harness connectors
VIBRATION
Possible causes of blower motor vibration include:

• Improper blower motor mounting
• Improper blower wheel mounting
• Deformed blower wheel
• Out of balance blower wheel due to foreign material in the wheel
NOISE
To determine if the blower motor is the source of the noise, simply switch the blower motor from Off to On. To verify
that the blower motor is the source of the noise, unplug the blower motor wire harness connector and operate the
heater-A/C system. If the noise goes away, possible causes include:
• Foreign material in the HVAC air inlet housing
• Improper blower motor mounting
• Improper blower wheel mounting
REMOVAL
death.

passenger side of the instrument panel (Refer to
23 - BODY/INSTRUMENT PANEL/INSTRUMENT
PANEL SILENCER - REMOVAL)
3. Disengage the wire harness connector locking tab
and disconnect the wire harness connector (1) and
wire harness retainers from the blower motor (2).
4. Remove the four screws (3) that secure the blower
motor to the HVAC housing (4).
5. Remove the blower motor from the HVAC housing.
INSTALLATION
1. Position the blower motor (2) into the HVAC hous-

ing (4).
2. Install the four screws (3) that secure the blower
motor to the HVAC housing. Tighten the screws to
2.2 N·m (20 in. lbs.).
blower motor and engage the wire harness connec-
tor locking tab.
4. Install the HVAC wire harness retainers onto the
blower motor.
5. Install the instrument panel silencer onto the pas-
senger side of the instrument panel (Refer to 23 -
PANEL SILENCER - INSTALLATION)
OUTLETS-AIR
DESCRIPTION
CHRYSLER
There are two defroster air outlets (1) in the defroster

grille (2) located on the top of the instrument panel
(3). The airflow from the defroster outlets is directed
by fixed vanes in the defroster grille and cannot be
adjusted. The defroster air outlets are not serviceable
from the defroster grille (Refer to 23 - BODY/INSTRU-
MENT PANEL/DEFROSTER GRILLE - REMOVAL).
There are two side window demister air outlets (4).
One located on each end of the instrument panel top
cover. The airflow from the side window demister air
outlets is directed by fixed vanes in the outlets and
cannot be adjusted. The side window demister air out-
lets are only serviced with the outboard instrument
panel air outlets.
There are four instrument panel air outlets (5). One air
outlet is located near each outboard end of the instru-
ment panel facing the rear of the vehicle and two air
outlets are located at the top of the instrument panel center bezel. Each of the instrument panel air outlets contain
a non-serviceable grille with movable vanes (6) that are used to direct or shut off the flow of the conditioned air
leaving the instrument panel outlets. Only the outboard instrument panel air outlets can be serviced separately. For
service of the other instrument panel air outlets, refer to 23 - BODY/INSTRUMENT PANEL/INSTRUMENT PANEL
CENTER BEZEL - REMOVAL.
DODGE
There are two defroster air outlets (1) in the defroster

grille (2) located on the top of the instrument panel
(3). The airflow from the defroster outlets is directed
by fixed vanes in the defroster grille and cannot be
adjusted. The defroster air outlets are not serviceable
from the defroster grille (Refer to 23 - BODY/INSTRU-
MENT PANEL/DEFROSTER GRILLE - REMOVAL).
There are two side window demister air outlets (4).
One located on each end of the instrument panel top
cover. The airflow from the side window demister air
outlets is directed by fixed vanes in the outlets and
cannot be adjusted. The side window demister air out-
lets are not serviceable from the instrument panel top
pad (Refer to 23 - BODY/INSTRUMENT PANEL/IN-
STRUMENT PANEL TOP PAD - REMOVAL).
There are four instrument panel air outlets (5). One air
outlet is located near each outboard end of the instru-
ment panel facing the rear of the vehicle and two air outlets are located at the top of the instrument panel center
bezel. Each of the instrument panel air outlets contain a replaceable grille with movable vanes (6) that are used to
direct or shut off the flow of the conditioned air leaving the instrument panel outlets. Only the passenger side out-
board instrument panel air outlet can be serviced separately. For service of the other instrument panel air outlets,
refer to 23 - BODY/INSTRUMENT PANEL/CLUSTER BEZEL - REMOVAL and 23 - BODY/INSTRUMENT PANEL/
INSTRUMENT PANEL CENTER BEZEL - REMOVAL.
REMOVAL
AIR OUTLET - CHRYSLER
NOTE: Only the outboard instrument panel air outlets can be serviced separately. For service of the other
instrument panel air outlets refer to 23 - BODY/INSTRUMENT PANEL/INSTRUMENT PANEL CENTER BEZEL
- REMOVAL.

bladed tool (1), gently pry on both sides of the out-
board instrument panel air outlet(s) (2) until the air
outlet snap clip retainers are released from the
face of the instrument panel (3).
2. Gently slide the air outlet(s) rearward to release the
top of the outlet (demister outlet) from the instru-
ment panel.
AIR OUTLET - DODGE

NOTE: Only the outboard passenger side instrument panel air outlet can be serviced separately. For service
of the other instrument panel air outlets refer to 23 - BODY/INSTRUMENT PANEL/CLUSTER BEZEL -
REMOVAL and to 23 - BODY/INSTRUMENT PANEL/INSTRUMENT PANEL CENTER BEZEL - REMOVAL.
1. Rotate the top of the outboard passenger side air

outlet barrel (1) downwards.
2. Gently pull out on the bottom edge of the air outlet
(1) to release the snap clip retainers that secure
the outlet to the instrument panel (2).
3. Remove the air outlet from the instrument panel.
AIR OUTLET BARRELS - DODGE

NOTE: The instrument panel air outlet barrels are retained to the pivots within the air outlets by a snap fit.

bladed tool (1), gently pry the air outlet barrel(s) (2)
out of the instrument panel air outlet(s) (3) as
required.
INSTALLATION
AIR OUTLET - CHRYSLER
1. Position the outboard air outlet (1) into its location

on the instrument panel (2).
NOTE: Make sure that the air outlet is properly

aligned to the duct within the instrument panel
opening and that the foam seal on the outlet is
properly installed.
2. Align the air outlet foam seal (3) with the duct in
the instrument panel (4) and slide the top portion of
the air outlet into the instrument panel top pad.
Gently push on the sides of the air outlet until the
snap clip retainers on the outlet are fully engaged
to the instrument panel.
AIR OUTLET - DODGE

1. Position the air outlet (1) into its location on the

outboard passenger side of the instrument panel
(2).
NOTE: Make sure that the air outlet is properly

aligned to the duct within the instrument panel
opening and that the foam seal on the outlet is
properly installed.
2. Align the air outlet foam seal (3) with the duct in
the instrument panel (4) and gently push on the air
outlet until the snap clip retainers on the outlet are
fully engaged to the instrument panel.
AIR OUTLET BARRELS - DODGE

1. Install the air outlet barrel (1) onto the pivot shaft
(2) on the right side of the instrument panel air out-
let (3).
2. Gently push the air outlet barrel (1) onto the pivot
shaft (2) on the left side of the instrument panel air
outlet (3).
24 - 422 PLUMBING LX
PLUMBING
TABLE OF CONTENTS
page page
PLUMBING CORE-VALVE-SERVICE PORT

WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 423 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 446
CAUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 424 EVAPORATOR-A/C
DIAGNOSIS AND TESTING DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 447
REFRIGERANT SYSTEM LEAKS . . . . . . . . . . . . 425 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 447
STANDARD PROCEDURE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 447
REFRIGERANT SYSTEM SERVICE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 448
EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 426 LINE-A/C DISCHARGE
REFRIGERANT SYSTEM RECOVERY . . . . . . . 427 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 449
REFRIGERANT SYSTEM EVACUATE . . . . . . . . 427 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 449
REFRIGERANT SYSTEM CHARGE . . . . . . . . . . 428 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 450
COMPRESSOR-A/C LINE-A/C LIQUID
DESCRIPTION DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 452
A/C COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . 429 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 452
HIGH PRESSURE RELIEF VALVE . . . . . . . . . . . 429 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 454
OPERATION LINE-A/C SUCTION
A/C COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . 429 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 457
HIGH PRESSURE RELIEF VALVE . . . . . . . . . . . 429 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 457
DIAGNOSIS AND TESTING INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 459
A/C COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . 430 OIL-A/C REFRIGERANT
REMOVAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 461
2.7L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 430 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 461
3.0L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 431 STANDARD PROCEDURE
3.5L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 432 REFRIGERANT OIL LEVEL . . . . . . . . . . . . . . . . . 461
5.7L/6.1L ENGINES . . . . . . . . . . . . . . . . . . . . . . . . 433 RECEIVER/DRIER-A/C
INSTALLATION DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 463
2.7L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 434 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 463
3.0L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 436 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 463
3.5L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 437 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 464
5.7L/6.1L ENGINES . . . . . . . . . . . . . . . . . . . . . . . . 438 REFRIGERANT-A/C
CONDENSER-A/C DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 465
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 440 VALVE-A/C EXPANSION
CORE-HEATER DIAGNOSIS AND TESTING
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 442 A/C EXPANSION VALVE . . . . . . . . . . . . . . . . . . . . 466
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 443
LX PLUMBING 24 - 423
PLUMBING
DESCRIPTION
The A/C refrigerant lines and hoses are used to carry the refrigerant between the various A/C system components.
The refrigerant lines and hoses for the R-134a system on this vehicle consist of a barrier-hose design with a nylon
tube sandwiched between rubber layers. The nylon tube helps to contain the R-134a refrigerant, which has a
smaller molecular structure than R-12 refrigerant. The ends of the refrigerant lines are made from lightweight alu-
minum or steel, and commonly use braze-less fittings.
Any kinks or sharp bends in the refrigerant lines and hoses will reduce the capacity of the entire A/C system and
can reduce the flow of refrigerant in the system. The radius of all bends in the flexible hose refrigerant lines should
be at least ten times the diameter of the hose and the refrigerant lines should be routed so they are at least 80
millimeters (3 inches) away from the exhaust manifold(s) and exhaust pipe(s).
OPERATION
High pressures are produced in the refrigerant system when the A/C compressor is operating. Extreme care must
be exercised to make sure that each of the refrigerant system connections is pressure-tight and leak free. It is a
good practice to inspect all flexible hose refrigerant lines at least once a year to make sure they are in good con-
dition and properly routed.
The refrigerant lines and hoses are coupled to other A/C system components with block-type fittings. A flat steel
gasket with an integral O-ring (dual plane seal) is used to mate the refrigerant line fittings with A/C system com-
ponents to ensure the integrity of the refrigerant system.
The refrigerant lines and hoses cannot be repaired and, if faulty or damaged, they must be replaced.
WARNING
WARNING: The A/C system contains refrigerant under high pressure. Repairs should only be performed by
qualified service personnel. Severe personal injury or death may result from improper service procedures.
WARNING: Avoid breathing the refrigerant and refrigerant oil vapor or mist. Exposure may irritate the eyes,
nose, and/or throat. Wear eye protection when servicing the A/C refrigerant system. Serious eye injury can
result from direct contact with the refrigerant. If eye contact occurs, seek medical attention immediately.
WARNING: Do not expose the refrigerant to open flame. Poisonous gas is created when refrigerant is
burned. An electronic leak detector is recommended. Severe personal injury or death may result from
improper service procedures.
WARNING: If accidental system discharge occurs, ventilate the work area before resuming service. Large
amounts of refrigerant released in a closed work area will displace the oxygen and cause suffocation and
death.
WARNING: The evaporation rate of R-134a refrigerant at average temperature and altitude is extremely high.
As a result, anything that comes in contact with the refrigerant will freeze. Always protect the skin or del-
icate objects from direct contact with the refrigerant.
WARNING: The R-134a service equipment or the vehicle refrigerant system should not be pressure tested or
leak tested with compressed air. Some mixtures of air and R-134a have been shown to be combustible at
elevated pressures. These mixtures are potentially dangerous, and may result in fire or explosion causing
property damage, personal injury or death.
WARNING: The engine cooling system is designed to develop internal pressures up to 145 kilopascals (21
pounds per square inch). Do not remove or loosen the coolant pressure cap, cylinder block drain plugs,
radiator drain, radiator hoses, heater hoses, or hose clamps while the engine cooling system is hot and
under pressure. Allow the vehicle to cool for a minimum of 15 minutes before opening the cooling system
for service. Failure to observe this warning can result in serious burns from the heated engine coolant.
CAUTION
CAUTION: Never add R-12 to a refrigerant system designed to use R-134a. Do not use R-12 equipment or
parts on an R-134a A/C system. These refrigerants are not compatible and damage to the A/C system will
result.
CAUTION: Never use R-12 refrigerant oil in an A/C system designed to use R-134a refrigerant oil. These
refrigerant oils are not compatible and damage to the A/C system will result.
CAUTION: The use of A/C system sealers may result in damage to A/C refrigerant recovery/evacuation/re-
charging equipment and/or A/C system. Many federal, state/provincial and local regulations prohibit the
recharge of A/C systems with known leaks. DaimlerChrysler recommends the detection of A/C system leaks
through the use of approved leak detectors and fluorescent leak detection dyes. Vehicles found with A/C
system sealers should be treated as contaminated and replacement of the entire A/C refrigerant system is
recommended. A/C systems found to be contaminated with A/C system sealers, A/C stop-leak products or
seal conditioners voids the warranty for the A/C system.
CAUTION: Recover the refrigerant before opening any fitting or connection. Open the fittings with caution,
even after the system has been discharged. Never open or loosen a connection before recovering the refrig-
erant.
CAUTION: If equipped, do not remove the secondary retention clip from any spring-lock coupler connection
while the refrigerant system is under pressure. Recover the refrigerant before removing the secondary
retention clip. Open the fittings with caution, even after the system has been discharged. Never open or
loosen a connection before recovering the refrigerant.
CAUTION: 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 serious damage if present in more than very small quantities. Before
disconnecting a component, clean the outside of the fittings thoroughly to prevent contamination from
entering the refrigerant system. Keep service tools and the work area clean. Do not open the refrigerant
system or uncap a replacement component until you are ready to service the system. Immediately after
disconnecting a component from the refrigerant system, seal the open fittings with a cap or plug. This will
prevent contamination from entering the A/C system.
CAUTION: Refrigerant oil will absorb moisture from the atmosphere if left uncapped. Do not open a con-
tainer of refrigerant oil until you are ready to use it. Replace the cap on the oil container immediately after
using. Store refrigerant oil only in a clean, airtight, and moisture-free container.
CAUTION: Do not overcharge the refrigerant system. Overcharging will cause excessive compressor head
pressure and can cause compressor noise and A/C system failure.

REFRIGERANT SYSTEM LEAKS
WARNING: R-134a service equipment or vehicle A/C system should not be pressure tested or leak tested
with compressed air. Mixture of air and R-134a can be combustible at elevated pressures. These mixtures
are potentially dangerous and may result in fire or explosion causing property damage, personal injury or
death.
Avoid breathing A/C refrigerant and lubricant vapor or mist. Exposure may irritate eyes, nose and throat.
Use only approved service equipment meeting SAE requirements to discharge an R-134a system. If acci-
dental system discharge occurs, ventilate work area before resuming service.
NOTE: If the A/C refrigerant system charge is empty or low, a leak in the A/C system is likely. Visually
inspect all A/C lines, fittings and components for an oily residue. Oil residue can be an indicator of an A/C
system leak location.
NOTE: The only way to correctly determine if the refrigerant system is fully charged with R-134a is to com-
pletely evacuate and recharge the A/C system.
Connect a suitable manifold gauge set and determine if the static A/C system pressure is above or below 345 kPa
(50 psi) (refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - STANDARD PROCEDURE - REFRIGERANT
SYSTEM SERVICE EQUIPMENT). If less than 345 kPa (50 psi), proceed to SYSTEM EMPTY . If greater than 345
kPa (50 psi), go to SYSTEM LOW .
SYSTEM EMPTY
1. Evacuate the refrigerant system to the lowest degree of vacuum possible (approximately -88 kPa (- 26 in. Hg) or
greater vacuum) (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - STANDARD PROCEDURE -
REFRIGERANT SYSTEM EVACUATE). Determine if the system holds a vacuum for 15 minutes. If vacuum is
held, a leak is probably not present. If system will not maintain vacuum level, proceed to Step 2.
2. Prepare and dispense 0.284 kilograms (10 ounces) of R-134a refrigerant into the evacuated refrigerant system
(Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - STANDARD PROCEDURE - REFRIGERANT SYS-
TEM CHARGE) and proceed to Step 1 of the System Low procedure.
SYSTEM LOW
1. Position the vehicle in a wind free work area. This will aid in detecting small leaks.
2. Operate the heating-A/C system with the engine at idle under the following conditions for at least 5 minutes.
• Doors or windows open
• Transmission in Park
• A/C-heater controls set to outside air, full cool, panel mode, high blower and with A/C compressor engaged
CAUTION: A leak detector only designed for R-12 refrigerant will not detect leaks in an R-134a refrigerant
system.
3. Shut the vehicle Off and wait 2-7 minutes. Then use an electronic leak detector that is designed to detect R-134a
refrigerant and search for leaks. Fittings, lines or components that appear to be oily usually indicate a refrigerant
leak. To inspect the A/C evaporator for leaks, insert the leak detector probe into the drain tube opening or an air
outlet. A dye for R-134a is available to aid in leak detection. Use only DaimlerChrysler approved refrigerant dye.
STANDARD PROCEDURE
REFRIGERANT SYSTEM SERVICE EQUIPMENT
WARNING: Eye protection must be worn when servicing an A/C refrigerant system. Turn all valves off
(rotate clockwise) on the equipment being used before connecting or disconnecting service equipment from
the refrigerant system. Failure to observe these warnings may result in personal injury or death.
When servicing the A/C system, an R-134a refrigerant

recovery/recycling/charging station that meets SAE
standard J2210 must be used (1). Contact an automo-
tive service equipment supplier for refrigerant recov-
ery/recycling/charging equipment. Refer to the
operating instructions supplied by the equipment man-
ufacturer for proper care and use of this equipment.
A manifold gauge set (1) may be needed with some

recovery/recycling/charging equipment. The manifold
gauge set should have manual shut-off valves (2 and
6), or automatic back-flow valves located at the ser-
vice port connector end of the manifold gauge set
hoses (4 and 5). This will prevent refrigerant from
being released into the atmosphere.
MANIFOLD GAUGE SET CONNECTIONS

CAUTION: Do not use an R-12 manifold gauge set on an R-134a system. The refrigerants are not compatible
and system damage will result.
RECOVERY/RECYCLING/EVACUATION/CHARGING HOSE – The center manifold hose (Yellow, or White, with

Black stripe) (3) is used to recover, evacuate, and charge the refrigerant system. When the low or high pressure
valves on the manifold gauge set are opened, the refrigerant in the system will escape through this hose.
HIGH PRESSURE GAUGE HOSE – The high pressure hose (Red with Black stripe) (4) attaches to the high side
service port. This service port is located on the A/C liquid line next to the left shock tower. On this model, an A/C
pressure transducer is also installed on the liquid line. A/C high-side pressures can be read using a scan tool. Refer
to 9 - Engine Electrical Diagnostics for more information.
LOW PRESSURE GAUGE HOSE – The low pressure hose (Blue with Black stripe) (5) attaches to the low side
service port. This service port is located on the A/C suction line behind the left shock tower.
REFRIGERANT SYSTEM RECOVERY

An R-134a refrigerant recovery/recycling/charging sta-

tion (1) that meets SAE standard J2210 must be used
to recover the refrigerant from the R-134a refrigerant
system. Refer to the operating instructions supplied by
the equipment manufacturer for the proper care and
use of this equipment.
REFRIGERANT SYSTEM EVACUATE

NOTE: Special effort must be used to prevent moisture from entering the A/C system oil. Moisture in the oil
is very difficult to remove and will cause a reliability problem with the A/C compressor.
If an A/C compressor designed to use R-134a refrigerant is left open to the atmosphere for an extended period of
time. It is recommended that the refrigerant oil be drained and replaced with new oil or a new A/C compressor be
used. This will eliminate the possibility of contaminating the refrigerant system.
If the refrigerant system has been open to the atmosphere, it must be evacuated before the system can be filled.
Moisture and air mixed with the refrigerant will raise the compressor head pressure above acceptable operating
levels. This will reduce the performance of the A/C system and damage the A/C compressor. Moisture will boil at
near room temperature when exposed to vacuum. To evacuate the refrigerant system:
NOTE: When connecting the service equipment coupling to the line fitting, verify that the valve of the cou-
pling is fully closed. This will reduce the amount of effort required to make the connection.
1. Recover the refrigerant system (refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - STANDARD PRO-
CEDURE - REFRIGERANT SYSTEM RECOVERY).
2. Connect a suitable charging station, refrigerant recovery machine or a manifold gauge set with vacuum pump
and refrigerant recovery equipment (refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - STANDARD
PROCEDURE - REFRIGERANT SYSTEM SERVICE EQUIPMENT).
3. Open the suction and discharge valves and start the vacuum pump. The vacuum pump should run a minimum of
45 minutes prior to charge to eliminate all moisture in system. When the suction gauge reads to the lowest
degree of vacuum possible (approximately -88 kPa (- 26 in. Hg) or greater) for 30 minutes, close all valves and
turn off vacuum pump. If the system fails to reach specified vacuum, the refrigerant system likely has a leak that
must be corrected. If the refrigerant system maintains specified vacuum for at least 30 minutes, start the vacuum
pump, open the suction and discharge valves. Then allow the system to evacuate an additional 10 minutes.
4. Close all valves. Turn off and disconnect the vacuum pump.
5. Charge the refrigerant system (refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - STANDARD PRO-
REFRIGERANT SYSTEM CHARGE

NOTE: Always refer to the Underhood HVAC Specification Label for the refrigerant fill specification of the
vehicle being serviced.
After all refrigerant system leaks have been repaired and the refrigerant system has been evacuated, a refrigerant
charge can be injected into the system. For the proper amount of the refrigerant charge, refer to the Underhood
HVAC Specification Label.
An R-134a refrigerant recovery/recycling/charging station that meets SAE Standard J2210 must be used to charge
the refrigerant system with R-134a refrigerant. Refer to the operating instructions supplied by the equipment man-
ufacturer for proper care and use of this equipment.
CHARGING PROCEDURE
CAUTION: A small amount of refrigerant oil is removed from the A/C system each time the refrigerant sys-
tem is recovered and evacuated. Before charging the A/C system, you MUST replenish any oil lost during
the recovery process. Refer the equipment manufacturer instructions for more information.
1. Evacuate the refrigerant system (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - STANDARD PRO-
CEDURE - REFRIGERANT SYSTEM EVACUATE).
2. A manifold gauge set and an R-134a refrigerant recovery/recycling/charging station that meets SAE standard
J2210 should be connected to the refrigerant system.
3. Measure the proper amount of refrigerant and heat it to 52° C (125° F) with the charging station. See the oper-
ating instructions supplied by the equipment manufacturer for proper use of this equipment.
4. Open both the suction and discharge valves, then open the charge valve to allow the heated refrigerant to flow
into the system.
5. When the transfer of refrigerant has stopped, close both the suction and discharge valves.
6. If all of the refrigerant charge did not transfer from the dispensing device, open all of the windows in the vehicle
and set the heating-A/C system controls so that the A/C compressor is engaged and the blower motor is oper-
ating at its lowest speed setting. Run the engine at a steady high idle (about 1400 rpm). If the A/C compressor
does not engage, test the compressor clutch control circuit and repair as required.
7. Open the low-side valve to allow the remaining refrigerant to transfer to the refrigerant system.
WARNING: Take care not to open the discharge (high pressure) valve at this time. Failure to follow this
warning could result in possible personal injury or death.
8. Disconnect the charging station and manifold gauge set from the refrigerant system service ports.
9. Reinstall the caps onto the refrigerant system service ports.
COMPRESSOR-A/C
DESCRIPTION
A/C COMPRESSOR
The A/C system uses a Denso 10S17C ten cylinder,
double-acting swash plate-type A/C compressor (1).
This A/C compressor has a fixed displacement of 170
cubic centimeters (10.374 cubic inches), and has both
the suction and discharge ports (2) located on the cyl-
inder head (3) at the rear of the compressor.
A label identifying the use of R-134a refrigerant is
located on the A/C compressor.
HIGH PRESSURE RELIEF VALVE

A high pressure relief valve is located on the compressor cylinder head, which is at the rear of the A/C compressor
(Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING/COMPRESSOR-A/C - DESCRIPTION). This mechan-
ical valve is designed to vent refrigerant from the A/C system to protect against damage to the A/C compressor and
other A/C system components, caused by condenser air flow restriction or an overcharge of refrigerant.
OPERATION
A/C COMPRESSOR
The A/C compressor is driven by the engine through an electric clutch, drive pulley and belt arrangement. The A/C
compressor is lubricated by refrigerant oil that is circulated throughout the refrigerant system with the refrigerant.
The A/C compressor draws in low-pressure refrigerant vapor from the A/C evaporator through its suction port. It then
compresses the refrigerant into a high-pressure, high-temperature refrigerant vapor, which is then pumped to the
A/C condenser through the compressor discharge port.
The A/C compressor cannot be repaired and, if faulty or damaged, it must be replaced. The compressor clutch,
pulley and bearing assembly, and clutch field coil are available for service. If an internal failure of the A/C compres-
sor has occurred, the receiver/drier must also be replaced.
HIGH PRESSURE RELIEF VALVE

The high pressure relief valve vents refrigerant from the A/C system when a discharge pressure of 3445 to 4135
kPa (500 to 600 psi) or above is reached. The high pressure relief valve closes with a minimum discharge pressure
of 2756 kPa (400 psi) is reached.
The high pressure relief valve vents only enough refrigerant to reduce the A/C system pressure, and then re-seats
itself. The majority of the refrigerant is conserved in the A/C system. If the high pressure relief valve vents refrig-
erant, it does not mean the valve is faulty.
The high pressure relief valve is factory-calibrated and cannot be adjusted or repaired, and must not be removed or
otherwise disturbed. The valve is only serviced as a part of the A/C compressor.
A/C COMPRESSOR
When investigating an A/C system related noise, you must first know the conditions under which the noise occurs.
These conditions include: weather, vehicle speed, transmission in gear or neutral, engine speed, engine tempera-
ture, and any other special conditions. Noises that develop during A/C operation can often be misleading. For exam-
ple: What sounds like a failed front engine bearing or connecting rod, may be caused by loose bolts, nuts, mounting
brackets or a loose compressor clutch assembly.
Drive belts are speed sensitive. At different engine speeds and depending upon drive belt tension, drive belts can
develop noises that are mistaken for an A/C compressor noise. Improper drive belt tension can cause a misleading
noise when the compressor clutch is engaged, which may not occur when the compressor clutch is disengaged.
Check the accessory drive belt condition and tension as described in Cooling before beginning this procedure.
1. Select a quiet area for testing. Duplicate the complaint conditions as much as possible. Turn the A/C compressor
On and Off several times to clearly identify the compressor noise. Listen to the A/C compressor while the clutch
is engaged and disengaged. Probe the A/C compressor with an engine stethoscope or a long screwdriver with
the handle held to your ear to better localize the source of the noise.
2. Loosen all of the compressor mounting hardware and retighten. Check the compressor clutch retainer. Be certain
that the clutch field coil is mounted securely to the A/C compressor, and that the clutch plate and pulley are
properly aligned and have the correct air gap (Refer to 24 - HEATING & AIR CONDITIONING/CONTROLS/
CLUTCH-A/C COMPRESSOR - INSTALLATION).
3. To duplicate high-ambient temperature conditions (high head pressure), restrict the air flow through the A/C con-
denser. Install a manifold gauge set or a scan tool to be certain that the discharge pressure does not exceed
2760 kPa (400 psi).
4. Check the refrigerant system plumbing for incorrect routing, rubbing or interference, which can cause unusual
noises. Also check the refrigerant lines and hoses for kinks or sharp bends that will restrict refrigerant flow, which
can cause noises (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - DESCRIPTION - REFRIGER-
ANT LINES).
5. If the noise is from opening and closing of the high pressure relief valve, recover, evacuate and recharge the
refrigerant system (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - STANDARD PROCEDURE -
REFRIGERANT SYSTEM RECOVERY), (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - STAN-
DARD PROCEDURE - REFRIGERANT SYSTEM EVACUATE) and (Refer to 24 - HEATING & AIR CONDITION-
ING/PLUMBING - STANDARD PROCEDURE - REFRIGERANT SYSTEM CHARGE).
6. If the high pressure relief valve still does not seat properly, replace the A/C compressor (Refer to 24 - HEATING
& AIR CONDITIONING/PLUMBING/COMPRESSOR-A/C - REMOVAL).
REMOVAL
2.7L ENGINE
NOTE: The A/C compressor may be removed and repositioned without disconnecting the refrigerant lines or
discharging the refrigerant system. Discharging is not necessary if servicing the compressor clutch, clutch
field coil, engine, engine cylinder head or the generator.
NOTE: If an internal failure of the A/C compressor has occurred, the receiver/drier must be replaced.
3. Remove the air cleaner housing (Refer to 9 -
HOUSING - REMOVAL).
4. Remove the acessory drive belt (Refer to 7 -
REMOVAL).
5. Disconnect the wire harness connector from the
compressor clutch field coil connector (1).
6. Remove the nuts (2) that secure the A/C suction
line (3) and A/C discharge line (4) to the A/C com-
pressor (5).
7. Disconnect the suction and discharge lines from
the A/C compressor and remove and discard the
dual plane seals.
8. Install plugs in, or tape over all of the opened refrigerant line fittings and the compressor ports.
10. Remove the front end splash shield (Refer to 23 -
SHIELDS - REMOVAL).
NOTE: The bolt that secures the transmission

cooler line bracket to the A/C compressor cannot
be fully removed until the compressor is posi-
tioned away from the cylinder block.
11. Fully loosen the bolt (3) that secures the auto-
matic transmission cooler line bracket (4) and A/C
compressor (5) to the cylinder block (6).
12. Support the A/C compressor and remove the bolts
(1 and 2) that secure the compressor to the cylin-
der block.
CAUTION: Use care not to deform or damage the

automatic transmission cooler lines and retaining
bracket when repositioning the A/C compressor.
13. Position the A/C compressor to gain clearance to the remove the bolt that secures the automatic transmission
cooler line bracket to the compressor.
14. Remove the bolt that secures the automatic transmission cooler line bracket to the A/C compressor and remove
the compressor from the engine compartment.
3.0L ENGINE
field coil or engine.

HOUSING - REMOVAL).
REMOVAL).
pressor clutch field coil connector (1).
pressor (5).
dual plane seals.
SHIELDS - REMOVAL).
11. Support the A/C compressor (4) and remove the
three bolts (1and 2) that secure the compressor
and the automatic transmission cooler line bracket
(3) to the cylinder block (5).
12. Position the cooler lines out of the way and
remove the A/C compressor from the engine
compartment.
3.5L ENGINE

HOUSING - REMOVAL).
REMOVAL).
pressor (5).
dual plane seals.
SHIELDS - REMOVAL).

cooler line bracket to the A/C compressor cannot
be fully removed until the compressor is posi-
tioned away from the cylinder block.
11. Fully loosen the bolt (3) that secures the auto-
matic transmission cooler line bracket (4) and A/C
compressor (5) to the cylinder block (6).
12. Support the A/C compressor and remove the bolts
(1 and 2) that secure the compressor to the cylin-
der block.

13. Position the A/C compressor to gain clearance to the remove the bolt that secures the automatic transmission
cooler line bracket to the compressor.
14. Remove the bolt that secures the automatic transmission cooler line bracket to the A/C compressor and remove
the compressor from the engine compartment.
5.7L/6.1L ENGINES

HOUSING - REMOVAL).
REMOVAL).
pressor (5).
dual plane seals.
NOTE: 5.7L engine shown in illustration. 6.1L sim-

ilar.

SHIELDS - REMOVAL).
11. Support the A/C compressor (3) and remove the
bolts (1) that secure the automatic transmission
cooler line bracket (2) and the compressor to the
cylinder block (4).
12. Position the cooler lines out of the way and
remove the A/C compressor from the engine
compartment.
INSTALLATION
2.7L ENGINE
NOTE: Be certain to check the refrigerant oil level if the A/C compressor is being replaced (Refer to 24 -
HEATING & AIR CONDITIONING/PLUMBING/REFRIGERANT OIL - STANDARD PROCEDURE - REFRIGERANT
OIL LEVEL). Use only refrigerant oil of the type recommended for the A/C compressor in the vehicle.

cooler line bracket to the A/C compressor must be
installed through the bracket and the lower front
mounting hole of the compressor prior to final
positioning of the compressor to the cylinder
block.
1. Loosely install the bolt (3) that secures the auto-

matic transmission cooler line bracket (4) to the
A/C compressor (5) and position the compressor,
bracket and bolt to the cylinder block (6).
A/C compressor to the cylinder block.
3. Tighten the three bolts in the following order:
1. Upper front bolt to 26 N·m (19 ft. lbs.).
2. Lower front bolt to 26 N·m (19 ft. lbs.).
3. Rear bolt to 50 N·m (37 ft. lbs.).
4. Install the front end splash shields (Refer to 23 - BODY/EXTERIOR/FRONT END SPLASH SHIELDS - INSTAL-
LATION).
6. Remove the tape or plugs from the opened fittings
on the A/C suction line (3) and the A/C discharge
line (4) and the compressor ports.
7. Lubricate the new dual plane seals with clean
refrigerant oil and install them onto the suction and
the discharge line fittings. Use only the specified
seals as they are made of a special material for the
R-134a system. Use only refrigerant oil of the type
recommended for the A/C compressor in the vehi-
cle.
8. Connect the suction and discharge lines onto the
A/C compressor (5).
9. Install the nuts (2) that secure the suction and dis-
charge lines to the A/C compressor. Tighten the
10. Connect the engine wire harness to the compres-
sor clutch field coil connector (1).
INSTALLATION).
12. Replace the receiver/drier if the A/C compressor is being replaced due to an internal failure (Refer to 24 -
HEATING & AIR CONDITIONING/PLUMBING/RECEIVER/DRIER - REMOVAL) and (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING/RECEIVER/DRIER - INSTALLATION).
13. Install the air cleaner housing (Refer to 9 - ENGINE/AIR INTAKE SYSTEM/AIR CLEANER HOUSING - INSTAL-
LATION).
3.0L ENGINE
1. Position the A/C compressor (4) into the engine

compartment.
2. Loosely install the three bolts (1 and 2) that secure
the A/C compressor and the automatic transmis-
sion cooler line bracket to the cylinder block (5).
3. Tighten the three bolts in the following order to 26
N·m (19 ft. lbs.):
1. Upper front bolt.
2. Lower front bolt.
3. Rear bolt.

7. Lubricate new dual plane seals with clean refriger-
ant oil and install them onto the suction and the
discharge line fittings. Use only the specified seals
as they are made of a special material for the
cle.
A/C compressor (5).
INSTALLATION).
LATION).
3.5L ENGINE


cooler line bracket to the A/C compressor must be
installed through the bracket and the lower front
mounting hole of the compressor prior to final
positioning of the compressor to the cylinder
block.
1. Loosely install the bolt (3) that secures the auto-

matic transmission cooler line bracket (4) to the
A/C compressor (5) and position the compressor,
bracket and bolt to the cylinder block (6).
A/C compressor to the cylinder block.
3. Tighten all three bolts that secure the A/C compres-
sor to the engine in the following order to 26 N·m (19 ft. lbs.):
3. Rear bolt.
4. Install the front end splash shields (Refer to 23 - BODY/EXTERIOR/FRONT END SPLASH SHIELDS - INSTAL-
LATION).
cle.
A/C compressor (5).
11. Install the accessory drive belt (Refer to 7 - COOLING/ACCESSORY DRIVE/BELTS-DRIVE - INSTALLATION).
LATION).
5.7L/6.1L ENGINES
NOTE: 5.7L engine shown in illustration. 6.1L

engine similar.
1. Position the A/C compressor (3) into the engine

compartment.
2. Loosely install the three bolts (1) that secure the
A/C compressor and the automatic transmission
cooler line bracket (2) to the cylinder block (4).
3. Tighten the three bolts in the following order to 50
N·m (37 ft. lbs.):
3. Rear bolt.

cle.
A/C compressor (5).
COOLING/ACCESSORY DRIVE/BELTS-DRIVE - INSTALLATION).
LATION).
CONDENSER-A/C
DESCRIPTION
The A/C condenser (1) is located in the front of the
engine compartment behind the front fascia. The A/C
condenser is a heat exchanger that allows the high-
pressure refrigerant gas being discharged by the A/C
compressor to give up its heat to the air passing over
the condenser fins, which causes the refrigerant to
cool and change to a liquid state.
The A/C condenser is equipped with an integral auto-
matic transmission cooler (2), a tapping block (3) for
the receiver/drier (4) and mounting provisions for the
power steering cooler (5).
OPERATION
When air passes through the fins of the A/C condenser, the high-pressure refrigerant gas within the A/C condenser
gives up its heat. The refrigerant then condenses as it leaves the A/C condenser and becomes a high-pressure
liquid. The volume of air flowing over the condenser fins is critical to the proper cooling performance of the A/C
system. Therefore, it is important that there are no objects placed in front of the radiator grille openings at the front
of the vehicle or foreign material on the condenser fins that might obstruct proper air flow. Also, any factory-installed
air seals or shrouds must be properly reinstalled following radiator or A/C condenser service.
The A/C condenser cannot be repaired and, if faulty or damaged, it must be replaced.
REMOVAL

3. Remove the front fascia (Refer to 23 - BODY/EX-
TERIOR/FRONT FASCIA - REMOVAL).
4. Disconnect the automatic transmission cooler lines
(1) from the left end of the A/C condenser (5)
(Refer to 7 - COOLING/TRANSMISSION - STAN-
DARD PROCEDURE - TRANSMISSION COOLER
LINE QUICK CONNECT FITTING).
5. Install plugs in, or tape over the automatic trans-
mission cooler line fittings and the cooler ports.
6. If equipped with the 3.0L diesel engine, remove the
charge air cooler.
7. Disconnect the A/C discharge line (2) and the A/C liquid line (4) from A/C condenser (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING/LINE-A/C LIQUID - REMOVAL) and (Refer to 24 - HEATING & AIR CONDI-
TIONING/PLUMBING/LINE-A/C DISCHARGE - REMOVAL).
8. Position the power steering fluid cooler (7) out of the way (Refer to 19 - STEERING/PUMP/FLUID COOLER -
REMOVAL).
9. Remove the receiver/drier (6) from the A/C condenser (Refer to 24 - HEATING & AIR CONDITIONING/PLUMB-
ING/RECEIVER/DRIER-A/C - REMOVAL).
10. Remove the four bolts (3) that secure A/C condenser to the radiator (8).
11. Carefully tilt the bottom of the A/C condenser forward and lower the condenser out of the vehicle.
12. If required, place the A/C condenser onto a workbench and remove the power steering cooler brackets.
INSTALLATION
NOTE: If the A/C condenser is being replaced, add 30 milliliters (1 fluid ounce) of refrigerant oil to the refrig-
erant system. Use only refrigerant oil of the type recommended for the A/C compressor in the vehicle.
1. If required, install the power steering cooler brack-

ets onto the A/C condenser.
2. Carefully position the A/C condenser (5) onto the
radiator (8).
3. Install the four bolts (3) that secure the A/C con-
denser to the radiator. Tighten the bolts to 5 N·m
(44 in. lbs.).
4. Install the receiver/drier (6) onto the A/C condenser
PLUMBING/RECEIVER/DRIER-A/C - INSTALLA-
TION).
5. Install the power steering fluid cooler (7) onto the
A/C condenser (Refer to 19 - STEERING/PUMP/
FLUID COOLER - INSTALLATION).
6. Connect the A/C discharge line (2) and the A/C liq-
uid line (4) onto the A/C condenser (Refer to 24 -
HEATING & AIR CONDITIONING/PLUMBING/
LINE-A/C DISCHARGE - INSTALLATION) and
(Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING/LINE-A/C LIQUID - INSTALLATION).
7. If equipped with the 3.0L diesel engine, install the charge air cooler.
8. Remove the tape or plugs from the automatic transmission cooler lines (1) and the cooler ports.
9. Connect the automatic transmission cooler lines to the cooler ports at the top of the A/C condenser (Refer to 7
- COOLING/TRANSMISSION - STANDARD PROCEDURE - TRANSMISSION COOLER LINE QUICK CONNECT
FITTING).
10. Install the front fascia (Refer to 23 - BODY/EXTERIOR/FRONT FASCIA - INSTALLATION).
14. Check the automatic transmission fluid level (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC/FLUID
AND FILTER - STANDARD PROCEDURE - CHECK OIL LEVEL). Fill as required (Refer to 21 - TRANSMIS-
SION/TRANSAXLE/AUTOMATIC /FLUID AND FILTER - STANDARD PROCEDURE - TRANSMISSION FILL).
CORE-HEATER
DESCRIPTION
The heater core (1) is mounted into the driver side of

HVAC air distribution housing (2), located behind the
instrument panel. The heater core is a heat exchanger
made of rows of tubes and fins and is secured to the
air distribution housing by a plastic retaining bracket
(3). The heater core tubes (4) are attached to the side
of the heater core and are secured to the HVAC hous-
ing by a removable flange (5).
The heater core can be serviced in the vehicle without
removing the instrument panel.
OPERATION
Engine coolant is circulated through the heater hoses to the heater core at all times. As the coolant flows through
the heater core, heat is removed from the engine and is transferred to the heater core tubes and fins. Air directed
through the heater core picks up the heat from the heater core fins. The blend-air door(s) allows control of the
heater output air temperature by regulating the amount of air flowing through the heater core. The blower motor
speed controls the volume of air flowing through the HVAC housing.
The heater core cannot be repaired and, if faulty or damaged, it must be replaced.
REMOVAL
death.

ING SYSTEM DRAIN).
3. Carefully disconnect the heater hoses from the
heater core tubes (7).
5. On LHD models, remove the blend door actuator
(1) from the driver side of the HVAC air distribution
housing (2) (Refer to 24 - HEATING & AIR CON-
DITIONING/CONTROLS/ACTUATOR-BLEND
DOOR - REMOVAL).
6. On RHD models, position the parking brake
bracket out of the way and remove the steering column (Refer to 19 - STEERING/COLUMN - REMOVAL).
7. Remove the two screws (9) that secure the flange (8) to the front of the HVAC housing (10) near the dash panel.
8. Remove the flange from the HVAC housing.
NOTE: Take proper precautions to protect the carpeting from spilled engine coolant. Have absorbent tow-
eling readily available to clean up any spills.
9. Remove the retaining clamps (3) that secure the heater core tubes to the heater core (5).
10. Disconnect the heater core tubes from the heater core and remove and discard the O-ring seals.
11. Carefully pull the heater core tubes through the dash panel.
12. Install plugs in, or tape over the opened heater core ports.
13. Remove the screw (6) that secures the heater core retaining bracket (4) to the driver side of the HVAC air
distribution housing (2).
14. Remove the heater core retaining bracket from the air distribution housing.
15. Carefully pull the heater core out of the air distribution housing.
INSTALLATION
1. Carefully install the heater core (5) into the driver

side of the HVAC air distribution housing (2).
2. Install heater core retaining bracket (4) onto the air
distribution housing.
3. Install the screw (6) that secures the heater core
retaining bracket onto the air distribution housing.
Tighten the screw to 2.2 N·m (20 in. lbs.).
4. Remove the tape or plugs from the heater core
ports.
5. Lubricate new rubber O-ring seals with clean
engine coolant and install them onto the heater
core tube fittings. Use only the specified O-rings as
they are made of a special material for the engine
cooling system.
6. Install the heater core tubes (7) through the dash
panel and onto the heater core.
7. Install the two retaining clamps (3) that secure the heater core tubes to the heater core. Make sure that the
clamps are installed correctly and securely.
8. Install the flange (8) over the heater core tubes and onto the HVAC housing (10) near the dash panel.
9. Install the two screws (9) that secure the flange to the HVAC housing. Tighten the screws to 2.2 N·m (20 in. lbs.).
10. On LHD models, install the blend door actuator (1) to the driver side of the air distribution housing (Refer to 24
- HEATING & AIR CONDITIONING/CONTROLS/ACTUATOR-BLEND DOOR - INSTALLATION).
11. On RHD models, install the steering column and parking brake bracket (Refer to 19 - STEERING/COLUMN -
INSTALLATION).
12. Install the instrument panel silencer onto the driver side of the instrument panel (Refer to 23 - BODY/INSTRU-
MENT PANEL/INSTRUMENT PANEL SILENCER - INSTALLATION).
13. Connect the heater hoses to the heater core tubes.
15. If the heater core is being replaced, flush the cooling system (Refer to 7 - COOLING - STANDARD PROCE-
DURE - COOLING SYSTEM CLEANING/REVERSE FLUSHING).
REFILL).
CORE-VALVE-SERVICE PORT
DESCRIPTION
Refrigerant system service ports are used to recover,

recycle, evacuate, charge and test the A/C refrigerant
system. Unique sizes are used on the two service
ports for the R-134a refrigerant system to ensure the
system is not accidentally contaminated with R-12
refrigerant or by service equipment used for R-12
refrigerant.
The high side service port (1) is located on the liquid
line (2) near the left shock tower (3). The low side ser-
vice port (4) is located on the suction line (5) near the
left shock tower. Both the high side and low side A/C
service port valve cores are serviceable.
NOTE: The protective cap aids in service port

sealing and helps protect the refrigerant system
from contamination. Remember to always reinstall
the protective cap onto the service port when
refrigerant system service is complete.
Each of the service ports has a threaded plastic protective cap (6) installed over it from the factory. The service port
caps are serviceable items.
REMOVAL
operation (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - WARNING) and (Refer to 24 - HEATING
& AIR CONDITIONING/PLUMBING - CAUTION). Failure to follow the warnings and cautions could result in
possible personal injury or death.
NOTE: Typical A/C service port shown.
1. Remove the protective cap (1) from the service

port (2).
(refer to 24 - HEATING & AIR CONDITIONING/
3. Using a Schrader-type valve core tool, remove the
valve core (3) from the service port.
4. Install a plug in or tape over the opened service
port(s).
INSTALLATION
NOTE: Typical A/C service port shown.
1. Lubricate the valve core (3) with clean refrigerant

oil prior to installation. Use only refrigerant oil of
the type recommended for the A/C compressor in
the vehicle.
2. Remove the tape or plug from the service port (2).
CAUTION: A valve core that is not fully seated in

the A/C service port can result in damage to the
valve during refrigerant system evacuation and
charge. Such damage may result in a loss of sys-
tem refrigerant while uncoupling the charge adapt-
ers.
3. Using a Schrader-type valve core tool, install and

tighten the valve core into the service port(s).
4. Evacuate the refrigerant system (r to 24 - HEAT-
ING & AIR CONDITIONING/PLUMBING - STAN-
DARD PROCEDURE - REFRIGERANT SYSTEM EVACUATE).
5. Charge the refrigerant system (refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - STANDARD PRO-
NOTE: The protective cap helps aid in service port sealing and helps protect the refrigerant system from
contamination. Remember to always reinstall the protective cap onto the service port when refrigerant sys-
tem service is complete.
6. Install the protective cap (1) onto the service port.

EVAPORATOR-A/C
DESCRIPTION
The A/C evaporator (1) for the heating-A/C system is

located within the HVAC housing, behind the instru-
ment panel. The A/C evaporator and its insulator (2)
are positioned in the HVAC housing so that all air
entering the housing must pass over the evaporator
fins before it is distributed through the heating-A/C
system ducts and outlets. However, air passing over
the evaporator fins will only be conditioned when the
A/C compressor is engaged and circulating refrigerant
through the A/C evaporator.
The A/C evaporator tubes (3) are connected and
sealed to the A/C expansion valve by use of rubber
O-rings (4) and a tapping block (5).
The A/C evaporator can only be serviced by removing
and disassembling the HVAC housing assembly.
OPERATION
Refrigerant enters the A/C evaporator from the A/C expansion valve as a low-temperature, low-pressure mixture of
liquid and gas. As air flows over the fins of the A/C evaporator, the humidity in the air condenses on the fins, and
the heat from the air is absorbed by the refrigerant. Heat absorption causes the refrigerant to boil and vaporize. The
refrigerant becomes a low-pressure gas when it leaves the A/C evaporator.
The A/C evaporator cannot be repaired and, if faulty or damaged, it must be replaced.
REMOVAL
1. Remove the HVAC housing assembly (Refer to 24

TION/HOUSING-HVAC - HOUSING-HVAC ASSEM-
BLY - REMOVAL).
2. Disassemble the HVAC housing as necessary to
access the A/C evaporator (1) (Refer to 24 - HEAT-
HOUSING-HVAC - DISASSEMBLY).
3. Carefully lift the A/C evaporator and the foam seal
(2) out of the lower half of the HVAC housing (3).
4. If required, remove the foam seal from the tapping
block of the A/C evaporator. If the seal is deformed
or damaged, it must be replaced.
INSTALLATION
NOTE: If the front A/C evaporator is being replaced, add 60 milliliters (2 fluid ounces) of refrigerant oil to the
refrigerant system. Use only refrigerant oil of the type recommended for the A/C compressor in the vehicle.
1. If removed, install the foam seal (2) over the tap-

ping block of the A/C evaporator (1). If the seal is
2. Install the A/C evaporator into the lower half of the
HVAC housing (3). Make sure that the evaporator
drain within the HVAC housing is clean and unre-
stricted and that the insulator around the A/C evap-
orator is properly installed.
3. Assemble the HVAC housing (Refer to 24 - HEAT-
HOUSING-HVAC - ASSEMBLY).
HOUSING-HVAC - HOUSING-HVAC ASSEMBLY -
INSTALLATION).
LINE-A/C DISCHARGE
DESCRIPTION
The A/C discharge line (1) is the refrigerant line that
carries refrigerant from the A/C compressor to the A/C
condenser (2).
CAUTION: Use only seals specified for the vehicle.

Failure to use the correct seals will cause the
refrigerant system connections to leak.
The A/C discharge line has no serviceable parts

except for the dual plane seals. The seals used on the
connections are made from a special type of rubber
not affected by R-134a refrigerant. The seals must be
replaced whenever the A/C discharge line is removed
and installed.
The A/C discharge line cannot be repaired and, if
leaking or damaged, it must be replaced.
REMOVAL

HOUSING - REMOVAL).
4. Reach through the headlamp opening in the upper
radiator support and remove the nut (1) that
secures the A/C discharge line (2) to the A/C con-
denser (5).
5. Disconnect the A/C discharge line from the A/C
condenser and remove and discard the dual plane
seal.
6. Install plugs in, or tape over the discharge line fit-
ting and condenser inlet port.
7. Remove the nut (2) that secures the A/C discharge
line (4) to the A/C compressor (5).
8. Disconnect the A/C discharge line from the A/C
compressor and remove and discard the dual plane
seal.
9. Install plugs in, or tape over the opened refrigerant
line fitting and the compressor port.
10. Remove the A/C discharge line from the engine
compartment.
INSTALLATION
1. Position the A/C discharge line (2) into the engine
compartment.
2. Remove the tape or plugs from the opened dis-
charge line fitting and the inlet port on the A/C con-
denser (5).
3. Lubricate a new dual plane seal with clean refrig-
erant oil and install it onto the discharge line fitting.
Use only the specified seal as it is made of a spe-
cial material for the R-134a system. Use only
refrigerant oil of the type recommended for the A/C
compressor in the vehicle.
4. Install the A/C discharge line onto the A/C con-
denser.
5. Reach through the headlamp opening in the upper
radiator support and install the nut (1) that secures
the A/C discharge line to the A/C condenser.
Tighten the nut to 22 N·m (16 ft. lbs.).
6. Remove the tape or plugs from the opened fitting
on the A/C discharge line (4) and the outlet port on
the A/C compressor (5).
erant oil and install it onto the discharge line fitting.
8. Install the A/C discharge line onto the A/C com-
pressor.
9. Install the nut (2) that secures the A/C discharge
line to the A/C compressor. Tighten the nut to 23
N·m (17 ft. lbs.).
10. Install the air cleaner housing (Refer to 9 -
HOUSING - INSTALLATION).
LINE-A/C LIQUID
DESCRIPTION
The A/C liquid line is the refrigerant line that carries

refrigerant from the A/C condenser to the A/C evapo-
rator. The A/C liquid line is serviced in two sections.
The front section of the liquid line (1) connects to the
rear section of the liquid line (5) with a nut (2) and
includes the high side service port (8). The rear sec-
tion of the A/C liquid line includes the fitting for the
A/C pressure transducer (6) and a mounting bracket
(7) and is secured to the A/C expansion valve by a
tapping plate (4). The rear section of the A/C liquid
line is serviced as an assembly with the rear section
of the A/C suction line (3).

The A/C liquid line has no serviceable parts except for the dual plane seals, high-side service port valve and it’s
protective cap. The seals used on the connections are made from a special type of rubber not affected by R-134a
refrigerant. The seals must be replaced whenever the A/C liquid line is removed and installed.
If either section of the A/C liquid line is found to be leaking or damaged, it must be replaced.
REMOVAL
NOTE: The A/C liquid line is serviced in two sections. The rear section of the liquid line is serviced as an
assembly with the rear section of the A/C suction line.
FRONT SECTION

HOUSING - REMOVAL).
5. Remove the front end splash shields (Refer to 23 -
SHIELDS - REMOVAL).
6. Remove the nut (3) that secures the front section
of the A/C liquid line (4) to the A/C condenser (5).
7. Disconnect the A/C liquid line from the A/C con-
denser and remove and discard the dual plane
seal.
8. Install plugs in, or tape over the opened liquid line
fitting and condenser outlet port.

of the A/C liquid line (2) to the rear section of the
liquid line (3).
11. Disconnect the front section of the A/C liquid line
from the rear section of the liquid line and remove
and discard the dual plane seal.
fittings.
13. Remove the front section of the A/C liquid line
REAR SECTION

HOUSING - REMOVAL).
of the A/C liquid line (8) to the rear section of the
liquid line (10).
5. Disconnect the front section of the A/C liquid line
from the rear section of the liquid line and remove
and discard the dual plane seal.
fittings.
7. Remove the nut (7) that secures the front section of the A/C suction line (9) to the rear section of the suction line
(12).
8. Disconnect the front section of the A/C suction line from the rear section of the suction line and remove and
discard the dual plane seal.
9. Install plugs in, or tape over the opened suction line fittings.
10. Disconnect the wire harness (3) from the A/C pressure transducer (2).
11. Remove the bolt (5) that secures the refrigerant line mounting bracket to the left front shock tower (4).
12. Remove the nut (11) that secures the liquid and suction line tapping block (13) to the A/C expansion valve (1).
13. Disconnect the rear section of the A/C liquid and suction lines from the A/C expansion valve.
14. Remove the dual plane seal from the suction and liquid line fittings and discard.
15. Install plugs in, or tape over the opened suction and liquid line fittings and the expansion valve ports.
16. Remove the rear section of the A/C liquid and suction lines as an assembly from the engine compartment.
17. If required, remove the A/C pressure transducer from the rear section of the A/C liquid line (Refer to 24 - HEAT-
ING & AIR CONDITIONING/CONTROLS/TRANSDUCER-A/C PRESSURE - REMOVAL).
INSTALLATION
NOTE: The A/C liquid line is serviced in two sections. The rear section of the liquid line is serviced as an
assembly with the rear section of the A/C suction line.
FRONT SECTION
1. Position the front section of the liquid line (2) into

the engine compartment.
2. Remove the tape or plugs from the fittings that
connect the front section of the A/C liquid line to
the rear section of the A/C liquid line (3).
erant oil and install it onto the liquid line fitting. Use
only the specified seal as it is made of a special
material for the R-134a system. Use only refriger-
ant oil of the type recommended for the A/C com-
pressor in the vehicle.
4. Connect the front section of the A/C liquid line to
the rear section of the A/C liquid line.
5. Install the nut (1) that secures the front section of
the A/C liquid line to the rear section of the A/C liq-
uid line. Tighten the nut to 22 N·m (16 ft. lbs.).
7. Remove the tape or plugs from the fitting on the
front section of the A/C liquid line (4) and the outlet
port of the A/C condenser (5).
erant oil and install it onto the liquid line fitting. Use
only the specified seal as it is made of a special
material for the R-134a system. Use only refriger-
ant oil of the type recommended for the A/C com-
pressor in the vehicle.
9. Connect the A/C liquid line to the A/C condenser.
the A/C liquid line to the A/C condenser. Tighten
LATION).
REAR SECTION
1. If removed, install the A/C pressure transducer (2)

onto the A/C liquid line (10) (Refer to 24 - HEAT-
ING & AIR CONDITIONING/CONTROLS/A/C
PRESSURE TRANSDUCER - INSTALLATION).
2. Position the rear section of the A/C liquid line (10)
and the rear section of the A/C suction line (12) as
an assembly into the engine compartment.
3. Remove the tape or plugs from the suction and liq-
uid line fittings and the ports in the A/C expansion
valve (1).
erant oil and install it onto the suction and liquid
line fittings. Use only the specified seal as it is
5. Connect the rear section of the A/C liquid and suction lines to the A/C expansion valve.
6. Install the nut (11) that secures the liquid and suction line tapping block (13) to the A/C expansion valve. Tighten
7. Install the bolt (5) that secures the refrigerant line mounting bracket to the left front shock tower (4). Tighten the
8. Connect the wire harness (3) to the A/C pressure transducer.
9. Remove the tape or plugs from the fittings that connect the front section of the A/C liquid line (8) to the rear
section of the A/C liquid line.
10. Lubricate a new dual plane seal with clean refrigerant oil and install it onto the liquid line fitting. Use only the
specified seal as it is made of a special material for the R-134a system. Use only refrigerant oil of the type
recommended for the A/C compressor in the vehicle.
11. Connect the front section of the A/C liquid line to the rear section of the A/C liquid line.
12. Install the nut (6) that secures the front section of the A/C liquid line to the rear section of the A/C liquid line.
13. Remove the tape or plugs from the fittings that connect the front section of the A/C suction line (9) to the rear
section of the A/C suction line.
14. Lubricate a new dual plane seal with clean refrigerant oil and install it onto the suction line fitting. Use only the
15. Connect the front section of the A/C suction line to the rear section of the A/C suction line.
16. Install the nut (7) that secures the front section of the A/C suction line to the rear section of the A/C suction line.
17. Install the air cleaner housing (Refer to 9 - ENGINE/AIR INTAKE SYSTEM/AIR CLEANER HOUSING -
REMOVAL).
LINE-A/C SUCTION
DESCRIPTION
The A/C suction line is the refrigerant line that carries

refrigerant from the A/C evaporator to the A/C com-
pressor. The A/C suction line is serviced in two sec-
tions. The front section of the suction line (1) connects
to the rear section of the suction line (3) with a nut (6).
The rear section of the A/C suction line includes the
low side service port (2) and is secured to the A/C
expansion valve by a tapping plate (4). The rear sec-
tion of the A/C suction line is serviced as an assembly
with the rear section of the A/C liquid line (5).

The A/C suction line has no serviceable parts except

for the dual plane seals, low-side service port valve
and its protective cap. The seals used on the connections are made from a special type of rubber not affected by
R-134a refrigerant. The seals must be replaced whenever the A/C suction line is removed and installed.
If either section of the A/C suction line is found to be leaking or damaged, it must be replaced.
REMOVAL
NOTE: The A/C suction line is serviced in two sections. The rear section of the suction line is serviced as
an assembly with the rear section of the A/C liquid line.
FRONT SECTION
HOUSING - REMOVAL).
of the A/C suction line (3) to the A/C compressor
(5).
5. Disconnect the A/C suction line from the A/C com-
pressor and remove and discard the dual plane
seal.
6. Install plugs in, or tape over the opened suction
line fitting and compressor inlet port.

of the A/C suction line (2) to the rear section of the
suction line (3).
8. Disconnect the front section of the A/C suction line
from the rear section of the suction line and
remove and discard the dual plane seal.
line fittings.
10. Remove the front section of the A/C suction line
REAR SECTION

HOUSING - REMOVAL).
of the A/C suction line (9) to the rear section of the
suction line (12).
5. Disconnect the front section of the A/C suction line
from the rear section of the suction line and
remove and discard the dual plane seal.
line fittings.
7. Remove the nut (6) that secures the front section of the A/C liquid line (8) to the rear section of the liquid line
(10).
8. Disconnect the front section of the A/C liquid line from the rear section of the liquid line and remove and discard
the dual plane seal.
9. Install plugs in, or tape over the opened liquid line fittings.
10. Disconnect the wire harness (3) from the A/C pressure transducer (2).
11. Remove the bolt (5) that secures the refrigerant line mounting bracket to the left front shock tower (4).
12. Remove the nut (11) that secures the liquid and suction line tapping block (13) to the A/C expansion valve (1).
13. Disconnect the rear section of the A/C suction and liquid lines from the A/C expansion valve.
14. Remove the dual plane seal from the suction and liquid line fittings and discard.
15. Install plugs in, or tape over the opened suction and liquid line fittings and the expansion valve ports.
16. Remove the rear section of the A/C suction and liquid lines as an assembly from the engine compartment.
17. If required, remove the A/C pressure transducer from the rear section of the A/C liquid line (Refer to 24 - HEAT-
ING & AIR CONDITIONING/CONTROLS/TRANSDUCER-A/C PRESSURE - REMOVAL).
INSTALLATION
NOTE: The A/C suction line is serviced in two sections. The rear section of the suction line is serviced as
an assembly with the rear section of the A/C liquid line.
FRONT SECTION
1. Position the front section of the A/C suction line (2)

into the engine compartment.
2. Remove the tape or plugs from the fittings that
connect the front section of the A/C suction line to
the rear section of the A/C suction line (3).
erant oil and install it onto the suction line fitting.
4. Connect the front section of the A/C suction line to
the rear section of the A/C suction line.
the A/C suction line to the rear section of the A/C
suction line. Tighten the nut to 22 N·m (16 ft. lbs.).
6. Remove the tape or plugs from the fitting on the

front section of the A/C suction line (3) and the inlet
port of the A/C compressor (5).
erant oil and install it onto the suction line fitting.
8. Connect the A/C suction line to the A/C compres-
sor.
the A/C suction line to the A/C compressor. Tighten
10. Install the air cleaner housing (Refer to 9 -
HOUSING - INSTALLATION).
12. Evacuate the refrigerant system (Refer to 24 -
HEATING & AIR CONDITIONING/PLUMBING - STANDARD PROCEDURE - REFRIGERANT SYSTEM EVAC-
UATE).
REAR SECTION
1. If removed, install the A/C pressure transducer (2)

onto the A/C liquid line (10) (Refer to 24 - HEAT-
ING & AIR CONDITIONING/CONTROLS/A/C
PRESSURE TRANSDUCER - INSTALLATION).
2. Position the rear section of the A/C suction line
(12) and the rear section of the A/C liquid line (10)
as an assembly into the engine compartment.
uid line fittings and the ports in the A/C expansion
valve (1).
line fittings. Use only the specified seal as it made
of a special material for the R-134a system. Use
only refrigerant oil of the type recommended for the
A/C compressor in the vehicle.
5. Connect the rear section of the A/C liquid and suction lines to the A/C expansion valve.
6. Install the nut (11) that secures the liquid and suction line tapping block (13) to the A/C expansion valve. Tighten
7. Install the bolt (5) that secures the refrigerant line mounting bracket to the left front shock tower (4). Tighten the
8. Connect the wire harness (3) to the A/C pressure transducer.
9. Remove the tape or plugs from the fittings that connect the front section of the A/C liquid line (8) to the rear
section of the A/C liquid line.
10. Lubricate a new dual plane seal with clean refrigerant oil and install it onto the liquid line fitting. Use only the
11. Connect the front section of the A/C liquid line to the rear section of the A/C liquid line.
12. Install the nut (6) that secures the front section of the A/C liquid line to the rear section of the A/C liquid line.
13. Remove the tape or plugs from the fittings that connect the front section of the A/C suction line (9) to the rear
section of the A/C suction line.
14. Lubricate a new dual plane seal with clean refrigerant oil and install it onto the suction line fitting. Use only the
15. Connect the front section of the A/C suction line to the rear section of the A/C suction line.
16. Install the nut (7) that secures the front section of the A/C suction line to the rear section of the A/C suction line.
17. Install the air cleaner housing (Refer to 9 - ENGINE/AIR INTAKE SYSTEM/AIR CLEANER HOUSING -
REMOVAL).
OIL-A/C REFRIGERANT
DESCRIPTION
The refrigerant oil used in R-134a refrigerant systems is a synthetic-based, polyalkylene glycol (PAG), wax-free
lubricant. Mineral-based R-12 refrigerant oils are not compatible with PAG oils, and should never be introduced to
an R-134a refrigerant system.
There are different PAG oils available, and each contains a different additive package. The Denso 10S17 A/C com-
pressor used in this vehicle is designed to use ND-8 PAG refrigerant oil. Use only this type of refrigerant oil the
refrigerant system.
OPERATION
After performing any refrigerant recovery or recycling operation, always replenish the refrigerant system with the
same amount of the recommended refrigerant oil as was removed. Too little refrigerant oil can cause A/C compres-
sor damage, and too much can reduce A/C system performance.
PAG refrigerant oil is more hygroscopic than mineral oil, and will absorb any moisture it comes into contact with,
even moisture in the air. The PAG oil container should always be kept tightly capped until it is ready to be used.
After use, recap the oil container immediately to prevent moisture contamination.
STANDARD PROCEDURE
REFRIGERANT OIL LEVEL
When an A/C system is assembled at the factory, all components except the A/C compressor are refrigerant oil free.
After the refrigerant system has been charged and operated, the refrigerant oil in the A/C compressor is dispersed
throughout the refrigerant system. The receiver/drier, A/C evaporator, A/C condenser and the A/C compressor will
each retain a significant amount of the needed refrigerant oil.
It is important to have the correct amount of refrigerant oil in the A/C system. This ensures proper lubrication of the
A/C compressor. Too little oil will result in damage to the A/C compressor, while too much oil will reduce the cooling
capacity of the A/C system and consequently result in higher discharge air temperatures.
CAUTION: The oil used in the Denso 10S17 A/C compressor is ND-8 PAG R-134a refrigerant oil. Only refrig-
erant oil of the same type should be used to service the A/C system. Do not use any other refrigerant oil.
The oil container should be kept tightly capped until it is ready for use and then tightly capped after use to
prevent contamination from dirt and moisture. Refrigerant oil will quickly absorb any moisture it comes in
contact with, therefore, special effort must be used to keep all R-134a system components moisture-free.
Moisture in the refrigerant oil is very difficult to remove and will cause a reliability problem with the A/C
compressor.
NOTE: Most reclaim/recycling equipment will measure the lubricant being removed during recovery. This
amount of lubricant should be added back into the system. Refer to the reclaim/recycling equipment man-
ufacturers instructions.
It will not be necessary to check the oil level in the A/C compressor or to add oil, unless there has been an oil loss.
An oil loss may occur due to a rupture or leak from a refrigerant line, a connector fitting, a component, or a com-
ponent seal. If a leak occurs, add 30 milliliters (1 fluid ounce) of refrigerant oil to the refrigerant system after the
repair has been made. Refrigerant oil loss will be evident at the leak point by the presence of a wet, shiny surface
around the leak.
Refrigerant oil must be added when a receiver/drier, A/C evaporator or A/C condenser is replaced. See the Refrig-
erant Oil Capacities chart. When an A/C compressor is replaced, the refrigerant oil must be drained from the old
compressor and measured. Drain all of the refrigerant oil from the new A/C compressor, then fill the new compres-
sor with the same amount of refrigerant oil that was drained out of the old compressor.
REFRIGERANT OIL CAPACITIES
COMPONENT ml. oz.

Total System Fill 180 ml. 6.1 oz.
A/C Condenser 30 ml. 1.0 oz.
A/C Evaporator 60 ml. 2.0 oz.
Receiver/drier 30 ml. 1.0 oz.
A/C Compressor Drain and measure the oil from the old
compressor - see previous text.
RECEIVER/DRIER-A/C
DESCRIPTION
The receiver/drier (1) stores unnecessary refrigerant,
filters the refrigerant, helps remove moisture from the
refrigerant and retains any refrigerant vapor that may
leave the A/C condenser (2) until it becomes a liquid.
The receiver/drier is installed on the high-side of the
A/C system and is connected directly to the right end
of the A/C condenser. The receiver/drier can be easily
serviced by removing the front fascia.
OPERATION
The receiver/drier performs a filtering action to prevent foreign material in the refrigerant from contaminating the A/C
expansion valve. Refrigerant enters the receiver/drier as a high-pressure, low temperature liquid. Desiccant inside
the receiver/drier absorbs any moisture which may have entered and become trapped within the refrigerant system.
In addition, during periods of high demand operation of the A/C system, the receiver/drier acts as a reservoir to
store surplus refrigerant.
The receiver/drier cannot be repaired. If the receiver/drier is faulty or damaged, or if an internal failure of the A/C
compressor has occurred, the receiver/drier must be replaced.
REMOVAL

3. Remove the front fascia (Refer to 23 - BODY/EX-
TERIOR/FRONT FASCIA - REMOVAL).
4. Remove the screw (1) that secures the receiver/
drier mounting bracket (2) to the right end of the
A/C condenser (3).
5. Remove the bolt (4) that secures the receiver/drier
(5) to the A/C condenser.
6. Disconnect the receiver/drier from the A/C con-
denser and remove and discard the dual-plane
seal.
7. Install plugs in, or tape over the opened receiver/drier fitting and the condenser ports.
INSTALLATION
NOTE: If the receiver/drier is being replaced, add 30 milliliters (1 fluid ounce) of refrigerant oil to the refrig-
erant system. Use only the refrigerant oil of the type recommended for the A/C compressor in the vehicle.
1. Position the receiver/drier (5) into the engine com-

partment.
2. Remove the tape or plugs from the receiver/drier
fitting and the ports of the A/C condenser (3).
3. Lubricate a new dual-plane seal with clean refriger-
ant oil and install it onto the receiver/drier fitting.
4. Connect the receiver/drier to the right end of the
A/C condenser.
5. Install the bolt (4) that secures the receiver/drier to
the A/C condenser. Tighten the bolt to 22 N·m (16
ft. lbs.).
6. Install the receiver/drier mounting bracket (2) onto
the A/C condenser.
7. Install the screw (1) that secures the receiver/drier
mounting bracket onto the A/C condenser. Tighten the screw to to 5 N·m (44 in. lbs.).
8. Install the front fascia (Refer to 23 - BODY/EXTERIOR/FRONT FASCIA - INSTALLATION).
REFRIGERANT-A/C
DESCRIPTION
The refrigerant used in this air conditioning system is a HydroFluoroCarbon (HFC), type R-134a. Unlike R-12, which
is a ChloroFluoroCarbon (CFC), R-134a refrigerant does not contain ozone-depleting chlorine. R-134a refrigerant is
a non-toxic, non-flammable, clear, and colorless liquefied gas.
Even though R-134a does not contain chlorine, it must be reclaimed and recycled just like CFC-type refrigerants.
This is because R-134a is a greenhouse gas and can contribute to global warming.
OPERATION
R-134a refrigerant is not compatible with R-12 refrigerant in an A/C system. Even a small amount of R-12 refrigerant
added to an R-134a refrigerant system will cause A/C compressor failure, refrigerant oil sludge or poor A/C system
performance. In addition, the polyalkylene glycol (PAG) synthetic refrigerant oils used in an R-134a refrigerant sys-
tem are not compatible with the mineral-based refrigerant oils used in an R-12 refrigerant system.
R-134a refrigerant system service ports, service tool couplers and refrigerant dispensing bottles have all been
designed with unique fittings to ensure that an R-134a refrigerant system is not accidentally contaminated with the
wrong refrigerant (R-12). There are also labels posted in the engine compartment of the vehicle and on the A/C
compressor to identify that the A/C system is equipped with R-134a refrigerant.
VALVE-A/C EXPANSION
DESCRIPTION
The A/C expansion valve controls the amount of refrig-
erant entering the A/C evaporator and is of a thermo-
static expansion valve (TXV) design. The A/C
expansion valve consists of an aluminum H-valve type
body (1) with an integral thermal sensor (2) and is
located at the dash panel between the A/C refrigerant
lines and the A/C evaporator.
OPERATION
The A/C expansion valve controls the high-pressure, low temperature liquid refrigerant from the liquid line and con-
verts it into a low-pressure, low-temperature mixture of liquid and gas before it enters the A/C evaporator. A mechan-
ical sensor in the A/C expansion valve monitors the temperature and pressure of the refrigerant leaving the A/C
evaporator through the suction line, and adjusts the orifice size at the liquid line port to let the proper amount of
refrigerant into the A/C evaporator to meet the vehicle A/C cooling requirements. Controlling the refrigerant flow
through the A/C evaporator ensures that none of the refrigerant leaving the A/C evaporator is still in a liquid state,
which could damage the A/C compressor.
The A/C expansion valve is factory calibrated and cannot be adjusted or repaired and, if faulty or damaged, it must
be replaced.

A/C EXPANSION VALVE
NOTE: The A/C expansion valve should only be tested following testing of the A/C compressor.
NOTE: Liquid CO2 is required to test the A/C expansion valve. This material is available from most welding
supply facilities. Liquid CO2 is also available from companies which service and sell fire extinguishers.
When testing the A/C expansion valve, the work area and the vehicle temperature must be 21° to 27° C (70° to 85°
F). To test the expansion valve:
1. Connect a charging station or manifold gauge set to the refrigerant system service ports. Verify the refrigerant
charge level.
2. Close all doors, windows and vents to the passenger compartment.
3. Set the A/C-heater controls so that the A/C compressor is operating, the temperature control is in the highest
temperature position, the mode-air doors is directing air output to the floor and the blower motor operating is
operating at the highest speed.
4. Start the engine and allow it to idle. After the engine has reached normal operating temperature, allow the pas-
senger compartment to heat up. This will create the need for maximum refrigerant flow into the A/C evaporator.
5. If the refrigerant charge is sufficient, the discharge (high pressure) gauge should read 827 kPa to 1655 kPa (120
psi to 240 psi). The suction (low pressure) gauge should read 207 kPa to 345 kPa (30 psi to 50 psi). If OK, go
to Step 6. If not OK, replace the faulty A/C expansion valve.
WARNING:
Protect the skin and eyes from exposure to liquid CO2 or personal injury can result.
6. If the suction (low pressure) gauge reads within the specified range, freeze the A/C expansion valve for 30 sec-
onds using liquid CO2 or another suitable super-cold material.Do not spray R-134a or R-12 refrigerant on the
A/C expansion valve for this test. The suction (low pressure) gauge reading should drop by 69 kPa (10 psi).
If OK, go to Step 7 If not OK, replace the faulty A/C expansion valve.
7. Allow the expansion valve control head to thaw. The suction (low pressure) gauge reading should stabilize at 207
kPa to 345 kPa (30 psi to 50 psi). If not OK, replace the faulty A/C expansion valve.
8. When expansion valve testing is complete, test the overall A/C system performance (Refer to 24 - HEATING &
AIR CONDITIONING - DIAGNOSIS AND TESTING - A/C PERFORMANCE TEST).
REMOVAL

3. Remove the bolt (5) that secures the refrigerant
line mounting bracket (6) to the left front shock
tower (4).
4. Remove the nut (9) that secures the refrigerant line
tapping block (10) to the A/C expansion valve (1).
5. Disconnect the wire harness (3) from the A/C pres-
sure transducer (2) to help allow access to the A/C
expansion valve.
6. Disconnect the A/C suction line (7) and the A/C liq-
uid line (8) from the A/C expansion valve and posi-
tion the refrigerant lines out of the way.
7. Remove the dual plane seal from the suction and
liquid line fittings and discard.
8. Install plugs in, or tape over the opened suction and liquid line fittings.
9. Remove the two bolts (1) that secure the A/C
expansion valve (2) to the evaporator tube tapping
block located within the foam seal (3).
10. Remove the A/C expansion valve from the evap-
orator tube tapping block and foam seal.
11. Remove the dual plane seal from the evaporator
tube fittings and discard.
12. Install plugs in, or tape over the opened evapora-
tor tube fittings and all expansion valve ports.
INSTALLATION
1. Remove the tape or plugs from the evaporator tube

fittings and all of the expansion valve ports.
erant oil and install it onto the evaporator tube fit-
tings. Use only the specified seal as it is made of a
special material for the R-134a system. Use only
3. Install the A/C expansion valve (2) onto the evapo-
rator tube tapping block located within the foam
seal (3).
4. Install the two bolts (1) that secure the A/C expan-
sion valve to the evaporator tube tapping block.
uid line fittings.
line fittings. Use only the specified seal as it is
7. Connect the A/C suction line (7) and the A/C liquid
line (8) to the A/C expansion valve (1).
8. Install the nut (9) that secures the refrigerant line
tapping block (10) to the A/C expansion valve.
9. Install the bolt (5) that secures the refrigerant line
mounting bracket (6) to the left front shock tower
(4). Tighten the bolt to 11 N·m (97 in. lbs.).
10. Connect the wire harness (3) to the A/C pressure
transducer (2).
13. Recharge the refrigerant system (Refer to 24 - HEATING & AIR CONDITIONING/PLUMBING - STANDARD
PROCEDURE - REFRIGERANT SYSTEM CHARGE).
24 - 470 HEATER-CABIN LX
HEATER-CABIN
TABLE OF CONTENTS
page page
HEATER UNIT INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 473

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 471 RELAY-HEATER UNIT
DIAGNOSIS AND TESTING OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 474
POSITIVE TEMPERATURE COEFFICIENT REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 475
(PTC) HEATER UNIT . . . . . . . . . . . . . . . . . . . . . . 471 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 475
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 472
HEATER UNIT
DESCRIPTION
An electric positive temperature coefficient (PTC)

heater unit (1) is used on vehicles when equipped with
the 3.0L diesel engine. The PTC heater unit aids in
passenger compartment heating by compensating for
the slower warm up rate of the diesel engine.
The PTC heater unit is located in the HVAC air distri-
bution housing, downstream of the heater core and is
controlled by the diesel engine control module (ECM)
through three relays.
The PTC heater consists of three heating elements
with fins (2) that transfer the heat to the conditioned
air flowing within the air distribution housing and a
retaining feature (3) that is molded onto end of the
PTC heater unit to support the heater unit inside the
air distribution housing. The PTC heater unit is con-
nected to the vehicle electrical system by a ground
strap (4) and a plastic wire connector with three termi-
nals (5) which is connected to the headlamp and dash wire harness. If service of the PTC heater unit is required,
a plastic mounting plate (6) is provided with the replacement heater unit.
The PTC heater unit can be accessed for service from underneath the instrument panel.
OPERATION
The positive temperature coefficient (PTC) heater unit dissipates 1 kW of electrical power through 3 heating bars.
The diesel engine control module (ECM) controls the three relays for the PTC heater unit. The PTC heater unit is
split into three 9banks9. Control logic calls for all PTC heaters to be on all of the time, however, due to limitations in
electrical power some of the elements may be turned off occasionally based on alternator load. This allows for lower
in-rush current and optimum battery charging. Electrical power output is between 900-1050 W.
The control system for the PTC heater unit is diagnosed using a scan tool. Prior to replacing a PTC heater unit,
check for any diagnostic trouble codes (DTCs) related to the ECM, FCM and heating-A/C system. Run the calibra-
tion procedure to verify that the concern is not a heating-A/C system issue (Refer to 24 - HEATING & AIR CON-
DITIONING - DIAGNOSIS AND TESTING - HEATING AND A/C SYSTEMS) and to 24 - HVAC Electrical Diagnostics
for more information.
The PTC heater unit cannot be adjusted or repaired and, if faulty or damaged, it must be replaced.

POSITIVE TEMPERATURE COEFFICIENT (PTC) HEATER UNIT
death.
NOTE: For circuit descriptions and diagrams, refer to the appropriate wiring information. The wiring infor-
mation includes wiring diagrams, proper wire and connector repair procedures, further details on wire har-
ness routing and retention, as well as pin-out and location views for the various wire harness connectors,
splices and grounds.
Prior to replacing the positive temperature coefficient (PTC) heater unit, check the fuses located in the two diesel
accessory fuse blocks and check for any diagnostic trouble codes (DTCs) related to the engine control module
(ECM), front control module (FCM) and the heating-A/C system and repair as necessary. Also, run the calibration
procedure to verify that the concern is not a heating-A/C system issue (Refer to 24 - HEATING & AIR CONDITION-
ING - DIAGNOSIS AND TESTING - HEATING AND A/C SYSTEMS) and to 24 - HVAC Electrical Diagnostics for
more information.
2. Disconnect the wire harness connector from the PTC heater unit (Refer to 24 - HEATING & AIR CONDITION-
ING/CABIN HEATER/HEATER UNIT - REMOVAL).
3. Using an ohmmeter, check for continuity between each of the terminals of the PTC wire lead connector and the
PTC heater ground strap. In each case there should be continuity. If OK, verify the PTC ground strap has a good
connection to the body and/or repair the wire harness circuits between the PTC heater unit, ECM and the FCM.
If NOT OK, replace the PTC heater unit.
REMOVAL
death

2. Remove the glove box bin from the instrument
panel (Refer to 23 - BODY/INSTRUMENT PANEL/
BIBN-GLOVE BOX - REMOVAL).
3. Disconnect the wire harness connector (1) of the
positive temperature coefficient (PTC) heater unit
from the headlamp and dash wire harness lead (2).
4. Remove the PTC ground strap (3) from the body.
WARNING: Use care when cutting the air distribu-

tion housing to remove the PTC heater unit. Fail-
ure to take proper precautions could result in
possible personal injury.
CAUTION: Use a sharp utility knife or a hot knife

to cut the air distribution housing around the PTC
heater unit. Do not use a saw of any kind or damage to the air distribution housing will result.
5. Carefully cut the passenger side of the air distribution housing (4) around the PTC heater unit following the cut
line (5) molded into the side of the housing.
6. Remove the PTC heater unit from the air distribution housing by pulling it straight out of the housing.
INSTALLATION
1. Position the positive temperature coefficient (PTC)

heater unit and adapter plate (6) into the passen-
ger side of the air distribution housing (5). Make
sure to engage the end of the heater unit into the
molded locator area in the driver side of the air dis-
tribution housing and make sure that the rubber
wiring grommet is fully engage over the adapter
plate.
2. Install the two screws (3) that secure the PTC
heater unit to the air distribution housing. Tighten
the screws to 2.2 N·m (20 in. lbs.).
3. Install the PTC ground strap (4). Tighten the
retainer securely to ensure a good ground.
4. Connect the PTC wire harness connector (1) to the
headlamp and dash wire harness lead (2).
5. Install the glove box bin (Refer to 23 - BODY/IN-
STRUMENT PANEL/BIB-GLOVE BOX - INSTALLATION).
RELAY-HEATER UNIT
DESCRIPTION
Three relays (1) are used for the electric positive tem-
perature coefficient (PTC) heater system when
equipped with the 3.0L diesel engine. The relays are
International Standards Organization (ISO)-type
relays. Relays conforming to the ISO specifications
have common physical dimensions, current capacities,
terminal functions and patterns (2). The PTC relays
are electromechanical devices that switch fused bat-
tery current directly to the heating elements of the
PTC heater unit as determined by the engine control
module (ECM). The PTC relays are energized when
provided a ground path by the ECM and the front con-
trol (FCM).
The three PTC relays are located in the diesel acces-
sory fuse/relay block in the engine compartment.
OPERATION
The three ISO-standard relays (1) used for the electric positive temperature coefficient (PTC) heater system are
electromechanical switches that use a low current ASD power input to control the high current fused battery power
output to the PTC heater unit. On each relay, the movable, common feed relay contact is held against the fixed,
normally closed relay contact by spring pressure. When the electromagnetic relay coil is energized, it draws the
movable common feed relay contact away from the fixed, normally closed relay contact and, holds it against the
fixed, normally open relay contact. This action allows high current to flow to one or more of the heating elements of
the PTC heater.
When the relay coil is de-energized, spring pressure returns the movable relay contact back against the fixed, nor-
mally closed contact point. The resistor or diode is connected in parallel with the relay coil, and helps to dissipate
voltage spikes and electromagnetic interference that can be generated as the electromagnetic field of the relay coil
collapses.
The terminals for the PTC relays are connected to the vehicle electrical system through receptacles in the diesel
accessory fuse/relay block. The inputs and outputs of the PTC relays include:
• Terminals (30) receive fused battery current at all times.
• Terminals (85) are connected to a control circuit (ground circuit) of the engine control module (ECM) or front
control module (FCM) (depending on the relay).
• Terminals (86) receive fused battery current through the ASD relay only when the ASD relay coil is energized.
• Terminals (87) provide fused battery current to the PTC heating elements through the PTC relays only when
the PTC relay coil is energized.
• Terminals (87A) are not connected to any circuit in this application, but provide battery current output only
when the PTC relay coil is de-energized.
The three PTC relays cannot be repaired and, if faulty or damaged, they must be replaced. Refer to the appropriate
wiring information for diagnosis and testing of the ISO-standard relays and for complete ECM, FCM and HVAC
wiring diagrams.
REMOVAL

2. Open the cover (1) of the diesel accessory fuse/re-
lay block (2) located in the engine compartment
behind the right side shock tower (3).
3. Remove the positive temperature coefficient (PTC)
relays as necessary from the fuse/relay block.
INSTALLATION
1. Position the positive temperature coefficient (PTC)

relays as necessary into the proper receptacle of
the diesel accessory fuse/relay block (2) located
behind the right side shock tower (3).
2. Align the PTC relay terminals with the terminal cav-
ities in the fuse/relay block and push down firmly
on each relay until the terminals are fully seated.
3. Close the cover (1) of the diesel accessory fuse/re-
lay block
LX EMISSIONS CONTROL 25 - 1
EMISSIONS CONTROL
TABLE OF CONTENTS
page page
EMISSIONS CONTROL HIGH AND LOW LIMITS . . . . . . . . . . . . . . . . . . . . . 11

DESCRIPTION OPERATION
MONITORED COMPONENT . . . . . . . . . . . . . . . . . . . 2 SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
VEHICLE EMISSION CONTROL STATE DISPLAY TEST MODE . . . . . . . . . . . . . . . . 12
INFORMATION LABEL. . . . . . . . . . . . . . . . . . . . . . . 7 EVAPORATIVE EMISSIONS . . . . . . . . . . . . . . . . 13
TRIP DEFINITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 EXHAUST GAS RECIRCULATION . . . . . . . . . . . 33
NON-MONITORED CIRCUITS . . . . . . . . . . . . . . . . . 7 ON-BOARD DIAGNOSTICS . . . . . . . . . . . . . . . . . 60
MONITORED SYSTEMS . . . . . . . . . . . . . . . . . . . . . . 8
25 - 2 EMISSIONS CONTROL LX
EMISSIONS CONTROL
DESCRIPTION
MONITORED COMPONENT
There are several components that will affect vehicle emissions if they malfunction. If one of these components
malfunctions the Malfunction Indicator Lamp (Check Engine) will illuminate.
Some of the component monitors are checking for proper operation of the part. Electrically operated components
now have input (rationality) and output (functionality) checks as well as continuity tests (opens/shorts). Previously, a
component like the Throttle Position sensor (TPS) was checked by the PCM for an open or shorted circuit. If one of
these conditions occurred, a DTC was set. Now there is a check to ensure that the component is working. This is
done by watching for a TPS indication of a greater or lesser throttle opening than MAP and engine rpm indicate. In
the case of the TPS, if engine vacuum is high and engine rpm is 1600 or greater and the TPS indicates a large
throttle opening, a DTC will be set. The same applies to low vacuum and 1600 rpm.
Any component that has an associated limp in will set a fault after 1 trip with the malfunction present.
Refer to the Diagnostic Trouble Codes Description Charts in this section and the appropriate Powertrain Diagnostic
Procedure Manual for diagnostic procedures.
The following is a list of the monitored components:
• Catalyst Monitor
• Comprehensive Components
• EGR (if equipped)
• Fuel Control (rich/lean)
• Oxygen Sensor Monitor
• Oxygen Sensor Heater Monitor
• Purge
• Misfire
• Natural Vacuum Leak Detection (NVLD)
COMPREHENSIVE COMPONENTS
Along with the major monitors, OBD II requires that the diagnostic system monitor any component that could affect
emissions levels. In many cases, these components were being tested under OBD I. The OBD I requirements
focused mainly on testing emissions-related components for electrical opens and shorts.
However, OBD II also requires that inputs from powertrain components to the PCM be tested for rationality, and
that outputs to powertrain components from the PCM be tested for functionality. Methods for monitoring the vari-
ous Comprehensive Component monitoring include:
1. Circuit Continuity
• Open
• Shorted high
• Shorted to ground
2. Rationality or Proper Functioning
• Inputs tested for rationality
• Outputs tested for functionality
NOTE: Comprehensive component monitors are continuous. Therefore, enabling conditions do not apply.
All will set a DTC and illuminate the MIL in 1- trip.
Input Rationality—While input signals to the PCM are constantly being monitored for electrical opens and shorts,
they are also tested for rationality. This means that the input signal is compared against other inputs and information
to see if it makes sense under the current conditions.
PCM sensor inputs that are checked for rationality include:
• Oxygen Sensor (O2S) (slow response)
• Engine Coolant Temperature (ECT) Sensor

• Camshaft Position (CMP) Sensor
• Vehicle Speed Sensor
• Crankshaft Position (CKP) Sensor
• Intake Air Temperature (IAT) Sensor
• Throttle Position (TPS) Sensor
• Ambient/Battery Temperature Sensors
• Power Steering Switch
• Oxygen Sensor Heater
• Engine Controller
• Brake Switch
• Natural Vacuum Leak Detection (NVLD)
• P/N Switch
• Trans Controls
Output Functionality—PCM outputs are tested for functionality in addition to testing for opens and shorts. When
the PCM provides a voltage to an output component, it can verify that the command was carried out by monitoring
specific input signals for expected changes. For example, when the PCM commands the Idle Air Control (IAC) Motor
to a specific position under certain operating conditions, it expects to see a specific (target) idle speed (RPM). If it
does not, it stores a DTC.
PCM outputs monitored for functionality include:
• Fuel Injectors
• Ignition Coils
• Torque Converter Clutch Solenoid
• Idle Air Control
• Purge Solenoid
• EGR Solenoid
• Radiator Fan Control
• Trans Controls
OXYGEN SENSOR (O2S) MONITOR
DESCRIPTION—Effective control of exhaust emissions is achieved by an oxygen feedback system. The most
important element of the feedback system is the O2S. The O2S is located in the exhaust path. Once it reaches
operating temperature 300° to 350°C (572° to 662°F), the sensor generates a voltage that is inversely proportional
to the amount of oxygen in the exhaust. When there is a large amount of oxygen in the exhaust caused by a lean
condition, misfire or exhaust leak, the sensor produces a low voltage, below 450 mV. When the oxygen content is
lower, caused by a rich condition, the sensor produces a higher voltage, above 450mV.
The information obtained by the sensor is used to calculate the fuel injector pulse width. The PCM is programmed
to maintain the optimum air/fuel ratio. At this mixture ratio, the catalyst works best to remove hydrocarbons (HC),
carbon monoxide (CO) and nitrous oxide (NOx) from the exhaust.
The O2S is also the main sensing element for the EGR, Catalyst and Fuel Monitors, and purge.
The O2S may fail in any or all of the following manners:
• Slow response rate (Big Slope)
• Reduced output voltage (Half Cycle)
• Heater Performance
Slow Response Rate (Big Slope)—Response rate is the time required for the sensor to switch from lean to rich
signal output once it is exposed to a richer than optimum A/F mixture or vice versa. As the PCM adjusts the air/fuel
ratio, the sensor must be able to rapidly detect the change. As the sensor ages, it could take longer to detect the
changes in the oxygen content of the exhaust gas. The rate of change that an oxygen sensor experiences is called
’Big Slope’. The PCM checks the oxygen sensor voltage in increments of a few milliseconds.
Reduced Output Voltage (Half Cycle)—The output voltage of the O2S ranges from 2.5 to 5 volt. A good sensor
can easily generate any output voltage in this range as it is exposed to different concentrations of oxygen. To detect
a shift in the A/F mixture (lean or rich), the output voltage has to change beyond a threshold value. A malfunctioning
sensor could have difficulty changing beyond the threshold value. Many times the condition is only temporey and
the sensor will recover. Under normal conditions the voltage signal surpasses the threshold, and a counter is incre-
mented by one. This is called the Half Cycle Counter.
Heater Performance—The heater is tested by a separate monitor. Refer to the Oxygen Sensor Heater Monitor.
OPERATION—As the Oxygen Sensor signal switches, the PCM monitors the half cycle and big slope signals from
the oxygen sensor. If during the test neither counter reaches a predetermined value, a malfunction is entered and a
Freeze Frame is stored. Only one counter reaching its predetermined value is needed for the monitor to pass.
The Oxygen Sensor Signal Monitor is a two trip monitor that is tested only once per trip. When the Oxygen Sensor
fails the test in two consecutive trips, the MIL is illuminated and a DTC is set. The MIL is extinguished when the
Oxygen Sensor monitor passes in three consecutive trips. The DTC is erased from memory after 40 consecutive
warm-up cycles without test failure.
Enabling Conditions—The following conditions must typically be met for the PCM to run the oxygen sensor mon-
itor:
• Battery voltage
• Engine temperature
• Engine run time
• Engine run time at a predetermined speed
• Engine run time at a predetermined speed and throttle opening
• Transmission in gear (automatic only)
• Fuel system in Closed Loop
• Long Term Adaptive (within parameters)
• Power Steering Switch in low PSI (no load)
• Engine at idle
• Fuel level above 15%
• Ambient air temperature
• Barometric pressure
• Engine RPM within acceptable range of desired idle
• Closed throttle speed
Pending Conditions—The Task Manager typically does not run the Oxygen Sensor Signal Monitor if overlapping
monitors are running or the MIL is illuminated for any of the following:
• Misfire Monitor
• Front Oxygen Sensor and Heater Monitor
• MAP Sensor
• Engine Coolant Temperature Sensor
• Throttle Position Sensor
• Engine Controller Self Test Faults
• Cam or Crank Sensor
• Injector and Coil
• Idle Air Control Motor
• EVAP Electrical
• EGR Solenoid Electrical
• Intake Air Temperature
• 5 Volt Feed
Conflict—The Task Manager does not run the Oxygen Sensor Monitor if any of the following conditions are present:
• A/C ON (A/C clutch cycling temporarily suspends monitor)
• Purge flow in progress
• Ethenal content learn is taking place and the ethenal used once flag is set
Suspend—The Task Manager suspends maturing a fault for the Oxygen Sensor Monitor if an of the following are
present:
• Oxygen Sensor Heater Monitor, Priority 1
• Misfire Monitor, Priority 2
OXYGEN SENSOR HEATER MONITOR (NGC)
DESCRIPTION—If the Oxygen sensor (O2S) DTC as well as a O2S heater DTC is present, the O2S Heater DTC
MUST be repaired first. After the O2S Heater is repaired, verify that the sensor circuit is operating correctly.
The voltage reading taken from the O2S are very temperature sensitive. The readings taken from the O2S are not
accurate below 300 degrees C. Heating the O2S is done to allow the engine controller to shift to closed loop control
as soon as possible. The heating element used to heat the O2S must be tested to ensure that it is heating the
sensor properly. Starting with the introduction on the NGC module the strategy for checking the heater circuit has
changed. The heater resistance is checked by the NGC almost immediately after the engine is started. The same
O2S heater return pin used to read the heater resistance is capable of detecting an open circuit, a shorted high or
shorted low condition.
CATALYST MONITOR
To comply with clean air regulations, vehicles are equipped with catalytic converters. These converters reduce the
emission of hydrocarbons, oxides of nitrogen and carbon monoxide.
Normal vehicle miles or engine misfire can cause a catalyst to decay. A meltdown of the ceramic core can cause a
reduction of the exhaust passage. This can increase vehicle emissions and deteriorate engine performance, drive-
ability and fuel economy.
The catalyst monitor uses dual oxygen sensors (O2S’s) to monitor the efficiency of the converter. The dual O2S
strategy is based on the fact that as a catalyst deteriorates, its oxygen storage capacity and its efficiency are both
reduced. By monitoring the oxygen storage capacity of a catalyst, its efficiency can be indirectly calculated. The
upstream O2S is used to detect the amount of oxygen in the exhaust gas before the gas enters the catalytic con-
verter. The PCM calculates the A/F mixture from the output of the O2S. A low voltage indicates high oxygen content
(lean mixture). A high voltage indicates a low content of oxygen (rich mixture).
When the upstream O2S detects a high oxygen condition, there is an abundance of oxygen in the exhaust gas. A
functioning converter would store this oxygen so it can use it for the oxidation of HC and CO. As the converter
absorbs the oxygen, there will be a lack of oxygen downstream of the converter. The output of the downstream O2S
will indicate limited activity in this condition.
As the converter loses the ability to store oxygen, the condition can be detected from the behavior of the down-
stream O2S. When the efficiency drops, no chemical reaction takes place. This means the concentration of oxygen
will be the same downstream as upstream. The output voltage of the downstream O2S copies the voltage of the
upstream sensor. The only difference is a time lag (seen by the PCM) between the switching of the O2S’s.
To monitor the system, the number of lean-to-rich switches of upstream and downstream O2S’s is counted. The
ratio of downstream switches to upstream switches is used to determine whether the catalyst is operating properly.
An effective catalyst will have fewer downstream switches than it has upstream switches i.e., a ratio closer to zero.
For a totally ineffective catalyst, this ratio will be one-to-one, indicating that no oxidation occurs in the device.
The system must be monitored so that when catalyst efficiency deteriorates and exhaust emissions increase to over
the legal limit, the MIL (check engine lamp) will be illuminated.
Monitor Operation—To monitor catalyst efficiency, the PCM expands the rich and lean switch points of the heated
oxygen sensor. With extended switch points, the air/fuel mixture runs richer and leaner to overburden the catalytic
converter. Once the test is started, the air/fuel mixture runs rich and lean and the O2 switches are counted. A switch
is counted when an oxygen sensor signal goes from below the lean threshold to above the rich threshold. The
number of Rear O2 sensor switches is divided by the number of Front O2 sensor switches to determine the switch-
ing ratio.
The test runs for 20 seconds. As catalyst efficiency deteriorated over the life of the vehicle, the switch rate at the
downstream sensor approaches that of the upstream sensor. If at any point during the test period the switch ratio
reaches a predetermined value, a counter is incremented by one. The monitor is enabled to run another test during
that trip. When the test fails three times, the counter increments to three, a malfunction is entered, and a Freeze
Frame is stored. When the counter increments to three during the next trip, the code is matured and the MIL is
illuminated. If the test passes the first, no further testing is conducted during that trip.
The MIL is extinguished after three consecutive good trips. The good trip criteria for the catalyst monitor is more
stringent than the failure criteria. In order to pass the test and increment one good trip, the downstream sensor
switch rate must be less than 80% of the upstream rate (60% for manual transmissions). The failure percentages
are 90% and 70% respectively.
Enabling Conditions—The following conditions must typically be met before the PCM runs the catalyst monitor.
Specific times for each parameter may be different from engine to engine.
• Accumulated drive time
• Enable time
• Ambient air temperature
• Barometric pressure
• Catalyst warm-up counter
• Accumulated throttle position sensor
• Vehicle speed
• MAP
• RPM
• Engine in closed loop
• Fuel level
Pending Conditions—
• Misfire DTC
• Front Oxygen Sensor Response
• Front Oxygen Sensor Heater Monitor
• Front Oxygen Sensor Electrical
• Rear Oxygen Sensor Rationality (middle check)
• Rear Oxygen Sensor Heater Monitor
• Rear Oxygen Sensor Electrical
• Fuel System Monitor
• All TPS faults
• All MAP faults
• All ECT sensor faults
• Purge flow solenoid functionality
• Purge flow solenoid electrical
• All PCM self test faults
• All CMP and CKP sensor faults
• All injector and ignition electrical faults
• Idle Air Control (IAC) motor functionality
• Brake switch
• Intake air temperature
Conflict—The catalyst monitor does not run if any of the following are conditions are present:
• EGR Monitor in progress
• Fuel system rich intrusive test in progress
• EVAP Monitor in progress
• Time since start is less than 60 seconds
• Low fuel level
• Low ambient air temperature
• Ethanel content learn is taking place and the ethenal used once flag is set
Suspend—The Task Manager does not mature a catalyst fault if any of the following are present:
• Oxygen Sensor Monitor, Priority 1
• Upstream Oxygen Sensor Heater, Priority 1
• EGR Monitor, Priority 1
• EVAP Monitor, Priority 1
• Fuel System Monitor, Priority 2

• Misfire Monitor, Priority 2
VEHICLE EMISSION CONTROL INFORMATION LABEL

All models have a Vehicle Emission Control Information (VECI) Label. Chrysler permanently attaches the label in the
engine compartment. It cannot be removed without defacing information and destroying the label.
The label contains the vehicle’s emission specifications and vacuum hose routings. All hoses must be connected
and routed according to the label.
TRIP DEFINITION
A “Trip” means vehicle operation (following an engine-off period) of duration and driving mode such that all com-
ponents and systems are monitored at least once by the diagnostic system. The monitors must successfully pass
before the PCM can verify that a previously malfunctioning component is meeting the normal operating conditions of
that component. For misfire or fuel system malfunction, the MIL may be extinguished if the fault does not recur
when monitored during three subsequent sequential driving cycles in which conditions are similar to those under
which the malfunction was first determined.
Anytime the MIL is illuminated, a DTC is stored. The DTC can self erase only after the MIL has been extinguished.
Once the MIL is extinguished, the PCM must pass the diagnostic test for the most recent DTC for 40 warm-up
cycles (80 warm-up cycles for the Fuel System Monitor and the Misfire Monitor). A warm-up cycle can best be
described by the following:
• The engine must be running
• A rise of 40°F in engine temperature must occur from the time when the engine was started
• Engine coolant temperature must crossover 160°F
• A “driving cycle” that consists of engine start up and engine shut off.
Once the above conditions occur, the PCM is considered to have passed a warm-up cycle. Due to the conditions
required to extinguish the MIL and erase the DTC, it is most important that after a repair has been made, all DTC’s
be erased and the repair verified by running 1 good trip.
NON-MONITORED CIRCUITS
The PCM does not monitor all circuits, systems and conditions that could have malfunctions causing driveability
problems. However, problems with these systems may cause the PCM to store diagnostic trouble codes for other
systems or components. For example, a fuel pressure problem will not register a fault directly, but could cause a
rich/lean condition or misfire. This could cause the PCM to store an oxygen sensor or misfire diagnostic trouble
code.
The major non-monitored circuits are listed below along with examples of failures modes that do not directly cause
the PCM to set a DTC, but for a system that is monitored.
FUEL PRESSURE
The fuel pressure regulator controls fuel system pressure. The PCM cannot detect a clogged fuel pump inlet filter,
clogged in-line fuel filter, or a pinched fuel supply or return line. However, these could result in a rich or lean con-
dition causing the PCM to store an oxygen sensor, fuel system, or misfire diagnostic trouble code.
SECONDARY IGNITION CIRCUIT

The PCM cannot detect an inoperative ignition coil, fouled or worn spark plugs, ignition cross firing, or open spark
plug cables. The misfire will however, increase the oxygen content in the exhaust, deceiving the PCM in to thinking
the fuel system is too lean. Also see misfire detection. There are DTC’s that can detect misfire and Ionization shorts
in the secondary ignition circuit, refer to the Powertrain Diagnostic for more information.
CYLINDER COMPRESSION
The PCM cannot detect uneven, low, or high engine cylinder compression. Low compression lowers O2 content in
the exhaust. Leading to fuel system, oxygen sensor, or misfire detection fault.
EXHAUST SYSTEM
The PCM cannot detect a plugged, restricted or leaking exhaust system. It may set a EGR (if equipped) or Fuel
system or O2S fault.
FUEL INJECTOR MECHANICAL MALFUNCTIONS

The PCM cannot determine if a fuel injector is clogged, the needle is sticking or if the wrong injector is installed.
However, these could result in a rich or lean condition causing the PCM to store a diagnostic trouble code for either
misfire, an oxygen sensor, or the fuel system.
EXCESSIVE OIL CONSUMPTION

Although the PCM monitors engine exhaust oxygen content when the system is in closed loop, it cannot determine
excessive oil consumption.
THROTTLE BODY AIR FLOW

The PCM cannot detect a clogged or restricted air cleaner inlet or filter element.
VACUUM ASSIST
The PCM cannot detect leaks or restrictions in the vacuum circuits of vacuum assisted engine control system
devices. However, these could cause the PCM to store a MAP sensor diagnostic trouble code and cause a high idle
condition.
PCM SYSTEM GROUND

The PCM cannot determine a poor system ground. However, one or more diagnostic trouble codes may be gener-
ated as a result of this condition. The module should be mounted to the body at all times, including when diagnos-
tics are performed.
PCM CONNECTOR ENGAGEMENT

The PCM may not be able to determine spread or damaged connector pins. However, it might store diagnostic
trouble codes as a result of spread connector pins.
MONITORED SYSTEMS
There are new electronic circuit monitors that check fuel, emission, engine and ignition performance. These moni-
tors use information from various sensor circuits to indicate the overall operation of the fuel, engine, ignition and
emission systems and thus the emissions performance of the vehicle.
The fuel, engine, ignition and emission systems monitors do not indicate a specific component problem. They do
indicate that there is an implied problem within one of the systems and that a specific problem must be diagnosed.
If any of these monitors detect a problem affecting vehicle emissions, the Malfunction Indicator (Check Engine)
Lamp will be illuminated. These monitors generate Diagnostic Trouble Codes that can be displayed with the a scan
tool.
The following is a list of the system monitors:
• EGR Monitor (if equipped)
• Misfire Monitor
• Fuel System Monitor
• Oxygen Sensor Monitor
• Oxygen Sensor Heater Monitor
• Catalyst Monitor
• Evaporative System Leak Detection Monitor
Following is a description of each system monitor, and its DTC.
Refer to the appropriate Powertrain Diagnostics Procedures manual for diagnostic procedures.
OXYGEN SENSOR (O2S) MONITOR

Effective control of exhaust emissions is achieved by an oxygen feedback system. The most important element of
the feedback system is the O2S. The O2S is located in the exhaust path. Once it reaches operating temperatures
of 300° to 350°C (572° to 662°F), the sensor generates a voltage that is inversely proportional to the amount of
oxygen in the exhaust. The information obtained by the sensor is used to calculate the fuel injector pulse width. The
PCM is programmed to maintain the optimum air/fuel ratio. At this mixture ratio, the catalyst works best to remove
hydrocarbons (HC), carbon monoxide (CO) and nitrous oxide (NOx) from the exhaust.
The O2S is also the main sensing element for the EGR (if equipped), Catalyst and Fuel Monitors.
The O2S may fail in any or all of the following manners:
• Slow response rate
• Reduced output voltage
• Dynamic shift
• Shorted or open circuits
Response rate is the time required for the sensor to switch from lean to rich once it is exposed to a richer than
optimum A/F mixture or vice versa. As the sensor starts malfunctioning, it could take longer to detect the changes
in the oxygen content of the exhaust gas.
The output voltage of the O2S ranges from 0 to 1 volt (voltages are offset by 2.5 volts on NGC vehicles). A good
sensor can easily generate any output voltage in this range as it is exposed to different concentrations of oxygen.
To detect a shift in the A/F mixture (lean or rich), the output voltage has to change beyond a threshold value. A
malfunctioning sensor could have difficulty changing beyond the threshold value.
OXYGEN SENSOR HEATER MONITOR

If there is an oxygen sensor (O2S) DTC as well as a O2S heater DTC, the O2S heater fault MUST be repaired first.
After the O2S fault is repaired, verify that the heater circuit is operating correctly.
Effective control of exhaust emissions is achieved by an oxygen feedback system. The most important element of
the feedback system is the O2S. The O2S is located in the exhaust path. Once it reaches operating temperatures
of 300° to 350°C (572 ° to 662°F), the sensor generates a voltage that is inversely proportional to the amount of
oxygen in the exhaust. The information obtained by the sensor is used to calculate the fuel injector pulse width. This
maintains a 14.7 to 1 Air Fuel (A/F) ratio. At this mixture ratio, the catalyst works best to remove hydrocarbons (HC),
carbon monoxide (CO) and nitrogen oxide (NOx) from the exhaust.
The voltage readings taken from the O2S are very temperature sensitive. The readings are not accurate below
300°C. Heating of the O2S is done to allow the engine controller to shift to closed loop control as soon as possible.
The heating element used to heat the O2S must be tested to ensure that it is heating the sensor properly.
The O2S circuit is monitored for a drop in voltage. The sensor output is used to test the heater by isolating the
effect of the heater element on the O2S output voltage from the other effects.
EGR MONITOR (if equipped)

The Powertrain Control Module (PCM) performs an on-board diagnostic check of the EGR system.
The EGR monitor is used to test whether the EGR system is operating within specifications. The diagnostic check
activates only during selected engine/driving conditions. When the conditions are met, the EGR is turned off (sole-
noid energized) and the O2S compensation control is monitored. Turning off the EGR shifts the air fuel (A/F) ratio
in the lean direction. The O2S data should indicate an increase in the O2 concentration in the combustion chamber
when the exhaust gases are no longer recirculated. While this test does not directly measure the operation of the
EGR system, it can be inferred from the shift in the O2S data whether the EGR system is operating correctly.
Because the O2S is being used, the O2S test must pass its test before the EGR test. Also looks at EGR linear
potentiometer for feedback.
MISFIRE MONITOR
Excessive engine misfire results in increased catalyst temperature and causes an increase in HC emissions. Severe
misfires could cause catalyst damage. To prevent catalytic convertor damage, the PCM monitors engine misfire.
The Powertrain Control Module (PCM) monitors for misfire during most engine operating conditions (positive torque)
by looking at changes in the crankshaft speed. If a misfire occurs the speed of the crankshaft will vary more than
normal.
The PCM can detect and compensate for variances in the engine and its components. To learn these variations, the
PCM uses the input of the actual crankshaft rotation pattern and ideal crankshaft rotation pattern that has been
calibrated into the PCM. The PCM then compares the two patterns. The variation between the two values is the
Adaptive Numerator. If the Adaptive Numerator is not learned by the PCM, the misfire monitor will not run and the
Multi-Cylinder Displacement System (MDS) will not operate. Without MDS operation, the customer will experience
decreased fuel economy. If the customer experiences decrease fuel economy, use the scan tool to ensure that the
Adaptive Numerator is learned.
FUEL SYSTEM MONITOR

emission of hydrocarbons, oxides of nitrogen and carbon monoxide. The catalyst works best when the air fuel (A/F)
ratio is at or near the optimum of 14.7 to 1.
The PCM is programmed to maintain the optimum air/fuel ratio. 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 controller uses to compensate for variations in engine specifications, 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 multiplying that
with the program long-term (adaptive) memory 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.
CATALYST MONITOR
emission of hydrocarbons, oxides of nitrogen and carbon monoxide.
Normal vehicle miles or engine misfire can cause a catalyst to decay. A meltdown of the ceramic core can cause a
reduction of the exhaust passage. This can increase vehicle emissions and deteriorate engine performance, drive-
ability and fuel economy.
The catalyst monitor uses dual oxygen sensors (O2S’s) to monitor the efficiency of the converter. The dual O2S’s
strategy is based on the fact that as a catalyst deteriorates, its oxygen storage capacity and its efficiency are both
reduced. By monitoring the oxygen storage capacity of a catalyst, its efficiency can be indirectly calculated. The
upstream O2S is used to detect the amount of oxygen in the exhaust gas before the gas enters the catalytic con-
verter. The PCM calculates the A/F mixture from the output of the O2S. A low voltage indicates high oxygen content
(lean mixture). A high voltage indicates a low content of oxygen (rich mixture).
When the upstream O2S detects a lean condition, there is an abundance of oxygen in the exhaust gas. A function-
ing converter would store this oxygen so it can use it for the oxidation of HC and CO. As the converter absorbs the
oxygen, there will be a lack of oxygen downstream of the converter. The output of the downstream O2S will indicate
limited activity in this condition.
As the converter loses the ability to store oxygen, the condition can be detected from the behavior of the down-
stream O2S. When the efficiency drops, no chemical reaction takes place. This means the concentration of oxygen
will be the same downstream as upstream. The output voltage of the downstream O2S copies the voltage of the
upstream sensor. The only difference is a time lag (seen by the PCM) between the switching of the O2S’s.
To monitor the system, the number of lean-to-rich switches of upstream and downstream O2S’s is counted. The
ratio of downstream switches to upstream switches is used to determine whether the catalyst is operating properly.
An effective catalyst will have fewer downstream switches than it has upstream switches i.e., a ratio closer to zero.
For a totally ineffective catalyst, this ratio will be one-to-one, indicating that no oxidation occurs in the device.
The system must be monitored so that when catalyst efficiency deteriorates and exhaust emissions increase to over
the legal limit, the MIL (Check Engine lamp) will be illuminated.
NATURAL VACUUM LEAK DETECTION (NVLD)

The Natural Vacuum Leak Detection (NVLD) system is the next generation evaporative leak detection system that
will first be used on vehicles equipped with the Next Generation Controller (NGC). This new system replaces the
leak detection pump as the method of evaporative system leak detection. This is to detect a leak equivalent to a
0.0209 (0.5 mm) hole. This system has the capability to detect holes of this size very dependably.
The basic leak detection theory employed with NVLD is the 9Gas Law9. This is to say that the pressure in a sealed
vessel will change if the temperature of the gas in the vessel changes. The vessel will only see this effect if it is
indeed sealed. Even small leaks will allow the pressure in the vessel to come to equilibrium with the ambient pres-
sure. In addition to the detection of very small leaks, this system has the capability of detecting medium as well as
large evaporative system leaks.
The NVLD seals the canister vent during engine off conditions. If the EVAP system has a leak of less than the
failure threshold, the evaporative system will be pulled into a vacuum, either due to the cool down from operating
temperature or diurnal ambient temperature cycling. The diurnal effect is considered one of the primary contributors
to the leak determination by this diagnostic. When the vacuum in the system exceeds about 19 H2O (0.25 KPA), a
vacuum switch closes. The switch closure sends a signal to the NGC. The NGC, via appropriate logic strategies
(described below), utilizes the switch signal, or lack thereof, to make a determination of whether a leak is present.
The NVLD device is designed with a normally open vacuum switch, a normally closed solenoid, and a seal, which
is actuated by both the solenoid and a diaphragm. The NVLD is located on the atmospheric vent side of the can-
ister. The NVLD assembly may be mounted on top of the canister outlet, or in-line between the canister and atmo-
spheric vent filter. The normally open vacuum switch will close with about 19 H2O (0.25 KPA) vacuum in the
evaporative system. The diaphragm actuates the switch. This is above the opening point of the fuel inlet check valve
in the fill tube so cap off leaks can be detected. Submerged fill systems must have recirculation lines that do not
have the in-line normally closed check valve that protects the system from failed nozzle liquid ingestion, in order to
detect cap off conditions.
The normally closed valve in the NVLD is intended to maintain the seal on the evaporative system during the engine
off condition. If vacuum in the evaporative system exceeds 39 to 69 H2O (0.75 to 1.5 KPA), the valve will be pulled
off the seat, opening the seal. This will protect the system from excessive vacuum as well as allowing sufficient
purge flow in the event that the solenoid was to become inoperative.
The solenoid actuates the valve to unseal the canister vent while the engine is running. It also will be used to close
the vent during the medium and large leak tests and during the purge flow check. This solenoid requires initial 1.5
amps of current to pull the valve open but after 100 ms. will be duty cycled down to an average of about 150 mA
for the remainder of the drive cycle.
Another feature in the device is a diaphragm that will open the seal in the NVLD with pressure in the evaporative
system. The device will 9blow off9 at about 0.59 H2O (0.12 KPA) pressure to permit the venting of vapors during
refueling. An added benefit to this is that it will also allow the tank to 9breathe9 during increasing temperatures, thus
limiting the pressure in the tank to this low level. This is beneficial because the induced vacuum during a subse-
quent declining temperature will achieve the switch closed (pass threshold) sooner than if the tank had to decay
from a built up pressure.
The device itself has 3 wires: Switch sense, solenoid driver and ground. The NGC utilizes a high-side driver to
energize and duty-cycle the solenoid.
HIGH AND LOW LIMITS

The PCM compares input signal voltages from each input device with established high and low limits for the device.
If the input voltage is not within limits and other criteria are met, the PCM stores a diagnostic trouble code in mem-
ory. Other diagnostic trouble code criteria might include engine RPM limits or input voltages from other sensors or
switches that must be present before verifying a diagnostic trouble code condition.
OPERATION
SYSTEM
The Powertrain Control Module (PCM) monitors many different circuits in the fuel injection, ignition, emission and
engine systems. If the PCM senses a problem with a monitored circuit often enough to indicate an actual problem,
it stores a Diagnostic Trouble Code (DTC) in the PCM’s memory. If the code applies to a non-emissions related
component or system, and the problem is repaired or ceases to exist, the PCM cancels the code after 40 warmup
cycles. Diagnostic trouble codes that affect vehicle emissions illuminate the Malfunction Indicator Lamp (MIL). Refer
to Malfunction Indicator Lamp in this section.
Certain criteria must be met before the PCM stores a DTC in memory. The criteria may be a specific range of
engine RPM, engine temperature, and/or input voltage to the PCM.
The PCM might not store a DTC for a monitored circuit even though a malfunction has occurred. This may happen
because one of the DTC criteria for the circuit has not been met. For example, assume the diagnostic trouble code
criteria requires the PCM to monitor the circuit only when the engine operates between 750 and 2000 RPM. Sup-
pose the sensor’s output circuit shorts to ground when engine operates above 2400 RPM (resulting in 0 volt input
to the PCM). Because the condition happens at an engine speed above the maximum threshold (2000 rpm), the
PCM will not store a DTC.
There are several operating conditions for which the PCM monitors and sets DTC’s. Refer to Monitored Systems,
Components, and Non-Monitored Circuits in this section.
NOTE: Various diagnostic procedures may actually cause a diagnostic monitor to set a DTC. For instance,
pulling a spark plug wire to perform a spark test may set the misfire code. When a repair is completed and
verified, use the scan tool to erase all DTC’s and extinguish the MIL.
Technicians can display stored DTC’s. For obtaining the DTC information, use the Data Link Connector with the
scan tool.
STATE DISPLAY TEST MODE

OPERATION
The switch inputs to the Powertrain Control Module
(PCM) have two recognized states; HIGH and LOW.
For this reason, the PCM cannot recognize the differ-
ence 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 cir-
cuit to the PCM functions properly. From the state dis-
play screen, access either State Display Inputs and
Outputs or State Display Sensors.
LX EVAPORATIVE EMISSIONS 25 - 13
EVAPORATIVE EMISSIONS
TABLE OF CONTENTS
page page
EVAPORATIVE EMISSIONS PCV VALVE

DIAGNOSIS AND TESTING REMOVAL
OBD II MONITOR INFORMATION . . . . . . . . . . . . . 14 5.7L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
OBD II MONITOR RUN PROCESS . . . . . . . . . . . . 15 6.1L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
SOLENOID-PROPORTIONAL PURGE INSTALLATION
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 5.7L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 6.1L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
ASSEMBLY-NATURAL VAC LEAK DETECTION CANISTER-VAPOR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
25 - 14 EVAPORATIVE EMISSIONS LX
EVAPORATIVE EMISSIONS
OBD II MONITOR INFORMATION
Comprehensive Components Major Monitors Non Fuel Major Monitors Fuel Control &
Monitor Control & Non Misfire misfire
(Includes All Engine Hardware (Monitors Entire Emission (Monitors Entire System)
Sensor, Switches, Solenoids, System)
etc.)
Most are one trip Faults Most are Two Trips Faults Two Trip Faults
Usually Turns on The Mill and Turns On The Mil and Sets The Mil and Sets DTC After Two
Sets DTC After One Failure DTC after Two Consecutive Consecutive Failure
Failure
Priority 3 Priority 1 or 3 Priority 2 or 4
All Checked For Continuity Done Stop Test = Yes Fuel Control Monitor
Open Oxygen Sensor Heater Monitors Fuel Control
Short To Ground Oxygen Sensor Response System For:
Short To Voltage Catalytic Converter Fuel System Lean
Inputs Checked For Rationality Efficiency Except EWMA Fuel System Rich
Outputs Checked For up to 6 test per trip and a one Requires 3 Consecutive Fuel
Functionality trip fault (SBEC) and two trip System Good Trips to Extinguish
fault on (JTEC) the MIL
EGR System Misfire Monitor
Evaporative Emission System Monitors for Engine Misfire At:
(purge and leak)
Non-LDP 4 X 1000 RPM Counter (4000
Revs) (Type B)
LDP **200 X 3 (600) RPM counter
(Type A)
Requires 3 Consecutive Global Requires 3 Consecutive Global Requires 3 Consecutive Global
Good Trips to Extinguish the Good Trips to Extinguish the Good Trips to Extinguish the MIL
MIL* MIL*
*40 Warm Up Cycles are ** Type A misfire is a one trip
required to erase DTCs after the failure on pre-1999, 2 trip failure
MIL has been extinguished on 1999 and later. The MIL will
illuminate at the first or second
failure, based on MY.
OBD II MONITOR RUN PROCESS

The following procedure has been established to assist Daimler Chrysler Dealer Technicians in the field with
enabling and running OBD II Monitors. The order listed in the following procedure is intended to allow the technician
to effectively complete each monitor and to set the CARB Readiness Status in the least time possible.
NOTE:
• Once the monitor run process has begun, do not turn off the ignition. By turning the ignition key off,
monitor enabling conditions will be lost. NVLD Monitor runs after key off.
• By performing a Battery Disconnect, or Selecting Erase DTCs, the CARB Readiness and all additional
OBD II information will be cleared.
Monitor Preliminary Checks:

1. Plug a SCAN TOOL into the vehicle’s Data Link Connector (DLC).
2. Turn the ignition, KEY ON - ENGINE OFF. Watch for MIL lamp illumination during the bulb check. MIL lamp must
have illuminated, if not, repair MIL lamp.
3. On the SCAN TOOL Select #1Stand-alone.
4. Select No.1 1998-2004 Diagnostics.
5. Select No.1 Engine.
6. Select No.2 DTCs and Related Functions.
7. Select No.1 Read DTCs.
• Verify that No Emissions Related DTCs are Present.
• * If an Emissions DTC is Present, the OBD II Monitors may not run and the CARB Readiness will not update.
• The Emissions related DTC, will need to be repaired, then cleared. By clearing DTCs, the OBD Monitors will
need to be run and completed to set the CARB Readiness Status.
8. Return to Engine Select Function Menu and Select No. 9, OBD II Monitors.
9. Select No. 3 CARB Readiness Status.
Do all the CARB Readiness Status Locations read YES?.
• *YES, then all monitors have been completed and this vehicle is ready to be I/M or Emission Tested.
• *NO, then the following procedure needs to be followed to run/complete all available monitors.
NOTE:
• Only the monitors, which are not YES in the CARB Readiness Status, need to be completed.
• Specific criteria need to be met for each monitor. Each monitor has a Pre-Test screen to assist in running
the monitor. For additional information, refer to the DaimlerChrysler Corporation Technical Training Work-
book titled On Board Diagnostics: OBD II/EOBD, part number 81-699-01050.
• The most efficient order to run the monitors has been outlined below, including suggestions to aid the
process.
Natural Vacuum Leak Detection with Purge Monitor

This monitor requires a cool down cycle, usually an overnight soak for at least 8 hours without the engine running.
The ambient temperature must decrease overnight - parking the vehicle outside is advised. To run this test the fuel
level must be between 15-85% full. For the monitor run conditions select the EVAP MON PRE-TEST in the SCAN
TOOL, OBD II Monitors Menu.The Purge monitor will run if the small leak test reports a pass. Criteria for NVLD
monitor:
• Engine off time greater than @ one hour.
• Fuel Level between 15% and 85 %.
• Start Up ECT and IAT within 10° C (18° F).
• Vehicle started and run until Purge Monitor reports a result.
NOTE: If the vehicle does not report a result and the conditions where correct. It may take up to two weeks
to fail the small leak monitor. DO NOT use this test to attempt to determine a fault. Use the appropriate
service information procedure for finding a small leak. If there are no faults and the conditions are correct
this test will run and report a pass. Note the Small leak test can find leaks less than 10 thousands of an
inch. If a small leak is present it takes approximately one week of normal driving to report a failure.
Catalyst / O2 Monitor
With NGC, Catalyst and O2 Monitor information are acquired and processed at the same time. Most vehicles will
need to be driven at highway speed (< 50 mph) for a few minutes.Some trucks run the monitor at idle in drive. If the
vehicle is equipped with a manual transmission, using 4th gear may assist in meeting the monitor running criteria.
For the monitor run conditions, select the BANK 1 CAT MON PRE-TEST in the SCAN TOOL, OBD II Monitors
Menu.
EGR Monitor
The EGR monitor now runs in a closed throttle decel or at idle on a warm vehicle. However, it is necessary to
maintain the TPS, Map and RPM ranges to allow the monitor to complete itself. For the monitor run conditions,
select the EGR PRE-TEST in the SCAN TOOL, OBD II Monitors Menu.
O2 Sensor Heater Monitor

This monitor is now continuously running once the heaters are energized. Pass information will be processed at
power down. For the monitor run conditions, select the O2S HEATER MON PRE-TEST in the SCAN TOOL, OBD II
Monitors Menu.
SOLENOID-PROPORTIONAL PURGE
REMOVAL
The solenoid attaches to a bracket near the right rear
of the engine. The solenoid will not operate unless it is
installed correctly.
1. Location for 5.7L engine.
2. Location for 2.7 and 3.5L engine.

3. Disconnect electrical connector from solenoid.
4. Disconnect vacuum tubes from solenoid.
5. Remove solenoid from bracket.
INSTALLATION
The solenoid attaches to a bracket near the air cleaner. The solenoid will not operate unless it is installed correctly.
The top of the solenoid has TOP printed on it. The solenoid will not operate unless it is installed correctly.
1. Location for 2.7 and 3.5L engines.
2. Location for 5.7L engine.

3. Install solenoid on bracket.
4. Connect vacuum tube to solenoid.
5. Connect electrical connector to solenoid.
ASSEMBLY-NATURAL VAC LEAK DETECTION

REMOVAL
3. Remove the right rear tire.
5. Natural Vacuum Leak Detection Pump (NVLD)
location.
6. Remove vapor canister and NVLD pump assembly

from vehicle.
7. Squeeze tab and pull pump from bracket.
8. Remove hoses from pump assembly and remove

pump.
INSTALLATION
1. Install pump assembly to hoses.
2. Install pump assembly to bracket.

3. Install vapor canister and pump assembly to
vehicle.
4. Install inner splash shield.

5. Install right rear tire.
6. Lower vehicle.
PCV VALVE
REMOVAL
5.7L
The PCV valve (3) is mounted into the top/right side of
the intake manifold (2).
1. The PCV valve (1) is sealed to the intake manifold

with two O-rings (2).
2. Remove PCV valve by rotating counter-clockwise
90 degrees until locating tabs (3) have been freed.
After tabs have cleared, pull valve straight up from
intake manifold.
3. After valve is removed, check condition of two
valve O-rings (2).
6.1L
The PCV valve (1) is threaded into the right-front cor-
ner of the intake manifold.
1. Remove rubber hose (2) from PCV valve.
2. Unscrew PCV valve (1) from intake manifold.
INSTALLATION
5.7L
1. Clean out intake manifold opening.
2. Check condition of two O-rings (2) on PCV valve
(1).
3. Apply engine oil to two O-rings.
4. Place PCV valve (3) into intake manifold and rotate
90 degrees clockwise for installation.
6.1L
1. Check condition of PCV valve o-ring (2).
2. Check condition of PCV valve threads (3). Clean if
necessary.
The PCV valve (1) is threaded into the right-front cor-
ner of the intake manifold.
3. Install valve (1) into intake manifold.
4. Install rubber hose (2) to valve.
CANISTER-VAPOR
REMOVAL
3. Remove the right rear tire.
5. Disconnect the EVAP line.

6. Unlock and disconnect electrical connector from
pump.
7. Remove mounting nut.
8. Slide assembly forward off of rear mounting

brackets.
9. Make sure that you do not lose the rubber mounts

in canister brackets.
10. Disconnect vapor lines from EVAP canister.
11. Squeeze connector and pull.
12. Remove mounting nuts from canister.

13. Remove vapor canister from bracket.
INSTALLATION
1. Install canister to bracket and tighten nuts.
2. Connect hoses to vapor canister.

3. Hose connected.
4. Install rubber isolator in canister brackets.
5. Slide canister brackets with rubber isolators onto

mounting brackets.
6. Install assembly mounting nut.
7. Connect electrical connector to pump and lock.
8. Connect the EVAP line.

10. Install tire.
11. Lower vehicle.
LX EXHAUST GAS RECIRCULATION 25 - 33
EXHAUST GAS RECIRCULATION

TABLE OF CONTENTS
page page
EXHAUST GAS RECIRCULATION REMOVAL

SPECIFICATIONS 2.7L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 3.5L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
TUBE-EXHAUST GAS RECIRCULATION 5.7L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
REMOVAL 3.0L - DIESEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
2.7L - LOWER TUBE . . . . . . . . . . . . . . . . . . . . . . . . 35 INSTALLATION
2.7L - UPPER TUBE . . . . . . . . . . . . . . . . . . . . . . . . . 37 2.7L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
3.5L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 3.5L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
INSTALLATION 5.7L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
2.7L - LOWER TUBE . . . . . . . . . . . . . . . . . . . . . . . . 41 3.0L - DIESEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
2.7L - UPPER TUBE . . . . . . . . . . . . . . . . . . . . . . . . . 43 SENSOR - EGR BACK PRESSURE
3.5L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
ASSEMBLY-EXHAUST GAS RECIRC VALVE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
25 - 34 EXHAUST GAS RECIRCULATION LX
EXHAUST GAS RECIRCULATION
SPECIFICATIONS
TORQUE

Tube to Exhaust Manifold
31 23 275
Bolts
Tube to EGR valve Bolts 11 - 95
EGR Valve to Cyl. Head
31 23 275
Bolts
TUBE-EXHAUST GAS RECIRCULATION

REMOVAL
2.7L - LOWER TUBE
2. Remove purge solenoid from bracket.

3. Relocate the purge solenoid.
4. Unlock and disconnect the electrical connector
from EGR valve.
5. Remove the bolts from the lower tube to exhaust

manifold.
6. Remove the lower tube bolts to EGR valve.
7. Remove lower tube from vehicle.
8. When removing EGR upper tube assembly being
careful not to drop the silicone rubber seals in the
intake manifold. Clean gasket surfaces on the EGR
valve. Note that any loose dirt can lodge between
the pintle and the seat and cause valve leakage
that will give a rough idle and depressed manifold
vacuum.
9. Clean mounting surface.
2.7L - UPPER TUBE

1. EGR system components and location. Upper tube
(2), EGR valve (1), and Lower tube (3).

from EGR valve.
6. Remove upper tube bolts to EGR valve (2).

7. Remove upper tube from intake manifold.
intake manifold. Clean gasket surfaces on the EGR
valve. Note that any loose dirt can lodge between
the pintle and the seat and cause valve leakage
that will give a rough idle and depressed manifold
vacuum.
3.5L

from EGR valve.
5. Remove the wiper module, (Refer to 8 - ELECTRI-
CAL/WIPERS/WASHERS/WIPER MODULE -
REMOVAL).
6. Remove shock tower brace and relocate.
7. Remove the upper intake manifold, (Refer to 9 -
REMOVAL).
8. EGR valve (2) and tube (1).

9. Remove tube bolts (1) to EGR valve (2).

10. Remove tube (1) from intake manifold.
intake manifold. Clean gasket surfaces on the
EGR valve. Note that any loose dirt can lodge
between the pintle and the seat and cause valve
leakage that will give a rough idle and depressed
manifold vacuum.
INSTALLATION
2.7L - LOWER TUBE
2. Install the lower tube to vehicle.
3. Install the lower tube bolts to EGR valve.
4. Install the lower tube bolts to exhaust manifold.
5. Tighten the lower tube to EGR valve bolts to 11
6. Tighten the lower tube to exhaust manifold bolts to
7. Connect the electrical connector to EGR valve and

lock.
9. Install purge solenoid to bracket.
2.7L - UPPER TUBE

2. Inspect rubber silicone seals on intake manifold
end of EGR tube.
3. Install upper tube into the intake manifold, being
careful that the silicone rubber seals are correctly
installed and undamaged..
4. Install new gasket between the EGR valve and
tube and install bolts (2).
5. Tighten the upper tube to EGR valve bolts to 11

lock.
3.5L
end of EGR tube.
3. Install tube into the intake manifold being careful
that the silicone rubber seals are correctly installed
and undamaged.
4. Install the tube bolts to EGR valve.

5. Tighten the EGR tube to EGR valve bolts to 11

lock.
7. Install upper intake manifold, (Refer to 9 - ENGINE/
TION).
8. Install the shock tower brace.
9. Install the wiper module, (Refer to 8 - ELECTRI-
INSTALLATION).
ASSEMBLY-EXHAUST GAS RECIRC VALVE

DESCRIPTION
The EGR valve consists of three major components. First there is the pintle, valve seat, and housing which contains
and regulates the gas flow. Second there is the armature, return spring, and solenoid coil to provide the operating
force to regulate the flow by changing the pintle position. The solenoid coil assembly is in parallel with a diode and
connects to the two connectors in the connector assembly. The third major component which senses pintle position
and is connected to the three connectors in the electrical connector.
OPERATION
The exhaust gas recirculation flow is determined by the engine controller. For a given set of conditions, the engine
controller knows the ideal exhaust gas recirculation flow to optimize NOx and fuel economy as a function of the
pintle position. Pintle position is obtained from the position sensor. The engine controller adjusts the duty cycle of
128 Hz power supplied to the solenoid coil to obtain the correct position.
REMOVAL
2.7L
1. EGR system components and location. Upper tube
(2), EGR valve (1), and Lower tube (3).

from EGR valve.
6. Remove the bolts from the EGR tube to exhaust

manifold.
7. Remove the lower tube bolts to EGR valve and
remove tube(3).
8. Remove upper tube bolts to EGR valve (2).
9. Remove the EGR valve mounting bolts (1).
10. Remove valve from vehicle.
3.5L

from EGR valve.
5. Remove the wiper module, (Refer to 8 - ELECTRI-
REMOVAL).
6. Remove shock tower brace and relocate.
7. Remove the upper intake manifold, (Refer to 9 -
REMOVAL).
8. EGR valve (2) and tube (1).

9. Remove tube bolts (1) to EGR valve (3).

10. Remove tube (1) from intake manifold.
intake manifold. Clean gasket surfaces on the
EGR valve. Note that any loose dirt can lodge
between the pintle and the seat and cause valve
leakage that will give a rough idle and depressed
manifold vacuum.
12. Remove EGR valve mounting bolts (2).
13. Remove EGR valve from vehicle.
5.7L
The electronic EGR valve and solenoid assembly (3)
is attached to the front of the right cylinder head (1).
An exhaust gas routing tube connects the EGR valve
to the intake manifold.
1. Disconnect electrical connector (1) from EGR sole-
noid (2).
2. Remove two bolts (3) connecting EGR tube (4) to
valve assembly.
3. Remove gasket located between EGR tube flange
and EGR valve assembly.
4. Remove two mounting bolts (2).

5. Separate valve assembly (3) from cylinder head
(1).
6. Remove and discard metal gasket located between
cylinder head and valve assembly.
3.0L - DIESEL
2. Remove engine cover (Refer to 9 - ENGINE -
REMOVAL).
3. Disconnect the EGR valve wiring harness connec-
tor.
4. Remove EGR valve retaining bolts and valve, dis-
card the gasket.
INSTALLATION
2.7L
2. Install EGR valve.
3. Install the EGR valve mounting bolts (1).
end of EGR tube.
5. Install upper tube into the intake manifold, being
careful that the silicone rubber seals are correctly
installed and undamaged..
upper tube and install bolts (2).
7. Install the lower tube to exhaust manifold.
lower tube and install bolts (3).
9. Tighten the lower tube to EGR valve bolts (3) to 11
10. Tighten the lower tube to exhaust manifold bolts
to 31 N·m (275 in. lbs.) torque.
11. Tighten the upper tube to EGR valve bolts (2) to
12. Tighten EGR valve to cylinder head bolts (1) to 31 N·m (275 in. lbs.) torque.
13. Connect the electrical connector to EGR valve
and lock.

3.5L
end of EGR tube.
3. Install tube into the intake manifold being careful
that the silicone rubber seals are correctly installed
and undamaged.
4. Install new gasket between the EGR valve (3) and
tube and install bolts (1).
5. Tighten the EGR tube to EGR valve bolts to 11

lock.
7. Install upper intake manifold, (Refer to 9 - ENGINE/
TION).
8. Install the shock tower brace.
9. Install the wiper module, (Refer to 8 - ELECTRI-
INSTALLATION).

5.7L
1. Position a new metal gasket between cylinder head
(1) and valve assembly (3).
2. Install two mounting bolts (2) and tighten. Refer to
3. Clean EGR tube where it joins EGR valve.
4. Position new gasket between EGR tube flange and
EGR valve assembly.
5. Install two bolts (3) connecting EGR tube (4) to
valve assembly (2). Tighten bolts. Refer to Torque
Specifications.
6. Connect electrical connector (1) to EGR solenoid
(2).
3.0L - DIESEL
1. Clean EGR valve sealing surfaces.
2. Lubricate the seal and install the EGR valve in
intake manifold. Tighten EGR valve retaining bolts
to 9 N·m (80 lbs.in).
3. Connect the EGR valve wiring harness connector.
4. Install engine cover. (Refer to 9 - ENGINE -
INSTALLATION)
INSTALLATION)
SENSOR - EGR BACK PRESSURE

DESCRIPTION
The EGR back pressure sensor is located in the exhaust stream next to the EGR valve. The sensor determines the
exhaust pressure before the catalytic converter. The ECM uses the EGR back pressure sensor for engine protection
and exhaust gas turbocharger protection.
OPERATION
The exhaust gas effects a sensor membrane that acts against a potentiometer internal to the sensor. The potenti-
ometer changes the resistance value and thus influences the signal voltage of the sensor.
REMOVAL
3. Disconnect the sensor electrical sensor.
4. Remove the sensor.
INSTALLATION
1. Install the EGR back pressure sensor.
2. Connect the engine wiring harness electrical connector.
25 - 60 ON-BOARD DIAGNOSTICS LX
ON-BOARD DIAGNOSTICS
TABLE OF CONTENTS
page page
TASK MANAGER OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
LX ON-BOARD DIAGNOSTICS 25 - 61
TASK MANAGER
DESCRIPTION
The PCM is responsible for efficiently coordinating the operation of all the emissions-related components. The PCM
is also responsible for determining if the diagnostic systems are operating properly. The software designed to carry
out these responsibilities is call the “Task Manager”.
OPERATION
The Task Manager determines when tests happen and when functions occur. Many of the diagnostic steps required
by OBD II must be performed under specific operating conditions. The Task Manager software organizes and pri-
oritizes the diagnostic procedures. The job of the Task Manager is to determine if conditions are appropriate for
tests to be run, monitor the parameters for a trip for each test, and record the results of the test. Following are the
responsibilities of the Task Manager software:
• Test Sequence
• MIL Illumination
• Diagnostic Trouble Codes (DTCs)
• Trip Indicator
• Freeze Frame Data Storage
• Similar Conditions Window
Test Sequence
In many instances, emissions systems must fail diagnostic tests more than once before the PCM illuminates the
MIL. These tests are known as ’two trip monitors.’ Other tests that turn the MIL lamp on after a single failure are
known as ’one trip monitors.’ A trip is defined as ’start the vehicle and operate it to meet the criteria necessary to
run the given monitor.’
Many of the diagnostic tests must be performed under certain operating conditions. However, there are times when
tests cannot be run because another test is in progress (conflict), another test has failed (pending) or the Task
Manager has set a fault that may cause a failure of the test (suspend).
Pending
Under some situations the Task Manager will not run a monitor if the MIL is illuminated and a fault is stored from
another monitor. In these situations, the Task Manager postpones monitors pending resolution of the original fault.
The Task Manager does not run the test until the problem is remedied.
For example, when the MIL is illuminated for an Oxygen Sensor fault, the Task Manager does not run the Catalyst
Monitor until the Oxygen Sensor fault is remedied. Since the Catalyst Monitor is based on signals from the Oxygen
Sensor, running the test would produce inaccurate results.
Conflict
There are situations when the Task Manager does not run a test if another monitor is in progress. In these situa-
tions, the effects of another monitor running could result in an erroneous failure. If this conflict is present, the mon-
itor is not run until the conflicting condition passes. Most likely the monitor will run later after the conflicting monitor
has passed.
For example, if the Fuel System Monitor is in progress, the Task Manager does not run the catalyst Monitor. Since
both tests monitor changes in air/fuel ratio and adaptive fuel compensation, the monitors will conflict with each other.
Suspend
Occasionally the Task Manager may not allow a two trip fault to mature. The Task Manager will suspend the matur-
ing of a fault if a condition exists that may induce an erroneous failure. This prevents illuminating the MIL for the
wrong fault and allows more precise diagnosis.
For example, if the PCM is storing a one trip fault for the Oxygen Sensor and the catalyst monitor, the Task Man-
ager may still run the catalyst Monitor but will suspend the results until the Oxygen Sensor Monitor either passes or
fails. At that point the Task Manager can determine if the catalyst system is actually failing or if an Oxygen Sensor
is failing.
MIL Illumination
The PCM Task Manager carries out the illumination of the MIL. The Task Manager triggers MIL illumination upon
test failure, depending on monitor failure criteria.
The Task Manager Screen shows both a Requested MIL state and an Actual MIL state. When the MIL is illuminated
upon completion of a test for a good trip, the Requested MIL state changes to OFF. However, the MIL remains
illuminated until the next key cycle. (On some vehicles, the MIL will actually turn OFF during the thirdgood trip)
During the key cycle for the third good trip, the Requested MIL state is OFF, while the Actual MIL state is ON. After
the next key cycle, the MIL is not illuminated and both MIL states read OFF.
Diagnostic Trouble Codes (DTCs)

With OBD II, different DTC faults have different priorities according to regulations. As a result, the priorities deter-
mine MIL illumination and DTC erasure. DTCs are entered according to individual priority. DTCs with a higher pri-
ority overwrite lower priority DTCs.
Priorities
• Priority 1 One-Trip Failure of Non-Fuel or Non-Mis-Fire Fault (e.g., Cat Mon Failure)
• Priority 3 Matured Fault (either One-Trip or Two-Trip) Non-Fuel & Non-Mis-Fire
• Priority 4 One-Trip Failure of Fuel System or Mis-Fire Fault
• Priority 6 Matured Fault for Fuel System or Mis-Fire (either One-Trip or Two-Trip)
Non-emissions related failures have no priority. One trip failures of two trip faults have low priority. Two trip failures
or matured faults have higher priority. One and two trip failures of fuel system and misfire monitor take precedence
over non-fuel system and non-misfire failures.
DTC Self Erasure

With one trip components or systems, the MIL is illuminated upon test failure and DTCs are stored.
Two trip monitors are components requiring failure in two consecutive trips for MIL illumination. Upon failure of the
first test, the Task Manager enters a maturing code. If the component fails the test for a second time the code
matures and a DTC is set.
After three good trips the MIL is extinguished and the Task Manager automatically switches the trip counter to a
warm-up cycle counter. DTCs are automatically erased following 40 warm-up cycles if the component does not fail
again.
For misfire and fuel system monitors, the component must pass the test under a Similar Conditions Window in order
to record a good trip. A Similar Conditions Window is when engine RPM is within ±375 RPM and load is within
±20% of when the fault occurred.
NOTE: It is important to understand that a component does not have to fail under a similar window of oper-
ation to mature. It must pass the test under a Similar Conditions Window when it failed to record a Good
Trip for DTC erasure for misfire and fuel system monitors.
DTCs can be erased anytime with a scan tool. Erasing the DTC with the scan tool erases all OBD II information.
The scan tool automatically displays a warning that erasing the DTC will also erase all OBD II monitor data. This
includes all counter information for warm-up cycles, trips and Freeze Frame.
Trip Indicator
The Trip is essential for running monitors and extinguishing the MIL. In OBD II terms, a trip is a set of vehicle
operating conditions that must be met for a specific monitor to run. All trips begin with a key cycle.
Good Trip
The Good Trip counters are as follows:
• Global Good Trip
• Fuel System Good Trip
• Misfire Good Trip
• Alternate Good Trip (appears as a Global Good Trip on scan tool)
• Comprehensive Components
• Major Monitor
LX ON-BOARD DIAGNOSTICS 25 - 63
• Warm-Up Cycles
Global Good Trip
To increment a Global Good Trip, the Oxygen sensor and Catalyst efficiency monitors must have run and passed,
and 2 minutes of engine run time.
Fuel System Good Trip
To count a good trip (three required) and turn off the MIL, the following conditions must occur:
• Engine in closed loop
• Operating in Similar Conditions Window
• Short Term multiplied by Long Term less than threshold
• Less than threshold for a predetermined time
If all of the previous criteria are met, the PCM will count a good trip (three required) and turn off the MIL.
Misfire Good Trip
If the following conditions are met the PCM will count one good trip (three required) in order to turn off the MIL:
• Operating in Similar Condition Window
• 1000 engine revolutions with no misfire
Alternate Good Trip
Alternate Good Trips are used in place of Global Good Trips for Comprehensive Components and Major Monitors.
If the Task Manager cannot run a Global Good Trip because a component fault is stopping the monitor from running,
it will attempt to count an Alternate Good Trip.
The Task Manager counts an Alternate Good Trip for Comprehensive components when the following conditions are
met:
• Two minutes of engine run time, idle or driving
• No other faults occur
The Task Manager counts an Alternate Good Trip for a Major Monitor when the monitor runs and passes. Only the
Major Monitor that failed needs to pass to count an Alternate Good Trip.
Warm-Up Cycles
Once the MIL has been extinguished by the Good Trip Counter, the PCM automatically switches to a Warm-Up
Cycle Counter that can be viewed on the scan tool. Warm-Up Cycles are used to erase DTCs and Freeze Frames.
Forty Warm-Up cycles must occur in order for the PCM to self-erase a DTC and Freeze Frame. A Warm-Up Cycle
is defined as follows:
• Engine coolant temperature must start below and rise above 160° F
• Engine coolant temperature must rise by 40° F
• No further faults occur
Freeze Frame Data Storage

Once a failure occurs, the Task Manager records several engine operating conditions and stores it in a Freeze
Frame. The Freeze Frame is considered one frame of information taken by an on-board data recorder. When a fault
occurs, the PCM stores the input data from various sensors so that technicians can determine under what vehicle
operating conditions the failure occurred.
The data stored in Freeze Frame is usually recorded when a system fails the first time for two trip faults. Freeze
Frame data will only be overwritten by a different fault with a higher priority.
CAUTION: Erasing DTCs, either with the scan tool; or by disconnecting the battery, also clears all Freeze
Frame data.
Similar Conditions Window

The Similar Conditions Window displays information about engine operation during a monitor. Absolute MAP (engine
load) and Engine RPM are stored in this window when a failure occurs. There are two different Similar conditions
Windows: Fuel System and Misfire.
FUEL SYSTEM
• Fuel System Similar Conditions Window — An indicator that ’Absolute MAP When Fuel Sys Fail’ and ’RPM
When Fuel Sys Failed’ are all in the same range when the failure occurred. Indicated by switching from ’NO’
to ’YES’.
• Absolute MAP When Fuel Sys Fail — The stored MAP reading at the time of failure. Informs the user at
what engine load the failure occurred.
• Absolute MAP — A live reading of engine load to aid the user in accessing the Similar Conditions Window.
• RPM When Fuel Sys Fail — The stored RPM reading at the time of failure. Informs the user at what engine
RPM the failure occurred.
• Engine RPM — A live reading of engine RPM to aid the user in accessing the Similar Conditions Window.
• Adaptive Memory Factor — The PCM utilizes both Short Term Compensation and Long Term Adaptive to
calculate the Adaptive Memory Factor for total fuel correction.
• Upstream O2S Volts — A live reading of the Oxygen Sensor to indicate its performance. For example, stuck
lean, stuck rich, etc.
• SCW Time in Window (Similar Conditions Window Time in Window) - A timer used by the PCM that indi-
cates that, after all Similar Conditions have been met, if there has been enough good engine running time in
the SCW without failure detected. This timer is used to increment a Good Trip.
• Fuel System Good Trip Counter — A Trip Counter used to turn OFF the MIL for Fuel System DTCs. To
increment a Fuel System Good Trip, the engine must be in the Similar Conditions Window, Adaptive Memory
Factor must be less than calibrated threshold and the Adaptive Memory Factor must stay below that threshold
for a calibrated amount of time.
• Test Done This Trip — Indicates that the monitor has already been run and completed during the current trip.
MISFIRE
• Same Misfire Warm-Up State — Indicates if the misfire occurred when the engine was warmed up (above
160° F).
• In Similar Misfire Window — An indicator that ’Absolute MAP When Misfire Occurred’ and ’RPM When Mis-
fire Occurred’ are all in the same range when the failure occurred. Indicated by switching from ’NO’ to ’YES’.
• Absolute MAP When Misfire Occurred — The stored MAP reading at the time of failure. Informs the user at
what engine load the failure occurred.
• Absolute MAP — A live reading of engine load to aid the user in accessing the Similar Conditions Window.
• RPM When Misfire Occurred — The stored RPM reading at the time of failure. Informs the user at what
engine RPM the failure occurred.
• Engine RPM — A live reading of engine RPM to aid the user in accessing the Similar Conditions Window.
• Adaptive Memory Factor — The PCM utilizes both Short Term Compensation and Long Term Adaptive to
calculate the Adaptive Memory Factor for total fuel correction.
• 200 Rev Counter — Counts 0–100 720 degree cycles.
• SCW Cat 200 Rev Counter — Counts when in similar conditions.
• SCW FTP 1000 Rev Counter — Counts 0–4 when in similar conditions.
• Misfire Good Trip Counter — Counts up to three to turn OFF the MIL.
LX INDEX 1
Description Group-Page Description Group-Page Description Group-Page

INDEX
A-PILLAR TRIM . . . . . . . . . . . . . . . . . . . . . 23-166 BUMPER-REAR . . . . . . . . . . . . . . . . . . . . . . . 13-4 COWL EXTENSION TRIM . . . . . . . . . . . . . . 23-116
ACCUMULATOR . . . . . . . . . . . . . . . . . . . . . 21-751 BUMPERS . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-2 COWL TRIM . . . . . . . . . . . . . . . . . . . . . . . . 23-183
ACTUATOR-BLEND DOOR . . . . . . . . . . . . . 24-338 BUSHING-DIFFERENTIAL MOUNT . . . . . . . . 13-20 CRANKSHAFT MAIN BEARINGS . . . . . . . . 9-2720
ACTUATOR-INTAKE PORT SWIRL . . . . . . . 14-230 BUSHING-REAR CROSSMEMBER FRONT CRANKSHAFT OIL SEAL - REAR . . . . . . . . 9-2725
ACTUATOR-MANIFOLD TUNE VALVE . . . . . 14-196 MOUNT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-40 CRANKSHAFT . . 9-1986, 9-2191, 9-2365, 9-2533,
ACTUATOR-MODE DOOR . . . . . . . . . . . . . . 24-342 BUSHING-REAR CROSSMEMBER REAR 9-2716
ACTUATOR-RECIRCULATION DOOR . . . . . 24-345 MOUNT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-64 CROSSMEMBER-ENGINE CRADLE . . . . . . . 13-88
ADJUSTERS-FRONT . . . . . . . . . . . . . . . . . . 23-231 BUSHING-REAR CROSSMEMBER CROSSMEMBER-HEADLAMP MOUNTING . 23-102
ADJUSTERS-HYDRAULIC LASH . . . . . . . . 9-1977 SPRING LINK . . . . . . . . . . . . . . . . . . . . . . . 13-85 CROSSMEMBER-REAR . . . . . . . . . . . . . . . . 13-98
AIR INLET- FRESH AIR DUCT . . . . . . . . . . 23-129 C-PILLAR TRIM . . . . . . . . . . . . . . . . . . . . . 23-171 CURTAIN AIRBAG . . . . . . . . . . . . . . . . . . . 8O-378
AIR INTAKE SYSTEM . . . . . . . . . . 9-2318, 9-2483 CABLE - PARKING BRAKE FRONT . . . . . . . . 5-149 CUSHION/COVER-CUSHION - FRONT . . . . 23-237
AMPLIFIER . . . . . . . . . . . . . . . . . . . . . . . . 8A-135 CABLE - PARKING BRAKE REAR . . . . . . . . . 5-156 CUSHION/COVER-CUSHION - SECOND
ANTENNA - NAVIGATION . . . . . . . . . . . . . . 8A-139 CABLE - REMOTE LOCK ACTUATOR . . . . . . 23-89 ROW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-239
ANTENNA - SATELLITE RADIO . . . . . . . . . 8A-137 CABLE-GEARSHIFT . . . . . . . . . . . . 21-387, 21-762 CUSHION/COVER-SEAT BACK - FRONT . . . 23-246
ANTENNA CABLE . . . . . . . . . . . . . . . . . . . . 8A-141 CABLE-PARK LOCK . . . . . . . . . . . 21-432, 21-806 CUSHION/COVER-SEAT BACK - SECOND
ANTENNA CABLE-INSTRUMENT PANEL . . 8A-142 CALIPER - FRONT DISC BRAKE - SRT8 . . . . 5-56 ROW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-249
ANTENNA-REAR GLASS INTEGRAL . . . . . . 8A-140 CALIPER - FRONT SINGLE PISTON DISC CYLINDER HEAD COVER . . . . . . . . . . . . . . 9-2701
ARM - LOWER CONTROL - AWD . . . . . . . . . 2-38 BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-35 CYLINDER HEAD . . . . . . 9-1935, 9-2320, 9-2487,
ARM - LOWER CONTROL - RWD . . . . . . . . . 2-45 CALIPER - FRONT TWIN PISTON DISC 9-2638
ARM - UPPER CONTROL . . . . . . . . . . . . . . . 2-84 BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-43 CYLINDER HEAD(S) . . . . . . . . . . . . . . . . . . 9-2135
ARMREST-REAR . . . . . . . . . . . . . . . . . . . . 23-236 CALIPER - REAR DISC BRAKE - SRT8 . . . . . 5-69 CYLINDER LINERS . . . . . . . . . . . . . . . . . . 9-2728
ARMS-ROCKER . . . . . . . . . . . . . . . . . . . . . 9-1979 CALIPER - REAR DISC BRAKE . . . . . . . . . . . 5-61 CYLINDER-IGNITION KEY AND LOCK . . . . . . 8I-60
ASH RECEIVER . . . . . . . . . . . . . . . . . . . . . 23-132 CAMBER LINK . . . . . . . . . . . . . . . . . . . . . . . 2-121 D-PILLAR TRIM . . . . . . . . . . . . . . . . . . . . . 23-185
ASSEMBLY-EXHAUST GAS RECIRC CAMSHAFT OIL SEAL(S) . . . . . . . . . . . . . . 9-2676 DAMPER - CRANKSHAFT . . . . . . . . . . . . . 9-2217
VALVE.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-47 CAMSHAFT . . . . . . . . . . . . . . . . . . 9-2355, 9-2523 DAMPER - VIBRATION . . . . . . . . . . . . . . . 9-2736
ASSEMBLY-INPUT CLUTCH . . . . . . . . . . . . 21-768 CAMSHAFT(S) . . . . . . . . . 9-1947, 9-2165, 9-2691 DAMPER-CRANKSHAFT . 9-2010, 9-2392, 9-2560
ASSEMBLY-INSTRUMENT PANEL . . . . . . . 23-134 CANISTER-VAPOR . . . . . . . . . . . . . . . . . . . . 25-27 DECKLID - SPOILER . . . . . . . . . . . . . . . . . . 23-30
ASSEMBLY-MODULE . . . . . . . . . . . . . . . . . 23-292 CAPACITOR-IGNITION COIL . . . . . . . . . . . . . . 8I-48 DECKLID . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-20
ASSEMBLY-NATURAL VAC LEAK CARPET . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-175 DEFLECTOR-WIND . . . . . . . . . . . . . . . . . . . 23-300
DETECTION . . . . . . . . . . . . . . . . . . . . . . . . . 25-19 CATALYTIC CONVERTER . . . . . . . . . . . . . . . . 11-7 DIFFERENTIAL . . . . . . . . . . . . . . . . . 3-144, 3-213
ASSEMBLY-TRANSMISSION SOLENOID/ CENTER HIGH MOUNTED STOP LAMP . . . . 8L-82 DIODE . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-01-19
PRESSURE SWITCH . . . . . . . . . . . . . . . . . 21-820 CHAIN AND SPROCKETS-TIMING . . . . . . . 9-2080 DOME LAMP - POLICE . . . . . . . . . . . . . . . 8L-153
AUDIO - ELECTRICAL DIAGNOSTICS . . . . . . 8A-3 CHANNEL-DRAIN . . . . . . . . . . . . . . . . . . . . 23-296 DOOR - FRONT . . . . . . . . . . . . . . . . . . . . . . 23-32
AUDIO/VIDEO - SERVICE INFORMATION . . 8A-132 CHARGE AIR COOLER AND PLUMBING . . . 11-30 DOOR COURTESY LAMP . . . . . . . . . . . . . . 8L-154
AUTO HEADLAMP SENSOR . . . . . . . . . . . . . 8L-80 CHARGING . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-42 DOOR . . . . . . . . . . . . . . . . . . . . . . . . 23-33, 23-63
AUTOMATIC TRANSMISSION 42RLE - CHECK VALVE . . . . . . . . . . . . . . . . . . . . . . . 8R-69 DRIVE BELT . . . . . . . . . . . . . . . . . . . . . . . . . . 7-29
ELECTRICAL DIAGNOSTICS . . . . . . . . . . . . 21-463 CHILD RESTRAINT ANCHOR . . . . . . . . . . . 8O-372 DRIVER AIRBAG TRIM COVER . . . . . . . . . 8O-386
AUTOMATIC TRANSMISSION 42RLE - CHIME/BUZZER - ELECTRICAL DRIVER AIRBAG . . . . . . . . . . . . . . . . . . . . 8O-383
SERVICE INFORMATION . . . . . . . . . . . . . . 21-655 DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . . 8B-3 DUCT-DEFROSTER . . . . . . . . . . . . . . . . . . . 24-378
AUTOMATIC TRANSMISSION NAG1 - CHIME/BUZZER - SERVICE DUCT-FLOOR CONSOLE . . . . . . . . . . . . . . . 24-379
ELECTRICAL DIAGNOSTICS . . . . . . . . . . . . . . 21-3 INFORMATION . . . . . . . . . . . . . . . . . . . . . . . 8B-60 DUCT-FLOOR DISTRIBUTION . . . . . . . . . . 24-380
AUTOMATIC TRANSMISSION NAG1 - CLADDING-BODY SIDE . . . . . . . . . . . . . . . . 23-95 DUCT-INSTRUMENT PANEL DEMISTER . . 24-385
SERVICE INFORMATION . . . . . . . . . . . . . . 21-264 CLOCK - SERVICE INFORMATION . . . . . . . . . 8C-2 DUCT-INSTRUMENT PANEL . . . . . . . . . . . . 24-383
AUTOMATIC TRANSMISSION NAG1 - CLOCKSPRING . . . . . . . . . . . . . . . . . . . . . 8O-374 ELECTRONIC CONTROL MODULES -
SHIFTER DIAGNOSTICS . . . . . . . . . . . . . . . 21-221 CLUSTER LENS . . . . . . . . . . . . . . . . . . . . . . 8J-70 ELECTRICAL DIAGNOSTICS . . . . . . . . . . . . . . 8E-3
B-PILLAR TRIM . . . . . . . . . . . . . . . . . . . . . 23-168 CLUTCH-A/C COMPRESSOR . . . . . . . . . . . 24-348 ELECTRONIC CONTROL MODULES -
B1-HOLDING CLUTCH . . . . . . . . . . . . . . . . 21-394 CLUTCH-FREEWHEELING . . . . . . . . . . . . . 21-383 SERVICE INFORMATION . . . . . . . . . . . . . . 8E-243
B2-HOLDING CLUTCH . . . . . . . . . . . . . . . . 21-399 CLUTCHES-DRIVING . . . . . . . . . . . . . . . . . 21-758 ELECTRONIC VEHICLE INFORMATION
BACKLITE . . . . . . . . . . . . . . . . . . . . . . . . . 23-274 CLUTCHES-HOLDING . . . . . . . . . . 21-392, 21-767 CENTER . . . . . . . . . . . . . . . . . . . . . . . . . . 8M-158
BALL JOINT - LOWER . . . . . . . . . . . . . . . . . . 2-36 CLUTCHES-INPUT . . . . . . . . . . . . . . . . . . . 21-405 ELEMENT-AIR CLEANER . . . . . . . . 9-2132, 9-2634
BALL JOINT - UPPER . . . . . . . . . . . . . . . . . . 2-83 COIL-IGNITION . . . . . . . . . . . . . . . . . . . . . . . 8I-41 EMISSIONS CONTROL . . . . . . . . . . . . . . . . . . 25-2
BAR - STABILIZER . . . . . . . . . . . . . . . 2-181, 2-71 COLLAR-STRUCTURAL . . . . . . . . . . . . . . . 9-2017 ENGINE - 2.7L DOHC - SERVICE
BASE COAT/CLEAR COAT FINISH . . . . . . . 23-224 COLUMN ELECTRICAL DIAGNOSIS . . . . . . . 19-15 INFORMATION . . . . . . . . . . . . . . . . . . . . . . 9-1901
BATTERY CABLES . . . . . . . . . . . . . . . . . . . . 8F-20 COLUMN SERVICE INFORMATION . . . . . . 19-112 ENGINE - 3.0L TD SERVICE
BATTERY HOLDDOWN . . . . . . . . . . . . . . . . . 8F-19 COMMUNICATION . . . . . . . . . . . . . . . . . . . 8E-258 INFORMATION . . . . . . . . . . . . . . . . . . . . . . 9-2604
BATTERY SYSTEM . . . . . . . . . . . . . . . . . . . . . 8F-2 COMPRESSION LINK . . . . . . . . . . . . . . . . . . 2-130 ENGINE - 3.5L - SERVICE INFORMATION . 9-2098
BATTERY TRAY . . . . . . . . . . . . . . . . . . . . . . 8F-39 COMPRESSOR-A/C . . . . . . . . . . . . . . . . . . 24-429 ENGINE - 5.7L SERVICE INFORMATION . . 9-2287
BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-9 CONDENSER-A/C . . . . . . . . . . . . . . . . . . . . 24-440 ENGINE - 6.1L SERVICE INFORMATION . . 9-2454
BEARING -CONNECTING ROD . . . . . . . . . . 9-2189 CONNECTOR . . . . . . . . . . . . . . . . . . . . . 8W-01-15 ENGINE BLOCK HEATER . . . . . . . . . . . . . . . . 7-46
BEARING -CRANKSHAFT MAIN . . . . . . . . . 9-2197 CONNECTOR/GROUND/SPLICE ENGINE BLOCK . 9-1981, 9-2354, 9-2522, 9-2714
BEARING-CENTER . . . . . . . . . . . . . . . . . . . . . 3-15 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . 8W-91-2 ENGINE COOLANT TEMP SENSOR . . . . . . . . 7-49
BEARING-DIFFERENTIAL CASE . . . . 3-160, 3-230 CONSOLE-FLOOR . . . . . . . . . . . . . . . . . . . 23-180 ENGINE COOLANT THERMOSTAT . . . . . . . . . 7-53
BEARING-OUTPUT SHAFT . . . . . . 21-426, 21-798 CONTACT-TEMPERATURE SENSOR/PARK- ENGINE ELECTRICAL DIAGNOSTICS -
BEARINGS . . . . . . . . . . . . . . . . . . . . . . . . . 21-753 NEUTRAL . . . . . . . . . . . . . . . . . . . . . . . . . . 21-450 DIESEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1043
BEARINGS-CONNECTING ROD . . . . . . . . . 9-1984 CONTROL-A/C-HEATER . . . . . . . . . . . . . . . 24-355 ENGINE ELECTRICAL DIAGNOSTICS . . . . . . . . 9-6
BEARINGS-CRANKSHAFT MAIN . 9-1993, 9-2374, CONVERTER-TORQUE . . . . . . . . . 21-453, 21-823 ENGINE MOUNTING . . . . . . . . . . . . . . . . . . 9-2220
9-2542 COOLANT RECOVERY CONTAINER . . . . . . . . 7-45 ENGINE MOUNTING-FRONT . . . . . 9-2397, 9-2563
BELLY PAN . . . . . . . . . . . . . . . . . . . . . . . . . 23-93 COOLANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-40 EVAPORATIVE EMISSIONS . . . . . . . . . . . . . 25-14
BELT TENSIONER . . . . . . . . . . . . . . . . . . . . . 7-24 COOLER & LINES-OIL . . . . . . . . . . . . . . . . 9-2038 EVAPORATOR-A/C . . . . . . . . . . . . . . . . . . . 24-447
BELT-TIMING AND SPROCKETS . . . . . . . . 9-2274 COOLER ENGINE OIL . . . . . . . . . . . . . . . . . 9-2433 EXHAUST GAS RECIRCULATION . . . . . . . . . 25-34
BEZEL-CENTER . . . . . . . . . . . . . . . . . . . . . 23-144 COOLER-ENGINE OIL . . . . . . . . . . . . . . . . . 9-2235 EXHAUST MANIFOLD . . . . . . . . . . . . . . . . 9-2770
BEZEL-CLUSTER . . . . . . . . . . . . . . . . . . . . 23-148 COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2 EXHAUST SYSTEM . . . . . . . . . . . . . . . . . . . . 11-2
BIN-GLOVE BOX . . . . . . . . . . . . . . . . . . . . 23-152 CORE-HEATER . . . . . . . . . . . . . . . . . . . . . . 24-442 EXTERIOR HANDLE . . . . . . . . . . . . . 23-37, 23-67
BLOCK -CYLINDER . . . . . . . . . . . . . . . . . . 9-2187 CORE-VALVE-SERVICE PORT . . . . . . . . . . . 24-445 FAN-RADIATOR . . . . . . . . . . . . . . . . . . . . . . . 7-73
BODY CODE PLATE . . . . . . . . . . . . . . . . . . Intro.-2 COUPLING-STEERING . . . . . . . . . . . . . . . . 19-157 FASCIA-FRONT . . . . . . . . . . . . . . . . . . . . . . . 13-5
BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-2 COVER CYLINDER HEAD - LEFT . . . . . . . . 9-2167 FASCIA-REAR . . . . . . . . . . . . . . . . . . . . . . . 13-11
BODY-VALVE . . . . . . . . . . . . . . . . . . . . . . . 21-836 COVER CYLINDER HEAD - RIGHT . . . . . . . 9-2169 FASTENER IDENTIFICATION . . . . . . . . . . . Intro.-5
BOOSTER - POWER BRAKE . . . . . . . . . . . . 5-113 COVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-19 FASTENER USAGE . . . . . . . . . . . . . . . . . . . Intro.-7
BOOSTER-ACTIVE BRAKE - MK25 . . . . . . . . 5-422 COVER(S)-CYLINDER HEAD . . . . . . . . . . . 9-1952 FILTER -OIL . . . . . . . . . . . . . . . . . . . . . . . . 9-2237
BOOT-CV INNER . . . . . . . . . . . . . . . . . . . . . . 3-33 COVER-CYLINDER HEAD . . . . . . . 9-2329, 9-2497 FILTER-ENGINE OIL . . . . . . . . . . . 9-2414, 9-2575
BOOT-CV OUTER . . . . . . . . . . . . . . . . . . . . . . 3-38 COVER-DIFFERENTIAL . . . . . . . . . . . 3-162, 3-232 FILTER-OIL . . . . . . . . . . . . . . . . . . . . . . . . . 9-2040
BRAKES - ABS ELECTRICAL COVER-FRONT TIMING BELT . . . . . . . . . . . 9-2270 FILTER-PARTICULATE AIR . . . . . . . . . . . . . 24-387
DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . 5-175 COVER-GUIDE MECHANISM . . . . . . . . . . . 23-298 FINESSE SANDING/BUFFING &
BRAKES - ABS SERVICE INFORMATION . . . 5-386 COVER-REAR TIMING BELT . . . . . . . . . . . . 9-2272 POLISHING . . . . . . . . . . . . . . . . . . . . . . . . 23-225
BRAKES - BASE . . . . . . . . . . . . . . . . . . . . . . . . 5-3 COVER-STEERING COLUMN OPENING . . . 23-154 FITTING-QUICK CONNECT . . . . . . . . . . . . . 14-108
BUMPER . . . . . . . . . . . . . . . . . . . . . 23-17, 23-209 COVER-STRUCTURAL . . . . . . . . . 9-2394, 9-2562 FLEX PLATE . . . . . . . . . . 9-2380, 9-2548, 9-2727
BUMPER-ADJUSTMENT . . . . . . . . . . . . . . . 23-118 COVER-TIMING CHAIN . . . . . . . . . . . . . . . 9-2077 FLUID - CAPACITIES & RECOMMENDED . . . 04-2
BUMPER-FRONT . . . . . . . . . . . . . . . . . . . . . . 13-3 COVER-TIMING . . . . . . . . . . . . . . 9-2441, 9-2591 FLUID AND FILTER . . . . . . . . . . . . 21-379, 21-759
2 INDEX LX
FLUID CAPACITIES . . . . . . . . . . . . . . . . . . . 00-10 INSTRUMENT CLUSTER - ELECTRICAL MOTOR-SEAT ADJUSTER . . . . . . . . . . . . . 8N-191
FLUID COOLER . . . . . . . . . . . . . . . . . . . . . 19-234 DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . . 8J-2 MOTOR/MODULE-SUNROOF . . . . . . . . . . . 8N-223
FLUID FILL AND CHECK LOCATIONS . . . . . 00-11 INSTRUMENT CLUSTER - SERVICE MOUNT - REAR . . . . . . . . . . . . . . . . . . . . . 9-2227
FLUID TYPES . . . . . . . . . . . . . . . . . . . . . . . . . 00-5 INFORMATION . . . . . . . . . . . . . . . . . . . . . . . 8J-46 MOUNT - RIGHT . . . . . . . . . . . . . . . . . . . . 9-2224
FOG LAMP UNIT . . . . . . . . . . . . . . . . . . . . . 8L-85 INSTRUMENT PANEL SWITCH POD . . . . . . 8J-71 MOUNT -LEFT . . . . . . . . . . . . . . . . . . . . . . 9-2221
FRAME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-15 INTAKE MANIFOLD . . . . . . . . . . . . . . . . . . 9-2764 MOUNT LEFT - AWD . . . . . . . . . . . . . . . . . 9-2223
FRONT AXLE - 175 FIA . . . . . . . . . . . . . . . . . 3-58 INTEGRATED CONTROL UNIT - MK25 . . . . . 5-424 MOUNT RIGHT - AWD . . . . . . . . . . . . . . . . 9-2226
FRONT FLOOR FOOT REST . . . . . . . . . . . . 23-186 INTEGRATED CONTROL UNIT - MK25E . . . . 5-430 MOUNT-LEFT . . . . . . . . . . . . . . . . . . . . . . . 9-2021
FRONT PARK/TURN SIGNAL LAMP . . . . . . . 8L-91 INTEGRATED POWER MODULE . . . . . . . 8W-97-3 MOUNT-REAR . . . . . . . . . . . . . . . . . . . . . . 9-2030
FRONT SEAT BELT HEIGHT ADJUSTER . . . 8O-388 INTERNATIONAL SYMBOLS . . . . . . . . . . . . . . 00-2 MOUNT-RIGHT . . . . . . . . . . . . . . . . . . . . . . 9-2026
FRONT SIDE MARKER LAMP UNIT - INTERNATIONAL SYMBOLS . . . . . . . . . . . Intro.-8 MOUNTING-ENGINE REAR . . . . . . 9-2408, 9-2569
CHARGER . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-90 INTRUSION MODULE - EXPORT . . . . . . . . 8Q-132 MUFFLER . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-14
FRONT SIDE MARKER LAMP . . . . . . . . . . . 8L-87 INTRUSION SENSOR - EXPORT . . . . . . . . 8Q-134 MULTI-FUNCTION SWITCH . . . . . . . . . . . . 8L-122
FRONT WIPER MODULE . . . . . . . . . . . . . . . 8R-70 JUMP STARTING . . . . . . . . . . . . . . . . . . . . . 00-22 NAVIGATION/TELECOMMUNICATION -
FRONT WIPER MOTOR . . . . . . . . . . . . . . . . 8R-75 JUNCTION BLOCK . . . . . . . . . . . . . . . . . . . . . 5-79 ELECTRICAL DIAGNOSTICS . . . . . . . . . . . . . . 8T-3
FRONT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4 KNUCKLE - AWD . . . . . . . . . . . . . . . . . . . . . . 2-15 NAVIGATION/TELECOMMUNICATION -
FUEL DELIVERY - DIESEL . . . . . . . . . . . . . 14-100 KNUCKLE - RWD . . . . . . . . . . . . . . . . . . . . . . 2-23 SERVICE INFORMATION . . . . . . . . . . . . . . . 8T-56
FUEL DELIVERY . . . . . . . . . . . . . . . . . . . . . . . 14-2 KNUCKLE . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-108 NOISE SUPPRESSION COMPONENTS-
FUEL INJECTION - DIESEL . . . . . . . . . . . . 14-229 LAMPS/LIGHTING - EXTERIOR - RADIO . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-146
FUEL INJECTION . . . . . . . . . . . . . . . . . . . . 14-169 ELECTRICAL DIAGNOSTICS . . . . . . . . . . . . . . 8L-2 OCCUPANT CLASSIFICATION MODULE . . . 8O-396
FUEL LINES . . . . . . . . . . . . . . . . . . . . . . . . . 14-98 LAMPS/LIGHTING - EXTERIOR - OCCUPANT RESTRAINT CONTROLLER . . . 8O-399
FUEL TANK FILLER TUBE . . . . . . . . . . . . . . 14-85 SERVICE INFORMATION . . . . . . . . . . . . . . . 8L-73 OIL COOLER . . . . . . . . . . . . . . . . . . . . . . . 9-2762
FUSE LOCATIONS & TYPES . . . . . . . . . . . . . 04-4 LAMPS/LIGHTING - INTERIOR - OIL FILTER . . . . . . . . . . . . . . . . . . . . . . . . . 9-2745
GAP AND FLUSH . . . . . . . . . . . . . . . . . . . . 23-318 ELECTRICAL DIAGNOSTICS . . . . . . . . . . . . 8L-145 OIL JET . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2758
GAS PROP . . . . . . . . . . . . . . . . . . . . . . . . . 23-210 LAMPS/LIGHTING - INTERIOR - SERVICE OIL PAN . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2746
GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-198 INFORMATION . . . . . . . . . . . . . . . . . . . . . . 8L-152 OIL PRESSURE RELIEF VALVE . . . . . . . . . 9-2753
GEAR-PINION/RING . . . . . . . . . . . . . 3-164, 3-234 LATCH HANDLE . . . . . . . . . . . . . . . . . . . . . 23-214 OIL PRESSURE SENDING UNIT . . . . . . . . . . 9-2754
GEARTRAIN-PLANETARY . . . . . . . 21-435, 21-809 LATCH RELEASE CABLE . . . . . . . . . . . . . . 23-123 OIL PUMP . . . . . . . . . . . . . . . . . . . . . . . . . 9-2756
GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . 8F-45 LATCH STRIKER . . . . . . . . 23-125, 23-215, 23-27 OIL . . . . 9-2036, 9-2232, 9-2413, 9-2574, 9-2744
GLASS RUN CHANNEL . . . . . . . . . . . . . . . . 23-70 LATCH . . . . 23-121, 23-213, 23-25, 23-44, 23-73 OIL-A/C REFRIGERANT . . . . . . . . . . . . . . . 24-461
GLASS . . . . . . . . . . . . . . . . 23-302, 23-40, 23-68 LATCH-GLOVE BOX . . . . . . . . . . . . . . . . . . 23-157 OPENING DIMENSIONS . . . . . . . . . . . . . . . 23-326
GLASS-LIFTGATE . . . . . . . . . . . . . . . . . . . . 23-278 LEFT MOUNT . . . . . . . . . . . . . . . . . . . . . . . 9-2741 OUTLETS-AIR . . . . . . . . . . . . . . . . . . . . . . 24-417
GLASS-QUARTER . . . . . . . . . . . . . . . . . . . 23-282 LEVER - PARKING BRAKE . . . . . . . . . . . . . . 5-161 OVERHEAD CONSOLE - ELECTRICAL
GLASS-SIDE VIEW MIRROR . . . . . . . . . . . 23-114 LEVER-ELECTRONIC TELESCOPING . . . . . 19-164 DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . 8M-142
GRID-REAR WINDOW DEFOGGER . . . . . . . . 8G-4 LEVER-GEAR SHIFT . . . . . . . . . . . . . . . . . . 19-169 OVERHEAD CONSOLE - SERVICE
GRILLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-98 LICENSE PLATE LAMP UNIT . . . . . . . . . . . 8L-119 INFORMATION . . . . . . . . . . . . . . . . . . . . . 8M-156
GRILLE-DEFROSTER . . . . . . . . . . . . . . . . . 23-156 LIFTGATE LAMP . . . . . . . . . . . . . . . . . . . . 8L-156 PADS - FRONT BRAKE . . . . . . . . . . . . . . . . . 5-20
GUIDE-SUNROOF GLASS . . . . . . . . . . . . . . 23-306 LIFTGATE OPENING UPPER TRIM . . . . . . . 23-192 PADS - FRONT/REAR BRAKE - SRT8 . . . . . . 5-28
HANDS FREE MODULE . . . . . . . . . . . . . . . . 8T-59 LIFTGATE SCUFF PLATE . . . . . . . . . . . . . . 23-193 PADS - REAR BRAKE . . . . . . . . . . . . . . . . . . 5-24
HEADLAMP LEVEL SENSOR - EXPORT . . . 8L-108 LIFTGATE . . . . . . . . . . . . . . . . . . . . . . . . . . 23-216 PAINT CODE . . . . . . . . . . . . . . . . . . . . . . . 23-226
HEADLAMP LEVELING MODULE - LINE-A/C DISCHARGE . . . . . . . . . . . . . . . . 24-449 PAINT TOUCH-UP . . . . . . . . . . . . . . . . . . . 23-227
EXPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-106 LINE-A/C LIQUID . . . . . . . . . . . . . . . . . . . . 24-452 PAINT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-223
HEADLAMP UNIT . . . . . . . . . . . . . . . . . . . . 8L-113 LINE-A/C SUCTION . . . . . . . . . . . . . . . . . . 24-457 PAN - OIL . . . . . . . . . . . . . . . . . . . . . . . . . 9-2238
HEADLAMP WASHER HOSE . . . . . . . . . . . . 8R-83 LINES-HIGH PRESSURE . . . . . . . . . . . . . . 14-114 PAN-ENGINE OIL . . . . . . . . . . . . . . . . . . . . 9-2415
HEADLAMP WASHER PUMP MOTOR . . . . . 8R-84 LOCK CYLINDER - POLICE ONLY . . . . . . . 23-206 PAN-ENGINE OIL-AWD . . . . . . . . . . . . . . . 9-2421
HEADLAMP WASHER . . . . . . . . . . . . . . . . . 8R-81 LOCK CYLINDER . . . . . . . . . . . . . . . . . . . . . 23-50 PAN-OIL . . . . . . . . . . . . . . . . . . . . 9-2043, 9-2576
HEADLAMP . . . . . . . . . . . . . . . . . . . . . . . . . 8L-92 LOCK CYLINDER-GLOVE BOX . . . . . . . . . . 23-158 PANEL-COWL TOP . . . . . . . . . . . . . . . . . . . . 23-96
HEADLINER . . . . . . . . . . . . . . . . . . . . . . . . 23-187 LUBRICATION POINTS . . . . . . . . . . . . . . . . . 00-12 PARK ASSIST MODULE . . . . . . . . . . . . . . . . 8B-65
HEAT SHIELDS . . . . . . . . . . . . . . . . . . . . . . 11-13 LUBRICATION . . 9-2032, 9-2229, 9-2411, 9-2572, PARK ASSIST SENSOR . . . . . . . . . . . . . . . . 8B-69
HEATED GLASS - SERVICE 9-2743 PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . 5-148
INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . 8G-2 MAINTENANCE SCHEDULES . . . . . . . . . . . . 00-13 PARTICULATE FILTER . . . . . . . . . . . . . . . . . 11-21
HEATED MIRRORS - SERVICE MAINTENANCE SCHEDULES . . . . . . . . . . . . . 04-8 PARTS AND LUBRICANT
INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . 8G-9 MANIFOLD - EXHAUST . . . . . . . . 9-2436, 9-2587 RECOMMENDATIONS . . . . . . . . . . . . . . . . . . 00-3
HEATED SEATS - ELECTRICAL MANIFOLD - INTAKE . . . . 9-2256, 9-2434, 9-2585 PASSENGER AIRBAG . . . . . . . . . . . . . . . . 8O-404
DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . 8G-11 MANIFOLD-EXHAUST LEFT . . . . . . . . . . . . 9-2265 PCV VALVE . . . . . . . . . . . . . . . . . . . . . . . . . 25-23
HEATED SEATS - SERVICE INFORMATION . 8G-74 MANIFOLD-EXHAUST RIGHT . . . . . . . . . . . 9-2267 PCV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2760
HEATER SUPPLY TUBE . . . . . . . . . . . . . . . . . 7-60 MANIFOLD-EXHAUST . . . . . . . . . . . . . . . . 9-2068 PEDAL - ADJUSTABLE BRAKE . . . . . . . . . . 5-107
HEATER UNIT . . . . . . . . . . . . . . . . . . . . . . 24-471 MANIFOLD-INTAKE . . . . . . . . . . . . . . . . . . 9-2060 PEDAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-100
HEATER-CUSHION PAD . . . . . . . . . . . . . . . . 8G-76 MANUFACTURE PLATE . . . . . . . . . . . . . . . Intro.-9 PEDAL-ACCELERATOR . . . . . . . . . . . . . . . . 14-176
HINGE . . . . 23-119, 23-212, 23-23, 23-42, 23-71 MASTER CYLINDER . . . . . . . . . . . . . . . . . . . 5-83 PISTON & CONNECTING ROD . . . 9-2384, 9-2552,
HOISTING . . . . . . . . . . . . . . . . . . . . . . . . . . 00-20 MECHANISM-BRAKE TRANSMISSION 9-2729
HOOD AJAR SWITCH - EXPORT . . . . . . . . 8Q-130 SHIFT INTERLOCK . . . . . . . . . . . . 21-351, 21-754 PLANETARY-TRANSFER CASE . . . . . . . . . . 21-889
HOOD . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-120 MECHANISM-SHIFT . . . . . . . . . . . 21-439, 21-813 PLATE - FLEX . . . . . . . . . . . . . . . . . . . . . . 9-2207
HOOD-BEZEL . . . . . . . . . . . . . . . . . . . . . . . 23-130 MESSAGE CENTER - ELECTRICAL PLATE-FLEX . . . . . . . . . . . . . . . . . . . . . . . . 9-2001
HORN - ELECTRICAL DIAGNOSTICS . . . . . . . 8H-2 DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . 8M-3 PLUG-GLOW . . . . . . . . . . . . . . . . . . . . . . . . . 8I-70
HORN SYSTEM- SERVICE INFORMATION . . 8H-17 METRIC SYSTEM . . . . . . . . . . . . . . . . . . Intro.-10 PLUG-SPARK . . . . . . . . . . . . . . . . . . . . . . . . 8I-72
HORN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8H-18 MIRROR-INSIDE REARVIEW . . . . . . . . . . . 23-200 PLUMBING . . . . . . . . . . . . . . . . . . . . . . . . 24-423
HOSE - PRESSURE . . . . . . . . . . . . . . . . . . 19-241 MIRROR-INSIDE REARVIEW . . . . . . . . . . . 8N-116 POWER DISTRIBUTION CENTER . . . . . . . 8W-97-6
HOSE - RETURN . . . . . . . . . . . . . . . . . . . . 19-257 MIRROR-SIDE VIEW . . . . . . . . . . . . . . . . . 23-112 POWER DISTRIBUTION . . . . . . . . . . . . . . 8W-97-2
HOSE - SUPPLY . . . . . . . . . . . . . . . . . . . . . 19-275 MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . 8M-137 POWER LOCKS - ELECTRICAL
HOSE-DRAIN . . . . . . . . . . . . . . . . . . . . . . . 23-310 MODULE-ANTENNA . . . . . . . . . . . . . . . . . . 8A-143 DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . . 8N-2
HOUSING-AIR CLEANER . 9-1934, 9-2134, 9-2636 MODULE-ANTILOCK BRAKE - MK25 . . . . . 8E-245 POWER LOCKS - SERVICE
HOUSING-COOLANT OUTLET . . . . . . . . . . . . 7-43 MODULE-ANTILOCK BRAKE - MK25E . . . . 8E-250 INFORMATION . . . . . . . . . . . . . . . . . . . . . . . 8N-51
HOUSING-HVAC . . . . . . . . . . . . . . . . . . . . . 24-390 MODULE-DOOR . . . . . . . . . . . . . . . . . . . . . 8E-261 POWER MIRRORS - ELECTRICAL
HUB AND BEARING . . . . . . . . . . . . . . . . 2-8, 2-95 MODULE-ENGINE CONTROL . . . . . . . . . . . 8E-263 DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . 8N-59
HVAC - ELECTRICAL DIAGNOSTICS . . . . . . . 24-4 MODULE-FRONT CONTROL . . . . . . . . . . . . 8E-270 POWER MIRRORS - SERVICE
HVAC - SERVICE INFORMATION . . . . . . . . 24-321 MODULE-FUEL PUMP . . . . . . . . . . 14-134, 14-46 INFORMATION . . . . . . . . . . . . . . . . . . . . . . 8N-115
HYDRAULIC CONTROL UNIT . . . . . . . . . . . . 5-423 MODULE-HEATED SEATS . . . . . . . . . . . . . . 8G-79 POWER OUTLET . . . . . . . . . . . . . . . . . . . 8W-97-7
HYDRAULIC LIFTERS . . . . . . . . . . . . . . . . 9-2712 MODULE-PARK ASSIST DISPLAY-FRONT . . 8B-63 POWER SEAT RECLINER . . . . . . . . . . . . . . 8N-197
HYDRAULIC/MECHANICAL . . . . . . . . . . . . . . 5-18 MODULE-POWER-BLOWER MOTOR . . . . . 24-359 POWER SEATS - ELECTRICAL
IDLER PULLEY . . . . . . . . . . . . . . . . . . . . . . . 7-35 MODULE-POWERTRAIN CONTROL . . . . . . 8E-278 DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . 8N-120
IGNITION SYSTEM - ELECTRICAL MODULE-SEAT MEMORY . . . . . . . . . . . . . 8E-274 POWER SEATS - SERVICE INFORMATION . 8N-185
DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . . 8I-2 MODULE-STEERING COLUMN CONTROL . 19-173 POWER TOP - ELECTRICAL DIAGNOSIS . . 8N-202
IGNITION SYSTEM - SERVICE MODULE-STEERING CONTROL . . . . . . . . . 8E-277 POWER TOP - SUNROOF SERVICE INFO . 8N-221
INFORMATION . . . . . . . . . . . . . . . . . . . . . . . 8I-32 MODULE-TRANSMISSION CONTROL . . . . 8E-296 POWER WINDOW SWITCH . . . . . . . . . . . . 8N-292
IMPACT SENSOR . . . . . . . . . . . . . . . . . . . 8O-391 MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-312 POWER WINDOWS - ELECTRICAL
INJECTOR-FUEL . . . . . . . . . . . . . . 14-183, 14-233 MOTOR-BLOWER . . . . . . . . . . . . . . . . . . . 24-414 DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . 8N-229
MOTOR-BOOST PRESSURE SERVO . . . . . . 11-32
LX INDEX 3

POWER WINDOWS - SERVICE SEAT-FRONT . . . . . . . . . . . . . . . . . . . . . . . 23-259 SUPPORT CYLINDER . . . . . . . . . . . 23-127, 23-28
INFORMATION . . . . . . . . . . . . . . . . . . . . . . 8N-291 SEATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-229 SUPPORT-LUMBAR . . . . . . . . . . . . . . . . . . 23-268
PULLEY . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-280 SENSOR - BRAKE FLUID LEVEL . . . . . . . . . . 5-17 SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
PUMP - OIL . . . . . . . . . . . . . . . . . . . . . . . . 9-2250 SENSOR - EGR BACK PRESSURE . . . . . . . . 25-59 SWITCH - STOP LAMP . . . . . . . . . . . . . . . 8L-125
PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-219 SENSOR - TPM . . . . . . . . . . . . . . . . . . . . . . 22-62 SWITCH - SUNROOF . . . . . . . . . . . . . . . . . 8N-226
PUMP-ENGINE OIL . . . . . . . . . . . . 9-2430, 9-2582 SENSOR-ACCELERATOR PEDAL SWITCH-ADJUSTABLE PEDALS . . . . . . . . . . . 5-15
PUMP-HIGH PRESSURE FUEL . . . . . . . . . . 14-103 POSITION . . . . . . . . . . . . . . . . . . . . . . . . . 14-238 SWITCH-ESP . . . . . . . . . . . . . . . . . . . . . . . . 5-420
PUMP-OIL . . . . . . . . . . . . . . . . . . . . . . . . . 9-2054 SENSOR-AMBIENT AIR TEMPERATURE . . 24-366 SWITCH-HEADLAMP . . . . . . . . . . . . . . . . . 8L-112
PUMP-OIL . . . . . . . . . . . . . . . . . . 21-423, 21-795 SENSOR-AMBIENT AIR TEMPERATURE . . 8M-170 SWITCH-HEATED SEAT . . . . . . . . . . . . . . . . 8G-82
QUARTER TRIM PANEL . . . . . . . . . . . . . . . 23-194 SENSOR-BOOST PRESSURE . . . . . . . . . . . 14-247 SWITCH-HORN . . . . . . . . . . . . . . . . . . . . . . 8H-19
QUARTER TRIM SPEAKER BEZEL . . . . . . . 23-197 SENSOR-BRAKE PRESSURE - MK25 . . . . . . 5-396 SWITCH-IGNITION . . . . . . . . . . . . . . . . . . . . 8I-50
QUICK CONNECT FITTING . . . . . . . . . . . . . . 14-95 SENSOR-CAMSHAFT POSITION . . . . . . . . . 14-240 SWITCH-MIRROR . . . . . . . . . . . . . . . . . . . 8N-117
RACK-LUGGAGE - CROSSBAR . . . . . . . . . 23-101 SENSOR-CAMSHAFT POSITION . . . . . . . . . . 8I-34 SWITCH-OIL PRESSURE SENSOR . . . . . . . 9-2249
RACK-LUGGAGE . . . . . . . . . . . . . . . . . . . . . 23-99 SENSOR-CRANKSHAFT POSITION . . . . . . 14-178, SWITCH-OIL PRESSURE . . . . . . . . . . . . . . 9-2052
RADIATOR PRESSURE CAP . . . . . . . . . . . . . . 7-65 14-242 SWITCH-REAR WINDOW DEFOGGER . . . . . . 8G-7
RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-62 SENSOR-DYNAMICS (ESP) . . . . . . . . . . . . . 5-393 SWITCH-REMOTE RADIO . . . . . . . . . . . . . 8A-159
RADIO . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-147 SENSOR-EVAPORATOR TEMPERATURE . . 24-368 SWITCH-SEAT . . . . . . . . . . . . . . . . . . . . . . 8N-198
RAIL-FUEL . . . . . . . . . . . . . . . . . . . 14-255, 14-56 SENSOR-FRONT WHEEL SPEED . . . . . . . . . 5-409 SWITCH-SUNROOF . . . . . . . . . . . . . . . . . . 23-315
READING LAMP . . . . . . . . . . . . . . . . . . . . . 8L-158 SENSOR-FUEL LEVEL SENDING UNIT . . . . 14-144 SWITCH-TRACTION CONTROL/ASR . . . . . . 5-421
REAR AXLE - 198RII . . . . . . . . . . . . . . . . . . 3-107 SENSOR-FUEL LEVEL . . . . . . . . . . . . . . . . . 14-10 SWITCH-WINDOW/DOOR LOCK . . . . . . . . . 8N-54
REAR AXLE - 210RII . . . . . . . . . . . . . . . . . . 3-176 SENSOR-FUEL PRESSURE . . . . . . . . . . . . 14-244 TAIL LAMP UNIT . . . . . . . . . . . . . . . . . . . . 8L-129
REAR AXLE - 215RII . . . . . . . . . . . . . . . . . . 3-247 SENSOR-FUEL TEMPERATURE . . . . . . . . . 14-251 TANK-FUEL . . . . . . . . . . . . . . . . . . . 14-115, 14-66
REAR DOOR SILL SCUFF PLATE . . . . . . . . 23-198 SENSOR-INFRARED . . . . . . . . . . . . . . . . . . 24-370 TAPPETS-HYDRAULIC ROLLER . . 9-2381, 9-2549
REAR SHELF TRIM PANEL . . . . . . . . . . . . 23-199 SENSOR-INLET AIR TEMPERATURE . . . . . 14-187 TASK MANAGER . . . . . . . . . . . . . . . . . . . . . 25-61
REAR WIPER MOTOR - WAGON ONLY . . . . 8R-88 SENSOR-INPUT SPEED . . . . . . . . . . . . . . . 21-791 TENSION LINK . . . . . . . . . . . . . . . . . . . . . . . 2-141
REAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-92 SENSOR-INTAKE AIR TEMPERATURE . . . . 14-249 TENSIONER - TIMING BELT & PULLEY . . . 9-2282
RECEIVER-SATELLITE . . . . . . . . . . . . . . . . 8A-149 SENSOR-KNOCK . . . . . . . . . . . . . . . . . . . . . . 8I-63 TENSIONER - TIMING CHAIN . . . . 9-2451, 9-2601
RECEIVER/DRIER-A/C . . . . . . . . . . . . . . . . 24-463 SENSOR-MANIFOLD ABSOLUTE TENSIONER-TIMING CHAIN . . . . . . . . . . . . 9-2089
REFRIGERANT-A/C . . . . . . . . . . . . . . . . . . . 24-465 PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . 14-201 TERMINAL . . . . . . . . . . . . . . . . . . . . . . . 8W-01-20
REGULATOR-FUEL PRESSURE . . . . . . . . . . 14-34 SENSOR-MASS AIR FLOW (MAF) . . . . . . . 14-245 THROTTLE BODY . . . . . . . . . . . . . . . . . . . . 14-218
RELAY-A/C CLUTCH . . . . . . . . . . . . . . . . . . 24-361 SENSOR-OUTPUT SPEED . . . . . . . . . . . . . 21-804 TIE ROD - OUTER . . . . . . . . . . . . . . . . . . . 19-211
RELAY-GLOW PLUG . . . . . . . . . . . . . . . . . . . 8I-71 SENSOR-OXYGEN . . . . . . . . . . . . . . . . . . . 14-212 TIMING CHAIN & SPROCKETS . . . 9-2445, 9-2595
RELAY-HEATER UNIT . . . . . . . . . . . . . . . . . 24-474 SENSOR-RAIN . . . . . . . . . . . . . . . . . . . . . . . 8R-85 TIMING CHAIN AND SPROCKETS . . . . . . . 9-2780
RELAY-REAR WINDOW DEFOGGER . . . . . . . 8G-5 SENSOR-REAR WHEEL SPEED . . . . . . . . . . 5-415 TIMING CHAIN COVER . . . . . . . . . . . . . . . 9-2774
RELAY-TRANSMISSION CONTROL . . . . . . 21-831 SENSOR-STEERING ANGLE . . . . . . . . . . . . . 5-404 TIMING CHAIN TENSIONER . . . . . . . . . . . . 9-2789
REMOTE KEYLESS ENTRY SENSOR-SUN . . . . . . . . . . . . . . . . . . . . . . 24-371 TIRE PRESSURE MONITORING -
TRANSMITTER . . . . . . . . . . . . . . . . . . . . . . 8N-56 SENSOR-TRANSMISSION RANGE . . . . . . . 21-832 ELECTRICAL DIAGNOSIS . . . . . . . . . . . . . . . 22-16
REPEATER LAMP - EXPORT . . . . . . . . . . . 8L-124 SENSOR-TRANSMISSION TEMPERATURE . 21-835 TIRE PRESSURE MONITORING -
REPLACEMENT BULBS . . . . . . . . . . . . . . . . 04-15 SENSOR-TRAVEL - MK25 . . . . . . . . . . . . . . 5-400 SERVICE INFORMATION . . . . . . . . . . . . . . . 22-60
RESERVOIR - MASTER CYLINDER FLUID . . . 5-75 SENSOR-VARIABLE LINE PRESSURE . . . . 21-793 TIRES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-74
RESERVOIR . . . . . . . . . . . . . . . . . . . . . . . . 19-282 SENSOR-WATER IN FUEL . . . . . . . . . . . . . 14-107 TIRES/WHEELS . . . . . . . . . . . . . . . . . . . . . . . 22-3
RESISTOR-BLOWER MOTOR . . . . . . . . . . . 24-363 SENSORS-INPUT SPEED . . . . . . . . . . . . . . 21-422 TOE LINK . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-150
RESONATOR - 5.7L . . . . . . . . . . . . . . . . . . . 11-19 SENTRY KEY REMOTE ENTRY MODULE . . 8Q-139 TORQUE REFERENCES . . . . . . . . . . . . . . Intro.-12
RESONATOR - 6.1L . . . . . . . . . . . . . . . . . . . 11-20 SEPARATOR-FILTER FUEL AND WATER . . 14-102 TOWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00-24
RESTRAINTS - ELECTRICAL SHAFT LOCK MODULE - EXPORT . . . . . . . 8Q-138 TRAILER TOWING . . . . . . . . . . . . . . . . . . . . 04-17
DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . . 8O-4 SHAFT-HALF (FRONT) . . . . . . . . . . . . . . . . . . 3-19 TRANSDUCER-A/C PRESSURE . . . . . . . . . 24-375
RESTRAINTS - SERVICE INFORMATION . . 8O-364 SHAFT-HALF (REAR) . . . . . . . . . . . . . . . . . . . 3-42 TRANSFER CASE - MS140 - SERVICE
RETAINER-CRANK REAR OIL - SEAL . . . . 9-2379, SHAFT-INTERMEDIATE . . . . . . . . . . . . . . . . . 3-56 INFORMATION . . . . . . . . . . . . . . . . . . . . . . 21-860
9-2547 SHAFT-INTERMEDIATE . . . . . . . . . . . . . . . 19-160 TRANSMISSION COOLER LINES . . . . . . . . . . 7-78
RIGHT MOUNT . . . . . . . . . . . . . . . . . . . . . 9-2742 SHAFT-PROPELLER . . . . . . . . . . . . . . . . . . . . . 3-2 TRANSMISSION COOLER . . . . . . . . . . . . . . . 7-77
RING - PISTON . . . . . . . . . . . . . . . . . . . . . 9-2213 SHIELD-WHEELHOUSE - FRONT . . . . . . . . 23-106 TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . 7-75
RINGS-PISTON . . . . . . . . 9-2007, 9-2389, 9-2557 SHIELD-WHEELHOUSE - REAR . . . . . . . . . 23-108 TRANSPONDER - TPM . . . . . . . . . . . . . . . . 22-71
RISER-FRONT . . . . . . . . . . . . . . . . . . . . . . 23-256 SHOCK ABSORBER . . . . . . . . . . . . . . . . . . . 2-162 TRANSPONDER KEY . . . . . . . . . . . . . . . . . 8Q-145
ROCKER ARM SHAFT/ ROCKER ARM / SHOCK ASSEMBLY . . . . . . . . . . . . . . . . . . . . 2-55 TRIM LACE . . . . . . . . . . . . . . . . . . . . . . . . 23-316
LASH ADJUSTER . . . . . . . . . . . . . . . . . . . . 9-2175 SHOE AND LINING - PARKING BRAKE . . . . 5-169 TRIM PANEL . . . . . . . . . . . . 23-218, 23-52, 23-78
ROCKER ARM . . . . . . . . . . . . . . . 9-2337, 9-2505 SHORT RUNNER VALVE . . . . . . . . . . . . . . 14-216 TRUNK LINING . . . . . . . . . . . . . . . . . . . . . 23-203
ROCKER ARMS . . . . . . . . . . . . . . . . . . . . . 9-2710 SHROUD . . . . . . . . . . . . . . . . . . . . . . . . . . 19-185 TRUNK REAR TRIM PANEL . . . . . . . . . . . . 23-204
ROD - PISTON & CONNECTING . . . . . . . . 9-2208 SHROUD-ROLL TOP . . . . . . . . . . . . . . . . . 19-186 TUBE -SPARK PLUG . . . . . . . . . . . . . . . . . 9-2182
ROD-PISTON & CONNECTING . . . . . . . . . . 9-2002 SILENCER-INSTRUMENT PANEL . . . . . . . . 23-162 TUBE-EXHAUST GAS RECIRCULATION . . . . 25-35
ROD-PROP . . . . . . . . . . . . . . . . . . . . . . . . 23-126 SOLENOID - FUEL QUANTITY . . . . . . . . . . 14-253 TUBES/HOSES . . . . . . . . . . . . . . . . . . . . . . . 5-147
ROTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-126 SOLENOID . . . . . . . . . . . . . . . . . . 21-445, 21-818 TURBOCHARGER SYSTEM . . . . . . . . . . . . . 11-23
SEAL - AXLE SHAFT . . . . . . . . . . . . . . . . . . 3-266 SOLENOID-FUEL PRESSURE . . . . . . . . . . . 14-252 TURBOCHARGER . . . . . . . . . . . . . . . . . . . . . 11-24
SEAL - CRANKSHAFT OIL - FRONT . . . . . . 9-2721 SOLENOID-MDS . . . . . . . . . . . . . . . . . . . . 9-2395 UNDERHOOD LAMP - POLICE . . . . . . . . . . 8L-141
SEAL - CRANKSHAFT OIL REAR . . . . . . . . 9-2204 SOLENOID-PRESSURE CONTROL . . . . . . . 21-811 UNDERHOOD LAMP UNIT - POLICE . . . . . 8L-143
SEAL - PINION FLANGE . . . . . . . . . . . . . . . 3-261 SOLENOID-PROPORTIONAL PURGE . . . . . . 25-17 UNIT-ELECTROHYDRAULIC CONTROL . . . 21-355
SEAL -CAMSHAFT OIL . . . . . . . . . . . . . . . . 9-2153 SPEAKER . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-153 UNIVERSAL TRANSMITTER . . . . . . . . . . . 8M-166
SEAL -CRANKSHAFT OIL FRONT . . . . . . . . 9-2203 SPEED CONTROL . . . . . . . . . . . . . . . . . . . . . 8P-2 VACUUM PUMP . . . . . . . . . . . . . . . . . . . . . 9-2739
SEAL -VALVE STEM . . . . . . . . . . . . . . . . . . 9-2183 SPOILER . . . . . . . . . . . . . . . . . . . . . . . . . . 23-110 VALVE - PROPORTIONING . . . . . . . . . . . . . . 5-125
SEAL- CRANKSHAFT FRONT OIL . . . . . . . . 9-1995 SPOT LAMP - POLICE . . . . . . . . . . . . . . . . 8L-134 VALVE TIMING . . . . . . . . . . . . . . . 9-2074, 9-2269
SEAL-AXLE SHAFT . . . . . . . . . 3-137, 3-206, 3-99 SPOT LAMP ASSEMBLY - POLICE . . . . . . 8L-135 VALVE-A/C EXPANSION . . . . . . . . . . . . . . . 24-466
SEAL-CRANKSHAFT OIL-FRONT . . 9-2375, 9-2543 SPRING -VALVE . . . . . . . . . . . . . . . . . . . . . 9-2184 VALVES & SEATS - INTAKE/EXHAUST . . . 9-2335,
SEAL-CRANKSHAFT OIL-REAR . . . 9-2377, 9-2545 SPRING LINK . . . . . . . . . . . . . . . . . . . . . . . 2-132 9-2503
SEAL-CRANKSHAFT REAR OIL . . . . . . . . . 9-1996 SPRING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-173 VALVES & SEATS -INTAKE/EXHAUST . . . . 9-2171
SEAL-FRONT OUTPUT SHAFT . . . . . . . . . . 21-894 SPRINGS-VALVE . . . . . . . 9-1968, 9-2343, 9-2511 VALVES & SEATS-INTAKE/EXHAUST . . . . . 9-1961
SEAL-OIL PUMP . . . . . . . . . . . . . . . . . . . . 21-810 STARTER MOTOR . . . . . . . . . . . . . . . . . . . . 8F-79 VECI LABEL . . . . . . . . . . . . . . . . . . . . . . . Intro.-13
SEAL-OUTPUT SHAFT . . . . . . . . . 21-430, 21-802 STARTING . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-73 VEHICLE CERTIFICATION LABEL . . . . . . . Intro.-17
SEAL-PINION FLANGE . . . . . . . . . . . 3-139, 3-208 STATIONARY GLASS . . . . . . . . . . . . . . . . . 23-273 VEHICLE IDENTIFICATION NUMBER . . . . Intro.-14
SEAL-PINION . . . . . . . . . . . . . . . . . . . . . . . . 3-103 STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-2 VEHICLE THEFT SECURITY -
SEAL-REAR OUTPUT SHAFT . . . . . . . . . . . 21-896 STRIKER . . . . . . . . . . . . . . . . . . . . . 23-51, 23-77 ELECTRICAL DIAGNOSTICS . . . . . . . . . . . . . 8Q-3
SEAL-TORQUE CONVERTER HUB . . . . . . . 21-461 STRIKER-LATCH-GLOVE BOX . . . . . . . . . . 23-164 VEHICLE THEFT SECURITY - SERVICE
SEALER LOCATIONS . . . . . . . . . . . . . . . . . 23-332 STRIKER-SEAT BACK LATCH - SECOND INFORMATION . . . . . . . . . . . . . . . . . . . . . . 8Q-125
SEALS-VALVE GUIDE . . . . . . . . . . 9-2342, 9-2510 ROW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-264 VOLTAGE REGULATOR . . . . . . . . . . . . . . . . . 8F-71
SEALS-VALVE STEM . . . . . . . . . . . . . . . . . 9-1976 STRUCTURAL ADHESIVE LOCATIONS . . . . 23-354 VTSS/SKIS INDICATOR LAMP . . . . . . . . . . 8Q-148
SEAT BELT AND RETRACTOR . . . . . . . . . . 8O-413 STRUT - TENSION . . . . . . . . . . . . . . . . . . . . . 2-78 WASHER FLUID LEVEL SWITCH . . . . . . . . . 8R-93
SEAT BELT BUCKLE . . . . . . . . . . . . . . . . . 8O-425 STUDS - FRONT . . . . . . . . . . . . . . . . . . . . . 22-84 WASHER PUMP MOTOR . . . . . . . . . . . . . . . 8R-95
SEAT BELT TENSIONER . . . . . . . . . . . . . . . 8O-427 STUDS - REAR . . . . . . . . . . . . . . . . . . . . . . 22-85 WASHER RESERVOIR . . . . . . . . . . . . . . . . . 8R-97
SEAT TRACK POSITION SENSOR . . . . . . . 8O-428 SUNROOF - SERVICE INFORMATION . . . . 23-288 WATER PUMP . . . . . . . . . . . . . . . . . . . . . . . . 7-67
SEAT WEIGHT SENSOR . . . . . . . . . . . . . . . 8O-430 SUNSHADE . . . . . . . . . . . . . . . . . . . . . . . . 23-313 WATERSHIELD . . . . . . . . . . . . . . . . . 23-57, 23-83
4 INDEX LX
WELD LOCATIONS . . . . . . . . . . . . . . . . . . . 23-371 WINDOW REGULATOR . . . . . . . . . . . 23-58, 23-85 WIPERS/WASHERS - SERVICE
WHEEL ALIGNMENT . . . . . . . . . . . . . . . . . . 2-203 WINDSHIELD . . . . . . . . . . . . . . . . . . . . . . . 23-283 INFORMATION . . . . . . . . . . . . . . . . . . . . . . . 8R-64
WHEEL-STEERING . . . . . . . . . . . . . . . . . . . 19-195 WIPER ARMS . . . . . . . . . . . . . . . . . . . . . . 8R-102 WIRING DIAGRAM INFORMATION . . . . . 8W-01-2
WHEELS . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-80 WIPERS/WASHERS - ELECTRICAL
WINDAGE TRAY . . . . . . . . . . . . . . . . . . . . . 9-2013 DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . . 8R-2
LX DTC INDEX 1
BODY DIAGNOSTICS 83–SENSOR FAILED OPEN DURING B10AE–RIGHT BLEND DOOR TRAVEL TOO
COOLDOWN TEST (MTC) . . . . . . . . . . . . . .24-150 LARGE (ATC). . . . . . . . . . . . . . . . . . . . . . . .24-160
11–MODE POT OPEN (MTC) . . . . . . . . . . . . . . . .24-5 84–SENSOR FAILED SHORTED DURING B10AF–RIGHT BLEND DOOR ACTUATOR
12–MODE POT SHORTED (MTC) . . . . . . . . . . . .24-6 COOLDOWN TEST (MTC) . . . . . . . . . . . . . .24-150 PERFORMANCE (ATC) . . . . . . . . . . . . . . . .24-162
13–TEMP POT OPEN (MTC) . . . . . . . . . . . . . . . .24-7 85–BLOWER NOT ON HIGH DURING B10B2–A/C COOL DOWN TEST
14–TEMP POT SHORTED (MTC) . . . . . . . . . . . .24-8 COOLDOWN TEST (MTC) . . . . . . . . . . . . . .24-151 PERFORMANCE (ATC) . . . . . . . . . . . . . . . .24-193
18–BLEND DOOR RANGE TOO SMALL B1001–A/C SWITCH REQUEST INPUT B10B4–CABIN HEATER 1 CONTROL
(MTC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24-9 CIRCUIT LOW (ATC) . . . . . . . . . . . . . . . . . .24-233 CIRCUIT LOW (FCM). . . . . . . . . . . . . . . . . .24-194
21–BLEND DOOR RANGE TOO LARGE B100A–RECIRCULATION SWITCH B10B5–CABIN HEATER 1 CONTROL
(MTC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24-12 REQUEST INPUT CIRCUIT LOW (ATC) . . . .24-218 CIRCUIT HIGH (FCM). . . . . . . . . . . . . . . . . .24-198
22–FRONT MODE DOOR RANGE TOO B1016–REAR DEFROST SWITCH B10B6–CABIN HEATER 1 CONTROL
SMALL (MTC). . . . . . . . . . . . . . . . . . . . . . . .24-15 REQUEST INPUT CIRCUIT LOW (ATC) . . . .24-235 CIRCUIT OPEN (FCM) . . . . . . . . . . . . . . . .24-202
23–FRONT MODE DOOR RANGE TOO B1031–EVAPORATOR FIN TEMPERATURE B10B8–CABIN HEATER 2 CONTROL
LARGE (MTC) . . . . . . . . . . . . . . . . . . . . . . . .24-18 SENSOR CIRCUIT LOW (ATC) . . . . . . . . . .24-237 CIRCUIT LOW (FCM). . . . . . . . . . . . . . . . . .24-206
31–EVAPORATOR SENSOR OPEN (MTC) . . . . . .24-21 B1032–EVAPORATOR FIN TEMPERATURE B10B9–CABIN HEATER 2 CONTROL
SENSOR CIRCUIT HIGH (ATC) . . . . . . . . . .24-240 CIRCUIT HIGH (FCM). . . . . . . . . . . . . . . . . .24-210
32–EVAPORATOR SENSOR SHORTED
(MTC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24-25 B1034–INFRARED TEMPERATURE B10BA–CABIN HEATER 2 CONTROL
SENSOR INPUT CIRCUIT LOW (ATC). . . . . .24-244 CIRCUIT OPEN (FCM) . . . . . . . . . . . . . . . .24-214
33–A/C MODE SWITCH STUCK (MTC) . . . . . .24-28
B1035–INFRARED TEMPERATURE B1200-AIRBAG WARNING INDICATOR
34–EBL MODE SWITCH STUCK (MTC) . . . . . .24-34 SENSOR INPUT CIRCUIT HIGH (ATC). . . . . .24-245 CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . .8J-3
35–FAILED COOL DOWN (MTC) . . . . . . . . . . . .24-36 B1040–PANEL MODE DOOR 1 CONTROL B1202-AIRBAG WARNING INDICATOR
36–EEPROM CHECKSUM ERROR (MTC) . . . . . .24-37 CIRCUIT/PERFORMANCE (ATC) . . . . . . . . . .24-246 CIRCUIT OPEN . . . . . . . . . . . . . . . . . . . . . . . .8J-4
37–ROM CHECKSUM ERROR (MTC) . . . . . . . .24-38 B1043–PANEL MODE DOOR 1 CONTROL B1203-SRS WARNING INDICATOR
41–FRONT MODE OVERCURRENT (MTC) . . . .24-39 CIRCUIT OPEN (ATC). . . . . . . . . . . . . . . . . .24-256 CIRCUIT/PERFORMANCE . . . . . . . . . . . . . . . .8O-5
43–BLEND OVERCURRENT (MTC) . . . . . . . . . .24-47 B1044–PANEL MODE DOOR 1 TRAVEL B1204-PASSENGER AIRBAG INDICATOR
RANGE TOO SMALL (ATC). . . . . . . . . . . . . .24-259 CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . .8O-7
44–RECIRC OVERCURRENT (MTC) . . . . . . . . . .24-55
B1045–PANEL MODE DOOR 1 TRAVEL B1205-PASSENGER AIRBAG INDICATOR
45–BLEND DOOR BOUND (MTC) . . . . . . . . . .24-63 RANGE TOO LARGE (ATC). . . . . . . . . . . . . .24-261 CIRCUIT HIGH. . . . . . . . . . . . . . . . . . . . . . . .8O-11
46–FRONT MODE DOOR BOUND (MTC) . . . . . .24-68 B1058–RECIRCULATION DOOR CONTROL B1206-PASSENGER AIRBAG INDICATOR
47–RECIRC DOOR BOUND (MTC) . . . . . . . . . .24-73 CIRCUIT/PERFORMANCE (ATC) . . . . . . . . . .24-263 CIRCUIT OPEN . . . . . . . . . . . . . . . . . . . . . .8O-15
51–RECIRC DOOR RANGE TOO SMALL B105B–RECIRCULATION DOOR CONTROL B1207-PASSENGER AIRBAG INDICATOR
(MTC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24-78 CIRCUIT OPEN (ATC). . . . . . . . . . . . . . . . . .24-220 CIRCUIT SHORTED TOGETHER . . . . . . . . . .8O-19
52–RECIRC DOOR RANGE TOO LARGE B105C–RECIRCULATION DOOR TRAVEL B120E-LEFT HEATED SEAT HI INDICATOR
(MTC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24-81 RANGE TOO SMALL (ATC). . . . . . . . . . . . . .24-223 CONTROL CIRCUIT HIGH . . . . . . . . . . . . . .8G-34
53–FRONT MODE DOOR LINKAGE B105D–RECIRCULATION DOOR TRAVEL B120F-LEFT HEATED SEAT HI INDICATOR
BROKEN (MTC) . . . . . . . . . . . . . . . . . . . . . .24-84 RANGE TOO LARGE (ATC). . . . . . . . . . . . . .24-225 CONTROL CIRCUIT OPEN . . . . . . . . . . . . . .8G-37
55–BLEND DOOR LINKAGE BROKEN B106B–REAR DEFROST CONTROL B1216-LEFT HEATED SEAT LO INDICATOR
(MTC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24-87 CIRCUIT LOW (ATC) . . . . . . . . . . . . . . . . . .24-227 CONTROL CIRCUIT HIGH . . . . . . . . . . . . . .8G-41
56–RECIRC DOOR LINKAGE BROKEN B106C–REAR DEFROST CONTROL B1217-LEFT HEATED SEAT LO INDICATOR
(MTC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24-90 CIRCUIT HIGH (ATC). . . . . . . . . . . . . . . . . .24-230 CONTROL CIRCUIT OPEN . . . . . . . . . . . . . .8G-44
61–COMMON DOOR DRIVER CIRCUIT B1082–HVAC MUX CIRCUIT LOW . . . . . . . . . .24-273 B121A-RIGHT HEATED SEAT HI
SHORTED TO GROUND (MTC). . . . . . . . . . . .24-93 B1083–HVAC MUX CIRCUIT HIGH . . . . . . . .24-276 INDICATOR CONTROL CIRCUIT HIGH . . . . . .8G-48
62–COMMON DOOR DRIVER CIRCUIT B1084-LEFT HEATED SEAT SWITCH INPUT B121B-RIGHT HEATED SEAT HI
SHORTED TO IGNITION (MTC) . . . . . . . . . .24-101 CIRCUIT/PERFORMANCE. . . . . . . . . . . . . . . .8G-12 INDICATOR CONTROL CIRCUIT OPEN. . . . . .8G-51
63–FRONT MODE DOOR DRIVER CIRCUIT B1087-RIGHT HEATED SEAT SWITCH B1222-RIGHT HEATED SEAT LO
SHORTED TO GROUND (MTC) . . . . . . . . . .24-104 INPUT CIRCUIT/PERFORMANCE . . . . . . . . . .8G-15 INDICATOR CONTROL CIRCUIT HIGH . . . . . .8G-55
64–FRONT MODE DOOR DRIVER CIRCUIT B1092-FRONT LEFT SEAT HEATER B1223-RIGHT HEATED SEAT LO
SHORTED TO IGNITION (MTC) . . . . . . . . . .24-108 CONTROL CIRCUIT LOW. . . . . . . . . . . . . . . .8G-18 INDICATOR CONTROL CIRCUIT OPEN. . . . . .8G-58
67–BLEND DOOR DRIVER CIRCUIT B1094-FRONT LEFT SEAT HEATER B1225-REAR WIPER INDICATOR
SHORTED TO GROUND (MTC) . . . . . . . . . .24-111 CONTROL CIRCUIT OPEN . . . . . . . . . . . . . .8G-22 CONTROL CIRCUIT LOW . . . . . . . . . . . . . . . .8J-5
68–BLEND DOOR DRIVER CIRCUIT B1096-FRONT RIGHT SEAT HEATER B1226-REAR WIPER INDICATOR
SHORTED TO IGNITION (MTC) . . . . . . . . . .24-115 CONTROL CIRCUIT LOW. . . . . . . . . . . . . . . .8G-26 CONTROL CIRCUIT HIGH . . . . . . . . . . . . . . . .8J-8
69–RECIRC DOOR DRIVER CIRCUIT B1098-FRONT RIGHT SEAT HEATER B1401-FRONT LEFT AUDIO SPEAKER
SHORTED TO GROUND (MTC) . . . . . . . . . .24-118 CONTROL CIRCUIT OPEN . . . . . . . . . . . . . .8G-30 OUTPUT CIRCUIT LOW . . . . . . . . . . . . . . . .8A-96
71–RECIRC DOOR DRIVER CIRCUIT B10A2–LEFT BLEND DOOR CONTROL B1402-FRONT LEFT AUDIO SPEAKER
SHORTED TO IGNITION (MTC) . . . . . . . . . .24-122 CIRCUIT/PERFORMANCE (ATC) . . . . . . . . . .24-164 OUTPUT CIRCUIT HIGH . . . . . . . . . . . . . . . .8A-98
72–SHORT TOO COMPLEX (MTC) . . . . . . . . . .24-125 B10A5–LEFT BLEND DOOR CONTROL B1403-FRONT LEFT AUDIO SPEAKER
CIRCUIT OPEN (ATC). . . . . . . . . . . . . . . . . .24-174 OUTPUT CIRCUIT OPEN . . . . . . . . . . . . . .8A-101
73–AC REQUEST OUTPUT SIGNAL TOO
HIGH (MTC) . . . . . . . . . . . . . . . . . . . . . . . .24-134 B10A6–LEFT BLEND DOOR TRAVEL TOO B1405-FRONT RIGHT AUDIO SPEAKER
SMALL (ATC). . . . . . . . . . . . . . . . . . . . . . . .24-177 OUTPUT CIRCUIT LOW. . . . . . . . . . . . . . . .8A-103
74–AC REQUEST OUTPUT SIGNAL TOO
LOW (MTC) . . . . . . . . . . . . . . . . . . . . . . . .24-136 B10A7–LEFT BLEND DOOR TRAVEL TOO B1406-FRONT RIGHT AUDIO SPEAKER
LARGE (ATC). . . . . . . . . . . . . . . . . . . . . . . .24-179 OUTPUT CIRCUIT HIGH. . . . . . . . . . . . . . . .8A-105
75–AC REQUEST OUTPUT SIGNAL HIGH
WHEN DRIVEN LOW (MTC) . . . . . . . . . . . .24-138 B10A8–LEFT BLEND DOOR ACTUATOR B1407-FRONT RIGHT AUDIO SPEAKER
PERFORMANCE (ATC) . . . . . . . . . . . . . . . .24-181 OUTPUT CIRCUIT OPEN . . . . . . . . . . . . . .8A-108
76–AC REQUEST OUTPUT SIGNAL LOW
WHEN DRIVEN HIGH (MTC) . . . . . . . . . . . .24-138 B10A9–RIGHT BLEND DOOR CONTROL B1409-REAR LEFT AUDIO SPEAKER
CIRCUIT/PERFORMANCE (ATC) . . . . . . . . . .24-183 OUTPUT CIRCUIT LOW. . . . . . . . . . . . . . . .8A-110
77–EBL OUTPUT SHORTED HIGH . . . . . . . . . .24-139
B10AC–RIGHT BLEND DOOR CONTROL B140A-REAR LEFT AUDIO SPEAKER
81–BLOWER NOT ON HIGH AT START OF OUTPUT CIRCUIT HIGH. . . . . . . . . . . . . . . .8A-112
COOLDOWN TEST (MTC) . . . . . . . . . . . . . .24-142 CIRCUIT OPEN (ATC). . . . . . . . . . . . . . . . . .24-155
B10AD–RIGHT BLEND DOOR TRAVEL TOO B140B-REAR LEFT AUDIO SPEAKER
82–SENSOR TOO COLD TO START OUTPUT CIRCUIT OPEN . . . . . . . . . . . . . .8A-115
COOLDOWN TEST (MTC) . . . . . . . . . . . . . .24-146 SMALL (ATC). . . . . . . . . . . . . . . . . . . . . . . .24-158
2 DTC INDEX LX

B140D-REAR RIGHT AUDIO SPEAKER B147B-CHANNEL 6 AUDIO SPEAKER B1644-REAR LEFT TURN CONTROL
OUTPUT CIRCUIT LOW. . . . . . . . . . . . . . . .8A-117 OUTPUT CIRCUIT HIGH . . . . . . . . . . . . . . . .8A-72 CIRCUIT HIGH. . . . . . . . . . . . . . . . . . . . . . . .8L-32
B140E-REAR RIGHT AUDIO SPEAKER B147C-CHANNEL 6 AUDIO SPEAKER B1647-REAR RIGHT TURN CONTROL
OUTPUT CIRCUIT HIGH. . . . . . . . . . . . . . . .8A-119 OUTPUT CIRCUIT OPEN . . . . . . . . . . . . . . . .8A-74 CIRCUIT LOW. . . . . . . . . . . . . . . . . . . . . . . .8L-35
B140F-REAR RIGHT AUDIO SPEAKER B147D-CHANNEL 6 AUDIO SPEAKER B1648-REAR RIGHT TURN CONTROL
OUTPUT CIRCUIT OPEN . . . . . . . . . . . . . .8A-122 OUTPUT CIRCUIT SHORTED TOGETHER . . . .8A-77 CIRCUIT HIGH. . . . . . . . . . . . . . . . . . . . . . . .8L-38
B1421-AUDIO CD READ ERROR/ B147E-CHANNEL 7 AUDIO SPEAKER B1659-FRONT FOG LAMP CONTROL
INOPERABLE DISC . . . . . . . . . . . . . . . . . .8A-124 OUTPUT CIRCUIT PERFORMANCE . . . . . . . .8A-79 CIRCUIT LOW. . . . . . . . . . . . . . . . . . . . . . . .8L-41
B1422-AUDIO DVD READ ERROR/ B147F-CHANNEL 7 AUDIO SPEAKER B165C-PARK LAMP CONTROL CIRCUIT
INOPERABLE DISC . . . . . . . . . . . . . . . . . .8A-125 OUTPUT CIRCUIT LOW . . . . . . . . . . . . . . . .8A-80 LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8L-50
B1429-RADIO DISPLAY HIGH B1480-CHANNEL 7 AUDIO SPEAKER B165D-PARK LAMP CONTROL CIRCUIT
TEMPERATURE. . . . . . . . . . . . . . . . . . . . . .8A-126 OUTPUT CIRCUIT HIGH . . . . . . . . . . . . . . . .8A-83 HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8L-52
B142A-RADIO UNIT HIGH TEMPERATURE . .8A-127 B1481-CHANNEL 7 AUDIO SPEAKER B1660-FRONT FOG LAMP CONTROL
B142D-AUDIO ANTENNA NOT OUTPUT CIRCUIT OPEN . . . . . . . . . . . . . . . .8A-85 CIRCUIT HIGH. . . . . . . . . . . . . . . . . . . . . . . .8L-43
CONNECTED . . . . . . . . . . . . . . . . . . . . . . . .8A-128 B1482-CHANNEL 7 AUDIO SPEAKER B1661-FRONT FOG LAMP CONTROL
B142E-GPS ANTENNA NOT CONNECTED . . . .8A-129 OUTPUT CIRCUIT SHORTED TOGETHER . . . .8A-88 CIRCUIT OPEN . . . . . . . . . . . . . . . . . . . . . .8L-45
B1460-CHANNEL 1 AUDIO SPEAKER B1488–CABIN EQ MISMATCH B1667-REVERSE LAMP CONTROL
OUTPUT CIRCUIT PERFORMANCE. . . . . . . . . .8A-9 PERFORMANCE. . . . . . . . . . . . . . . . . . . . . . . .8A-7 CIRCUIT LOW. . . . . . . . . . . . . . . . . . . . . . . .8L-54
B1461-CHANNEL 1 AUDIO SPEAKER B1601–LEFT SOLAR SENSOR CIRCUIT B1668-REVERSE LAMP CONTROL
OUTPUT CIRCUIT LOW . . . . . . . . . . . . . . . .8A-10 LOW (ATC) . . . . . . . . . . . . . . . . . . . . . . . .24-279 CIRCUIT HIGH. . . . . . . . . . . . . . . . . . . . . . . .8L-56
B1462-CHANNEL 1 AUDIO SPEAKER B1602–LEFT SOLAR SENSOR CIRCUIT B167A-LEFT FRONT HEADLAMP LIGHT
OUTPUT CIRCUIT HIGH . . . . . . . . . . . . . . . .8A-13 HIGH (ATC) . . . . . . . . . . . . . . . . . . . . . . . .24-282 SOURCE CIRCUIT . . . . . . . . . . . . . . . . . . . .8L-65
B1463-CHANNEL 1 AUDIO SPEAKER B1604–RIGHT SOLAR SENSOR CIRCUIT B167B-RIGHT FRONT HEADLAMP LIGHT
OUTPUT CIRCUIT OPEN . . . . . . . . . . . . . . . .8A-16 LOW (ATC) . . . . . . . . . . . . . . . . . . . . . . . .24-286 SOURCE CIRCUIT . . . . . . . . . . . . . . . . . . . .8L-67
B1464-CHANNEL 1 AUDIO SPEAKER B1605–RIGHT SOLAR SENSOR CIRCUIT B168F-FRONT FOG LAMP SWITCH STUCK . . . .8L-47
OUTPUT CIRCUIT SHORTED TOGETHER . . . .8A-19 HIGH (ATC) . . . . . . . . . . . . . . . . . . . . . . . .24-289 B1694-ACCESSORY DIMMING CONTROL
B1465-CHANNEL 2 AUDIO SPEAKER B1607-HEADLAMP SWITCH INPUT CIRCUIT HIGH. . . . . . . . . . . . . . . . . . . . . . . .8J-24
OUTPUT CIRCUIT PERFORMANCE . . . . . . . .8A-22 CIRCUIT LOW. . . . . . . . . . . . . . . . . . . . . . . .8L-59 B1695-ACCESSORY DIMMING CONTROL
B1466-CHANNEL 2 AUDIO SPEAKER B1608-HEADLAMP SWITCH INPUT CIRCUIT OPEN. . . . . . . . . . . . . . . . . . . . . . . .8J-26
OUTPUT CIRCUIT LOW . . . . . . . . . . . . . . . .8A-23 CIRCUIT HIGH. . . . . . . . . . . . . . . . . . . . . . . .8L-62 B16A4–PASSENGER WINDOW SWITCH
B1467-CHANNEL 2 AUDIO SPEAKER B160A-PANEL DIMMER INPUT CIRCUIT BACKLIGHTING CIRCUIT LOW – PDM . . . .8N-280
OUTPUT CIRCUIT HIGH . . . . . . . . . . . . . . . .8A-26 LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8J-10 B16A5–PASSENGER WINDOW SWITCH
B1468-CHANNEL 2 AUDIO SPEAKER B160B-PANEL DIMMER INPUT CIRCUIT BACKLIGHTING CIRCUIT HIGH – PDM . . . .8N-283
OUTPUT CIRCUIT OPEN . . . . . . . . . . . . . . . .8A-29 HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8J-13 B1801–DRIVER DOOR LOCK/UNLOCK
B1469-CHANNEL 2 AUDIO SPEAKER B1610–AMBIENT LIGHT SENSOR INPUT SWITCH CIRCUIT LOW — CLUSTER. . . . . . . .8N-3
OUTPUT CIRCUIT SHORTED TOGETHER . . . .8A-32 CIRCUIT LOW (ATC) . . . . . . . . . . . . . . . . . .24-293 B1803–DRIVER DOOR LOCK/UNLOCK
B146A-CHANNEL 3 AUDIO SPEAKER B1611–AMBIENT LIGHT SENSOR INPUT SWITCH CIRCUIT STUCK LOCK—
OUTPUT CIRCUIT PERFORMANCE . . . . . . . .8A-35 CIRCUIT HIGH (ATC). . . . . . . . . . . . . . . . . .24-296 CLUSTER . . . . . . . . . . . . . . . . . . . . . . . . . . . .8N-6
B146B-CHANNEL 3 AUDIO SPEAKER B1613-PANEL ILLUMINATION CONTROL B1804–DRIVER DOOR LOCK/UNLOCK
OUTPUT CIRCUIT LOW . . . . . . . . . . . . . . . .8A-36 CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . .8J-17 SWITCH CIRCUIT STUCK UNLOCK—
B1614-PANEL ILLUMINATION CONTROL CLUSTER . . . . . . . . . . . . . . . . . . . . . . . . . . . .8N-9
B146C-CHANNEL 3 AUDIO SPEAKER
OUTPUT CIRCUIT HIGH . . . . . . . . . . . . . . . .8A-39 CIRCUIT HIGH. . . . . . . . . . . . . . . . . . . . . . . .8J-22 B1806–PASSENGER DOOR LOCK/UNLOCK
B161B-COURTESY/DOME LAMP CONTROL SWITCH CIRCUIT LOW — CLUSTER . . . . . .8N-12
B146D-CHANNEL 3 AUDIO SPEAKER
OUTPUT CIRCUIT OPEN . . . . . . . . . . . . . . . .8A-41 CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . .8L-146 B1808–PASSENGER DOOR LOCK/UNLOCK
B161F-READING LAMP CONTROL SWITCH CIRCUIT STUCK LOCK —
B146E-CHANNEL 3 AUDIO SPEAKER CLUSTER . . . . . . . . . . . . . . . . . . . . . . . . . .8N-15
OUTPUT CIRCUIT SHORTED TOGETHER . . . .8A-44 CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . .8L-148
B162B-LEFT LOW BEAM CONTROL B1809–PASSENGER DOOR LOCK/UNLOCK
B146F-CHANNEL 4 AUDIO SPEAKER SWITCH CIRCUIT STUCK UNLOCK —
OUTPUT CIRCUIT PERFORMANCE . . . . . . . .8A-46 CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . .8L-3
CLUSTER . . . . . . . . . . . . . . . . . . . . . . . . . .8N-18
B1470-CHANNEL 4 AUDIO SPEAKER B162F-RIGHT LOW BEAM CONTROL
CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . .8L-5 B1826–TRUNK RELEASE SWITCH INPUT
OUTPUT CIRCUIT LOW . . . . . . . . . . . . . . . .8A-47 CIRCUIT LOW. . . . . . . . . . . . . . . . . . . . . . . .8N-21
B1471-CHANNEL 4 AUDIO SPEAKER B1630-RIGHT LOW BEAM CONTROL
CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . .8L-7 B1841–SUNROOF OPEN SWITCH INPUT
OUTPUT CIRCUIT HIGH . . . . . . . . . . . . . . . .8A-50 CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . .8N-203
B1472-CHANNEL 4 AUDIO SPEAKER B1633-LEFT HI BEAM CONTROL CIRCUIT
LOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8L-9 B1844–SUNROOF CLOSE SWITCH INPUT
OUTPUT CIRCUIT OPEN . . . . . . . . . . . . . . . .8A-52 CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . .8N-206
B1473-CHANNEL 4 AUDIO SPEAKER B1634-LEFT HI BEAM CONTROL CIRCUIT
HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8L-11 B1847–SUNROOF VENT SWITCH INPUT
OUTPUT CIRCUIT SHORTED TOGETHER . . . .8A-55 CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . .8N-209
B1474-CHANNEL 5 AUDIO SPEAKER B1637-RIGHT HI BEAM CONTROL
CIRCUIT LOW. . . . . . . . . . . . . . . . . . . . . . . .8L-13 B1849–SUNROOF MOTOR CONTROL
OUTPUT CIRCUIT PERFORMANCE . . . . . . . .8A-57 CIRCUIT/PERFORMANCE (STALLED). . . . . .8N-212
B1475-CHANNEL 5 AUDIO SPEAKER B1638-RIGHT HI BEAM CONTROL
CIRCUIT HIGH. . . . . . . . . . . . . . . . . . . . . . . .8L-15 B1852–DRIVER WINDOW SWITCH
OUTPUT CIRCUIT LOW . . . . . . . . . . . . . . . .8A-58 CIRCUIT STUCK – DDM . . . . . . . . . . . . . .8N-230
B1476-CHANNEL 5 AUDIO SPEAKER B163B-FRONT LEFT TURN CONTROL
CIRCUIT LOW. . . . . . . . . . . . . . . . . . . . . . . .8L-17 B1854–DRIVER WINDOW MOTOR
OUTPUT CIRCUIT HIGH . . . . . . . . . . . . . . . .8A-61 CONTROL CIRCUIT LOW – DDM . . . . . . . .8N-233
B1477-CHANNEL 5 AUDIO SPEAKER B163C-FRONT LEFT TURN CONTROL
CIRCUIT HIGH. . . . . . . . . . . . . . . . . . . . . . . .8L-20 B1855–DRIVER WINDOW MOTOR
OUTPUT CIRCUIT OPEN . . . . . . . . . . . . . . . .8A-63 CONTROL CIRCUIT HIGH – DDM . . . . . . . .8N-236
B1478-CHANNEL 5 AUDIO SPEAKER B163F-FRONT RIGHT TURN CONTROL
CIRCUIT LOW. . . . . . . . . . . . . . . . . . . . . . . .8L-23 B1858–DRIVER WINDOW POSITION
OUTPUT CIRCUIT SHORTED TOGETHER . . . .8A-66 SENSOR POWER SUPPLY LOW – DDM. . . .8N-239
B1479-CHANNEL 6 AUDIO SPEAKER B1640-FRONT RIGHT TURN CONTROL
CIRCUIT HIGH. . . . . . . . . . . . . . . . . . . . . . . .8L-26 B1859–DRIVER WINDOW POSITION
OUTPUT CIRCUIT PERFORMANCE . . . . . . . .8A-68 SENSOR POWER SUPPLY HIGH – DDM . .8N-242
B147A-CHANNEL 6 AUDIO SPEAKER B1643-REAR LEFT TURN CONTROL
OUTPUT CIRCUIT LOW . . . . . . . . . . . . . . . .8A-69 CIRCUIT LOW. . . . . . . . . . . . . . . . . . . . . . . .8L-29
LX DTC INDEX 3

B185A-DRIVER WINDOW POSITION B1B01-DRIVER AIRBAG SQUIB 1 CIRCUIT B1B73-LEFT SIDE SATELLITE
SENSOR CIRCUIT PERFORMANCE - HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8O-27 ACCELERATION SENSOR 2 INTERNAL . . . .8O-156
DDM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8N-244 B1B02-DRIVER AIRBAG SQUIB 1 CIRCUIT B1B75-RIGHT SIDE SATELLITE
B185D-PASSENGER WINDOW SWITCH OPEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8O-31 ACCELERATION SENSOR 1 INTERNAL . . . .8O-161
CIRCUIT STUCK - PDM. . . . . . . . . . . . . . . .8N-250 B1B03-DRIVER AIRBAG SQUIB 1 CIRCUIT B1B76-RIGHT SIDE SATELLITE
B185F–PASSENGER WINDOW MOTOR SHORTED TOGETHER. . . . . . . . . . . . . . . . . .8O-36 ACCELERATION SENSOR 2 INTERNAL . . . .8O-166
CONTROL CIRCUIT LOW – PDM . . . . . . . .8N-253 B1B04-DRIVER AIRBAG SQUIB 2 CIRCUIT B1B78-PASSENGER SEAT WEIGHT
B1860–PASSENGER WINDOW MOTOR LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8O-40 SENSOR 3 - LEFT FRONT
CONTROL CIRCUIT HIGH – PDM . . . . . . . .8N-256 B1B05-DRIVER AIRBAG SQUIB 2 CIRCUIT PERFORMANCE. . . . . . . . . . . . . . . . . . . . . .8O-171
B1863–PASSENGER WINDOW POSITION HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8O-44 B1B79-PASSENGER SEAT WEIGHT
SENSOR POWER SUPPLY LOW – PDM. . . .8N-259 B1B06-DRIVER AIRBAG SQUIB 2 CIRCUIT SENSOR 3 - LEFT FRONT INPUT
B1864–PASSENGER WINDOW POSITION OPEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8O-48 CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . .8O-175
SENSOR POWER SUPPLY HIGH – PDM. . . .8N-262 B1B07-DRIVER AIRBAG SQUIB 2 CIRCUIT B1B7A-PASSENGER SEAT WEIGHT
B1865–PASSENGER WINDOW POSITION SHORTED TOGETHER. . . . . . . . . . . . . . . . . .8O-53 SENSOR 3 - LEFT FRONT INPUT
SENSOR CIRCUIT PERFORMANCE - CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . .8O-181
B1B08-PASSENGER AIRBAG SQUIB 1
PDM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8N-264 CIRCUIT LOW. . . . . . . . . . . . . . . . . . . . . . . .8O-57 B1B7D-PASSENGER SEAT WEIGHT
B1868–DRIVER PASSENGER WINDOW SENSOR 2 - RIGHT FRONT
B1B09-PASSENGER AIRBAG SQUIB 1 PERFORMANCE. . . . . . . . . . . . . . . . . . . . . .8O-186
SWITCH CIRCUIT STUCK – DDM . . . . . . . .8N-270 CIRCUIT HIGH. . . . . . . . . . . . . . . . . . . . . . . .8O-60
B1A20-PRE-ARM TIMEOUT . . . . . . . . . . . . . . . .8Q-4 B1B7E-PASSENGER SEAT WEIGHT
B1B0A-PASSENGER AIRBAG SQUIB 1 SENSOR 2 - RIGHT FRONT INPUT
B1A24–KEY NOT PROGRAMMED . . . . . . . . . . . .8Q-5 CIRCUIT OPEN . . . . . . . . . . . . . . . . . . . . . .8O-63 CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . .8O-190
B1A25-INVALID KEY . . . . . . . . . . . . . . . . . . . . . .8Q-6 B1B0B-PASSENGER AIRBAG SQUIB 1 B1B7F-PASSENGER SEAT WEIGHT
B1A26–MAXIMUM NUMBER OF KEYS CIRCUIT SHORTED TOGETHER . . . . . . . . . .8O-67 SENSOR 2 - RIGHT FRONT INPUT
PROGRAMMED. . . . . . . . . . . . . . . . . . . . . . . .8Q-9 B1B0C-PASSENGER AIRBAG SQUIB 2 CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . .8O-196
B1A27–SKREEM PROGRAMMING CIRCUIT LOW. . . . . . . . . . . . . . . . . . . . . . . .8O-70 B1B82-PASSENGER SEAT WEIGHT
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .8Q-10 B1B0D-PASSENGER AIRBAG SQUIB 2 SENSOR 4 - LEFT REAR
B1A28-ECM MISMATCH WITH SKIM . . . . . . . .8Q-11 CIRCUIT HIGH. . . . . . . . . . . . . . . . . . . . . . . .8O-73 PERFORMANCE. . . . . . . . . . . . . . . . . . . . . .8O-201
B1A29-SKIM BASESTATION MISMATCH . . . . . .8Q-14 B1B0E-PASSENGER AIRBAG SQUIB 2 B1B83-PASSENGER SEAT WEIGHT
CIRCUIT OPEN . . . . . . . . . . . . . . . . . . . . . .8O-76 SENSOR 4 - LEFT REAR INPUT
B1A2A-KEY 1 COMMUNICATION ERROR . . . .8Q-17 CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . .8O-205
B1B0F-PASSENGER AIRBAG SQUIB 2
B1A2BA-KEY 2 COMMUNICATION ERROR . . . .8Q-20 CIRCUIT SHORTED TOGETHER . . . . . . . . . .8O-80 B1B84-PASSENGER SEAT WEIGHT
B1A2C-KEY 3 COMMUNICATION ERROR . . . .8Q-23 B1B18-LEFT SIDE CURTAIN SQUIB 1 SENSOR 4 - LEFT REAR INPUT
CIRCUIT LOW. . . . . . . . . . . . . . . . . . . . . . . .8O-83 CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . .8O-211
B1A2D-KEY 4 COMMUNICATION ERROR . . . .8Q-26
B1B19-LEFT SIDE CURTAIN SQUIB 1 B1B87-PASSENGER SEAT WEIGHT
B1A2E-KEY 5 COMMUNICATION ERROR . . . . . .8Q-29 SENSOR 1 - RIGHT REAR
B1A2F-KEY 6 COMMUNICATION ERROR . . . . . .8Q-32 CIRCUIT HIGH. . . . . . . . . . . . . . . . . . . . . . . .8O-87 PERFORMANCE. . . . . . . . . . . . . . . . . . . . . .8O-216
B1A30-KEY 7 COMMUNICATION ERROR . . . . . .8Q-35 B1B1A-LEFT SIDE CURTAIN SQUIB 1 B1B88-PASSENGER SEAT WEIGHT
CIRCUIT OPEN . . . . . . . . . . . . . . . . . . . . . .8O-90 SENSOR 1 - RIGHT REAR INPUT
B1A31-KEY 8 COMMUNICATION ERROR . . . . . .8Q-38 B1B1B-LEFT SIDE CURTAIN SQUIB 1 CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . .8O-220
B1A35-UNIDENTIFIED KEY CIRCUIT SHORTED TOGETHER . . . . . . . . . .8O-94
COMMUNICATION ERROR . . . . . . . . . . . . . .8Q-41 B1B89-PASSENGER SEAT WEIGHT
B1B20-RIGHT SIDE CURTAIN SQUIB 1 SENSOR 1 - RIGHT REAR INPUT
B1A37–SECURITY TRANSMITTER CIRCUIT LOW. . . . . . . . . . . . . . . . . . . . . . . .8O-97 CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . .8O-226
SENSOR CIRCUIT LOW . . . . . . . . . . . . . . . .8Q-44 B1B21-RIGHT SIDE CURTAIN SQUIB 1 B1B8C-DRIVER SEAT TRACK POSITION
B1A38–SECURITY TRANSMITTER CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . .8O-100 SENSOR CIRCUIT PERFORMANCE. . . . . . . .8O-231
SENSOR CIRCUIT HIGH . . . . . . . . . . . . . . . .8Q-47 B1B22-RIGHT SIDE CURTAIN SQUIB 1 B1B8D-DRIVER SEAT TRACK POSITION
B1A3A–SECURITY RECEIVER SENSOR CIRCUIT OPEN . . . . . . . . . . . . . . . . . . . . . .8O-103 SENSOR CIRCUIT LOW. . . . . . . . . . . . . . . .8O-235
CIRCUIT LOW. . . . . . . . . . . . . . . . . . . . . . . .8Q-49 B1B23-RIGHT SIDE CURTAIN SQUIB 1 B1B8E-DRIVER SEAT TRACK POSITION
B1A3B–SECURITY RECEIVER SENSOR CIRCUIT SHORTED TOGETHER . . . . . . . . . .8O-107 SENSOR CIRCUIT HIGH. . . . . . . . . . . . . . . .8O-241
CIRCUIT HIGH. . . . . . . . . . . . . . . . . . . . . . . .8Q-52 B1B28-1ST ROW DRIVER SEAT BELT B1B91-DRIVER SEAT TRACK POSITION
B1A3C-INTERNAL SIREN BATTERY . . . . . . . . . .8Q-54 PRETENSIONER CIRCUIT LOW . . . . . . . . . .8O-110 SENSOR CONFIGURATION MISMATCH . . . .8O-248
B1A3D-SIREN BATTERY TAMPER / LOSS B1B29-1ST ROW DRIVER SEAT BELT B1BA5-AIRBAG SQUIB CONFIGURATION
OF POWER SUPPLY . . . . . . . . . . . . . . . . . .8Q-56 PRETENSIONER CIRCUIT HIGH. . . . . . . . . .8O-113 MISMATCH . . . . . . . . . . . . . . . . . . . . . . . .8O-251
B1A3E-SIREN / ITM MISMATCH . . . . . . . . . . . .8Q-59 B1B2A-1ST ROW DRIVER SEAT BELT B1BA6-OCCUPANT CLASSIFICATION
B1A3F-ITM ARMING SEQUENCE PRETENSIONER CIRCUIT OPEN. . . . . . . . . .8O-117 UNDETERMINED . . . . . . . . . . . . . . . . . . . .8O-252
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .8Q-60 B1B2B-1ST ROW DRIVER SEAT BELT B1BA7-OCCUPANT CLASSIFICATION
B1A41-SECURITY TRANSMITTER SENSOR PRETENSIONER CIRCUIT SHORTED SYSTEM VERIFICATION REQUIRED . . . . . .8O-253
CIRCUIT OPEN . . . . . . . . . . . . . . . . . . . . . .8Q-61 TOGETHER . . . . . . . . . . . . . . . . . . . . . . . .8O-121 B1BA8-OCM SYSTEM OUT OF
B1A42-SECURITY TRANSMITTER SENSOR B1B2C-1ST ROW PASSENGER SEAT BELT CALIBRATION/NOT CALIBRATED . . . . . . . .8O-256
CIRCUIT SHORTED TOGETHER . . . . . . . . . .8Q-65 PRETENSIONER CIRCUIT LOW . . . . . . . . . .8O-125 B1BB8-SRS WARNING INDICATOR
B1A43-SECURITY TRANSMITTER SENSOR B1B2D-1ST ROW PASSENGER SEAT BELT STATUS MISMATCH . . . . . . . . . . . . . . . . . .8O-257
RETURN CIRCUIT LOW . . . . . . . . . . . . . . . .8Q-68 PRETENSIONER CIRCUIT HIGH. . . . . . . . . .8O-129 B1BBA-PASSENGER SEAT WEIGHT
B1A44-SECURITY RECEIVER SENSOR B1B2E-1ST ROW PASSENGER SEAT BELT SENSOR SUPPLY CIRCUIT . . . . . . . . . . . .8O-259
CIRCUIT OPEN . . . . . . . . . . . . . . . . . . . . . .8Q-70 PRETENSIONER CIRCUIT OPEN. . . . . . . . . .8O-133 B1BBB-PASSENGER SEAT WEIGHT
B1A45-SECURITY RECEIVER SENSOR B1B2F-1ST ROW PASSENGER SEAT BELT SENSOR INPUTS SHORTED TOGETHER. . . .8O-262
CIRCUIT SHORTED TOGETHER . . . . . . . . . .8Q-74 PRETENSIONER CIRCUIT SHORTED B1BBC-OCS NEGATIVE SYSTEM WEIGHT . . . .8O-265
TOGETHER . . . . . . . . . . . . . . . . . . . . . . . .8O-137
B1A46-SECURITY RECEIVER SENSOR B1BBD-OCM CURRENT CONFIGURATION
RETURN CIRCUIT LOW . . . . . . . . . . . . . . . .8Q-77 B1B70-UP-FRONT LEFT SATELLITE TABLE UNPROGRAMMED . . . . . . . . . . . . . .8O-268
ACCELERATION SENSOR INTERNAL . . . . . .8O-141
B1A47-SECURITY TRANSMITTER/ B1BC7-DEPLOYMENT DATA RECORD
RECEIVER SENSOR RETURN CIRCUIT B1B71-UP-FRONT RIGHT SATELLITE FULL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8O-269
HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8Q-79 ACCELERATION SENSOR INTERNAL . . . . . .8O-146
B1B72-LEFT SIDE SATELLITE B1BC8-PASSENGER SEAT WEIGHT
B1B00-DRIVER AIRBAG SQUIB 1 CIRCUIT SENSORS PERFORMANCE. . . . . . . . . . . . . .8O-270
LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8O-23 ACCELERATION SENSOR 1 INTERNAL . . . .8O-151
4 DTC INDEX LX

B1D04–MIRROR ADJUST SWITCH INPUT B2109-IGNITION SWITCH SENSE INPUT B2212-OCCUPANT CLASSIFICATION
CIRCUIT/PERFORMANCE – DRIVER CIRCUIT HIGH. . . . . . . . . . . . . . . . . . . . . . . .8J-35 MODULE INTERNAL . . . . . . . . . . . . . . . . . .8O-311
DOOR MODULE . . . . . . . . . . . . . . . . . . . . . .8N-60 B210A-SYSTEM VOLTAGE LOW . . . . . . . . . . . .8Q-87 B2213–CCN INTERNAL . . . . . . . . . . . . . . . . . .8J-39
B1D07–MIRROR ADJUST SWITCH INPUT B210D-BATTERY VOLTAGE LOW (RSM) . . . . . .8R-53 B2215-FRONT CONTROL MODULE
CIRCUIT STUCK– DRIVER DOOR INTERNAL . . . . . . . . . . . . . . . . . . . . . . . . . .8E-11
MODULE. . . . . . . . . . . . . . . . . . . . . . . . . . . .8N-64 B210D-BATTERY VOLTAGE LOW –
DDM/PDM. . . . . . . . . . . . . . . . . . . . . . . . . .8N-273 B2218, B2219–DRIVER/PASSENGER
B1D09,B1D12–MIRROR POSITION DOOR MODULE INTERNAL –
SENSOR POWER SUPPLY CIRCUIT B210D-BATTERY VOLTAGE LOW . . . . . . . . . . . .8A-4
DDM/PDM. . . . . . . . . . . . . . . . . . . . . . . . . .8N-275
LOW – MEMORY MIRROR MODULE . . . . . .8N-66 B210D-BATTERY VOLTAGE LOW . . . . . . . . . . . .8E-4
B2218,B2219-DOOR MODULE INTERNAL . . . .8N-104
B1D0A,B1D13–MIRROR POSITION B210D-BATTERY VOLTAGE LOW . . . . . . . . . . . .8G-62
SENSOR POWER SUPPLY CIRCUIT B221A-HEATED SEAT MODULE INTERNAL . . . .8G-66
HIGH – DOOR MODULE . . . . . . . . . . . . . . . .8N-70 B210D-BATTERY VOLTAGE LOW . . . . . . . . . .8N-101
B221C-MEMORY SEAT MODULE
B1D0C,B1D15–MIRROR VERTICAL B210D-BATTERY VOLTAGE LOW . . . . . . . . . .8N-167 INTERNAL. . . . . . . . . . . . . . . . . . . . . . . . . .8N-171
POSITION SENSOR INPUT CIRCUIT B210D-BATTERY VOLTAGE LOW . . . . . . . . . .8N-217 B221D-(RSM) RAIN SENSOR MODULE
LOW – DOOR MODULE . . . . . . . . . . . . . . . .8N-74 B210D-BATTERY VOLTAGE LOW . . . . . . . . . .8O-280 INTERNAL . . . . . . . . . . . . . . . . . . . . . . . . . .8R-56
B1D0D,B1D16–MIRROR VERTICAL B210D-BATTERY VOLTAGE LOW . . . . . . . . . . . .8Q-91 B221E-RADIO INTERNAL . . . . . . . . . . . . . . . .8A-130
POSITION SENSOR INPUT CIRCUIT B221F-AMPLIFIER INTERNAL . . . . . . . . . . . . . .8A-6
HIGH – DOOR MODULE . . . . . . . . . . . . . . . .8N-78 B210D-SYSTEM VOLTAGE HIGH . . . . . . . . . . . .8Q-89
B1D0F,B1D18–MIRROR HORIZONTAL B210E-BATTERY VOLTAGE HIGH (RSM) . . . . . .8R-54 B2224–SKREEM INTERNAL . . . . . . . . . . . . . .8Q-99
POSITION SENSOR INPUT CIRCUIT B210E-BATTERY VOLTAGE HIGH – B2227–SUNROOF ECU INTERNAL . . . . . . . . . .8N-213
LOW – DOOR MODULE . . . . . . . . . . . . . . . .8N-82 DDM/PDM. . . . . . . . . . . . . . . . . . . . . . . . . .8N-274 B2228-SKREEM INTERNAL - RKE
B1D10,B1D19–MIRROR HORIZONTAL B210E-BATTERY VOLTAGE HIGH . . . . . . . . . . . .8A-5 RECEIVER. . . . . . . . . . . . . . . . . . . . . . . . . .8Q-100
POSITION SENSOR INPUT CIRCUIT B210E-BATTERY VOLTAGE HIGH . . . . . . . . . . . .8E-5 B2229-SKREEM INTERNAL - SKIM
HIGH – DOOR MODULE . . . . . . . . . . . . . . . .8N-86 IMMOBILIZER . . . . . . . . . . . . . . . . . . . . . .8Q-101
B210E-BATTERY VOLTAGE HIGH . . . . . . . . . . . .8G-64
B1D1E,B1D2A–MIRROR VERTICAL B222A-VEHICLE LINE MISMATCH . . . . . . . . . .8Q-102
MOTOR CONTROL CIRCUIT/ B210E-BATTERY VOLTAGE HIGH . . . . . . . . . .8N-102
PERFORMANCE – DOOR MODULE . . . . . . . .8N-90 B210E-BATTERY VOLTAGE HIGH . . . . . . . . . .8N-169 B222C-VEHICLE CONFIGURATION NOT
PROGRAMMED . . . . . . . . . . . . . . . . . . . . . .8E-12
B1D22,B1D2E–MIRROR HORIZONTAL B210E-BATTERY VOLTAGE HIGH . . . . . . . . . .8N-219
MOTOR CONTROL CIRCUIT/ B2235-LEFT FRONT HEADLAMP BALLAST
PERFORMANCE – DOOR MODULE . . . . . . . .8N-94 B210E-BATTERY VOLTAGE HIGH . . . . . . . . . .8O-284 ECU INTERNAL . . . . . . . . . . . . . . . . . . . . . .8L-69
B1D4D–MEMORY SWITCH INPUT B210E-BATTERY VOLTAGE HIGH . . . . . . . . . . . .8Q-94 B2236-RIGHT FRONT HEADLAMP
CIRCUIT STUCK – DOOR MODULE . . . . . . . .8N-98 B2112-5 VOLT SUPPLY CIRCUIT LOW . . . . . . . .8E-6 BALLAST ECU INTERNAL. . . . . . . . . . . . . . . .8L-70
B1D62–POWER SEAT SWITCH STUCK . . . . . .8N-121 B2113-5 VOLT SUPPLY CIRCUIT HIGH . . . . . . . .8E-8 B2239-HID LEVELING TRANSLATOR ECU
INTERNAL . . . . . . . . . . . . . . . . . . . . . . . . . .8L-71
B1D63–POWER SEAT SWITCH OPEN . . . . . .8N-122 B212C-IGNITION RUN/START INPUT
CIRCUIT OPEN . . . . . . . . . . . . . . . . . . . . . .8O-287 B223B-VEHICLE CONFIGURATION
B1D6D–SEAT HORIZONTAL POSITION MISMATCH . . . . . . . . . . . . . . . . . . . . . . . .8O-313
SENSOR CIRCUIT LOW. . . . . . . . . . . . . . . .8N-126 B212D-IGNITION RUN ONLY INPUT
CIRCUIT OPEN . . . . . . . . . . . . . . . . . . . . . .8O-293 B223C-INTRUSION TRANSCEIVER
B1D6E–SEAT HORIZONTAL POSITION MODULE INTERNAL . . . . . . . . . . . . . . . . . .8Q-103
SENSOR CIRCUIT HIGH. . . . . . . . . . . . . . . .8N-129 B2201-CALIBRATION MISMATCH . . . . . . . . . .8O-297
B223D-OCCUPANT CLASSIFICATION
B1D71–SEAT FRONT VERTICAL POSITION B2204-ECU CONFIGURATION MISMATCH . . . .8Q-95 MODULE DTC PRESENT . . . . . . . . . . . . . .8O-314
SENSOR CIRCUIT LOW. . . . . . . . . . . . . . . .8N-131 B2205-ORIGINAL VIN MISSING/ B2254-COLUMN LOCK MODULE
B1D72–SEAT FRONT VERTICAL POSITION MISMATCH . . . . . . . . . . . . . . . . . . . . . . . .8O-298 INTERNAL. . . . . . . . . . . . . . . . . . . . . . . . . .8Q-104
SENSOR CIRCUIT HIGH. . . . . . . . . . . . . . . .8N-134 B2205-ORIGINAL VIN MISSING/ B2304-WIPER PARK SWITCH INPUT
B1D75–SEAT REAR VERTICAL POSITION MISMATCH. . . . . . . . . . . . . . . . . . . . . . . . . .8Q-96 CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . .8R-3
SENSOR CIRCUIT LOW. . . . . . . . . . . . . . . .8N-136 B2206-CURRENT VIN MISSING/ B2305-WIPER PARK SWITCH INPUT
B1D76–SEAT REAR VERTICAL POSITION MISMATCH . . . . . . . . . . . . . . . . . . . . . . . . . .8E-10 CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . .8R-6
SENSOR CIRCUIT HIGH. . . . . . . . . . . . . . . .8N-139 B2206-CURRENT VIN MISSING/ B230D-REAR WIPER PARK SWITCH
B1D79–SEAT RECLINER POSITION MISMATCH . . . . . . . . . . . . . . . . . . . . . . . .8O-299 INPUT CIRCUIT LOW . . . . . . . . . . . . . . . . . .8R-32
SENSOR CIRCUIT LOW. . . . . . . . . . . . . . . .8N-141 B2206-CURRENT VIN MISSING/ B230E-REAR WIPER PARK SWITCH
B1D7A–SEAT RECLINER POSITION MISMATCH. . . . . . . . . . . . . . . . . . . . . . . . . .8Q-98 INPUT CIRCUIT OPEN. . . . . . . . . . . . . . . . . .8R-35
SENSOR CIRCUIT HIGH. . . . . . . . . . . . . . . .8N-144 B2207-OCCUPANT RESTRAINT B2313-WIPER ON/OFF CONTROL CIRCUIT
B1D7B–SEAT HORIZONTAL MOTOR CONTROLLER INTERNAL 1 . . . . . . . . . . . .8O-302 LOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8R-8
CONTROL CIRCUIT PERFORMANCE . . . . . .8N-146 B2208-OCCUPANT RESTRAINT B2314-WIPER ON/OFF CONTROL CIRCUIT
B1D7F–SEAT FRONT VERTICAL MOTOR CONTROLLER INTERNAL 2 . . . . . . . . . . . .8O-303 HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8R-11
CONTROL CIRCUIT PERFORMANCE . . . . . .8N-151 B2209-OCCUPANT RESTRAINT B2315-WIPER ON/OFF CONTROL CIRCUIT
B1D83–SEAT REAR VERTICAL MOTOR CONTROLLER INTERNAL 3 . . . . . . . . . . . .8O-304 OPEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8R-13
CONTROL CIRCUIT PERFORMANCE . . . . . .8N-156 B220A-OCCUPANT RESTRAINT B2317-WIPER HI/LOW CONTROL CIRCUIT
B1D87–SEAT BACKREST MOTOR CONTROLLER INTERNAL 4 . . . . . . . . . . . .8O-305 LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8R-15
CONTROL CIRCUIT PERFORMANCE . . . . . .8N-161 B220B-OCCUPANT RESTRAINT B2318-WIPER HI/LOW CONTROL CIRCUIT
B1D9B–SEAT HORIZONTAL FRONT STOP CONTROLLER FIRING STORED ENERGY . .8O-306 HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8R-18
NOT LEARNED . . . . . . . . . . . . . . . . . . . . . .8N-166 B220C-OCCUPANT RESTRAINT B2319-WIPER HI/LOW CONTROL CIRCUIT
B2101-IGNITION RUN/START INPUT CONTROLLER ACCELEROMETER 1 OPEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8R-20
CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . .8O-274 INTERNAL. . . . . . . . . . . . . . . . . . . . . . . . . .8O-307
B231B-REAR WIPER MOTOR CONTROL
B2101-IGNITION RUN/START INPUT LOW . . . .8Q-82 B220D-OCCUPANT RESTRAINT CIRCUIT LOW. . . . . . . . . . . . . . . . . . . . . . . .8R-37
B2102-IGNITION RUN/START INPUT CONTROLLER ACCELEROMETER 2
INTERNAL. . . . . . . . . . . . . . . . . . . . . . . . . .8O-308 B231C-REAR WIPER MOTOR CONTROL
CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . .8O-278 CIRCUIT HIGH. . . . . . . . . . . . . . . . . . . . . . . .8R-40
B2102-IGNITION RUN/START INPUT HIGH . . . .8Q-85 B220F-OCCUPANT RESTRAINT
CONTROLLER CONTROL DRIVER 1 . . . . . .8O-309 B231D-REAR WIPER MOTOR CONTROL
B2107-IGNITION SWITCH SENSE INPUT CIRCUIT OPEN . . . . . . . . . . . . . . . . . . . . . .8R-42
CIRCUIT/PERFORMANCE. . . . . . . . . . . . . . . .8J-28 B2210-OCCUPANT RESTRAINT
CONTROLLER CONTROL DRIVER 2 . . . . . .8O-310 B231F-FRONT/REAR WASHER MOTOR
B2108-IGNITION SWITCH SENSE INPUT CONTROL CIRCUIT LOW. . . . . . . . . . . . . . . .8R-22
CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . .8J-32 B2211-RAIN SENSOR MODULE
INITIALIZATION PERFORMANCE . . . . . . . . . .8R-55 B2320-FRONT/REAR WASHER MOTOR
CONTROL CIRCUIT HIGH . . . . . . . . . . . . . .8R-26
LX DTC INDEX 5

B2321-FRONT/REAR WASHER MOTOR TPM VERIFICATION . . . . . . . . . . . . . . . . . . . .22-58 U0146-LOST COMMUNICATION WITH
CONTROL CIRCUIT OPEN . . . . . . . . . . . . . .8R-29 U0001-CAN C BUS . . . . . . . . . . . . . . . . . . . . . .8E-13 CENTRAL GATEWAY . . . . . . . . . . . . . . . . . .8Q-113
B2323-HEADLAMP WASHER MOTOR U0019-CAN B BUS . . . . . . . . . . . . . . . . . . . . . .8E-19 U0151-LOST COMMUNICATION WITH
CONTROL CIRCUIT LOW. . . . . . . . . . . . . . . .8R-44 OCCUPANT RESTRAINT CONTROLLER
U0019-CAN B BUS . . . . . . . . . . . . . . . . . . . .8O-315 (ORC) . . . . . . . . . . . . . . . . . . . . . . . . . . . .8O-321
B2324-HEADLAMP WASHER MOTOR
CONTROL CIRCUIT HIGH . . . . . . . . . . . . . .8R-47 U0019-CAN B BUS . . . . . . . . . . . . . . . . . . . .8Q-107 U0151-LOST COMMUNICATION WITH
B2325-HEADLAMP WASHER MOTOR U0019–CAN B BUS (ATC) . . . . . . . . . . . . . . . .24-300 OCCUPANT RESTRAINT CONTROLLER . . . .8G-70
CONTROL CIRCUIT OPEN . . . . . . . . . . . . . .8R-49 U0019–CAN B BUS (RSM) . . . . . . . . . . . . . . . .8R-61 U0151-LOST COMMUNICATION WITH
B2328-WASHER FLUID LEVEL SENSOR U0019–CAN B BUS – DRIVER DOOR OCCUPANT RESTRAINT CONTROLLER. . . . . .8J-43
INPUT CIRCUIT HIGH . . . . . . . . . . . . . . . . . .8R-51 MODULE . . . . . . . . . . . . . . . . . . . . . . . . . .8N-105 U0151-LOST COMMUNICATION WITH
B2329-RAIN SENSOR OPTICAL PATH 1 U0019–CAN B BUS – HSM . . . . . . . . . . . . . . . .8G-67 OCCUPANT RESTRAINT CONTROLLER . . . .8N-111
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .8R-57 U0019–CAN B BUS – ITM . . . . . . . . . . . . . .8Q-110 U0151-LOST COMMUNICATION WITH
B232A-RAIN SENSOR OPTICAL PATH 2 OCCUPANT RESTRAINT CONTROLLER . . . .8N-180
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .8R-58 U0019–CAN B BUS – PASSENGER DOOR U0151-LOST COMMUNICATION WITH
MODULE . . . . . . . . . . . . . . . . . . . . . . . . . .8N-108 OCCUPANT RESTRAINT CONTROLLER . . . .8N-285
B232B-RAIN SENSOR OPTICAL PATH 3 U0019–CAN B BUS-DDM/PDM . . . . . . . . . . . .8N-276
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .8R-59 U0151-LOST COMMUNICATION WITH
B232C-RAIN SENSOR OPTICAL PATH 4 U0019–CAN B BUS . . . . . . . . . . . . . . . . . . . . . .8A-90 OCCUPANT RESTRAINT CONTROLLER . . . .8Q-113
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .8R-60 U0019–CAN B BUS . . . . . . . . . . . . . . . . . . . . . .8J-40 U0151–LOST COMMUNICATION WITH
B2332–HORN SWITCH INPUT CIRCUIT/ U0019–CAN B BUS . . . . . . . . . . . . . . . . . . . .8N-214 OCCUPANT RESTRAINT CONTROLLER
PERFORMANCE. . . . . . . . . . . . . . . . . . . . . . . .8H-3 (ORC) (ATC) . . . . . . . . . . . . . . . . . . . . . . . .24-303
U0020-CAN B BUS OFF PERFORMANCE . . . . . .8A-93
B2336–HORN CONTROL CIRCUIT LOW – U0151–LOST COMMUNICATION WITH
U0020-CAN B BUS OFF PERFORMANCE . . . .8N-172 OCCUPANT RESTRAINT CONTROLLER
FCM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8H-7
U0020-CAN B BUS OFF PERFORMANCE . . . .8O-318 (ORC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8E-42
B2337–HORN CONTROL CIRCUIT HIGH –
FCM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8H-10 U0021-CAN B BUS (+) CIRCUIT OPEN . . . . . .8N-175 U0154-LOST COMMUNICATION WITH
U0022-CAN B BUS (+) CIRCUIT LOW . . . . . .8N-176 OCCUPANT CLASSIFICATION MODULE . . . .8G-70
B2338–HORN CONTROL CIRCUIT OPEN –
FCM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8H-13 U0022-CAN B BUS (+) CIRCUIT LOW . . . . . .8O-321 U0154-LOST COMMUNICATION WITH
OCCUPANT CLASSIFICATION MODULE . . . .8N-111
BODY VERIFICATION TEST – VER 1 . . . . . . . .8E-272 U0023-CAN B BUS (+) CIRCUIT HIGH . . . . . .8N-177
U0154-LOST COMMUNICATION WITH
C0077-LOW TIRE PRESSURE . . . . . . . . . . . . . .22-17 U0023-CAN B BUS (+) CIRCUIT HIGH . . . . . .8O-321 OCCUPANT CLASSIFICATION MODULE . . . .8N-180
C1501–TIRE PRESSURE SENSOR 1 U0024-CAN B BUS (-) CIRCUIT OPEN . . . . . .8N-178 U0154-LOST COMMUNICATION WITH
INTERNAL . . . . . . . . . . . . . . . . . . . . . . . . . .22-19 U0025-CAN B BUS (-) CIRCUIT LOW . . . . . .8N-179 OCCUPANT CLASSIFICATION MODULE . . . .8N-285
C1502–TIRE PRESSURE SENSOR 2 U0026-CAN B BUS (-) CIRCUIT HIGH . . . . . .8N-180 U0154-LOST COMMUNICATION WITH
INTERNAL . . . . . . . . . . . . . . . . . . . . . . . . . .22-22 OCCUPANT CLASSIFICATION MODULE . . . .8O-321
U0026-CAN B BUS (-) CIRCUIT HIGH . . . . . .8O-321
C1503–TIRE PRESSURE SENSOR 3 U0154-LOST COMMUNICATION WITH
INTERNAL . . . . . . . . . . . . . . . . . . . . . . . . . .22-25 U0100-LOST COMMUNICATION WITH OCCUPANT CLASSIFICATION MODULE . . . .8Q-113
ECM/PCM . . . . . . . . . . . . . . . . . . . . . . . . . .8E-24
C1504–TIRE PRESSURE SENSOR 4 U0154–LOST COMMUNICATION WITH
INTERNAL . . . . . . . . . . . . . . . . . . . . . . . . . .22-28 U0101-LOST COMMUNICATION WITH OCCUPANT CLASSIFICATION MODULE
TCM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8E-27 (ATC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24-303
C1505–TIRE PRESSURE SENSOR 5
INTERNAL . . . . . . . . . . . . . . . . . . . . . . . . . .22-31 U0103-LOST COMMUNICATION WITH U0154–LOST COMMUNICATION WITH
ELECTRIC GEAR SHIFT MODULE. . . . . . . . . .8E-30 OCCUPANT CLASSIFICATION MODULE. . . . . .8E-45
C1506–LEFT FRONT TIRE PRESSURE
TRANSPONDER MODULE U0121-LOST COMMUNICATION WITH U0155-LOST COMMUNICATION WITH
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .22-34 ANTI-LOCK BRAKE MODULE . . . . . . . . . . . .8E-33 CLUSTER/CCN. . . . . . . . . . . . . . . . . . . . . . . .8E-48
C1507–RIGHT FRONT TIRE PRESSURE U0121-LOST COMMUNICATION WITH U0155-LOST COMMUNICATION WITH
TRANSPONDER MODULE ANTI-LOCK BRAKE SYSTEM (ABS) CLUSTER/CCN. . . . . . . . . . . . . . . . . . . . . . . .8G-70
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .22-39 CONTROL MODULE . . . . . . . . . . . . . . . . . .8O-321
C1509–RIGHT REAR TIRE PRESSURE CLUSTER/CCN . . . . . . . . . . . . . . . . . . . . . .8N-111
TRANSPONDER MODULE FRONT CONTROL MODULE . . . . . . . . . . . .8O-321
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .22-44 U0141-LOST COMMUNICATION WITH U0155-LOST COMMUNICATION WITH
FRONT CONTROL MODULE . . . . . . . . . . . .8Q-113 CLUSTER/CCN . . . . . . . . . . . . . . . . . . . . . .8N-180
C150A–LEFT FRONT TIRE PRESSURE
TRANSPONDER MODULE VOLTAGE U0141–LOST COMMUNICATION WITH U0155-LOST COMMUNICATION WITH
HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22-49 FRONT CONTROL MODULE (ATC) . . . . . . . .24-303 CLUSTER/CCN . . . . . . . . . . . . . . . . . . . . . .8N-213
C150B–RIGHT FRONT TIRE PRESSURE U0141–LOST COMMUNICATION WITH U0155-LOST COMMUNICATION WITH
TRANSPONDER MODULE VOLTAGE FRONT CONTROL MODULE. . . . . . . . . . . . . .8A-95 CLUSTER/CCN . . . . . . . . . . . . . . . . . . . . . .8N-285
HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22-52 U0141–LOST COMMUNICATION WITH U0155-LOST COMMUNICATION WITH
C150C–RIGHT REAR TIRE PRESSURE FRONT CONTROL MODULE. . . . . . . . . . . . . .8E-36 CLUSTER/CCN . . . . . . . . . . . . . . . . . . . . . .8O-321
TRANSPONDER MODULE VOLTAGE U0141–LOST COMMUNICATION WITH U0155-LOST COMMUNICATION WITH
HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22-55 FRONT CONTROL MODULE. . . . . . . . . . . . . .8G-70 CLUSTER/CCN . . . . . . . . . . . . . . . . . . . . . .8Q-113
NGC POWERTRAIN VERIFICATION TEST U0141–LOST COMMUNICATION WITH U0155–LOST COMMUNICATION WITH
VER - 1. . . . . . . . . . . . . . . . . . . . . . . . . . . .8E-285 FRONT CONTROL MODULE. . . . . . . . . . . . . .8J-43 CLUSTER/CCN (ATC). . . . . . . . . . . . . . . . . .24-303
NGC POWERTRAIN VERIFICATION TEST U0141–LOST COMMUNICATION WITH U0156-LOST COMMUNICATION WITH
VER - 2. . . . . . . . . . . . . . . . . . . . . . . . . . . .8E-286 FRONT CONTROL MODULE . . . . . . . . . . . .8N-111 EOM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8G-70
VER - 3. . . . . . . . . . . . . . . . . . . . . . . . . . . .8E-287 FRONT CONTROL MODULE . . . . . . . . . . . .8N-180 EOM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8N-111
NGC POWERTRAIN VERIFICATION TEST U0143-LOST COMMUNICATION WITH U0156-LOST COMMUNICATION WITH
VER - 6. . . . . . . . . . . . . . . . . . . . . . . . . . . .8E-291 MULTI-PURPOSE MODULE (POLICE EOM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8O-321
POWER SEAT SYSTEM VERIFICATION AND TAXI INTERFACE MODULE) (PTIM) . . . .8E-39 U0156–LOST COMMUNICATION WITH
TEST – VER 1 . . . . . . . . . . . . . . . . . . . . . .8N-183 EOM (ATC) . . . . . . . . . . . . . . . . . . . . . . . .24-303
SKREEM/SKIM VERIFICATION . . . . . . . . . . . .8Q-123
6 DTC INDEX LX

U0156–LOST COMMUNICATION WITH U0169-LOST COMMUNICATION WITH U0195-LOST COMMUNICATION WITH
EOM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8E-51 SUNROOF CONTROL MODULE . . . . . . . . . .8N-286 SDARS . . . . . . . . . . . . . . . . . . . . . . . . . . . .8G-71
U0159-LOST COMMUNICATION WITH U0169–LOST COMMUNICATION WITH U0195-LOST COMMUNICATION WITH
PARK ASSIST CONTROL MODULE . . . . . . . .8E-54 SUNROOF CONTROL MODULE (ATC). . . . . .24-304 SDARS . . . . . . . . . . . . . . . . . . . . . . . . . . . .8J-43
U0159-LOST COMMUNICATION WITH U0170-LOST COMMUNICATION U0195-LOST COMMUNICATION WITH
PARKING ASSIST CONTROL MODULE. . . . . .8G-70 W/UP-FRONT LEFT SATELLITE SDARS. . . . . . . . . . . . . . . . . . . . . . . . . . . .8N-112
U0159-LOST COMMUNICATION WITH ACCELERATION SENSOR . . . . . . . . . . . . . .8O-323 U0195-LOST COMMUNICATION WITH
PARKING ASSIST CONTROL MODULE. . . . . .8J-43 U0171-LOST COMMUNICATION SDARS. . . . . . . . . . . . . . . . . . . . . . . . . . . .8N-181
U0159-LOST COMMUNICATION WITH W/UP-FRONT RIGHT SATELLITE U0195-LOST COMMUNICATION WITH
PARKING ASSIST CONTROL MODULE . . . .8N-111 ACCELERATION SENSOR . . . . . . . . . . . . . .8O-328 SDARS. . . . . . . . . . . . . . . . . . . . . . . . . . . .8N-286
U0159-LOST COMMUNICATION WITH U0172-LOST COMMUNICATION W/LEFT U0195-LOST COMMUNICATION WITH
PARKING ASSIST CONTROL MODULE . . . .8N-180 SIDE SATELLITE ACCELERATION SDARS. . . . . . . . . . . . . . . . . . . . . . . . . . . .8O-353
SENSOR 1. . . . . . . . . . . . . . . . . . . . . . . . . .8O-333
U0159-LOST COMMUNICATION WITH U0195–LOST COMMUNICATION WITH
PARKING ASSIST CONTROL MODULE . . . .8N-285 U0173-LOST COMMUNICATION W/LEFT SDARS (ATC). . . . . . . . . . . . . . . . . . . . . . . .24-305
SIDE SATELLITE ACCELERATION
U0159–LOST COMMUNICATION WITH SENSOR 2. . . . . . . . . . . . . . . . . . . . . . . . . .8O-338 U0196-LOST COMMUNICATION WITH
PARKING ASSIST CONTROL MODULE VEHICLE ENTERTAINMENT CONTROL
(ATC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24-303 U0175-LOST COMMUNICATION W/RIGHT MODULE (ATC) . . . . . . . . . . . . . . . . . . . . . .24-305
SIDE SATELLITE ACCELERATION
U0164-LOST COMMUNICATION WITH SENSOR 1. . . . . . . . . . . . . . . . . . . . . . . . . .8O-343 U0196-LOST COMMUNICATION WITH
HVAC CONTROL MODULE . . . . . . . . . . . . . .8E-57 VEHICLE ENTERTAINMENT CONTROL
U0176-LOST COMMUNICATION W/RIGHT MODULE. . . . . . . . . . . . . . . . . . . . . . . . . . . .8E-84
U0164-LOST COMMUNICATION WITH SIDE SATELLITE ACCELERATION
HVAC CONTROL MODULE . . . . . . . . . . . . . .8G-70 SENSOR 2. . . . . . . . . . . . . . . . . . . . . . . . . .8O-348 U0196-LOST COMMUNICATION WITH
U0164-LOST COMMUNICATION WITH VEHICLE ENTERTAINMENT CONTROL
U0181-LOST COMMUNICATION WITH MODULE . . . . . . . . . . . . . . . . . . . . . . . . . .8O-353
HVAC CONTROL MODULE . . . . . . . . . . . . . .8J-43 HEADLAMP LEVELING TRANSLATOR . . . . . .8E-69
U0181-LOST COMMUNICATION WITH HANDS FREE PHONE MODULE . . . . . . . . . .8E-87
HVAC CONTROL MODULE. . . . . . . . . . . . . .8N-111 HEADLAMP LEVELING TRANSLATOR . . . . . .8G-71
U0181-LOST COMMUNICATION WITH HANDS FREE PHONE MODULE . . . . . . . . . .8J-43
HVAC CONTROL MODULE. . . . . . . . . . . . . .8N-180 HEADLAMP LEVELING TRANSLATOR. . . . . .8N-286
U0181–LOST COMMUNICATION WITH HANDS FREE PHONE MODULE. . . . . . . . . .8O-353
HVAC CONTROL MODULE. . . . . . . . . . . . . .8N-286 HEADLAMP LEVEL TRANSLATOR . . . . . . . .8N-181
U0181–LOST COMMUNICATION WITH HANDS FREE PHONE. . . . . . . . . . . . . . . . . .8N-112
HVAC CONTROL MODULE. . . . . . . . . . . . . .8O-322 HEADLAMP LEVELING TRANSLATOR
U0167-LOST COMMUNICATION WITH (ATC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24-304 U0197-LOST COMMUNICATION WITH
INTRUSION TRANSCEIVER CONTROL HANDS FREE PHONE. . . . . . . . . . . . . . . . . .8N-181
MODULE. . . . . . . . . . . . . . . . . . . . . . . . . . . .8E-60 RADIO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8E-72 U0197-LOST COMMUNICATION WITH
U0167-LOST COMMUNICATION WITH HFM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8G-71
INTRUSION TRANSCEIVER CONTROL RADIO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8G-71 U0197–LOST COMMUNICATION WITH
MODULE. . . . . . . . . . . . . . . . . . . . . . . . . . . .8J-43 HANDS FREE PHONE MODULE (ATC). . . . . .24-305
U0168-LOST COMMUNICATION WITH RADIO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8J-43 U0199-LOST COMMUNICATION WITH
VEHICLE SECURITY CONTROL DRIVER DOOR MODULE . . . . . . . . . . . . . . . .8E-90
MODULE (SKREEM/WCM) . . . . . . . . . . . . . .8E-63 U0184-LOST COMMUNICATION WITH
RADIO . . . . . . . . . . . . . . . . . . . . . . . . . . . .8N-112 U0199-LOST COMMUNICATION WITH
U0168-LOST COMMUNICATION WITH DRIVER DOOR MODULE. . . . . . . . . . . . . . . .8G-71
VEHICLE SECURITY CONTROL U0184-LOST COMMUNICATION WITH
MODULE (SKREEM/WCM) . . . . . . . . . . . . . .8G-70 DRIVER DOOR MODULE . . . . . . . . . . . . . .8N-181
VEHICLE SECURITY CONTROL DRIVER DOOR MODULE . . . . . . . . . . . . . .8N-287
MODULE (SKREEM/WCM) . . . . . . . . . . . . . .8J-43 U0184-LOST COMMUNICATION WITH
RADIO . . . . . . . . . . . . . . . . . . . . . . . . . . . .8O-353 U0199-LOST COMMUNICATION WITH
U0168-LOST COMMUNICATION WITH DRIVER DOOR MODULE . . . . . . . . . . . . . .8O-353
VEHICLE SECURITY CONTROL U0184–LOST COMMUNICATION WITH
MODULE (SKREEM/WCM). . . . . . . . . . . . . .8N-111 RADIO (ATC). . . . . . . . . . . . . . . . . . . . . . . .24-304 U0199–LOST COMMUNICATION WITH
DRIVER DOOR MODULE (ATC) . . . . . . . . . .24-305
VEHICLE SECURITY CONTROL AUDIO AMPLIFIER . . . . . . . . . . . . . . . . . . . .8E-75 U0200-LOST COMMUNICATION WITH
MODULE (SKREEM/WCM). . . . . . . . . . . . . .8N-180 PASSENGER DOOR MODULE . . . . . . . . . . . .8E-93
U0168-LOST COMMUNICATION WITH AUDIO AMPLIFIER . . . . . . . . . . . . . . . . . . . .8G-71 U0200-LOST COMMUNICATION WITH
VEHICLE SECURITY CONTROL PASSENGER DOOR MODULE . . . . . . . . . . . .8G-71
MODULE (SKREEM/WCM). . . . . . . . . . . . . .8N-286 AUDIO AMPLIFIER . . . . . . . . . . . . . . . . . .8N-112 U0200-LOST COMMUNICATION WITH
U0168-LOST COMMUNICATION WITH PASSENGER DOOR MODULE. . . . . . . . . . . .8N-112
VEHICLE SECURITY CONTROL AUDIO AMPLIFIER . . . . . . . . . . . . . . . . . .8N-181 U0200-LOST COMMUNICATION WITH
MODULE (SKREEM/WCM). . . . . . . . . . . . . .8O-322 PASSENGER DOOR MODULE. . . . . . . . . . . .8N-181
U0168–LOST COMMUNICATION WITH AUDIO AMPLIFIER . . . . . . . . . . . . . . . . . .8N-286 U0200-LOST COMMUNICATION WITH
VEHICLE SECURITY CONTROL PASSENGER DOOR MODULE. . . . . . . . . . . .8N-287
MODULE (SKREEM/WCM) (ATC) . . . . . . . .24-304 U0186-LOST COMMUNICATION WITH
AUDIO AMPLIFIER . . . . . . . . . . . . . . . . . .8N-286 U0200-LOST COMMUNICATION WITH
U0169-LOST COMMUNICATION WITH PASSENGER DOOR MODULE. . . . . . . . . . . .8O-353
SUNROOF CONTROL MODULE. . . . . . . . . . . .8E-66 U0186-LOST COMMUNICATION WITH
AUDIO AMPLIFIER . . . . . . . . . . . . . . . . . .8O-353 U0200–LOST COMMUNICATION WITH
U0169-LOST COMMUNICATION WITH PASSENGER DOOR MODULE (ATC) . . . . . .24-305
SUNROOF CONTROL MODULE . . . . . . . . . .8G-70 U0186–LOST COMMUNICATION WITH
AUDIO AMPLIFIER (ATC) . . . . . . . . . . . . . .24-304 U0208-LOST COMMUNICATION WITH
U0169-LOST COMMUNICATION WITH HEATED SEAT CONTROL MODULE . . . . . . . .8E-96
SUNROOF CONTROL MODULE . . . . . . . . . .8N-111 U0193-LOST COMMUNICATION WITH
TRAFFIC INFORMATION RECEIVER U0208-LOST COMMUNICATION WITH
U0169-LOST COMMUNICATION WITH MODULE. . . . . . . . . . . . . . . . . . . . . . . . . . . .8E-78 HEATED SEAT CONTROL MODULE . . . . . . . .8J-44
U0169-LOST COMMUNICATION WITH SDARS . . . . . . . . . . . . . . . . . . . . . . . . . . . .8E-81 HEATED SEAT CONTROL MODULE. . . . . . . .8N-112
HEATED SEAT CONTROL MODULE. . . . . . . .8N-181
LX DTC INDEX 7

U0208-LOST COMMUNICATION WITH *CAN C DIAGNOSTIC (+) CIRCUIT LOW . . . .8E-131 *NO RESPONSE FROM SUNR (SUNROOF
HEATED SEAT CONTROL MODULE. . . . . . . .8N-287 *CAN C DIAGNOSTIC (+) CIRCUIT OPEN . . . .8E-139 MOTOR/MODULE). . . . . . . . . . . . . . . . . . . .8E-227
U0208-LOST COMMUNICATION WITH *CAN C DIAGNOSTIC (+) SHORTED TO *NO RESPONSE FROM TCM
HEATED SEAT CONTROL MODULE. . . . . . . .8O-353 CAN C DIAGNOSTIC (-). . . . . . . . . . . . . . . .8E-135 (TRANSMISSION CONTROL MODULE) -
U0208–LOST COMMUNICATION WITH NAG1 . . . . . . . . . . . . . . . . . . . . . . . . . . . .8E-230
*CAN C DIAGNOSTIC (-) CIRCUIT LOW . . . .8E-133
HEATED SEAT CONTROL MODULE *NO RESPONSE FROM TCM
(ATC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24-306 *CAN C DIAGNOSTIC (-) CIRCUIT OPEN . . . .8E-137 (TRANSMISSION CONTROL MODULE)
U0209-LOST COMMUNICATION WITH *DECKLID/LIFTGATE RELEASE – NGC . . . . . . . . . . . . . . . . . . . . . . . . . . . .8E-234
MEMORY SEAT CONTROL MODULE. . . . . . . .8E-99 INOPERATIVE . . . . . . . . . . . . . . . . . . . . . . . .8N-24 *NO RESPONSE FROM VES (MONITOR/
U0209-LOST COMMUNICATION WITH *DIAGNOSIS AND CHECKOUT DVD MEDIA SYSTEM) . . . . . . . . . . . . . . . .8E-236
MEMORY SEAT CONTROL MODULE . . . . . .8G-71 PROCEDURE FOR SEAT WEIGHT *NO RESPONSE FROM WCM (WIRELESS
SENSORS. . . . . . . . . . . . . . . . . . . . . . . . . .8O-354 CONTROL MODULE) – (SENTRY KEY
MEMORY SEAT CONTROL MODULE. . . . . . . .8J-44 *DRIVER DOOR LOCK INOPERATIVE . . . . . . . .8N-43 REMOTE ENTRY MODULE) . . . . . . . . . . . .8E-239
U0209-LOST COMMUNICATION WITH *FRONT WINDOW MOVES ABOUT 3 *OCS VERIFICATION TEST - VER 1 . . . . . . . .8O-358
MEMORY SEAT CONTROL MODULE . . . . . .8N-112 INCHES AND QUITS . . . . . . . . . . . . . . . . . .8N-288 *ONE PASSENGER DOOR LOCK
U0209-LOST COMMUNICATION WITH *HVAC SYSTEM TEST (ATC) . . . . . . . . . . . . . .24-314 INOPERATIVE . . . . . . . . . . . . . . . . . . . . . . . .8N-46
MEMORY SEAT CONTROL MODULE . . . . . .8N-287 *HVAC SYSTEM TEST (MTC) . . . . . . . . . . . .24-317 *ORC VERIFICATION TEST - VER 1 . . . . . . . .8O-360
U0209-LOST COMMUNICATION WITH *LEFT DOOR LOCKS INOPERATIVE – *PASSENGER DOORS FAIL TO UNLOCK . . . . . .8N-35
MEMORY SEAT CONTROL MODULE . . . . . .8O-353 (LHD ONLY) . . . . . . . . . . . . . . . . . . . . . . . .8N-40 *RIGHT DOOR LOCKS INOPERATIVE –
U0209–LOST COMMUNICATION WITH *NO RESPONSE FROM ABS (ANTILOCK (LHD ONLY) . . . . . . . . . . . . . . . . . . . . . . . .8N-37
MEMORY SEAT CONTROL MODULE BRAKE MODULE) . . . . . . . . . . . . . . . . . . . .8E-144 *STORED LOST COMMUNICATION DTCS . . . .8E-126
(ATC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24-306 *NO RESPONSE FROM AMP (AMPLIFIER) . .8E-148
U0212-LOST COMMUNICATION WITH *NO RESPONSE FROM CCN (CLUSTER) . . . .8E-151 CHASSIS DIAGNOSTICS
SCCM - CAN B . . . . . . . . . . . . . . . . . . . . . .8E-102
U0212-LOST COMMUNICATION WITH *NO RESPONSE FROM DDM (DRIVER ABS INTERMITTENT CONDITION . . . . . . . . . . . .5-208
SCCM - CAN B . . . . . . . . . . . . . . . . . . . . . .8G-71 DOOR MODULE) . . . . . . . . . . . . . . . . . . . .8E-155
ABS VERIFICATION TEST — VER 1 . . . . . . . .5-384
U0212-LOST COMMUNICATION WITH *NO RESPONSE FROM ECM (ENGINE
CONTROL MODULE) - DIESEL . . . . . . . . . .8E-158 APS VERIFICATION TEST . . . . . . . . . . . . . . . .5-383
SCCM - CAN B . . . . . . . . . . . . . . . . . . . . . .8N-112
*NO RESPONSE FROM EOM APS-INTERMITTENT CONDITION . . . . . . . . . . . .5-176
U0212-LOST COMMUNICATION WITH (ELECTRONIC OVERHEAD MODULE) . . . . . .8E-161
SCCM - CAN B . . . . . . . . . . . . . . . . . . . . . .8N-287 B1D4F-ADJUSTABLE PEDAL INHIBIT
*NO RESPONSE FROM ESM CIRCUIT LOW. . . . . . . . . . . . . . . . . . . . . . . .5-177
U0212-LOST COMMUNICATION WITH (ELECTRONIC SHIFT MODULE)
SCCM-CAN-B . . . . . . . . . . . . . . . . . . . . . . . .8J-44 B1D50-ADJUSTABLE PEDAL INHIBIT
(SHIFTER LEVER ASSEMBLY) - NAG1 . . . .8E-164 CIRCUIT HIGH. . . . . . . . . . . . . . . . . . . . . . . .5-181
U0212–LOST COMMUNICATION WITH *NO RESPONSE FROM ESM
SCCM - CAN-B (ATC). . . . . . . . . . . . . . . . . .24-306 B1D51-ADJUSTABLE PEDAL INHIBIT
(ELECTRONIC SHIFT MODULE) - CIRCUIT OPEN . . . . . . . . . . . . . . . . . . . . . .5-184
U0212–LOST COMMUNICATION WITH (COLUMN NAG1) . . . . . . . . . . . . . . . . . . . .8E-168
SCCM . . . . . . . . . . . . . . . . . . . . . . . . . . . .8N-182 B1D56–ADJUSTABLE PEDAL SENSOR
*NO RESPONSE FROM FCM (FRONT CIRCUIT LOW. . . . . . . . . . . . . . . . . . . . . . . .5-187
U0231-LOST COMMUNICATION WITH CONTROL MODULE) . . . . . . . . . . . . . . . . . .8E-172
RAIN SENSING MODULE . . . . . . . . . . . . . .8E-105 B1D57–ADJUSTABLE PEDAL SENSOR
*NO RESPONSE FROM HFM (HANDS CIRCUIT HIGH. . . . . . . . . . . . . . . . . . . . . . . .5-191
U0231-LOST COMMUNICATION WITH FREE MODULE). . . . . . . . . . . . . . . . . . . . . .8E-176
RAIN SENSING MODULE. . . . . . . . . . . . . . . .8G-72 B1D5B–ADJUSTABLE PEDAL SWITCH
*NO RESPONSE FROM HIDT (HEADLAMP CIRCUIT PERFORMANCE. . . . . . . . . . . . . . . .5-194
U0231-LOST COMMUNICATION WITH LEVELING MODULE) . . . . . . . . . . . . . . . . . .8E-179
RAIN SENSING MODULE . . . . . . . . . . . . . .8N-113 B1D5C–ADJUSTABLE PEDAL SWITCH
*NO RESPONSE FROM HSM (HEATED CIRCUIT STUCK FORWARD. . . . . . . . . . . . . .5-198
U0231-LOST COMMUNICATION WITH SEAT MODULE). . . . . . . . . . . . . . . . . . . . . .8E-182
RAIN SENSING MODULE . . . . . . . . . . . . . .8N-182 B1D5D–ADJUSTABLE PEDAL SWITCH
*NO RESPONSE FROM HVAC (HEAT CIRCUIT STUCK REARWARD . . . . . . . . . . . .5-201
U0231-LOST COMMUNICATION WITH VENTILATION AND A/C) (ATC) . . . . . . . . . .8E-185
RAIN SENSING MODULE . . . . . . . . . . . . . .8N-287 B1D67–ADJUSTABLE PEDAL CONTROL
*NO RESPONSE FROM ITM (INTRUSION CIRCUIT PERFORMANCE. . . . . . . . . . . . . . . .5-204
U0231–LOST COMMUNICATION WITH TRANSCEIVER MODULE) . . . . . . . . . . . . . .8E-188
RAIN SENSING MODULE (ATC). . . . . . . . . .24-306 C100A–LEFT FRONT WHEEL SPEED
*NO RESPONSE FROM LRSM (LIGHT/ SENSOR CIRCUIT . . . . . . . . . . . . . . . . . . . .5-209
U1105-CAN B SIGNAL MISSING . . . . . . . . . .8E-108 RAIN SENSOR MODULE) . . . . . . . . . . . . . .8E-191 C1011-LEFT FRONT WHEEL SPEED
U1106-CAN C SIGNAL MISSING . . . . . . . . . .8E-111 *NO RESPONSE FROM MSMD (MEMORY SENSOR SIGNAL ERRATIC
U1107-ECU IN SINGLE-WIRE MODE . . . . . . . .8E-117 SEAT MODULE). . . . . . . . . . . . . . . . . . . . . .8E-197 PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .5-215
U1108-ADDITIONAL CAN B ECU *NO RESPONSE FROM MULTI-PURPOSE C1014-LEFT FRONT WHEEL SPEED
DETECTED. . . . . . . . . . . . . . . . . . . . . . . . . .8E-122 MODULE (POLICE AND TAXI COMPARATIVE PERFORMANCE . . . . . . . . . .5-219
INTERFACE MODULE-PTIM) . . . . . . . . . . . .8E-194 C1015–RIGHT FRONT WHEEL SPEED
U110A-LOST COMMUNICATION WITH
SCCM - CAN C . . . . . . . . . . . . . . . . . . . . . .8E-123 *NO RESPONSE FROM OCM (OCCUPANT SENSOR CIRCUIT . . . . . . . . . . . . . . . . . . . .5-222
CLASSIFICATION MODULE) . . . . . . . . . . . .8E-200 C101C-RIGHT FRONT WHEEL SPEED
U110D-LOST COMMUNICATION WITH
SECURITY SIREN . . . . . . . . . . . . . . . . . . . .8Q-114 *NO RESPONSE FROM ORC (OCCUPANT SENSOR SIGNAL ERRATIC
RESTRAINT CONTROLLER MODULE). . . . . .8E-204 PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .5-228
U1414-IMPLAUSIBLE/MISSING ECU
CONFIGURATION DATA . . . . . . . . . . . . . . . .8O-361 *NO RESPONSE FROM PCM C101F-RIGHT FRONT WHEEL SPEED
(POWERTRAIN CONTROL MODULE) . . . . . .8E-208 COMPARATIVE PERFORMANCE . . . . . . . . . .5-232
U1415-IMPLAUSIBLE/MISSING VEHICLE
CONFIGURATION DATA . . . . . . . . . . . . . . . .8O-362 *NO RESPONSE FROM PDM (PASSENGER C1020–LEFT REAR WHEEL SPEED
DOOR MODULE) . . . . . . . . . . . . . . . . . . . .8E-212 SENSOR CIRCUIT . . . . . . . . . . . . . . . . . . . .5-235
U1416-IMPLAUSIBLE SECURITY SIREN
SIGNAL RECEIVED . . . . . . . . . . . . . . . . . .8Q-118 *NO RESPONSE FROM PTS (PARK C1027-LEFT REAR WHEEL SPEED
ASSIST MODULE). . . . . . . . . . . . . . . . . . . .8E-215 SENSOR SIGNAL ERRATIC
*A/C HEATER CONTROL WILL NOT ENTER PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .5-241
DIAGNOSTIC MODE (MTC) . . . . . . . . . . . .24-307 *NO RESPONSE FROM RADIO . . . . . . . . . . . .8E-218
*NO RESPONSE FROM SCM (STEERING C102A-LEFT REAR WHEEL SPEED
*ALL DOORS FAIL TO LOCK . . . . . . . . . . . . . .8N-32 COMPARATIVE PERFORMANCE . . . . . . . . . .5-245
CONTROL MODULE) . . . . . . . . . . . . . . . . . .8E-224
*BOTH CAN C DIAGNOSTIC (+) AND CAN C102B–RIGHT REAR WHEEL SPEED
C DIAGNOSTIC (-) CIRCUITS OPEN . . . . . .8E-141 *NO RESPONSE FROM SDAR (SATELLITE
RECEIVER) . . . . . . . . . . . . . . . . . . . . . . . .8E-221 SENSOR CIRCUIT . . . . . . . . . . . . . . . . . . . .5-248
*CAN C DIAGNOSTIC (+) AND/OR CAN C
DIAGNOSTIC (-) CIRCUITS HIGH . . . . . . . .8E-129
8 DTC INDEX LX

C1032-RIGHT REAR WHEEL SPEED C2115-DYNAMICS SENSOR SUPPLY P0032 - O2 SENSOR 1/1 HEATER CIRCUIT
SENSOR SIGNAL ERRATIC VOLTAGE HIGH . . . . . . . . . . . . . . . . . . . . . .5-333 HIGH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-1065
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .5-254 C2116-ABS PUMP MOTOR SUPPLY LOW P0032-O2 SENSOR 1/1 HEATER CIRCUIT
C1035-RIGHT REAR WHEEL SPEED VOLTAGE. . . . . . . . . . . . . . . . . . . . . . . . . . . .5-335 HIGH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-17
COMPARATIVE PERFORMANCE . . . . . . . . . .5-258 C2200-ANTI-LOCK BRAKE MODULE P0037-O2 SENSOR 1/2 HEATER CIRCUIT
C1041-LEFT FRONT TONE WHEEL INTERNAL . . . . . . . . . . . . . . . . . . . . . . . . . .5-339 LOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-21
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .5-261 C2202-ORIGINAL VIN MISMATCH/ P0038-O2 SENSOR 1/2 HEATER CIRCUIT
C1042-RIGHT FRONT TONE WHEEL MISSING. . . . . . . . . . . . . . . . . . . . . . . . . . . .5-341 HIGH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-24
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .5-262 C2204-DYNAMICS SENSOR INTERNAL . . . . . .5-342 P0045 - TURBOCHARGER BOOST
C1043-LEFT REAR TONE WHEEL C2205-STEERING ANGLE SENSOR CONTROL CIRCUIT/OPEN . . . . . . . . . . . . . .9-1069
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .5-263 INTERNAL . . . . . . . . . . . . . . . . . . . . . . . . . .5-345 P0046 - TURBOCHARGER BOOST
C1044-RIGHT REAR TONE WHEEL C2206-VEHICLE CONFIGURATION CONTROL CIRCUIT PERFORMANCE . . . . . .9-1073
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .5-264 MISMATCH . . . . . . . . . . . . . . . . . . . . . . . . . .5-347 P0047 - TURBOCHARGER BOOST
C1046–LEFT FRONT WHEEL PRESSURE U0002–CAN C BUS OFF PERFORMANCE . . . . . .5-348 CONTROL CIRCUIT LOW . . . . . . . . . . . . . .9-1078
PHASE MONITORING . . . . . . . . . . . . . . . . . .5-265 P0048 - TURBOCHARGER BOOST
U0100–LOST COMMUNICATION WITH
C1047-RIGHT FRONT WHEEL PRESSURE ECM/PCM . . . . . . . . . . . . . . . . . . . . . . . . . .5-352 CONTROL CIRCUIT HIGH . . . . . . . . . . . . . .9-1082
PHASE MONITORING . . . . . . . . . . . . . . . . . .5-268 P0051-O2 SENSOR 2/1 HEATER CIRCUIT
C1048-LEFT REAR WHEEL PRESSURE TCM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-354 LOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-28
C1049-RIGHT REAR WHEEL PRESSURE DYNAMICS SENSOR . . . . . . . . . . . . . . . . . .5-356 HIGH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-31
C1073-ABS PUMP MOTOR CONTROL STEERING ANGLE SENSOR. . . . . . . . . . . . . .5-360 LOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-35
CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-277 P0058-O2 SENSOR 2/2 HEATER CIRCUIT
C1078–TIRE REVOLUTIONS RANGE FRONT CONTROL MODULE. . . . . . . . . . . . . .5-362 HIGH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-38
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .5-281 P0069–MANIFOLD PRESSURE/
C107C–BRAKE PEDAL SWITCH 1/2 STUCK . . . .5-282 CENTRAL GATEWAY . . . . . . . . . . . . . . . . . .5-364 BAROMETRIC PRESSURE
C107D-BRAKE PEDAL SWITCH 1/2 CORRELATION . . . . . . . . . . . . . . . . . . . . . .9-1086
U0401–IMPLAUSIBLE DATA RECEIVED
CORRELATION. . . . . . . . . . . . . . . . . . . . . . . .5-286 FROM ECM/PCM. . . . . . . . . . . . . . . . . . . . . .5-366 P006D-BAROMETRIC PRESSURE —
C1210–G SENSOR INPUT CIRCUIT INLET AIR PRESSURE CORRELATION . . . .9-1088
U0429–IMPLAUSIBLE DATA RECEIVED
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .5-290 FROM SCM. . . . . . . . . . . . . . . . . . . . . . . . . .5-367 P0070 - AMBIENT AIR TEMPERATURE
C1219-STEERING ANGLE SENSOR SENSOR STUCK . . . . . . . . . . . . . . . . . . . .9-1092
U1003–ESP CAN C BUS PERFORMANCE . . . . . .5-368
ERRATIC PERFORMANCE. . . . . . . . . . . . . . . .5-293 P0071-AMBIENT AIR TEMPERATURE
U1104–CAN C BUS CRC PERFORMANCE . . . .5-372 SENSOR PERFORMANCE . . . . . . . . . . . . . . . .9-42
C121A–STEERING ANGLE SENSOR NOT
INITIALIZED. . . . . . . . . . . . . . . . . . . . . . . . . .5-297 U140E–IMPLAUSIBLE VEHICLE P0072-AMBIENT AIR TEMPERATURE
CONFIGURATION DATA RECEIVED . . . . . . . .5-376 SENSOR CIRCUIT LOW. . . . . . . . . . . . . . . . . .9-46
C121C–TORQUE REQUEST SIGNAL
DENIED . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-298 U1501–IMPLAUSIBLE MESSAGE DATA P0073–AMBIENT AIR TEMPERATURE
LENGTH RECEIVED FROM ECM/PCM . . . . . .5-378 SENSOR CIRCUIT HIGH. . . . . . . . . . . . . . . . . .9-49
C121D-BRAKE PRESSURE SENSOR
CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-299 U1502–IMPLAUSIBLE MESSAGE DATA P0087-FUEL RAIL PRESSURE TOO LOW . . . .9-1093
LENGTH RECEIVED FROM TCM . . . . . . . . . .5-380
C121E-BRAKE PRESSURE SENSOR P0088-FUEL RAIL PRESSURE TOO HIGH . . . .9-1097
COMPARATIVE PERFORMANCE . . . . . . . . . .5-300 U1503–IMPLAUSIBLE MESSAGE DATA
LENGTH RECEIVED FROM FCM . . . . . . . . . .5-382 P0089 - FUEL PRESSURE 1 CONTROL
C1231–DRIVE TEST: STEERING ANGLE PERFORMANCE. . . . . . . . . . . . . . . . . . . . . .9-1101
SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-301 P0090 - FUEL PRESSURE 1 CONTROL
C1232–DRIVE TEST: PRESSURE SENSOR . . . .5-303 POWERTRAIN DIAGNOSTICS CIRCUIT/OPEN . . . . . . . . . . . . . . . . . . . . . .9-1106
C1234–DRIVE TEST: SENSOR CLUSTER B10B3 - CABIN HEATER 1 CONTROL P0091 - FUEL PRESSURE 1 CONTROL
INSTALLATION. . . . . . . . . . . . . . . . . . . . . . . .5-304 CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . .9-1818 CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . .9-1110
C1238-DRIVE TEST: UNSUCCESSFUL . . . . . . . .5-305 B10B7 - CABIN HEATER 2 CONTROL P0092 - FUEL PRESSURE 1 CONTROL
CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . .9-1820 CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . .9-1115
C1239–EMISSIONS ROLLS TEST ACTIVE . . . .5-305
B1138 - CABIN HEATER 3 CONTROL P0100-MASS AIR FLOW SENSOR . . . . . . . . . .9-1119
C123A-ESP SYSTEM SENSORS CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . .9-1822
CALIBRATION . . . . . . . . . . . . . . . . . . . . . . . .5-306 P0102-MASS AIR FLOW SENSOR CIRCUIT
B1139 - CABIN HEATER 3 CONTROL LOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-1127
C123B-ESP SYSTEM CONTROL TOO CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . .9-1826
LONG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-308 P0103-MASS AIR FLOW SENSOR CIRCUIT
B113A - CABIN HEATER 3 CONTROL HIGH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-1132
C123C-DYNAMICS SENSOR MOUNTING/ CIRCUIT OPEN . . . . . . . . . . . . . . . . . . . . . .9-1830
INSTALLATION PERFORMANCE . . . . . . . . . .5-310 P0107-MANIFOLD ABSOLUTE PRESSURE
B1C32- AIRBAG DEPLOYMENT DETECTED . .9-1834 SENSOR CIRCUIT LOW. . . . . . . . . . . . . . . . . .9-53
C123F–STEERING ANGLE SENSOR
COMPARATIVE PERFORMANCE . . . . . . . . . .5-313 CHECKING THE HIGH-SIDE FUEL SYSTEM . .9-1887 P0108-MANIFOLD ABSOLUTE PRESSURE
C1240–STEERING ANGLE SENSOR INTERMITTENT CONDITION . . . . . . . . . . . . . . . .9-9 SENSOR CIRCUIT HIGH. . . . . . . . . . . . . . . . . .9-58
OVERTRAVEL PERFORMANCE. . . . . . . . . . . .5-316 P0001 - FUEL QUANTITY CONTROL P0111-INTAKE AIR TEMPERATURE
C1242–G SENSOR INPUT SIGNAL CIRCUIT/OPEN . . . . . . . . . . . . . . . . . . . . . .9-1044 SENSOR RATIONALITY . . . . . . . . . . . . . . . . . .9-63
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .5-319 P0003 - FUEL QUANTITY CONTROL P0112-INTAKE AIR TEMPERATURE
C1243–G SENSOR NOT INITIALIZED . . . . . . . .5-320 CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . .9-1049 SENSOR CIRCUIT LOW. . . . . . . . . . . . . . . .9-1137
C2100-BATTERY VOLTAGE LOW . . . . . . . . . . . .5-321 P0004 - FUEL QUANTITY CONTROL P0112-INTAKE AIR TEMPERATURE
CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . .9-1054 SENSOR CIRCUIT LOW. . . . . . . . . . . . . . . . . .9-67
C2101-BATTERY VOLTAGE HIGH . . . . . . . . . . . .5-323
P0016–CRANKSHAFT / CAMSHAFT P0113-INTAKE AIR TEMPERATURE
C2111-SENSOR SUPPLY VOLTAGE TIMING MISALIGNMENT . . . . . . . . . . . . . . . .9-10 SENSOR CIRCUIT HIGH. . . . . . . . . . . . . . . .9-1141
CIRCUIT LOW. . . . . . . . . . . . . . . . . . . . . . . .5-325
P0030 - O2 SENSOR 1/1 HEATER CIRCUIT . .9-1058 P0113-INTAKE AIR TEMPERATURE
C2112-SENSOR SUPPLY VOLTAGE SENSOR CIRCUIT HIGH. . . . . . . . . . . . . . . . . .9-71
CIRCUIT HIGH. . . . . . . . . . . . . . . . . . . . . . . .5-327 P0031 - O2 SENSOR 1/1 HEATER CIRCUIT
LOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-1062 P0116-ENGINE COOLANT TEMPERATURE
C2114-DYNAMICS SENSOR SUPPLY SENSOR PERFORMANCE . . . . . . . . . . . . . .9-1146
VOLTAGE LOW. . . . . . . . . . . . . . . . . . . . . . . .5-329 P0031-O2 SENSOR 1/1 HEATER CIRCUIT
LOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-14 P0116–ENGINE COOLANT TEMPERATURE
SENSOR CIRCUIT PERFORMANCE. . . . . . . . . .9-75
LX DTC INDEX 9

P0117-ENGINE COOLANT TEMPERATURE P0197-ENGINE OIL TEMPERATURE P0307-CYLINDER 7 MISFIRE . . . . . . . . . . . . . .9-331
SENSOR CIRCUIT LOW. . . . . . . . . . . . . . . .9-1152 SENSOR CIRCUIT LOW . . . . . . . . . . . . . . . .9-216 P0308-CYLINDER 8 MISFIRE . . . . . . . . . . . . . .9-340
P0117-ENGINE COOLANT TEMPERATURE P0198-ENGINE OIL TEMPERATURE P0315-NO CRANK SENSOR LEARNED . . . . . .9-349
SENSOR CIRCUIT LOW. . . . . . . . . . . . . . . . . .9-79 SENSOR CIRCUIT HIGH. . . . . . . . . . . . . . . .9-1217
P0325-KNOCK SENSOR 1 CIRCUIT . . . . . . . . . .9-352
P0118-ENGINE COOLANT TEMPERATURE P0198-ENGINE OIL TEMPERATURE
SENSOR CIRCUIT HIGH. . . . . . . . . . . . . . . .9-1156 SENSOR CIRCUIT HIGH . . . . . . . . . . . . . . . .9-219 P0330-KNOCK SENSOR 2 CIRCUIT . . . . . . . . . .9-356
P0118-ENGINE COOLANT TEMPERATURE P0201-FUEL INJECTOR 1 CIRCUIT / OPEN . .9-1222 P0335-CRANKSHAFT POSITION SENSOR
SENSOR CIRCUIT HIGH. . . . . . . . . . . . . . . . . .9-83 CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . .9-1346
P0201-FUEL INJECTOR 1 CIRCUIT . . . . . . . . . .9-223
P0121-THROTTLE POSITION SENSOR 1 P0335-CRANKSHAFT POSITION SENSOR
P0202-FUEL INJECTOR 2 CIRCUIT / OPEN . .9-1228 CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-361
PERFORMANCE. . . . . . . . . . . . . . . . . . . . . . . .9-87
P0202-FUEL INJECTOR 2 CIRCUIT . . . . . . . . . .9-227 P0336-CRANKSHAFT POSITION SENSOR
P0122-THROTTLE POSITION SENSOR 1
CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . .9-92 P0203-FUEL INJECTOR 3 CIRCUIT / OPEN . .9-1234 PERFORMANCE. . . . . . . . . . . . . . . . . . . . . .9-1354
P0123-THROTTLE POSITION SENSOR 1 P0203-FUEL INJECTOR 3 CIRCUIT . . . . . . . . . .9-231 P0339-CRANKSHAFT POSITION SENSOR
CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . .9-97 P0204-FUEL INJECTOR 4 CIRCUIT / OPEN . .9-1240 INTERMITTENT . . . . . . . . . . . . . . . . . . . . . .9-369
P0125-INSUFFICIENT COOLANT TEMP P0204-FUEL INJECTOR 4 CIRCUIT . . . . . . . . . .9-235 P0340-CAMSHAFT POSITION SENSOR
FOR CLOSED-LOOP FUEL CONTROL . . . . . .9-102 CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . .9-1362
P0205-FUEL INJECTOR 5 CIRCUIT / OPEN . .9-1246
P0128-THERMOSTAT RATIONALITY . . . . . . . .9-105 P0340-CAMSHAFT POSITION SENSOR
P0205-FUEL INJECTOR 5 CIRCUIT . . . . . . . . . .9-239 CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-375
P0129-BAROMETRIC PRESSURE P0206-FUEL INJECTOR 6 CIRCUIT / OPEN . .9-1252
OUT-OF-RANGE LOW . . . . . . . . . . . . . . . . . .9-115 P0341-CAMSHAFT POSITION SENSOR
P0206-FUEL INJECTOR 6 CIRCUIT . . . . . . . . . .9-243 PERFORMANCE. . . . . . . . . . . . . . . . . . . . . .9-1370
P012C-TURBO INLET AIR PRESSURE
SENSOR CIRCUIT LOW. . . . . . . . . . . . . . . .9-1161 P0207-FUEL INJECTOR 7 CIRCUIT . . . . . . . . . .9-247 P0344-CAMSHAFT POSITION SENSOR
P0208-FUEL INJECTOR 8 CIRCUIT . . . . . . . . . .9-251 INTERMITTENT . . . . . . . . . . . . . . . . . . . . . .9-383
P012D-TURBO INLET AIR PRESSURE
SENSOR CIRCUIT HIGH. . . . . . . . . . . . . . . .9-1167 P0221-THROTTLE POSITION SENSOR 2 P0401- EGR SYSTEM PERFORMANCE . . . . . .9-1378
P0130-O2 SENSOR 1/1 CIRCUIT OPEN . . . . . .9-1172 PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .9-255 P0401-EGR SYSTEM PERFORMANCE . . . . . . . .9-389
P0131-O2 SENSOR 1/1 CIRCUIT LOW . . . . . .9-1176 P0222-THROTTLE POSITION SENSOR 2 P0402- EGR EXCESSIVE FLOW DETECTED . .9-1379
P0131-O2 SENSOR 1/1 CIRCUIT LOW . . . . . .9-121 CIRCUIT LOW. . . . . . . . . . . . . . . . . . . . . . . .9-260 P0403-EGR SOLENOID CIRCUIT OPEN . . . . . .9-1380
P0132-O2 SENSOR 1/1 CIRCUIT HIGH . . . . . .9-1180 P0223-THROTTLE POSITION SENSOR 2 P0403-EGR SOLENOID CIRCUIT . . . . . . . . . . . .9-393
CIRCUIT HIGH. . . . . . . . . . . . . . . . . . . . . . . .9-266
P0132-O2 SENSOR 1/1 CIRCUIT HIGH . . . . . .9-125 P0404-EGR POSITION SENSOR
P0234-TURBOCHARGER OVERBOOST PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .9-397
P0133-O2 SENSOR 1/1 SLOW RESPONSE . . . .9-130 CONDITION . . . . . . . . . . . . . . . . . . . . . . . .9-1258
P0405-EGR POSITION SENSOR CIRCUIT
P0134-O2 SENSOR 1/1 SIGNAL INACTIVE . .9-1184 P0237-TURBO BOOST PRESSURE LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-401
P0135-O2 SENSOR 1/1 HEATER SENSOR CIRCUIT LOW. . . . . . . . . . . . . . . .9-1261
P0406-EGR POSITION SENSOR CIRCUIT
PERFORMANCE. . . . . . . . . . . . . . . . . . . . . .9-1189 P0238-TURBO BOOST PRESSURE HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-405
P0135-O2 SENSOR 1/1 HEATER SENSOR CIRCUIT HIGH. . . . . . . . . . . . . . . .9-1267
P0407-EGR AIRFLOW THROTTLE
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .9-134 P0261-FUEL INJECTOR 1 CIRCUIT LOW . . . .9-1272 POSITION SENSOR CIRCUIT LOW. . . . . . . .9-1384
P0137-O2 SENSOR 1/2 CIRCUIT LOW . . . . . .9-137 P0262-FUEL INJECTOR 1 CIRCUIT HIGH . . . .9-1277 P0408-EGR AIRFLOW THROTTLE
P0138-O2 SENSOR 1/2 CIRCUIT HIGH . . . . . .9-141 P0263-CYLINDER 1 CONTRIBUTION/ POSITION SENSOR CIRCUIT HIGH. . . . . . . .9-1390
P0139-O2 SENSOR 1/2 SLOW RESPONSE . . . .9-146 BALANCE . . . . . . . . . . . . . . . . . . . . . . . . . .9-1282 P0420-CATALYST 1/1 EFFICIENCY . . . . . . . . . .9-410
P01404-EGR POSITION SENSOR P0264-FUEL INJECTOR 2 CIRCUIT LOW . . . .9-1284 P0430-CATALYST 2/1 EFFICIENCY . . . . . . . . . .9-413
RATIONALITY CLOSED. . . . . . . . . . . . . . . . . .9-637 P0265-FUEL INJECTOR 2 CIRCUIT HIGH . . . .9-1289 P0440-GENERAL EVAP SYSTEM FAILURE . . . .9-416
P0141-O2 SENSOR 1/2 HEATER P0266-CYLINDER 2 CONTRIBUTION/ P0441-EVAP PURGE SYSTEM
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .9-150 BALANCE . . . . . . . . . . . . . . . . . . . . . . . . . .9-1294 PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .9-424
P0151-O2 SENSOR 2/1 CIRCUIT LOW . . . . . .9-153 P0267-FUEL INJECTOR 3 CIRCUIT LOW . . . .9-1296 P0442-EVAP PURGE SYSTEM MEDIUM
P0152-O2 SENSOR 2/1 CIRCUIT HIGH . . . . . .9-157 P0268-FUEL INJECTOR 3 CIRCUIT HIGH . . . .9-1301 LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-428
P0153-O2 SENSOR 2/1 SLOW RESPONSE . . . .9-162 P0269-CYLINDER 3 CONTRIBUTION/ P0443-EVAP PURGE SOLENOID CIRCUIT . . . .9-434
P0155-O2 SENSOR 2/1 HEATER BALANCE . . . . . . . . . . . . . . . . . . . . . . . . . .9-1306 P0452-NVLD PRESSURE SWITCH STUCK
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .9-166 P0270-FUEL INJECTOR 4 CIRCUIT LOW . . . .9-1308 CLOSED . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-439
P0157-O2 SENSOR 2/2 CIRCUIT LOW . . . . . .9-169 P0271-FUEL INJECTOR 4 CIRCUIT HIGH . . . .9-1313 P0453-NVLD PRESSURE SWITCH STUCK
P0158-O2 SENSOR 2/2 CIRCUIT HIGH . . . . . .9-173 P0272-CYLINDER 4 CONTRIBUTION/ OPEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-444
P0159-O2 SENSOR 2/2 SLOW RESPONSE . . . .9-178 BALANCE . . . . . . . . . . . . . . . . . . . . . . . . . .9-1318 P0455-EVAP PURGE SYSTEM LARGE
P0273-FUEL INJECTOR 5 CIRCUIT LOW . . . .9-1320 LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-448
P0161-O2 SENSOR 2/2 HEATER
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .9-182 P0274-FUEL INJECTOR 5 CIRCUIT HIGH . . . .9-1325 P0456-EVAP PURGE SYSTEM SMALL
LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-454
P0171-FUEL SYSTEM 1/1 LEAN . . . . . . . . . . . .9-185 P0275-CYLINDER 5 CONTRIBUTION/
BALANCE . . . . . . . . . . . . . . . . . . . . . . . . . .9-1330 P0457-LOOSE FUEL CAP . . . . . . . . . . . . . . . .9-460
P0172-FUEL SYSTEM 1/1 RICH . . . . . . . . . . . .9-192
P0276-FUEL INJECTOR 6 CIRCUIT LOW . . . .9-1332 P0460-FUEL LEVEL SENSOR 1 CIRCUIT . . . .9-1395
P0174-FUEL SYSTEM 2/1 LEAN . . . . . . . . . . . .9-198
P0277-FUEL INJECTOR 6 CIRCUIT HIGH . . . .9-1337 P0461-FUEL LEVEL SENSOR 1
P0175-FUEL SYSTEM 2/1 RICH . . . . . . . . . . . .9-205 PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .9-466
P0182-FUEL TEMPERATURE SENSOR P0278-CYLINDER 6 CONTRIBUTION/ P0462-FUEL LEVEL SENSOR 1 CIRCUIT
CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . .9-1193 BALANCE . . . . . . . . . . . . . . . . . . . . . . . . . .9-1342 LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-470
P0183-FUEL TEMPERATURE SENSOR P0299-TURBOCHARGER UNDERBOOST P0462-FUEL LEVEL SENSOR 1 LOW
CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . .9-1197 CONDITION . . . . . . . . . . . . . . . . . . . . . . . .9-1344 CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . .9-1400
P0192-FUEL RAIL PRESSURE SENSOR P0300- MULTIPLE CYLINDER 1 MISFIRE . . . .9-270 P0463-FUEL LEVEL SENSOR 1 CIRCUIT
LOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-1202 P0301-CYLINDER 1 MISFIRE . . . . . . . . . . . . . .9-277 HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-474
P0193-FUEL RAIL PRESSURE SENSOR P0302-CYLINDER 2 MISFIRE . . . . . . . . . . . . . .9-286 P0463-FUEL LEVEL SENSOR 1 HIGH
HIGH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-1208 P0303-CYLINDER 3 MISFIRE . . . . . . . . . . . . . .9-295 CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . .9-1404
P0196–ENGINE OIL TEMPERATURE P0304-CYLINDER 4 MISFIRE . . . . . . . . . . . . . .9-304 P0471-EXHAUST PRESSURE SENSOR 1
SENSOR CIRCUIT PERFORMANCE . . . . . . . .9-211 PERFORMANCE. . . . . . . . . . . . . . . . . . . . . .9-1408
P0197-ENGINE OIL TEMPERATURE P0305-CYLINDER 5 MISFIRE . . . . . . . . . . . . . .9-313
P0472-EXHAUST PRESSURE SENSOR 1
SENSOR CIRCUIT LOW. . . . . . . . . . . . . . . .9-1213 P0306-CYLINDER 6 MISFIRE . . . . . . . . . . . . . .9-322 LOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-1413
10 DTC INDEX LX

P0473-EXHAUST PRESSURE SENSOR 1 P0551-POWER STEERING PRESSURE P0633-SKIM KEY NOT PROGRAMMED IN
HIGH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-1419 SWITCH PERFORMANCE. . . . . . . . . . . . . . . .9-545 PCM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-601
P0480-COOLING FAN 1 CONTROL P0562-BATTERY VOLTAGE LOW . . . . . . . . . . . .9-547 P0642-SENSOR REFERENCE VOLTAGE 1
CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . .9-1424 P0562-ECM VOLTAGE TOO LOW . . . . . . . . . .9-1490 CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . .9-1546
P0480-COOLING FAN 1 CONTROL P0563-BATTERY VOLTAGE HIGH . . . . . . . . . . . .9-552 P0642-SENSOR REFERENCE VOLTAGE 1
CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-478 CIRCUIT LOW. . . . . . . . . . . . . . . . . . . . . . . .9-602
P0563-ECM VOLTAGE TOO HIGH . . . . . . . . . .9-1492
P0481-COOLING FAN 2 CONTROL P0643-PRIMARY 5-VOLT SUPPLY
CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . .9-1427 P0571-BRAKE SWITCH 1 PERFORMANCE . . . .9-555 CIRCUIT HIGH. . . . . . . . . . . . . . . . . . . . . . . .9-604
P0481-COOLING FAN 2 CONTROL P0572-BRAKE SWITCH 1 STUCK ON . . . . . . . .9-560 P0643-SENSOR REFERENCE VOLTAGE 1
CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-481 P0573-BRAKE SWITCH 1 STUCK OFF . . . . . . . .9-564 TOO HIGH. . . . . . . . . . . . . . . . . . . . . . . . . .9-1550
P0487-EGR AIRFLOW THROTTLE P0578-SPEED CONTROL SWITCH 1 P0645-A/C CLUTCH CONTROL CIRCUIT
CONTROL CIRCUIT A OPEN . . . . . . . . . . . .9-1431 STUCK . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-1494 OPEN . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-1553
P0488-EGR AIRFLOW THROTTLE P0578-SPEED CONTROL SWITCH 1 P0645-A/C CLUTCH RELAY CIRCUIT . . . . . . . .9-606
CONTROL CIRCUIT PERFORMANCE . . . . . .9-1435 STUCK . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-1512 P0646-A/C CLUTCH CONTROL CIRCUIT
P0489-EGR CONTROL CIRCUIT LOW . . . . . .9-1440 P0578-SPEED CONTROL SWITCH 1 LOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-1557
P0490-EGR CONTROL CIRCUIT HIGH . . . . . .9-1444 STUCK . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-1515 P0647-A/C CLUTCH CONTROL CIRCUIT
P0498-NVLD CANISTER VENT VALVE P0579-SPEED CONTROL SWITCH 1 HIGH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-1560
SOLENOID CIRCUIT LOW . . . . . . . . . . . . . .9-485 PERFORMANCE. . . . . . . . . . . . . . . . . . . . . .9-1497 P0652-SENSOR REFERENCE VOLTAGE 2
P0499-NVLD CANISTER VENT VALVE P0579–SPEED CONTROL MULTIPLEXED CIRCUIT LOW. . . . . . . . . . . . . . . . . . . . . . . .9-609
SOLENOID CIRCUIT HIGH . . . . . . . . . . . . . .9-488 SWITCH #1 PERFORMANCE . . . . . . . . . . . .9-569 P0652-SENSOR REFERENCE VOLTAGE 2
P0501-VEHICLE SPEED SENSOR 1 P0580-SPEED CONTROL SWITCH 1 TOO LOW . . . . . . . . . . . . . . . . . . . . . . . . . .9-1564
PERFORMANCE (EQUIPPED WITH ABS) . . . .9-499 CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . .9-1500 P0653-SENSOR REFERENCE VOLTAGE 2
P0501-VEHICLE SPEED SENSOR 1 P0580–SPEED CONTROL MULTIPLEXED CIRCUIT HIGH. . . . . . . . . . . . . . . . . . . . . . . .9-612
PERFORMANCE (NOT EQUIPPED WITH SWITCH #1 LOW. . . . . . . . . . . . . . . . . . . . . .9-572 P0653-SENSOR REFERENCE VOLTAGE 2
ABS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-493 P0581-SPEED CONTROL SWITCH 1 TOO HIGH. . . . . . . . . . . . . . . . . . . . . . . . . .9-1569
P0503-VEHICLE SPEED SENSOR 1 CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . .9-1503 P0657–SOLENOID SUPPLY VOLTAGE
ERRATIC (EQUIPPED WITH ABS). . . . . . . . . .9-502 P0585-SPEED CONTROL MULTIPLEXED CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . .9-1574
P0503-VEHICLE SPEED SENSOR 1 SWITCH 1/2 CORRELATION. . . . . . . . . . . . . .9-575 P065A- GENERATOR PERFORMANCE . . . . . .9-1575
ERRATIC (NOT EQUIPPED WITH ABS). . . . . .9-496 P0585-SPEED CONTROL SWITCH 1/2 P0660–MANIFOLD TUNE VALVE
P0504-BRAKE SWITCH SIGNAL CIRCUITS CORRELATION . . . . . . . . . . . . . . . . . . . . . .9-1506 SOLENOID CIRCUIT. . . . . . . . . . . . . . . . . . . .9-614
PLAUSIBILITY WITH REDUNDANT P0590-SPEED CONTROL SWITCH 2 P0671-CYLINDER 1 GLOW PLUG CIRCUIT . .9-1577
CONTACT . . . . . . . . . . . . . . . . . . . . . . . . . .9-1448 STUCK . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-1509
P0672-CYLINDER 2 GLOW PLUG CIRCUIT . .9-1580
P0506-IDLE SPEED PERFORMANCE P0591–SPEED CONTROL MULTIPLEXED
LOWER THAN EXCEPTED . . . . . . . . . . . . . .9-505 SWITCH PERFORMANCE. . . . . . . . . . . . . . . .9-578 P0673-CYLINDER 3 GLOW PLUG CIRCUIT . .9-1583
P0507-IDLE SPEED PERFORMANCE P0593-SPEED CONTROL SWITCH 2 P0674-CYLINDER 4 GLOW PLUG CIRCUIT . .9-1586
HIGHER THAN EXCEPTED . . . . . . . . . . . . . .9-507 CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . .9-1518 P0675-CYLINDER 5 GLOW PLUG CIRCUIT . .9-1589
P0513-INVALID SKIM KEY . . . . . . . . . . . . . .9-1454 P0600-SERIAL COMMUNICATION LINK . . . . . .9-581 P0676-CYLINDER 6 GLOW PLUG CIRCUIT . .9-1592
P0513-INVALID SKIM KEY . . . . . . . . . . . . . . . .9-509 P0601-INTERNAL MEMORY CHECKSUM P0685-AUTO SHUTDOWN RELAY
P0520-ENGINE OIL PRESSURE SENSOR INVALID . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-582 CONTROL CIRCUIT . . . . . . . . . . . . . . . . . . . .9-618
CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-512 P0606-INTERNAL ECM PROCESSOR . . . . . . . .9-583 P0688-AUTO SHUTDOWN RELAY SENSE
P0521-ENGINE OIL PRESSURE SENSOR P0607-ECU INTERNAL PERFORMANCE . . . . . .9-1521 CIRCUIT LOW. . . . . . . . . . . . . . . . . . . . . . . .9-622
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .9-516 P060B-ETC A/D GROUND PERFORMANCE . . . .9-584 P068A-ECM RELAY OFF TOO EARLY . . . . . . . .9-1595
P0522-ENGINE OIL PRESSURE SENSOR P060D-ETC LEVEL 2 APP PERFORMANCE . . . .9-585 P068B-ECM RELAY OFF TOO LATE . . . . . . . .9-1598
CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . .9-1456 P0698-SENSOR REFERENCE VOLTAGE 3
P0522-ENGINE OIL PRESSURE SENSOR P060E-ETC LEVEL 2 TPS PERFORMANCE . . . .9-586
CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . .9-1601
CIRCUIT LOW. . . . . . . . . . . . . . . . . . . . . . . .9-522 P060F-ETC LEVEL 2 ECT PERFORMANCE . . . .9-587
P0699-SENSOR REFERENCE VOLTAGE 3
P0523-ENGINE OIL PRESSURE SENSOR P0610-ECU VEHICLE OPTIONS CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . .9-1604
CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . .9-1462 MISMATCH . . . . . . . . . . . . . . . . . . . . . . . .9-1522
P0700-TRANSMISSION CONTROL
P0523-ENGINE OIL PRESSURE SENSOR P0613-INTERNAL TRANSMISSION SYSTEM (MIL REQUEST) . . . . . . . . . . . . . .9-1607
CIRCUIT HIGH. . . . . . . . . . . . . . . . . . . . . . . .9-526 PROCESSOR. . . . . . . . . . . . . . . . . . . . . . . .9-1523
P0700-TRANSMISSION CONTROL
P0524- ENGINE OIL PRESSURE IS TOO P0615-STARTER CONTROL CIRCUIT/OPEN . .9-1524 SYSTEM (MIL REQUEST). . . . . . . . . . . . . . . .9-627
LOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-1467 P0616-STARTER CONTROL CIRCUIT LOW . .9-1528 P0703-BRAKE SWITCH 2 PERFORMANCE . . . .9-628
P0524-ENGINE OIL PRESSURE TOO LOW . . . .9-530 P0617-STARTER CONTROL CIRCUIT HIGH . .9-1531 P0706-INPUT SPEED SENSOR 1/2
P0532-A/C PRESSURE SENSOR CIRCUIT P061A-ETC LEVEL 2 TORQUE CORRELATION . . . . . . . . . . . . . . . . . . . . . .9-1812
LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-536 PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .9-588 P0706-TRANSMISSION RANGE SENSOR
P0533-A/C PRESSURE SENSOR CIRCUIT P061C-ETC LEVEL 2 RPM PERFORMANCE . . . .9-589 RATIONALITY . . . . . . . . . . . . . . . . . . . . . .9-1608
HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-540 P0730-INCORRECT GEAR RATIO . . . . . . . . . .9-1609
P0622-GENERATOR FIELD CONTROL
P053A-CRANKCASE VENT HEATER CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-590 P0740–TCC OUT OF RANGE . . . . . . . . . . . . . .9-1610
CONTROL CIRCUIT OPEN . . . . . . . . . . . . . .9-1469
P0627-FUEL PUMP CONTROL CIRCUIT P0743–TCC SOLENOID CIRCUIT . . . . . . . . . .9-1611
P053B-CRANKCASE VENT HEATER OPEN . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-1535
CONTROL CIRCUIT LOW . . . . . . . . . . . . . .9-1473 P0748–MODULATOR PRESSURE
P0627-FUEL PUMP RELAY CIRCUIT . . . . . . . .9-594 SOLENOID CIRCUIT . . . . . . . . . . . . . . . . . .9-1612
P053C-CRANKCASE VENT HEATER
CONTROL CIRCUIT HIGH . . . . . . . . . . . . . .9-1477 P0628-FUEL PUMP CONTROL CIRCUIT P0753 1–2 / 4–5 SOLENOID CIRCUIT . . . . . .9-1613
LOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-1539
P0545-EXHAUST GAS TEMPERATURE P0758 2–3 SOLENOID CIRCUIT . . . . . . . . . .9-1614
SENSOR CIRCUIT LOW - BANK 1 P0629-FUEL PUMP CONTROL CIRCUIT
HIGH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-1542 P0763 3–4 SOLENOID CIRCUIT . . . . . . . . . .9-1615
SENSOR 1. . . . . . . . . . . . . . . . . . . . . . . . . .9-1481
P062C-ETC LEVEL 2 MPH PERFORMANCE . . . .9-598 P0778–SHIFT PRESSURE SOLENOID
P0546-EXHAUST GAS TEMPERATURE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . .9-1616
SENSOR CIRCUIT HIGH - BANK 1 P0630-VIN NOT PROGRAMMED IN PCM . . . . . .9-599
SENSOR 1. . . . . . . . . . . . . . . . . . . . . . . . . .9-1485 P0850-PARK/NEUTRAL SWITCH
P0632-ODOMETER NOT PROGRAMMED PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .9-633
IN PCM . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-600
LX DTC INDEX 11

P1115-GENERAL TEMPERATURE P2066-FUEL LEVEL SENSOR 2 P213C-EGR AIRFLOW THROTTLE
RATIONALITY . . . . . . . . . . . . . . . . . . . . . . . .9-634 PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .9-704 CONTROL CIRCUIT B LOW . . . . . . . . . . . .9-1704
P1411–CYLINDER 1 REACTIVATION P2067-FUEL LEVEL SENSOR 2 CIRCUIT P213D-EGR AIRFLOW THROTTLE
CONTROL PERFORMANCE . . . . . . . . . . . . . .9-641 LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-708 CONTROL CIRCUIT B HIGH . . . . . . . . . . . .9-1708
P1414–CYLINDER 4 REACTIVATION P2068-FUEL LEVEL SENSOR 2 CIRCUIT P2141-EGR AIRFLOW THROTTLE
CONTROL PERFORMANCE . . . . . . . . . . . . . .9-645 HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-712 CONTROL CIRCUIT A LOW . . . . . . . . . . . .9-1713
P1416–CYLINDER 6 REACTIVATION P2072-ELECTRONIC THROTTLE CONTROL P2142-EGR AIRFLOW THROTTLE
CONTROL PERFORMANCE . . . . . . . . . . . . . .9-649 SYSTEM - ICE BLOCKAGE . . . . . . . . . . . . . .9-716 CONTROL CIRCUIT A HIGH . . . . . . . . . . . .9-1717
P1417–CYLINDER 7 REACTIVATION P2080-EXHAUST GAS TEMPERATURE P2146-FUEL INJECTOR GROUP 1 SUPPLY
CONTROL PERFORMANCE . . . . . . . . . . . . . .9-653 SENSOR CIRCUIT PERFORMANCE - VOLTAGE CIRCUIT OPEN . . . . . . . . . . . . . .9-1722
P1451–DIESEL PARTICULATE FILTER BANK 1 SENSOR 1 . . . . . . . . . . . . . . . . . .9-1659 P2147-FUEL INJECTOR GROUP 1 SUPPLY
SYSTEM PERFORMANCE . . . . . . . . . . . . . .9-1617 P2084-EXHAUST GAS TEMPERATURE VOLTAGE CIRCUIT LOW. . . . . . . . . . . . . . . .9-1725
P1452–DIFFERENTIAL PRESSURE SENSOR CIRCUIT PERFORMANCE - P2148-FUEL INJECTOR GROUP 1 SUPPLY
SENSOR HOSE PERFORMANCE. . . . . . . . . .9-1620 BANK 1 SENSOR 2 . . . . . . . . . . . . . . . . . .9-1665 VOLTAGE CIRCUIT HIGH . . . . . . . . . . . . . .9-1729
P1453–DIFFERENTIAL PRESSURE P2097-DOWNSTREAM FUEL TRIM P2149-FUEL INJECTOR GROUP 2 SUPPLY
SENSOR HOSE BLOCKED . . . . . . . . . . . . . .9-1623 SYSTEM 1 LEAN. . . . . . . . . . . . . . . . . . . . . .9-717 VOLTAGE CIRCUIT OPEN . . . . . . . . . . . . . .9-1732
P1454–DIFFERENTIAL PRESSURE P2097-DOWNSTREAM FUEL TRIM P2150-FUEL INJECTOR GROUP 2 SUPPLY
SENSOR FLOW TOO HIGH. . . . . . . . . . . . . .9-1626 SYSTEM 1 RICH . . . . . . . . . . . . . . . . . . . . . .9-723 VOLTAGE CIRCUIT LOW. . . . . . . . . . . . . . . .9-1735
P1501–VEHICLE SPEED SENSOR 1/2 P2098-DOWNSTREAM FUEL TRIM P2151-FUEL INJECTOR GROUP 2 SUPPLY
CORRELATION — DRIVE WHEELS SYSTEM 2 LEAN. . . . . . . . . . . . . . . . . . . . . .9-729 VOLTAGE CIRCUIT HIGH . . . . . . . . . . . . . .9-1739
(EQUIPPED WITH ABS) . . . . . . . . . . . . . . . .9-663 P2099-DOWNSTREAM FUEL TRIM P2161-VEHICLE SPEED SENSOR 2
P1501–VEHICLE SPEED SENSOR 1/2 SYSTEM 2 RICH . . . . . . . . . . . . . . . . . . . . . .9-735 ERRATIC (EQUIPPED WITH ABS). . . . . . . . . .9-812
CORRELATION — DRIVE WHEELS P2100-ELECTRONIC THROTTLE CONTROL P2161-VEHICLE SPEED SENSOR 2
(NOT EQUIPPED WITH ABS) . . . . . . . . . . . .9-657 MOTOR CIRCUIT. . . . . . . . . . . . . . . . . . . . . .9-741 ERRATIC (NOT EQUIPPED WITH ABS). . . . . .9-809
P1502–VEHICLE SPEED SENSOR 1/2 P2101-ELECTRONIC THROTTLE CONTROL P2166-ACCELERATOR PEDAL POSITION
CORRELATION — NON DRIVE WHEELS MOTOR PERFORMANCE . . . . . . . . . . . . . . . .9-747 SENSOR 1 MAXIMUM STOP
(EQUIPPED WITH ABS) . . . . . . . . . . . . . . . .9-666 P2107-ELECTRONIC THROTTLE CONTROL PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .9-815
P1502–VEHICLE SPEED SENSOR 1/2 MODULE PROCESSOR. . . . . . . . . . . . . . . . . .9-749 P2167-ACCELERATOR PEDAL POSITION
CORRELATION — NON DRIVE WHEELS P2108-ELECTRONIC THROTTLE CONTROL SENSOR 2 MAXIMUM STOP
(NOT EQUIPPED WITH ABS) . . . . . . . . . . . .9-660 MODULE PERFORMANCE . . . . . . . . . . . . . .9-750 PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .9-816
P1521–INCORRECT ENGINE OIL TYPE . . . . . .9-669 P2110-ELECTRONIC THROTTLE CONTROL P2172-HIGH AIRFLOW/VACUUM LEAK
P1572-BRAKE SWITCH STUCK ON . . . . . . . . . .9-670 - FORCED LIMITED RPM. . . . . . . . . . . . . . . .9-751 DETECTED (INSTANTANEOUS
P1573-BRAKE SWITCH STUCK OFF . . . . . . . .9-674 P2111-ELECTRONIC THROTTLE CONTROL ACCUMULATION). . . . . . . . . . . . . . . . . . . . . .9-817
P1593–SPEED CONTROL SWITCH 1/2 - UNABLE TO CLOSE . . . . . . . . . . . . . . . . . .9-756 P2173-HIGH AIRFLOW/VACUUM LEAK
STUCK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-679 P2112-ELECTRONIC THROTTLE CONTROL DETECTED (SLOW ACCUMULATION) . . . . . .9-828
P1603-PCM INTERNAL DUAL-PORT RAM - UNABLE TO OPEN. . . . . . . . . . . . . . . . . . . .9-761 P2174-LOW AIRFLOW/RESTRICTION
COMMUNICATION FAILURE. . . . . . . . . . . . . .9-682 P2115-ACCELERATOR PEDAL POSITION DETECTED (INSTANTANEOUS
SENSOR 1 MINIMUM STOP ACCUMULATION). . . . . . . . . . . . . . . . . . . . . .9-839
P1604-PCM INTERNAL DUAL-PORT RAM
READ/WRITE INTEGRITY FAILURE . . . . . . . .9-684 PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .9-766 P2175-LOW AIRFLOW/RESTRICTION
P2116-ACCELERATOR PEDAL POSITION DETECTED (SLOW ACCUMULATION) . . . . . .9-850
P1607-PCM INTERNAL SHUTDOWN
TIMER RATIONALITY . . . . . . . . . . . . . . . . . .9-686 SENSOR 2 MINIMUM STOP P2181-COOLING SYSTEM PERFORMANCE . . . .9-861
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .9-767 P2231-O2 SENSOR 1/1 SIGNAL CIRCUIT
CIRCUIT ERRATIC . . . . . . . . . . . . . . . . . . . .9-688 P2118-ELECTRONIC THROTTLE CONTROL SHORTED TO HEATER CIRCUIT. . . . . . . . . .9-1742
MOTOR CIRCUIT. . . . . . . . . . . . . . . . . . . . . .9-768 P2237-O2 SENSOR 1/1 PUMP CELL
CIRCUIT ERRATIC . . . . . . . . . . . . . . . . . . . .9-691 P2121-ACCELERATOR PEDAL POSITION CURRENT CIRCUIT OPEN . . . . . . . . . . . . . .9-1747
SENSOR 1 PERFORMANCE . . . . . . . . . . . .9-1671 P2238-O2 SENSOR 1/1 PUMP CELL
P1648-GLOW PLUG MODULE INTERNAL . . . .9-1629
P2122-ACCELERATOR PEDAL POSITION CURRENT CIRCUIT LOW . . . . . . . . . . . . . .9-1752
P1649-GLOW PLUG MODULE POWER SENSOR 1 CIRCUIT LOW . . . . . . . . . . . . . .9-1677
SUPPLY CIRCUIT . . . . . . . . . . . . . . . . . . . .9-1631 P2239-O2 SENSOR 1/1 PUMP CELL
P2122-ACCELERATOR PEDAL POSITION CURRENT CIRCUIT HIGH . . . . . . . . . . . . . .9-1756
P1685-SKIM SYSTEM . . . . . . . . . . . . . . . . . .9-1634 SENSOR 1 CIRCUIT LOW . . . . . . . . . . . . . .9-774 P2243-O2 SENSOR 1/1 REFERENCE
P1696-EEPROM MEMORY WRITE P2123-ACCELERATOR PEDAL POSITION VOLTAGE CIRCUIT OPEN . . . . . . . . . . . . . .9-1760
DENIED/INVALID. . . . . . . . . . . . . . . . . . . . . .9-695 SENSOR 1 CIRCUIT HIGH . . . . . . . . . . . . . .9-1682 P2244-O2 SENSOR 1/1 REFERENCE
P1697-EMR (SRI) MILEAGE NOT STORED . . . .9-697 P2123-ACCELERATOR PEDAL POSITION VOLTAGE PERFORMANCE . . . . . . . . . . . . . .9-1765
P1897–PCM PROCESSOR . . . . . . . . . . . . . . . .9-699 SENSOR 1 CIRCUIT HIGH . . . . . . . . . . . . . .9-780 P2245-O2 SENSOR 1/1 REFERENCE
P2002–DIESEL PARTICULATE FILTER P2127-ACCELERATOR PEDAL POSITION VOLTAGE CIRCUIT LOW. . . . . . . . . . . . . . . .9-1770
EFFICIENCY BELOW THRESHOLD . . . . . . . .9-1635 SENSOR 2 CIRCUIT LOW . . . . . . . . . . . . . .9-1687 P2246-O2 SENSOR 1/1 REFERENCE
P2008-INTAKE MANIFOLD RUNNER P2127-ACCELERATOR PEDAL POSITION VOLTAGE CIRCUIT HIGH . . . . . . . . . . . . . .9-1774
(SWIRL) CONTROL CIRCUIT OPEN . . . . . .9-1638 SENSOR 2 CIRCUIT LOW . . . . . . . . . . . . . .9-785 P2280 - AIR FILTER RESTRICTION . . . . . . . .9-1778
P2008–SHORT RUNNER VALVE SOLENOID P2128-ACCELERATOR PEDAL POSITION P2299- BRAKE PEDAL POSITION/
CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-700 SENSOR 2 CIRCUIT HIGH . . . . . . . . . . . . . .9-1692 ACCELERATOR PEDAL POSITION
P2009-INTAKE MANIFOLD RUNNER P2128-ACCELERATOR PEDAL POSITION INCOMPATIBLE . . . . . . . . . . . . . . . . . . . . . .9-1779
(SWIRL) CONTROL CIRCUIT LOW. . . . . . . .9-1642 SENSOR 2 CIRCUIT HIGH . . . . . . . . . . . . . .9-791 P2299-BRAKE PEDAL POSITION /
P2010-INTAKE MANIFOLD RUNNER P2135-THROTTLE POSITION SENSOR 1/2 ACCELERATOR PEDAL POSITION
(SWIRL) CONTROL CIRCUIT HIGH. . . . . . . .9-1646 CORRELATION. . . . . . . . . . . . . . . . . . . . . . . .9-795 INCOMPATIBLE . . . . . . . . . . . . . . . . . . . . . .9-867
P2032-EXHAUST GAS TEMPERATURE P2138-ACCELERATOR PEDAL POSITION P2302-IGNITION COIL 1 SECONDARY
SENSOR CIRCUIT LOW - BANK 1 SENSOR 1 / 2 CORRELATION . . . . . . . . . .9-1697 CIRCUIT- INSUFFICIENT IONIZATION . . . . . .9-870
SENSOR 2. . . . . . . . . . . . . . . . . . . . . . . . . .9-1650 P2138-ACCELERATOR PEDAL POSITION P2305-IGNITION COIL 2 SECONDARY
P2033-EXHAUST GAS TEMPERATURE SENSOR 1/2 CORRELATION. . . . . . . . . . . . . .9-803 CIRCUIT- INSUFFICIENT IONIZATION . . . . . .9-875
SENSOR CIRCUIT HIGH - BANK 1 P213A-EGR AIRFLOW THROTTLE P2308-IGNITION COIL 3 SECONDARY
SENSOR 2. . . . . . . . . . . . . . . . . . . . . . . . . .9-1654 CONTROL CIRCUIT B OPEN . . . . . . . . . . . .9-1700 CIRCUIT- INSUFFICIENT IONIZATION . . . . . .9-880
12 DTC INDEX LX

P2311-IGNITION COIL 4 SECONDARY U0155-LOST COMMUNICATION WITH TRANSMISSION DIAGNOSTICS
CIRCUIT- INSUFFICIENT IONIZATION . . . . . .9-885 CLUSTER/CCN. . . . . . . . . . . . . . . . . . . . . . . .9-983
P2314-IGNITION COIL 5 SECONDARY U0168-LOST COMMUNICATION WITH 42RLE - PRE-DIAGNOSTIC
CIRCUIT- INSUFFICIENT IONIZATION . . . . . .9-890 VEHICLE SECURITY CONTROL TROUBLESHOOTING PROCEDURE. . . . . . . .21-651
P2317-IGNITION COIL 6 SECONDARY MODULE (SKREEM/WCM) . . . . . . . . . . . . . .9-985 42RLE TRANSMISSION VERIFICATION
CIRCUIT- INSUFFICIENT IONIZATION . . . . . .9-895 U0402-IMPLAUSIBLE DATA RECEIVED TEST - VER 1 . . . . . . . . . . . . . . . . . . . . . .21-652
P2320-IGNITION COIL 7 SECONDARY FROM TCM . . . . . . . . . . . . . . . . . . . . . . . .9-1844 NAG1 PRE-DIAGNOSTIC
CIRCUIT- INSUFFICIENT IONIZATION . . . . . .9-900 U0415-IMPLAUSIBLE DATA RECEIVED TROUBLESHOOTING PROCEDURE. . . . . . . .21-218
P2323-IGNITION COIL 8 SECONDARY FROM ABS . . . . . . . . . . . . . . . . . . . . . . . .9-1845 NAG1 PRE-DIAGNOSTIC
CIRCUIT- INSUFFICIENT IONIZATION . . . . . .9-905 U0429-IMPLAUSIBLE DATA RECEIVED TROUBLESHOOTING PROCEDURE. . . . . . . .21-260
P242F–DIESEL PARTICULATE FILTER FROM SCM . . . . . . . . . . . . . . . . . . . . . . . .9-1846 NAG1 TRANSMISSION VERIFICATION
RESTRICTION — ASH ACCUMULATION. . . .9-1781 U1004-CAN C BUS TRANSMIT TEST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21-219
P244B–DIESEL PARTICULATE FILTER PERFORMANCE. . . . . . . . . . . . . . . . . . . . . .9-1847 NAG1 TRANSMISSION VERIFICATION
DIFFERENTIAL PRESSURE TOO HIGH . . . .9-1784 U1008-LIN 1 BUS . . . . . . . . . . . . . . . . . . . . . .9-1848 TEST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21-261
P2453-DIESEL PARTICULATE FILTER U110A-LOST COMMUNICATION WITH P0122-TPS/APP CIRCUIT LOW . . . . . . . . . . . .21-464
DIFFERENTIAL PRESSURE SENSOR SCCM - CAN - C. . . . . . . . . . . . . . . . . . . . . .9-987 P0123-TPS/APP CIRCUIT HIGH . . . . . . . . . . . .21-466
CIRCUIT PERFORMANCE . . . . . . . . . . . . . .9-1787 U110A-LOST COMMUNICATION WITH P0124-TPS/APP INTERMITTENT . . . . . . . . . .21-468
P2454-DIESEL PARTICULATE FILTER SCM - CAN-C . . . . . . . . . . . . . . . . . . . . . .9-1852 P0218-HIGH TEMPERATURE OPERATION
DIFFERENTIAL PRESSURE SENSOR U110C-NO FUEL LEVEL BUS MESSAGE ACTIVATED . . . . . . . . . . . . . . . . . . . . . . . .21-470
CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . .9-1793 RECEIVED . . . . . . . . . . . . . . . . . . . . . . . . . .9-989 P0219–ENGINE OVERSPEED . . . . . . . . . . . . . . . .21-4
P2455-DIESEL PARTICULATE FILTER U110E-LOST AMBIENT TEMPERATURE
DIFFERENTIAL PRESSURE SENSOR P0562-BATTERY VOLTAGE LOW - ESM
MESSAGE . . . . . . . . . . . . . . . . . . . . . . . . . .9-991 (COLUMN). . . . . . . . . . . . . . . . . . . . . . . . . .21-242
CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . .9-1799
U110F-LOST FUEL VOLUME MESSAGE . . . . . .9-993 P0562-BATTERY VOLTAGE LOW - ESM . . . . . .21-222
P2503-CHARGING SYSTEM OUTPUT LOW . . . .9-910
U1110-LOST VEHICLE SPEED MESSAGE . . . . . .9-995 P0562-BATTERY VOLTAGE LOW . . . . . . . . . .21-472
P2627-O2 SENSOR 1/1 PUMP CELL
CURRENT TRIM CIRCUIT LOW . . . . . . . . . .9-1804 U1113-LOST AC PRESSURE MESSAGE . . . . . .9-1853 P0562-BATTERY VOLTAGE LOW . . . . . . . . . . . .21-6
P2628-O2 SENSOR 1/1 PUMP CELL U1120-LOST WHEEL DISTANCE MESSAGE . . . .9-997 P0563-BATTERY VOLTAGE HIGH - ESM
CURRENT TRIM CIRCUIT HIGH. . . . . . . . . .9-1808 U1132-GENERATOR COMMUNICATION . . . . . .9-1837 (COLUMN SHIFT) . . . . . . . . . . . . . . . . . . . .21-245
P2A00-O2 SENSOR 1/1 CIRCUIT U1132-GENERATOR COMMUNICATION . . . . . .9-1854 P0563-BATTERY VOLTAGE HIGH - ESM . . . .21-224
PERFORMANCE. . . . . . . . . . . . . . . . . . . . . .9-1813 U1403-IMPLAUSIBLE FUEL LEVEL SIGNAL . . . .9-999 P0563-BATTERY VOLTAGE HIGH . . . . . . . . . . . .21-11
P3400-MDS RATIONALITY BANK 1 . . . . . . . . . .9-915 U1411-IMPLAUSIBLE FUEL VOLUME P0602-CONTROL MODULE
P3401-MDS SOLENOID 1 CIRCUIT . . . . . . . . . .9-940 SIGNAL RECEIVED. . . . . . . . . . . . . . . . . . . .9-1001 PROGRAMMING ERROR/NOT
P3402-CYLINDER 1 DEACTIVATION U1412-IMPLAUSIBLE VEHICLE SPEED PROGRAMMED . . . . . . . . . . . . . . . . . . . . . .21-14
CONTROL PERFORMANCE . . . . . . . . . . . . . .9-917 SIGNAL RECEIVED. . . . . . . . . . . . . . . . . . . .9-1003 P0602-CONTROL MODULE
P3425-MDS SOLENOID 4 CIRCUIT . . . . . . . . . .9-948 U1417-IMPLAUSIBLE LEFT WHEEL PROGRAMMING ERROR/NOT
DISTANCE SIGNAL RECEIVED . . . . . . . . . .9-1006 PROGRAMMED. . . . . . . . . . . . . . . . . . . . . .21-477
P3426-CYLINDER 4 DEACTIVATION
CONTROL PERFORMANCE . . . . . . . . . . . . . .9-923 U1418-IMPLAUSIBLE RIGHT WHEEL P0604-INTERNAL CONTROL MODULE
DISTANCE SIGNAL RECEIVED . . . . . . . . . .9-1009 RAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21-16
P3441-MDS SOLENOID 6 CIRCUIT . . . . . . . . . .9-956
VERIFICATION TEST . . . . . . . . . . . . . . . . . . . .9-1896 P0604-INTERNAL CONTROL MODULE
P3442-CYLINDER 6 DEACTIVATION RAM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21-478
CONTROL PERFORMANCE . . . . . . . . . . . . . .9-929 *5.7L INTERMITTENT NO CRANK
CONDITION . . . . . . . . . . . . . . . . . . . . . . . .9-1012 P0605-INTERNAL CONTROL MODULE
P3449-MDS SOLENOID 7 CIRCUIT . . . . . . . . . .9-964 ROM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21-18
P3450-CYLINDER 7 DEACTIVATION *CHECKING THE ACCELERATOR PEDAL
POSITION SENSOR CALIBRATION. . . . . . . .9-1871 P0605-INTERNAL CONTROL MODULE
CONTROL PERFORMANCE . . . . . . . . . . . . . .9-934 ROM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21-479
P3497-MDS RATIONALITY BANK 2 . . . . . . . . . .9-972 *CHECKING THE BOOST PRESSURE
SENSOR CALIBRATION . . . . . . . . . . . . . . . .9-1874 P0607-ECU INTERNAL PERFORMANCE -
POWERTRAIN VERIFICATION TEST . . . . . . . .9-1036 ESM (COLUMN SHIFT) . . . . . . . . . . . . . . . .21-247
*CHECKING THE BOOST PRESSURE
PRE-DIAGNOSTIC TROUBLESHOOTING SERVO MOTOR. . . . . . . . . . . . . . . . . . . . . .9-1876 P0607-ECU INTERNAL PERFORMANCE -
PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . .9-1894 ESM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21-225
*CHECKING THE ECM POWER AND
PRE-DIAGNOSTIC TROUBLESHOOTING GROUND CIRCUITS . . . . . . . . . . . . . . . . . .9-1889 P0613-INTERNAL TRANSMISSION
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . .9-7 PROCESSOR . . . . . . . . . . . . . . . . . . . . . . . .21-20
*CHECKING THE EGR SYSTEM . . . . . . . . . . . .9-1881
U0001-CAN C BUS . . . . . . . . . . . . . . . . . . . . . .9-974 P0613-INTERNAL TRANSMISSION
*CHECKING THE EGR THROTTLE VALVE . . . .9-1884 PROCESSOR. . . . . . . . . . . . . . . . . . . . . . . .21-480
TCM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-976 *CHECKING THE ENGINE COOLANT P0642-SENSOR REFERENCE VOLTAGE 1
TEMPERATURE SENSOR CALIBRATION. . . .9-1879 CIRCUIT LOW. . . . . . . . . . . . . . . . . . . . . . . .21-22
TRANSMISSION CONTROL MODULE. . . . . .9-1835 *CHECKING THE ENGINE MECHANICAL P0643-SENSOR REFERENCE VOLTAGE 1
SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . .9-1886 CIRCUIT HIGH. . . . . . . . . . . . . . . . . . . . . . . .21-25
ELECTRIC GEAR SHIFT MODULE . . . . . . . .9-1836 *CHECKING THE FUEL DELIVERY SYSTEM . .9-1013 P0657-SOLENOID SUPPLY VOLTAGE
U0103-LOST COMMUNICATION WITH *ENGINE CRANKS BUT DOES NOT START . .9-1019 CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . .21-28
ELECTRIC GEAR SHIFT MODULE. . . . . . . . . .9-977 *ENGINE CRANKS BUT WILL NOT START . . . .9-1858 P0706-TRANSMISSION RANGE SENSOR
U0114-LOST COMMUNICATION WITH RATIONALITY . . . . . . . . . . . . . . . . . . . . . .21-481
*ENGINE WILL NOT CRANK . . . . . . . . . . . . . .9-1861
FINAL DRIVE CONTROL MODULE . . . . . . . .9-1841 P0710-TRANSMISSION TEMPERATURE
*FUEL PRESSURE LEAK DOWN . . . . . . . . . .9-1022 SENSOR CIRCUIT . . . . . . . . . . . . . . . . . . . .21-32
U0121-LOST COMMUNICATION WITH *HARD START FUEL SYSTEM . . . . . . . . . . . .9-1016
ANTI-LOCK BRAKE MODULE. . . . . . . . . . . .9-1842 P0711-TRANSMISSION TEMPERATURE
U0121-LOST COMMUNICATION WITH *INTERMITTENT DTC . . . . . . . . . . . . . . . . . .9-1893 SENSOR PERFORMANCE . . . . . . . . . . . . . .21-492
ANTI-LOCK BRAKE MODULE . . . . . . . . . . . .9-979 *LACK OF ENGINE POWER . . . . . . . . . . . . . .9-1866 P0712-TRANSMISSION TEMPERATURE
U0141-LOST COMMUNICATION WITH *NO CRANK CONDITION . . . . . . . . . . . . . . . .9-1023 SENSOR LOW. . . . . . . . . . . . . . . . . . . . . . . .21-36
FRONT CONTROL MODULE . . . . . . . . . . . .9-1843 *NO RESPONSE WITH A NO START P0712-TRANSMISSION TEMPERATURE
U0141-LOST COMMUNICATION WITH CONDITION . . . . . . . . . . . . . . . . . . . . . . . .9-1027 SENSOR LOW . . . . . . . . . . . . . . . . . . . . . .21-495
FRONT CONTROL MODULE. . . . . . . . . . . . . .9-981 *START AND STALL CONDITION . . . . . . . . . .9-1033 P0713-TRANSMISSION TEMPERATURE
SENSOR HIGH . . . . . . . . . . . . . . . . . . . . . .21-499
LX DTC INDEX 13

P0714-TRANSMISSION TEMPERATURE P0934-LINE PRESSURE SENSOR CIRCUIT U0100 LOST COMMUNICATION WITH
SENSOR INTERMITTENT. . . . . . . . . . . . . . . .21-39 LOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21-611 ECM/PCM . . . . . . . . . . . . . . . . . . . . . . . . . .21-645
P0714-TRANSMISSION TEMPERATURE P0935-LINE PRESSURE SENSOR CIRCUIT U0100-LOST COMMUNICATION WITH
SENSOR INTERMITTENT . . . . . . . . . . . . . .21-504 HIGH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21-616 ECM/PCM - ESM (COLUMN SHIFT) . . . . . .21-259
P0715-INPUT SPEED SENSOR 1 CIRCUIT . . . .21-507 P0944-LOSS OF HYDRAULIC PUMP U0100-LOST COMMUNICATION WITH
P0717-INPUT SPEED SENSOR 1 CIRCUIT PRIME . . . . . . . . . . . . . . . . . . . . . . . . . . . .21-621 ECM/PCM - ESM . . . . . . . . . . . . . . . . . . . .21-236
NO SIGNAL. . . . . . . . . . . . . . . . . . . . . . . . . .21-41 P0992-2/4/OD HYDRAULIC PRESSURE U0100-LOST COMMUNICATION WITH
P0720-OUTPUT SPEED SENSOR CIRCUIT . . . .21-513 TEST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21-623 ECM/PCM . . . . . . . . . . . . . . . . . . . . . . . . . .21-143
P0725-ENGINE SPEED SENSOR CIRCUIT . . . .21-519 P1629-TCM INTERNAL - SOLENOID U0103-LOST COMMUNICATION WITH
SUPPLY/ WATCHDOG . . . . . . . . . . . . . . . . . .21-98 ELECTRIC GEAR SHIFT MODULE . . . . . . . .21-146
P0730-INCORRECT GEAR RATIO . . . . . . . . . . . .21-48
P1631-TCM INTERNAL- PROCESSOR U0121 LOST COMMUNICATION WITH ABS . .21-647
P0731-GEAR RATIO ERROR IN 1ST . . . . . . . .21-49 CLOCK PERFORMANCE. . . . . . . . . . . . . . . .21-100 U0121-LOST COMMUNICATION WITH
P0731-GEAR RATIO ERROR IN 1ST . . . . . . . .21-521 P1632-TCM INTERNAL - TEST INTERNAL ANTI-LOCK BRAKE MODULE - ESM
P0732-GEAR RATIO ERROR IN 2ND . . . . . . . .21-51 WATCHDOG PERFORMANCE . . . . . . . . . . . .21-102 (COLUMN SHIFT) . . . . . . . . . . . . . . . . . . . .21-259
P0732-GEAR RATIO ERROR IN 2ND . . . . . . . .21-523 P1633-TCM INTERNAL - TEST EXTERNAL U0121-LOST COMMUNICATION WITH
P0733-GEAR RATIO ERROR IN 3RD . . . . . . . .21-525 WATCHDOG PERFORMANCE . . . . . . . . . . . .21-104 ANTI-LOCK BRAKE MODULE - ESM . . . . . .21-238
P0733-GEAR RATIO ERROR IN 3RD . . . . . . . .21-53 P1634-TCM INTERNAL- INTERNAL U0121-LOST COMMUNICATION WITH
WATCHDOG PERFORMANCE . . . . . . . . . . . .21-106 ANTI-LOCK BRAKE MODULE. . . . . . . . . . . .21-149
P0734-GEAR RATIO ERROR IN 4TH . . . . . . . .21-527 P1636-TCM INTERNAL- EXTERNAL U0141 LOST COMMUNICATION WITH
P0734-GEAR RATIO ERROR IN 4TH . . . . . . . .21-55 WATCHDOG PERFORMANCE . . . . . . . . . . . .21-108 FCM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21-649
P0735-GEAR RATIO ERROR IN 5TH . . . . . . . .21-57 P1637-TCM INTERNAL-EEPROM U0141-LOST COMMUNICATION WITH
P0736-GEAR RATIO ERROR IN REVERSE . . . .21-529 PERFORMANCE. . . . . . . . . . . . . . . . . . . . . .21-110 FRONT CONTROL MODULE - ESM
P1638-TCM INTERNAL-CAN 1 RAM (COLUMN SHIFT) . . . . . . . . . . . . . . . . . . . .21-259
P0740-TCC OUT OF RANGE . . . . . . . . . . . . . .21-531
PERFORMANCE. . . . . . . . . . . . . . . . . . . . . .21-112 U0141-LOST COMMUNICATION WITH
P0742-TORQUE CONVERTER CLUTCH FRONT CONTROL MODULE - ESM. . . . . . . .21-240
STUCK ON . . . . . . . . . . . . . . . . . . . . . . . . . .21-59 P1639-TCM INTERNAL-CAN 2 RAM
PERFORMANCE. . . . . . . . . . . . . . . . . . . . . .21-114 U0141-LOST COMMUNICATION WITH
P0743-TCC SOLENOID CIRCUIT . . . . . . . . . . . .21-62 FRONT CONTROL MODULE . . . . . . . . . . . .21-152
P1644-INCORRECT VARIANT/
P0748-MODULATOR PRESSURE CONFIGURATION . . . . . . . . . . . . . . . . . . . .21-116 U0155-LOST COMMUNICATION WITH
SOLENOID CIRCUIT. . . . . . . . . . . . . . . . . . . .21-66 CLUSTER/CCN . . . . . . . . . . . . . . . . . . . . . .21-155
P1684-BATTERY WAS DISCONNECTED . . . . . .21-624
P0750-LR SOLENOID CIRCUIT . . . . . . . . . . . .21-533 U0164-LOST COMMUNICATION WITH
P1704-INPUT SPEED SENSOR 1
P0752-1-2/4-5 SOLENOID . . . . . . . . . . . . . . . .21-70 OVERSPEED . . . . . . . . . . . . . . . . . . . . . . . .21-118 HVAC CONTROL MODULE. . . . . . . . . . . . . .21-158
P0753-1-2/4-5 SOLENOID CIRCUIT . . . . . . . . . .21-74 P1705-INPUT SPEED SENSOR 2 U0401-IMPLAUSIBLE DATA RECEIVED
P0755-2/4 SOLENOID CIRCUIT . . . . . . . . . . . .21-538 OVERSPEED . . . . . . . . . . . . . . . . . . . . . . . .21-121 FROM ECM/PCM . . . . . . . . . . . . . . . . . . . .21-161
P0758-2-3 SOLENOID CIRCUIT . . . . . . . . . . . .21-82 P1713-RESTRICTED MANUAL VALVE IN U0404-IMPLAUSIBLE DATA RECEIVED
T2 RANGE. . . . . . . . . . . . . . . . . . . . . . . . . .21-626 FROM ESM . . . . . . . . . . . . . . . . . . . . . . . .21-163
P0758-2-3 SOLENOID . . . . . . . . . . . . . . . . . . . .21-78
P1731-INCORRECT GEAR ENGAGED . . . . . . . .21-124 U0415-IMPLAUSIBLE DATA RECEIVED
P0760-OD SOLENOID CIRCUIT . . . . . . . . . . . .21-543 FROM ABS . . . . . . . . . . . . . . . . . . . . . . . .21-165
P0762-3-4 SOLENOID . . . . . . . . . . . . . . . . . . . .21-86 P1745-TRANSMISSION LINE PRESSURE
TOO HIGH FOR TOO LONG . . . . . . . . . . . .21-627 U0423-IMPLAUSIBLE DATA RECEIVED
P0763-3-4 SOLENOID CIRCUIT . . . . . . . . . . . .21-90 FROM CLUSTER/CCN. . . . . . . . . . . . . . . . . .21-167
P1775-SOLENOID SWITCH VALVE
P0765-UD SOLENOID CIRCUIT . . . . . . . . . . . .21-548 LATCHED IN TCC POSITION . . . . . . . . . . . .21-628 U0424-IMPLAUSIBLE DATA RECEIVED
P0778-SHIFT PRESSURE SOLENOID FROM HVAC CONTROL MODULE . . . . . . . .21-169
P1776-SOLENOID SWITCH VALVE
CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . .21-94 LATCHED IN LR POSITION. . . . . . . . . . . . . .21-633 U0431-IMPLAUSIBLE DATA FROM FCM . . . .21-171
P0841-LR PRESSURE SWITCH P1790-FAULT IMMEDIATELY AFTER SHIFT . .21-638 U110B-LOST ENGINE COOLANT MESSAGE . .21-173
RATIONALITY . . . . . . . . . . . . . . . . . . . . . .21-553 U1118-LOST ENGINE MESSAGE . . . . . . . . . .21-176
P1794-SPEED SENSOR GROUND ERROR . . . .21-639
P0845-2/4 HYDRAULIC PRESSURE TEST . . . .21-558 U1119-LOST FCM MESSAGE . . . . . . . . . . . .21-179
P1797-MANUAL SHIFT OVERHEAT . . . . . . . .21-642
P0846-2/4 PRESSURE SWITCH U1400-IMPLAUSIBLE TPS SIGNAL
RATIONALITY . . . . . . . . . . . . . . . . . . . . . .21-564 P2638-TORQUE MANAGEMENT FEEDBACK
SIGNAL PERFORMANCE . . . . . . . . . . . . . .21-126 RECEIVED. . . . . . . . . . . . . . . . . . . . . . . . . .21-182
P0868-LINE PRESSURE LOW . . . . . . . . . . . .21-569 U1401-IMPLAUSIBLE ENGINE SPEED
P2767-INPUT SPEED SENSOR 2 CIRCUIT
P0869-LINE PRESSURE HIGH . . . . . . . . . . . .21-575 NO SIGNAL . . . . . . . . . . . . . . . . . . . . . . . .21-129 SIGNAL RECEIVED. . . . . . . . . . . . . . . . . . . .21-184
P0870-OD HYDRAULIC PRESSURE TEST . . . .21-581 P2775-AUTOSTICK UPSHIFT SWITCH U1402-IMPLAUSIBLE ENGINE
P0871-OD PRESSURE SWITCH CIRCUIT PERFORMANCE - ESM TEMPERATURE SIGNAL RECEIVED . . . . . .21-186
RATIONALITY . . . . . . . . . . . . . . . . . . . . . .21-587 (COLUMN SHIFT) . . . . . . . . . . . . . . . . . . . .21-255 U1404-IMPLAUSIBLE STATIC ENGINE
P0882-TCM POWER INPUT LOW . . . . . . . . . .21-592 P2775-AUTOSTICK UPSHIFT SWITCH TORQUE SIGNAL RECEIVED . . . . . . . . . . . .21-188
P0884-POWER UP AT SPEED . . . . . . . . . . . .21-602 CIRCUIT PERFORMANCE - ESM. . . . . . . . . .21-232 U1405-IMPLAUSIBLE MINIMUM ENGINE
P2779-AUTOSTICK DOWNSHIFT SWITCH TORQUE SIGNAL RECEIVED . . . . . . . . . . . .21-190
P0890-SWITCHED BATTERY . . . . . . . . . . . . . .21-603 CIRCUIT PERFORMANCE - ESM U1406-IMPLAUSIBLE MAXIMUM ENGINE
P0891-TRANSMISSION RELAY ALWAYS (COLUMN SHIFT) . . . . . . . . . . . . . . . . . . . .21-257 TORQUE SIGNAL RECEIVED . . . . . . . . . . . .21-192
ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21-598 P2779-AUTOSTICK DOWNSHIFT SWITCH U1407-IMPLAUSIBLE ENGINE TORQUE
P0897-TRANSMISSION FLUID CIRCUIT PERFORMANCE - ESM. . . . . . . . . .21-233 REQUEST SIGNAL RECEIVED. . . . . . . . . . . .21-194
DETERIORATED. . . . . . . . . . . . . . . . . . . . . .21-607 P2783-TORQUE CONVERTER U1408-IMPLAUSIBLE BRAKE SIGNAL
P0930-BTSI CONTROL CIRCUIT LOW - TEMPERATURE TOO HIGH. . . . . . . . . . . . . .21-136 RECEIVED. . . . . . . . . . . . . . . . . . . . . . . . . .21-196
ESM (COLUMN SHIFT) . . . . . . . . . . . . . . . .21-249 P2784-INPUT SPEED SENSOR 1/2 U1409-IMPLAUSIBLE LEFT FRONT WHEEL
P0930-BTSI CONTROL CIRCUIT LOW - CORRELATION . . . . . . . . . . . . . . . . . . . . . .21-137 SPEED SIGNAL RECEIVED. . . . . . . . . . . . . .21-198
ESM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21-226 U0002 CAN C BUS OFF PERFORMANCE . . . .21-643 U140A-IMPLAUSIBLE RIGHT FRONT
P0931-BTSI CONTROL CIRCUIT HIGH - U0002-CAN C BUS OFF PERFORMANCE - WHEEL SPEED SIGNAL RECEIVED. . . . . . . .21-200
ESM (COLUMN SHIFT) . . . . . . . . . . . . . . . .21-252 ESM (COLUMN SHIFT) . . . . . . . . . . . . . . . .21-259 U140B-IMPLAUSIBLE LEFT REAR WHEEL
P0931-BTSI CONTROL CIRCUIT HIGH - U0002-CAN C BUS OFF PERFORMANCE - SPEED SIGNAL RECEIVED. . . . . . . . . . . . . .21-202
ESM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21-229 ESM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21-234 U140C-IMPLAUSIBLE RIGHT REAR
P0932-LINE PRESSURE SENSOR CIRCUIT . .21-608 U0002-CAN C BUS OFF PERFORMANCE . . . .21-140 WHEEL SPEED SIGNAL RECEIVED. . . . . . . .21-204
14 DTC INDEX LX

U140D-IMPLAUSIBLE WHEEL SPEED B1490-STEERING WHEEL CONTROL C/T B2124-IGNITION RUN CONTROL CIRCUIT
SIGNALS RECEIVED . . . . . . . . . . . . . . . . . .21-206 SWITCH CIRCUIT. . . . . . . . . . . . . . . . . . . . . .19-54 OPEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8I-27
U140F-IMPLAUSIBLE ENGINE VARIANT B1492–GENERAL MICROPHONE B2126-SENSOR SUPPLY VOLTAGE LOW . . . . . .8B-32
DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21-208 PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .8T-37 B2127-SENSOR SUPPLY VOLTAGE HIGH . . . .8B-36
U1410-IMPLAUSIBLE/MISSING FCM B1693 — ACCESSORY DIMMING B212A-PTS DISPLAY SUPPLY VOLTAGE
VARIANT DATA . . . . . . . . . . . . . . . . . . . . . .21-210 CONTROL CIRCUIT LOW . . . . . . . . . . . . . .8M-46 LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8B-38
U1507-IMPLAUSIBLE ENGINE B1694 — ACCESSORY DIMMING B2203–ROM CHECKSUM PERFORMANCE . . . .8T-43
TEMPERATURE MESSAGE DATA CONTROL CIRCUIT HIGH . . . . . . . . . . . . . .8M-49
LENGTH RECEIVED . . . . . . . . . . . . . . . . . .21-212 B2217 - EVIC/EOM/CMTC INTERNAL . . . . . .8M-146
B17CF — EMERGENCY FLASHING LAMP
U1509-IMPLAUSIBLE ENGINE VARIANT REQUEST 1 CIRCUIT HIGH. . . . . . . . . . . . . .8M-53 B2223-(HFM) HANDS FREE PHONE
MESSAGE DATA LENGTH RECEIVED . . . . . .21-214 INTERNAL . . . . . . . . . . . . . . . . . . . . . . . . . .8T-47
B17D2 — EMERGENCY FLASHING LAMP
U150A-IMPLAUSIBLE FCM VARIANT REQUEST 2 CIRCUIT HIGH. . . . . . . . . . . . . .8M-57 B2225–STEERING CONTROL MODULE
MESSAGE DATA LENGTH RECEIVED . . . . . .21-216 INTERNAL . . . . . . . . . . . . . . . . . . . . . . . . . .19-93
B17D4 — HEADLAMP STATUS OUTPUT
B122C-PTS SENSOR 7 CIRCUIT LOW . . . . . . . .8B-4 CIRCUIT LOW. . . . . . . . . . . . . . . . . . . . . . . .8M-61 B222A-VEHICLE LINE MISMATCH . . . . . . . . . .8B-42
B122E-PTS SENSOR 7 RING TIME TOO B17D5 — HEADLAMP STATUS OUTPUT B222A-VEHICLE LINE MISMATCH . . . . . . . . . .8T-44
SHORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8B-9 CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . .8M-64 B222D - ECU UNABLE TO CONFIGURE /
B122F-PTS SENSOR 7 RING TIME TOO B19B4 — DRIVER DOOR AJAR OUTPUT CONFIGURATION NOT LEARNED . . . . . . . .8M-147
LONG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8B-10 CIRCUIT LOW. . . . . . . . . . . . . . . . . . . . . . . .8M-68 B222E–FLASH CHECKSUM
B1231-PTS SENSOR 8 CIRCUIT LOW . . . . . . . .8B-11 B1A32-UNIVERSAL GARAGE DOOR PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .8T-45
B1233-PTS SENSOR 8 RING TIME TOO SWITCH 1 STUCK. . . . . . . . . . . . . . . . . . . .8M-143 B222F–FLASH WRITE PERFORMANCE . . . . . .8T-46
SHORT . . . . . . . . . . . . . . . . . . . . . . . . . . . .8B-16 B1A33-UNIVERSAL GARAGE DOOR B2230–RAM WRITE PERFORMANCE . . . . . . . .8T-48
B1234-PTS SENSOR 8 RING TIME TOO SWITCH 2 STUCK. . . . . . . . . . . . . . . . . . . .8M-144 B2232-(PTS) PARKTRONICS INTERNAL . . . . . .8B-43
LONG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8B-17 B1A34-UNIVERSAL GARAGE DOOR B2234-(PTS) PARKTRONICS REAR
B1236-PTS SENSOR 9 CIRCUIT LOW . . . . . . . .8B-18 SWITCH 3 STUCK. . . . . . . . . . . . . . . . . . . .8M-145 DISPLAY INTERNAL. . . . . . . . . . . . . . . . . . . .8B-44
B1238-PTS SENSOR 9 RING TIME TOO B1A5D — PANIC ALARM ACTIVATION B2331–VEHICLE NEEDS DEGAUSSED . . . . . .8M-148
SHORT . . . . . . . . . . . . . . . . . . . . . . . . . . . .8B-22 OUTPUT CIRCUIT LOW . . . . . . . . . . . . . . . .8M-79
B1A5E — PANIC ALARM ACTIVATION B2332–HORN SWITCH INPUT CIRCUIT/
B1239-PTS SENSOR 9 RING TIME TOO PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .19-94
LONG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8B-23 STATUS CIRCUIT HIGH . . . . . . . . . . . . . . . .8M-82
B1CC1 — DEPLOYMENT NOTIFICATION B237C — DATA COMMUNICATION RADIO
B123B-PTS SENSOR 10 CIRCUIT LOW . . . . . .8B-24 INPUT CIRCUIT HIGH . . . . . . . . . . . . . . . .8M-100
OUTPUT CIRCUIT LOW . . . . . . . . . . . . . . . .8M-86
B123D-PTS SENSOR 10 RING TIME TOO B237F — HORN MUTE REQUEST CIRCUIT
SHORT . . . . . . . . . . . . . . . . . . . . . . . . . . . .8B-28 B1CC2 — DEPLOYMENT NOTIFICATION HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . .8M-104
OUTPUT CIRCUIT HIGH . . . . . . . . . . . . . . . .8M-90
B123E-PTS SENSOR 10 RING TIME TOO B2381 — DRIVER SEAT BELT OUTPUT
LONG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8B-29 B1D8D-STEERING COLUMN TELESCOPE CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . .8M-108
POSITION SENSOR CIRCUIT LOW . . . . . . . .19-63
B1411-HFM LEFT AUDIO OUTPUT B2382 — DRIVER SEAT BELT OUTPUT
CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . .8T-4 B1D8E–STEERING COLUMN TELESCOPE CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . .8M-111
POSITION SENSOR CIRCUIT HIGH . . . . . . . .19-66
B1412-HFM LEFT AUDIO OUTPUT B2384 — HORN SWITCH OUTPUT
CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . .8T-8 B1D91-STEERING COLUMN TILT CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . .8M-115
POSITION SENSOR CIRCUIT LOW . . . . . . . .19-71
B1415-HFM RIGHT AUDIO OUTPUT B2385 — HORN SWITCH OUTPUT
CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . .8T-11 B1D92–STEERING COLUMN TILT CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . .8M-118
POSITION SENSOR CIRCUIT HIGH . . . . . . . .19-74
B1416-HFM RIGHT AUDIO OUTPUT C1088 — BRAKE LAMP SWITCH OUTPUT
CIRCUIT HIGH. . . . . . . . . . . . . . . . . . . . . . . .8T-15 B1D93–STEERING COLUMN TELESCOPE CIRCUIT LOW. . . . . . . . . . . . . . . . . . . . . . . .8M-39
MOTOR CONTROL CIRCUIT
B1435-VOICE RECOGNITION/PHONE PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .19-79 C1089 — BRAKE LAMP OUTPUT CIRCUIT
SWITCH INPUT CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8M-42
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . .8T-18 B1D97–STEERING COLUMN TILT MOTOR
CONTROL CIRCUIT PERFORMANCE. . . . . . . .19-86 C1219-STEERING ANGLE SENSOR
B1436-VOICE RECOGNITION/PHONE ERRATIC PERFORMANCE. . . . . . . . . . . . . . . .19-27
SWITCH INPUT CIRCUIT LOW. . . . . . . . . . . .8T-20 B1DA0–STEERING COLUMN TILT SWITCH
CIRCUIT STUCK . . . . . . . . . . . . . . . . . . . . . .19-57 P0562-BATTERY VOLTAGE LOW . . . . . . . . . . . .19-16
B1437-VOICE RECOGNITION/PHONE P0563-BATTERY VOLTAGE HIGH . . . . . . . . . . . .19-19
SWITCH INPUT CIRCUIT HIGH. . . . . . . . . . . .8T-23 B1DA5–STEERING COLUMN TELESCOPE
SWITCH CIRCUIT STUCK. . . . . . . . . . . . . . . .19-60 P0585-SPEED CONTROL MULTIPLEXED
B1438–VOICE RECOGNITION SWITCH SWITCH 1/2 CORRELATION. . . . . . . . . . . . . .19-22
STUCK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8T-27 B2100-IGNITION RUN/START INPUT
CIRCUIT PERFORMANCE . . . . . . . . . . . . . . . .8I-3 P1462 — FUEL LEVEL OUTPUT CIRCUIT
B1439-PHONE SWITCH STUCK . . . . . . . . . . . .8T-29 LOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8M-4
B2104-IGNITION UNLOCK RUN/START
B1459-TELEMATICS MIRROR CONTROL CONTROL CIRCUIT LOW . . . . . . . . . . . . . . . .8I-6 P1463 — FUEL LEVEL OUTPUT CIRCUIT
CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . .8T-34 HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8M-7
B2105-IGNITION UNLOCK RUN/START
B145A-TELEMATICS MIRROR CONTROL CONTROL CIRCUIT HIGH . . . . . . . . . . . . . . . .8I-9 P1504 — VEHICLE SPEED OUTPUT
CIRCUIT HIGH. . . . . . . . . . . . . . . . . . . . . . . .8T-31 CIRCUIT LOW. . . . . . . . . . . . . . . . . . . . . . . .8M-11
B210D-BATTERY VOLTAGE LOW . . . . . . . . . . . .8B-30
B1489-STEERING WHEEL CONTROL P1505 — VEHICLE SPEED OUTPUT
AUDIO SWITCH CIRCUIT. . . . . . . . . . . . . . . .19-29 B210D-BATTERY VOLTAGE LOW . . . . . . . . . .8M-95
B210E-BATTERY VOLTAGE HIGH . . . . . . . . . . . .8B-31 CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . .8M-14
B148A-STEERING WHEEL CONTROL P1593–SPEED CONTROL SWITCH 1/2
MENU SWITCH CIRCUIT . . . . . . . . . . . . . . . .19-33 B210E-BATTERY VOLTAGE HIGH . . . . . . . . . .8M-98 STUCK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19-24
B148B-STEERING WHEEL CONTROL UP B211E–IGNITION RUN/ACC/PAD CONTROL P164A — MIL OUTPUT CIRCUIT LOW . . . . . .8M-18
SWITCH CIRCUIT. . . . . . . . . . . . . . . . . . . . . .19-36 CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . .8I-12
B148C-STEERING WHEEL CONTROL B211F–IGNITION RUN/ACC/PAD CONTROL P164B — MIL OUTPUT CIRCUIT HIGH . . . . . .8M-21
DOWN SWITCH CIRCUIT. . . . . . . . . . . . . . . .19-40 CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . .8I-15 P170A — PARK/NEUTRAL OUTPUT
B148D-STEERING WHEEL CONTROL SIDE B2120–IGNITION RUN/ACC/PAD CONTROL CIRCUIT LOW. . . . . . . . . . . . . . . . . . . . . . . .8M-25
SWITCH CIRCUIT. . . . . . . . . . . . . . . . . . . . . .19-44 CIRCUIT OPEN. . . . . . . . . . . . . . . . . . . . . . . .8I-17 P170B — PARK/NEUTRAL OUTPUT
B148E-STEERING WHEEL CONTROL [+] B2122-IGNITION RUN CONTROL CIRCUIT CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . .8M-28
SWITCH CIRCUIT. . . . . . . . . . . . . . . . . . . . . .19-48 LOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8I-20 P170C — ENGINE RPM OUTPUT CIRCUIT
B148F-STEERING WHEEL CONTROL [-] B2123-IGNITION RUN CONTROL CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8M-32
SWITCH CIRCUIT. . . . . . . . . . . . . . . . . . . . . .19-51 HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8I-24 P170D — ENGINE RPM OUTPUT CIRCUIT
HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8M-35
LX DTC INDEX 15

P19B5 — DRIVER DOOR AJAR OUTPUT U0164-LOST COMMUNICATION WITH U0197-LOST COMMUNICATION WITH
CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . .8M-71 HVAC CONTROL MODULE. . . . . . . . . . . . . .8M-134 HANDS FREE PHONE MODULE. . . . . . . . . .8M-135
P1A5B — PANIC ALARM MUTE REQUEST U0164-LOST COMMUNICATION WITH U0197-LOST COMMUNICATION WITH
CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . .8M-75 HVAC CONTROL MODULE. . . . . . . . . . . . . .8M-152 HANDS FREE PHONE MODULE. . . . . . . . . .8M-153
U0002–CAN C BUS OFF PERFORMANCE . . . . . .19-98 U0164-LOST COMMUNICATION WITH U0199-LOST COMMUNICATION WITH
U0019–CAN B BUS CIRCUIT . . . . . . . . . . . . . .19-101 HVAC CONTROL MODULE . . . . . . . . . . . . . .8T-52 DRIVER DOOR MODULE. . . . . . . . . . . . . . . .8B-57
U0019–CAN B BUS . . . . . . . . . . . . . . . . . . . .8M-149 U0167-LOST COMMUNICATION WITH U0199-LOST COMMUNICATION WITH
INTRUSION TRANSCEIVER CONTROL DRIVER DOOR MODULE . . . . . . . . . . . . . .8M-153
U0019–CAN B BUS . . . . . . . . . . . . . . . . . . . . . .8T-49 MODULE. . . . . . . . . . . . . . . . . . . . . . . . . . . .8B-56 U0199-LOST COMMUNICATION WITH
U0021 — CAN B BUS (+) CIRCUIT OPEN . .8M-122 U0167-LOST COMMUNICATION WITH DRIVER DOOR MODULE . . . . . . . . . . . . . . . .8T-53
U0022 CAN B BUS (+) CIRCUIT LOW . . . . . .8M-124 INTRUSION TRANSCEIVER CONTROL U0200-LOST COMMUNICATION WITH
U0023 — CAN B BUS (+) CIRCUIT HIGH . . . .8M-126 MODULE . . . . . . . . . . . . . . . . . . . . . . . . . .8M-134 PASSENGER DOOR MODULE . . . . . . . . . . . .8B-57
U0024 — CAN B BUS (-) CIRCUIT OPEN . . . .8M-128 U0167-LOST COMMUNICATION WITH U0200-LOST COMMUNICATION WITH
INTRUSION TRANSCEIVER CONTROL PASSENGER DOOR MODULE . . . . . . . . . .8M-153
U0025 CAN B BUS (-) CIRCUIT LOW . . . . . .8M-130 MODULE . . . . . . . . . . . . . . . . . . . . . . . . . .8M-152
U0026 — CAN B BUS (-) CIRCUIT HIGH . . . .8M-132 U0200-LOST COMMUNICATION WITH
U0168-LOST COMMUNICATION WITH PASSENGER DOOR MODULE . . . . . . . . . . . .8T-53
U0121–LOST COMMUNICATION WITH VEHICLE SECURITY CONTROL
ANTI-LOCK BRAKE SYSTEM (ABS) MODULE (SKREEM/WCM) . . . . . . . . . . . . . .8B-56 U0208-LOST COMMUNICATION WITH
CONTROL MODULE . . . . . . . . . . . . . . . . . .19-104 HEATED SEAT CONTROL MODULE . . . . . . . .8B-57
U0141 — LOST COMMUNICATION WITH VEHICLE SECURITY CONTROL U0208-LOST COMMUNICATION WITH
IPM (FCM/TIPM) . . . . . . . . . . . . . . . . . . . .8M-134 MODULE (SKREEM/WCM) . . . . . . . . . . . .8M-134 HEATED SEAT CONTROL MODULE . . . . . .8M-135
U0141–LOST COMMUNICATION WITH U0168-LOST COMMUNICATION WITH U0208-LOST COMMUNICATION WITH
FRONT CONTROL MODULE . . . . . . . . . . . .19-105 VEHICLE SECURITY CONTROL HEATED SEAT CONTROL MODULE . . . . . .8M-153
MODULE (SKREEM/WCM) . . . . . . . . . . . .8M-152 U0208-LOST COMMUNICATION WITH
U0141–LOST COMMUNICATION WITH HEATED SEAT CONTROL MODULE . . . . . . . .8T-53
FRONT CONTROL MODULE. . . . . . . . . . . . . .8B-55 U0168-LOST COMMUNICATION WITH
VEHICLE SECURITY CONTROL U0209-LOST COMMUNICATION WITH
U0141–LOST COMMUNICATION WITH MODULE (SKREEM/WCM) . . . . . . . . . . . . . .8T-52 MEMORY SEAT CONTROL MODULE . . . . . .8B-57
FRONT CONTROL MODULE . . . . . . . . . . . .8M-152
U0141–LOST COMMUNICATION WITH SUNROOF CONTROL MODULE. . . . . . . . . . . .8B-56 MEMORY SEAT CONTROL MODULE. . . . . .8M-135
FRONT CONTROL MODULE. . . . . . . . . . . . . .8T-52
U0151 — LOST COMMUNICATION WITH SUNROOF CONTROL MODULE. . . . . . . . . .8M-152 MEMORY SEAT CONTROL MODULE. . . . . .8M-154
OCCUPANT RESTRAINT CONTROLLER
(ORC) . . . . . . . . . . . . . . . . . . . . . . . . . . . .8M-134 U0169-LOST COMMUNICATION WITH U0209-LOST COMMUNICATION WITH
SUNROOF CONTROL MODULE. . . . . . . . . . . .8T-52 MEMORY SEAT CONTROL MODULE. . . . . . . .8T-54
OCCUPANT RESTRAINT CONTROLLER. . . . . .8B-55 U0181-LOST COMMUNICATION WITH U0212-LOST COMMUNICATION WITH
HEADLAMP LEVELING TRANSLATOR . . . . . .8T-53 SCCM - CAN B . . . . . . . . . . . . . . . . . . . . . .8T-54
OCCUPANT RESTRAINT CONTROLLER. . . .8M-152 U0184-LOST COMMUNICATION WITH U0212-LOST COMMUNICATION WITH
RADIO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8B-56 SCCM-CAN-B . . . . . . . . . . . . . . . . . . . . . . . .8B-58
OCCUPANT RESTRAINT CONTROLLER. . . . . .8T-52 U0184-LOST COMMUNICATION WITH U0212-LOST COMMUNICATION WITH
RADIO . . . . . . . . . . . . . . . . . . . . . . . . . . . .8M-134 SCCM-CAN-B . . . . . . . . . . . . . . . . . . . . . .8M-154
OCCUPANT CLASSIFICATION MODULE . . . .8B-56 U0184-LOST COMMUNICATION WITH U0212-LOST COMMUNICATION WITH
RADIO . . . . . . . . . . . . . . . . . . . . . . . . . . . .8M-153 STEERING COLUMN CONTROL
U0154-LOST COMMUNICATION WITH MODULE . . . . . . . . . . . . . . . . . . . . . . . . . .8M-135
OCCUPANT CLASSIFICATION MODULE. . . .8M-152 U0184-LOST COMMUNICATION WITH
RADIO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8T-53 U0212–LOST COMMUNICATION WITH
U0154-LOST COMMUNICATION WITH STEERING COLUMN CONTROL
OCCUPANT CLASSIFICATION MODULE. . . . . .8T-52 U0186-LOST COMMUNICATION WITH
AUDIO AMPLIFIER . . . . . . . . . . . . . . . . . . . .8B-57 MODULE . . . . . . . . . . . . . . . . . . . . . . . . . .19-107
CLUSTER/CCN. . . . . . . . . . . . . . . . . . . . . . . .8B-56 U0186-LOST COMMUNICATION WITH
AUDIO AMPLIFIER . . . . . . . . . . . . . . . . . .8M-153 RAIN SENSING MODULE. . . . . . . . . . . . . . . .8B-58
CLUSTER/CCN . . . . . . . . . . . . . . . . . . . . . .8M-152 U0186-LOST COMMUNICATION WITH
AUDIO AMPLIFIER . . . . . . . . . . . . . . . . . . . .8T-53 RAIN SENSING MODULE . . . . . . . . . . . . . .8M-154
CLUSTER/CCN. . . . . . . . . . . . . . . . . . . . . . . .8T-52 U0195-LOST COMMUNICATION WITH
SDARS . . . . . . . . . . . . . . . . . . . . . . . . . . . .8B-57 RAIN SENSING MODULE. . . . . . . . . . . . . . . .8T-54
U0155–LOST COMMUNICATION WITH U0241-LOST COMMUNICATION WITH
CLUSTER / CCN. . . . . . . . . . . . . . . . . . . . . .19-106 U0195-LOST COMMUNICATION WITH
SDARS. . . . . . . . . . . . . . . . . . . . . . . . . . . .8M-135 AUTO HIGHBEAM HEADLAMP
U0156 — LOST COMMUNICATION WITH CONTROL MODULE. . . . . . . . . . . . . . . . . . . .8B-58
ELECTRONIC OVERHEAD MODULE . . . . . .8M-134 U0195-LOST COMMUNICATION WITH
SDARS. . . . . . . . . . . . . . . . . . . . . . . . . . . .8M-153 U0241-LOST COMMUNICATION WITH
U0156-LOST COMMUNICATION WITH AUTO HIGHBEAM HEADLAMP
EOM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8T-52 U0195-LOST COMMUNICATION WITH CONTROL MODULE . . . . . . . . . . . . . . . . . .8M-154
SDARS . . . . . . . . . . . . . . . . . . . . . . . . . . . .8T-53
U0159-LOST COMMUNICATION WITH U0423-IMPLAUSIBLE DATA RECEIVED
PARK ASSIST CONTROL MODULE . . . . . .8M-134 U0196-LOST COMMUNICATION WITH FROM CLUSTER/CCN . . . . . . . . . . . . . . . . . .8B-45
VEHICLE ENTERTAINMENT CONTROL
U0159-LOST COMMUNICATION WITH MODULE. . . . . . . . . . . . . . . . . . . . . . . . . . . .8B-57 U0431-IMPLAUSIBLE DATA RECEIVED
PARKING ASSIST CONTROL MODULE. . . . . .8B-56 FROM FCM. . . . . . . . . . . . . . . . . . . . . . . . . .8B-47
U0159-LOST COMMUNICATION WITH VEHICLE ENTERTAINMENT CONTROL U1002-PTS DISPLAY COMMUNICATION
PARKING ASSIST CONTROL MODULE . . . .8M-152 MODULE . . . . . . . . . . . . . . . . . . . . . . . . . .8M-153 CIRCUIT LOW. . . . . . . . . . . . . . . . . . . . . . . .8B-48
U0159-LOST COMMUNICATION WITH U0196-LOST COMMUNICATION WITH U1101-LOST COMMUNICATION WITH PTS
PARKING ASSIST CONTROL MODULE. . . . . .8T-52 VEHICLE ENTERTAINMENT CONTROL DISPLAY. . . . . . . . . . . . . . . . . . . . . . . . . . . .8B-52
U0164-LOST COMMUNICATION WITH MODULE. . . . . . . . . . . . . . . . . . . . . . . . . . . .8T-53 U1109–LOST COMMUNICATION WITH LIN
HVAC CONTROL MODULE . . . . . . . . . . . . . .8B-56 U0197-LOST COMMUNICATION WITH STEERING WHEEL CONTROLS . . . . . . . . . .19-108
HANDS FREE PHONE MODULE . . . . . . . . . .8B-57
SERVICE MANUAL COMMENTS
What errors(s) have you found?
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
In order for us to assist you, please include as much details as possible when reporting an error
Comments / Suggestions
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
______________________________________________________________________________________
Dealership Technician □
□ Dealer Code:
Retail Customer
Manual Title, Year, Number and Page: _________________________________________________
______________________________________________________________________________________
Your Name: ________________________________________________________________________
Address: ________________________________________________________________________
________________________________________________________________________
________________________________________________________________________
All comments become property of DaimlerChrysler and may be used without compensation.
Dealer Technical Operations
800 Chrysler Drive
CIMS 486-02-76
Auburn Hills, MI 48326-2757

Motor 5.7 Hemi

Uploaded by

Copyright:

Available Formats

Motor 5.7 Hemi

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Motor 5.7 Hemi

Uploaded by

Copyright:

Available Formats

LX ENGINE - 5.

7L SERVICE INFORMATION 9 - 2285

ENGINE - 5.7L SERVICE INFORMATION

ENGINE - 5.7L SERVICE INFORMATION ROCKER ARM

ENGINE - 5.7L SERVICE INFORMATION

DIAGNOSIS AND TESTING

DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - PERFORMANCE

CONDITION POSSIBLE CAUSE CORRECTION

ENGINE WILL NOT START 1. Weak battery 1. Charge or replace as necessary.

2. Vacuum leak. 2. Inspect intake manifold and

DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - MECHANICAL

CONDITION POSSIBLE CAUSES CORRECTIONS

NOISY VALVES 1. High or low oil level in 1. (Refer to LUBRICATION &

CONDITION POSSIBLE CAUSES CORRECTIONS

CONNECTING ROD NOISE 1. Insufficient oil supply. 1. (Refer to LUBRICATION &

2. Low oil pressure. 2. Check oil pump, if Ok, check rod

MAIN BEARING NOISE 1. Insufficient oil supply. 1. (Refer to LUBRICATION &

DIAGNOSIS AND TESTING - CYLINDER COMPRESSION PRESSURE

DIAGNOSIS AND TESTING - CYLINDER COMBUSTION PRESSURE LEAKAGE

CONDITION POSSIBLE CAUSE CORRECTION

DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - LUBRICATION

CONDITION POSSIBLE CAUSES CORRECTION

OIL LEAKS 1. Gaskets and O-Rings. 1. Replace as necessary.

CONDITION POSSIBLE CAUSES CORRECTION

2. Faulty oil pressure sending unit. 2. Replace sending unit.

DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - MECHANICAL

CONDITION POSSIBLE CAUSES CORRECTION

2. Low oil pressure 2. Check engine oil level. If ok,

2. Low oil pressure 2. Check engine oil level. If ok,

CONDITION POSSIBLE CAUSES CORRECTION

OIL LEAKS 1. Misaligned or deteriorated 1. Replace gasket

2. Loose fastener, broken or porous 2. Tighten, repair or replace the part

EXCESSIVE OIL CONSUMPTION 1. CCV System malfunction 1. (Refer to 25 - EMISSIONS

STANDARD PROCEDURE - HYDROSTATIC LOCK

9. Remove the A/C compressor (3) with the lines

11. Remove generator (2) (Refer to 8 - ELECTRICAL/

NOTE: It is not necessary to disconnect P/S hoses

15. Remove the power steering pump and set aside.

19. Remove engine front mount to frame nuts.

23. FOR AWD ONLY Remove the differential support

26. FOR AWD ONLY Remove the intermediate shaft

27. Disconnect the transmission oil cooler lines from

30. Remove the torque converter access cover (1).

31. Remove drive plate to converter bolts (1).

33. Lower the vehicle.

6. Install remaining transmission to engine block

9. Install the torque convertor access cover (1).

11. FOR AWD ONLY Install the intermediate shaft (2)

12. FOR AWD ONLY Install the front differential

19. Remove engine lift fixture (2), special tool # 8984

25. Install the generator (2), generator support

26. Install a/c compressor (3) (Refer to 24 - HEATING

37. Connect battery negative cable.

Valve Overlap 37°

Valve Seat Angle 44.5° - 45.0°

Valve Seat Runout (MAX) 0.05 mm (0.0019 in.)

Valve Seat Width (Finish)

Guide Bore Diameter (Std.) 7.975 - 8.00 mm

Face Angle 45.0° - 45.5°