Chrysler New Yorker. Manual — part 48
CAUTION: Use only the pressure cap specified for
this vehicle. Use of other pressure caps can lead to
coolant loss and overheating.
DUAL FAN MODULE
All models use electric motor driven fans. The fan
modules include a motor support and shroud. The
module is fastened to the radiator by screws with
square nuts and retaining clips (Fig. 6).
The dual fan module is a combination of 2 fans
mounted in a one piece shroud which operate at two
speeds and are simultaneously activated. The dual
fan system improves engine cooling and air condi-
tioning performance in hot weather and severe driv-
ing conditions, while reducing fan noise and power
consumption. Attempts to reduce high temperature
gauge reading by increasing engine speed, can
increase high temperature.
FAN SHROUD
All vehicles have fan shrouds to improve fan air
flow efficiency. The shroud supports the electric fan
motor and fan.
AUTOMATIC TRANSMISSION OIL COOLER
The transmission oil cooler circuit consists of a
series connected internal cooler mounted inside the
left radiator tank and an auxiliary external oil cooler
mounted to the front of the air conditioning con-
denser (Fig. 7).
Steel tubes and rubber lines supply the oil from
the transmission to the internal oil cooler and return
the oil to the transmission from the auxiliary exter-
nal oil cooler.
Use only approved transmission oil cooler hoses.
Since these hoses are molded to fit space available,
molded hoses are required. The steel tubes must be
flared to ensure sealing of the hose. Torque oil cooler
hose clamps to 2.5 N·m (22 in. lbs.).
ENGINE OIL COOLER
The 3.5L engine uses an engine oil cooler that is
mounted inside the right radiator tank. An oil cooler
pressure control valve is used to control pressure to
the cooler. Engine oil travels from the control valve
through the supply line and into the cooler. The
engine oil exits the cooler through the oil return line
and is returned to the engine oil pan (Fig. 8).
ENGINE BLOCK HEATER
On all models an engine block heater is available
as an optional accessory. The heater, operated by
ordinary house current (110 Volt A.C.) through a
power cord and connector behind the radiator grill.
This provides easier engine starting and faster
warm-up when the vehicle is operated in areas hav-
ing extremely low temperatures.
Fig. 5 Pressure Cap and Bottle
Fig. 6 Fan Module
7 - 4
COOLING SYSTEM
300M
GENERAL INFORMATION (Continued)
Fig. 7 Transmission Oil Cooler
Fig. 8 Engine Oil Cooler—3.5L
300M
COOLING SYSTEM
7 - 5
GENERAL INFORMATION (Continued)
DESCRIPTION AND OPERATION
ENGINE THERMOSTAT
The engine cooling thermostat is a wax pellet
driven, reverse poppet type. The thermostat is
located on the inlet side of the engine to provide fast
warm up and to optimize a constant temperature in
the engine. The thermostat is designed to prevent
through leakage and to guarantee a minimum engine
operating temperature of 90°C (195°F). The thermo-
stat automatically reaches wide open at a tempera-
ture of approximately 102°C (215°F) so they do not
restrict flow to the radiator as temperature of the
coolant rises in hot weather to around 104°C (220°F).
Above 102°C (215°F) the coolant temperature is con-
trolled by the radiator, fan, and ambient tempera-
ture, not the thermostat.
COOLANT PERFORMANCE
Performance is measurable. For heat transfer, pure
water absorbs 1 btu for each degree of temperature
rise for each pound of water. This formula is altered
when necessary additives to control boiling, freezing,
and corrosion are added as follows:
• Pure Water (1 btu) boils at 100°C (212°F) and
freezes at 0°C (32°F).
• 100 Percent ethylene glycol (.7 btu) can cause an
engine to run hot, cause detonation, and will freeze
at -22°C (-8°F).
• 50/50 Ethylene Glycol and Distilled Water (.82
btu) is the recommended combination that provides a
freeze point of -37°C (-35°F). The radiator, water
pump, engine water jacket, radiator pressure cap,
thermostat, temperature gauge, coolant sensor and
heater are all designed for 50/50 ethylene glycol.
Where required, a 56 percent glycol and 44 percent
water mixture will provide a freeze point of -46°C
(-50°F).
NOTE: Richer mixtures cannot be measured with
field equipment and can lead to problems associ-
ated with 100 percent glycol. If there is doubt that
the coolant mixture is too rich for field equipment
to measure, put a sample in a clean container. Add
exactly the same amount of water and retest. If the
coolant in the vehicle is 100% antifreeze, the diluted
sample will read 50%. If the coolant in the vehicle
was 70% antifreeze and 30% water, the diluted sam-
ple will read as 35%, etc.
SELECTION AND ADDITIVES
The use of aluminum cylinder blocks, cylinder
heads, intake manifolds, and water pumps require
special corrosion protection. Mopar
t Antifreeze/Cool-
ant, 5 Year/100,000 Mile Formula (orange in color),
or the equivalent is recommended. This coolant pro-
vides optimum engine cooling and protection against
corrosion when mixed to a freeze point of -37°C
(-35°F) to -59°C (-50°F). If it looses color or becomes
contaminated; drain, flush, and replace with fresh
properly mixed solution.
CAUTION: Do not use well water, or suspect water
supply in cooling system. A 50/50 ethylene glycol
and distilled water mix is recommended.
RADIATOR HOSES AND CLAMPS
WARNING:
IF
VEHICLE
HAS
BEEN
RUN
RECENTLY, WAIT 15 MINUTES BEFORE WORKING
ON VEHICLE. RELIEVE PRESSURE BY PLACING A
SHOP TOWEL OVER THE CAP AND WITHOUT
PUSHING DOWN ROTATE IT COUNTERCLOCKWISE
TO THE FIRST STOP. ALLOW FLUIDS TO ESCAPE
THROUGH THE OVERFLOW TUBE AND WHEN THE
SYSTEM STOPS PUSHING OUT COOLANT AND
STEAM AND PRESSURE DROPS.
The hoses are removed by using constant tension
clamp pliers to compress hose clamp (Fig. 9).
A hardened, cracked, swollen, severely abraded, or
restricted hose should be replaced. Do not damage
radiator inlet and outlet when loosening hoses.
Radiator hoses should be routed without any kinks
and indexed as designed. The use of molded hoses is
required.
Spring type hose clamps are used in all applica-
tions. If replacement is necessary, replace with the
original Mopar
t equipment spring type clamp.
Fig. 9 Hose Clamp Tool
7 - 6
COOLING SYSTEM
300M
CAUTION: Use of general purpose pliers can bend
the clamps to an out-of-round condition. Resulting
in a loss of clamping strength.
ENGINE BLOCK HEATER
The engine block heater is mounted in the cylinder
block, near the right rear corner. The block heater is
a cylinder type design which transfers heat through
the aluminum engine block without penetrating the
cooling system. The power cord must be secured
in its retainer clips, and not positioned so it
could contact linkages or exhaust manifolds
and become damaged.
WATER PUMP
The water pump body is made of aluminum with a
plastic swept vane impeller. The 3.5L engine water
pump is bolted to the front of the timing cover, and
driven by the timing belt. The water pump is the
heart of the cooling system, pumping the coolant
through the engine block, cylinder head, heater core,
and radiator.
NOTE: The water pump on all models can be
replaced without discharging the air conditioning
system.
DIAGNOSIS AND TESTING
COOLING SYSTEM DIAGNOSIS
CONDITION
POSSIBLE CAUSES
CORRECTION
TEMPERATURE GAUGE READING
IS INCONSISTENT (FLUCTUATES,
CYCLES OR IS ERRATIC).
1. During cold weather operation
with the heater blower in the high
position, the gauge reading may
drop slightly. Fluctuation is also
influenced by loads, outside
temperature, and cycling of the air
conditioning system.
1. A normal condition. No correction
is necessary.
2. Temperature gauge or engine
sending unit sensor defective or
shorted. Also, corroded or loose
wiring in this circuit.
2. Check operation of gauge and
repair if necessary. Refer to Group
8E, Instrument Panel and Gauges.
3. Gauge reading rise when vehicle
is brought to a stop after heavy use
(engine still running).
3. A normal condition. No correction
is necessary. Gauge reading should
return to normal range after vehicle
is driven.
4. Gauge reading high after
restarting a warmed-up (hot)
engine.
4. A normal condition. No correction
is necessary. The gauge should
return to normal range after a few
minutes of engine operation.
5. Coolant level low (air will build
up in the cooling system causing
the thermostat to open late).
5. Check and correct coolant leaks.
Refer to Testing Cooling System for
Leaks in this group.
6. Cylinder head gasket leaking
allowing exhaust gas to enter
cooling system causing thermostat
to open late.
6. (a) Check for cylinder head
gasket leaks with a commercially
available block leak tester. Repair
as necessary.
(b) Check for coolant in engine oil.
Inspect for white steam emitting
from exhaust system. Repair as
necessary.
300M
COOLING SYSTEM
7 - 7
DESCRIPTION AND OPERATION (Continued)
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