Engine 3.0 v6
Engine 3.0 v6
Engine 3.0 v6
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ENGINE
CONTENTS
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FORM-IN-PLACE GASKETS
There are numerous places where form-in-place gaskets are used on the engine. Care must be taken when applying form-in-place gaskets to assure obtaining the desired results. Bead size, continuity, and location are of great importance. Too thin a bead can result in leakage while too much can result in spillover which can break off and obstruct fluid feed lines. A continuous bead of the proper width is essential to obtain a leak-free joint. Two types of form-in-place gasket materials are used in the engine area. Mopar Silicone Rubber Adhesive Sealant and anaerobic gasket materials, each have different properties and cannot be used interchangeably.
GASKET DISASSEMBLY Parts assembled with form-in-place gaskets may be disassembled without unusual effort. In some instances, it may be necessary to lightly tap the part with a mallet or other suitable tool to break the seal between the mating surfaces. A flat gasket scraper may also be lightly tapped into the joint but care must be taken not to damage the mating surfaces. SURFACE PREPARATION Scrape clean or wire brush all gasket surfaces removing all loose material. Inspect stamped parts to assure gasket rails are flat. Flatten rails with a hammer on a flat plate if required. Gasket surfaces must be free of oil and dirt. Make sure old gasket material is removed from blind attaching holes. FORM-IN-PLACE GASKET APPLICATION Assembling parts using a form-in-place gasket requires care but its easier then using precut gaskets. MOPAR Gasket Maker material should be applied sparingly 1mm(0.040 inch.) 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 the material off location.
MOPAR SILICONE RUBBER ADHESIVE SEALANT Mopar Silicone Rubber Adhesive Sealant or equivalent, normally black in color, is available in three ounce tubes. Moisture in the air causes the Mopar Silicone Rubber Adhesive Sealant material to cure. This material is normally used on flexible metal flanges. It has a shelf life of one year and will not properly cure if over age. Always inspect the package for the expiration date before use. MOPAR GASKET MAKER MOPAR Gasket Maker is an anaerobic type gasket material normally red in color. The material cures in the absence of air when squeezed between two metallic surfaces. It will not cure if left in the uncovered
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ENGINE
ing a fire (Conventional Ignition System). For Direct Ignition System DIS disconnect the coil connector. (f) Be sure throttle blade is fully open during the compression check. (g) Insert compression gage adaptor into the #1 spark plug hole in cylinder head. Crank engine until maximum pressure is reached on gage. Record this pressure as #1 cylinder pressure. (h) Repeat Step G for all remaining cylinders. (i) Compression should not be less than (689kPa) 100 psi and not vary more than 25 percent from cylinder to cylinder. (j) If one or more cylinders have abnormally low compression pressures, repeat steps 3b through 3h. (k) If the same cylinder or cylinders repeat an abnormally low reading on the second compression test, it could indicate the existence of a problem in the cylinder in question. The recommended compression pressures are to be used only as a guide to diagnosing engine problems. An engine should not be disassembled to determine the cause of low compression unless some malfunction is present. (4) Clean or replace spark plugs as necessary and adjust gap as specified in Electrical Group 8. Tighten to specifications. (5) Test resistance of spark plug cables. Refer to Ignition System Secondary Circuit Inspection Electrical Section Group 8. (6) Inspect the primary wire. Test coil output voltage, primary and secondary resistance. Replace parts as necessary. Refer to Ignition System and make necessary adjustment. (7) Ignition timing should be set to specifications. (See Specification Label in engine compartment). (8) Test fuel pump for pressure and vacuum. Refer to Fuel System Group 14, Specifications. (9) The air filter elements should be replaced as specified in Lubrication and Maintenance, Group 0. (10) Inspect crankcase ventilation system as out lined in Lubrication and Maintenance, Group 0. For emission controls see Emission Controls Group 25 for service procedures. (11) Inspect and adjust accessory belt drives referring to Accessory Belt Drive in Cooling System, Group 7 for proper adjustments. (12) Road test vehicle as a final test.
The MOPAR Silicone Rubber Adhesive Sealant gasket material or equivalent should be applied in a continuous bead approximately 3mm (0.120 inch) in diameter. All mounting holes must be circled. For corner sealing, a 3.17 or 6.35 mm (1/8 or 1/4 inch.) drop is placed in the center of the gasket contact area. Uncured sealant may be removed with a shop towels. Components 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 of material off location.
ENGINE PERFORMANCE
If a loss of performance is noticed, ignition timing should be checked. If ignition timing is retarded by 9, 18 or 27 indicating 1, 2 or 3 (timing belt or chain) teeth may have skipped, then, camshaft and accessory shaft timing with the crankshaft should be checked. Refer to Engine Timing Sprockets and Oil Seals of the Engine Section. To provide best vehicle performance and lowest vehicle emissions, it is most important that the tune-up be done accurately. Use the specifications listed on the Vehicle Emission Control Information label found in the engine compartment. (1) Test cranking amperage draw. See Starting Motor Cranking Amperage Draw Electrical Section of this manual. (2) Tighten the intake manifold bolts to specifications. (3) Perform cylinder compression test. (a) Check engine oil level and add oil if necessary. (b) Drive the vehicle until engine reaches normal operating temperature. (c) Select a route free from traffic and other forms of congestion, observe all traffic laws, and accelerate through the gears several times briskly. CAUTION: Do not overspeed the engine. The higher engine speed may help clean out valve seat deposits which can prevent accurate compression readings. (d) Remove all spark plugs from engine. As spark plugs are being removed, check electrodes for abnormal firing indicators fouled, hot, oily, etc. Record cylinder number of spark plug for future reference. (e) Disconnect coil wire from distributor and secure to good ground to prevent a spark from start-
ENGINE
scuffing, scoring or scratches. Usually a few strokes will clean up a bore and maintain the required limits. (2) Deglazing of the cylinder walls may be done using a cylinder surfacing hone, Tool C-3501, equipped with 280 grit stones (C-3501-3810) if the cylinder bore is straight and round. 20-60 strokes depending on the bore condition will be sufficient to provide a satisfactory surface. Inspect cylinder walls after each 20 strokes. Using a light honing oil available from major oil distributors. Do not use engine or transmission oil, mineral spirits or kerosene. (3) Honing should be done by moving the hone up and down fast enough to get a cross-hatch pattern. When hone marks intersect at 50-60 degrees, the cross hatch angle is most satisfactory for proper seating of rings (Fig. 1).
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ENGINE
is accompanied by two scales. One scale is in inches, the other is a metric scale. (6) Plastigage is available in a variety of clearance ranges. The 0.025-0.076mm (.001-.003 inch) is usually the most appropriate for checking engine bearing proper specifications.
REMOVE ALL SHIMS BEFORE REASSEMBLING ENGINE ALTERNATIVE METHOD With the weight of the crankshaft being supported by a jack under the counterweight adjacent to the bearing being checked. (3) Place a piece of Plastigage across the entire width of the bearing shell in the cap approximately 6.35 mm (1/4 inch) off center and away from the oil holes (Fig. 2). (In addition, suspect areas can be checked by placing the Plastigage in the suspect area). Torque the bearing cap bolts of the bearing being checked to the proper specifications. (4) Remove the bearing cap and compare the width of the flattened Plastigage (Fig. 3) with the metric scale provided on the package. Locate the band closest to the same width. This band shows the amount of clearance in thousandths of a millimeter. Differences in readings between the ends indicate the amount of taper present. Record all readings taken. Refer to Engine Specifications. Plastic-Gage generally is accompanied by two scales. One scale is in inches, the other is a metric scale. (5) Plastigage is available in a variety of clearance ranges. The 0.025-0.076mm (.001-.003 inch) is usually the most appropriate for checking engine bearing proper specifications.
CONNECTING ROD BEARING CLEARANCE Engine crankshaft bearing clearances can be determined by use of Plastigage or equivalent. The following is the recommended procedure for the use of Plastigage: (1) Rotate the crankshaft until the connecting rod to be checked is at the bottom of its stroke. (2) Remove oil film from surface to be checked. Plastigage is soluble in oil. (3) Place a piece of Plastigage across the entire width of the bearing shell in the bearing cap approximately 6.35 mm (1/4 inch.) off center and away from the oil hole (Fig. 2). In addition, suspect areas can be checked by placing plastigage in the suspect area. (4) Before assembling the rod cap with Plastigage in place, the crankshaft must be rotated until the connecting being checked starts moving toward the top of the engine. Only then should the cap be assembled and torqued to specifications. Do not rotate the crankshaft while assembling the cap or the Plastigage may be smeared, giving inaccurate results. (5) Remove the bearing cap and compare the width of the flattened Plastigage (Fig. 3) with the metric scale provided on the package. Locate the band closest to the same width. This band shows the amount of clearance in thousandths of a millimeter. Differences in readings between the ends indicate the amount of taper present. Record all readings taken. Refer to Engine Specifications. Plastigage generally
ENGINE
CAUTION: Be sure that the tapped holes maintain the original centerline. Heli-Coil tools and inserts are readily available from automotive parts jobbers.
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(4) With all spark plugs removed, rotate engine crankshaft using a breaker bar and socket. (5) Identify the fluid in the cylinder(s) (i.e., coolant, fuel, oil or other). (6) Make sure all fluid has been removed from the cylinders. Inspect engine for damage (i.e., Connecting Rods, Pistons, Valves etc.) (7) Repair engine or components as necessary to prevent this problem from occurring again. CAUTION: Squirt approximately 1 teaspoon of oil into cylinders, rotate engine to lubricate the cylinder walls to prevent damage on restart. (8) Install new spark plugs. (9) Drain engine oil and remove oil filter. (10) Fill engine with specified amount of approved oil and install new oil filter. (11) Connect negative battery cable. (12) Start engine and check for any leaks.
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ENGINE
ENGINE DIAGNOSISPERFORMANCE
ENGINE
ENGINE DIAGNOSISMECHANICAL
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Balance Shafts . . . . . . . . . . . . . . . . . . . . . . . Camshaft and Crankshaft Timing Procedure . Camshaft, Crankshaft and Intermediate Shafts Timing Procedure . . . . . . . . . . . . . . . . . . . . Camshafts Service .................... Checking Engine Oil Pressure . . . . . . . . . . . . Crankshaft Oil Seals Service . . . . . . . . . . . . . Crankshaft Service . . . . . . . . . . . . . . . . . . . . Crankshaft, Intermediate and Balance Shaft Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder Block, Piston and Connecting Rod Assembly Service . . . . . . . . . . . . . . . . . . . . Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . Cylinder Head and Valve Assembly ServiceExcept Turbo III . . . . . . . . . . . . . . Cylinder Head and Valve Assembly ServiceTurbo III ................... Cylinder Head ComponentsIn-Vehicle Service Engine Assembly . . . . . . . . . . . . . . . . . . . . . .
. . . 45 . . . 34 . . . . . . . . . . . . . . . 20 36 60 42 43
. . . 41 . . . 49 . . . 26 . . . 22 . . . 31 . 23 . . . 13
GENERAL INFORMATION
ENGINE IDENTIFICATION NUMBER OR CODE The engine identification number is located on the rear of the cylinder block just below the cylinder head (Fig. 1).
METHANOL FUEL COMPATIBILITY IDENTIFICATION Beginning this model year, Chrysler began producing AA-Body vehicles designed to operate on a mixture of gasoline and methanol. These automobiles are referred to as Flexible Fuel vehicles.
2.2/2.5L ENGINE
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main bearings, with number 3 flanged to control thrust. The 60 mm diameter main and 50 mm diameter crank pin journals (all) have undercut radiuses fillets that are deep rolled for added strength. To optimize bearing loading 4 counterweights are used. Hydrodynamic seals (installed in diecast aluminum retainers) provide end sealing, where the crankshaft exits the block. Anaerobic gasket material is used for retainer-to-block sealing. No vibration damper is used. A sintered iron (TBI engine and steel billet Turbo III engines) timing belt sprocket is mounted on the crankshaft nose. This sprocket provides motive power; via timing belt to the camshaft and intermediate shaft sprockets (also sintered iron (TBI engine and steel billet Turbo III engines) providing timed valve, distributor, and oil pump actuation. PISTONS: Some Chrysler pistons have cast-in steel struts at the pin bosses for autothermic control. All 2.2L and 2.5L piston tops have cuts to provide valve clearance. Some pistons are dished to provide various compression ratios. Standard 2.2L and 2.5L engines are designed for 9.5:1 and 8.9:1 compression ratios respectively. The 2.5L piston is dished and is a lightweight design to enhance engine smoothness. The 2.2L turbo III uses dished pistons providing a 8.3:1 compression ratio. All standard 2.2/2.5L and 2.5L FFV engines use pressed-in piston pins to attach forged steel connecting rods, 2.2L turbo III engine uses a full floating piston pin and connecting rod assembly. PISTONS RINGS: The 2.2/2.5L engines share common piston rings throughout, including molybdenum filled top ring for reliable compression sealing and a tapered faced intermediate ring for additional cylinder pressure control. The 2.5L FFV engine feature all chrome rings for enhanced long term durability under multi-fueled conditions. CYLINDER HEAD: The cylinder head is cast aluminum with in-line valves. The 2.2/2.5L and 2.5L FFV valves are arranged with alternating exhaust and intake. The intake and exhaust ports are located in the rearward, facing side of the head. The Turbo III valves are arranged in two inline banks, with the ports of the bank of two intake valves per cylinder facing toward the radiator side of engine and ports of the bank of two exhaust valve per cylinder facing toward the dash panel. The intake ports feed fast-burn design combustion chambers (2.2/2.5L and 2.5L FFV only) with the spark plug located close to the center line of the combustion chamber for optimum efficiency. An integral oil gallery within the cylinder head supplies oil to the hydraulic lash adjusters, camshaft, and valve mechanisms. CAMSHAFT: The nodular iron camshaft has five bearing journals (2.2/2.5L and 2.5L FFV). The Turbo III employs dual camshafts that have nine bearing journals. Flanges at the rear journal control cam-
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2.2/2.5L ENGINE
INTAKE MANIFOLDS: All intake manifolds are aluminum castings, attached to the cylinder head with eight bolts. N.A. engines use a four branch design. This long branch fan design enhances low and midspeed torque. It also features an integrally cast water crossover passage to warm incoming fuel/air mixture, plus an EGR mounting boss and PCV inlet. The Turbo III engine intake manifold is a log type with tuned runners. The manifold is machined to accept fuel injectors near the ports of each cylinder. EXHAUST MANIFOLDS: The exhaust manifolds are made of nodular cast iron for strength and high temperatures. All naturally aspirated (N.A.) and turbocharged engines exit exhaust gasses through a machined, articulated joint connection to the exhaust pipe. 2.2/2.5L and 2.5L FFV manifolds intermesh with the intake manifold at the cylinder head. N.A. engines use a four branch design with cylinders one and four joined and cylinder two and three joined to exit at the outlet. The Turbo III engine exhaust manifold also carries the turbocharger. This manifold has a modified log type collector with exhaust gasses directed to and through the turbocharger to exit the conical (articulated joint) outlet machined into the turbocharger exhaust elbow. ENGINE LUBRICATION: Refer to Group 0 Lubrication and Maintenance for recommended oil to be used in various engine application. System is full flow filtration, pressure feed type. The oil pump is mounted within the crankcase and driven by the accessory shaft. Pressurized oil is then routed through the main oil gallery, running the length of the cylinder block, supplying main and rod bearings with further routing (for 2.2L turbo III and 2.5L engines) to the lower balance shaft assemblies. Pistons are lubricated from directed holes in the connecting rod assemblies. Camshaft and valve mechanisms are lubricated from a full-length cylinder head oil gallery supplied from the crankcase main oil gallery.
shaft end play. A sintered iron (TBI engine and steel billet Turbo III engines) timing belt sprocket is mounted on the cam nose, and a hydrodynamic oil seal is used for oil control at the front of the camshaft. ACCESSORY SHAFT: The iron accessory shaft has two bearing journals and is housed in the forward facing side of the block. A hydrodynamic seal, installed in an aluminum housing attached to the block, provides retention, shaft thrust, and oil control. The accessory shaft is driven by the timing belt through a sintered iron (TBI engine and steel billet Turbo III engines) sprocket mounted on the nose of the accessory shaft. The accessory shaft in turn drives the oil pump and distributor on 2.2/2.5L and 2.5L FFV and the oil pump only on Turbo III. VALVES: The valves are actuated by roller cam followers which pivot on stationary hydraulic lash adjusters. The valve train with 40.6 mm (1.60 inch) diameter intake valves and 35.4 mm (1.39 inch) diameter exhaust valves employ viton rubber valve stem seals except 2.5L FFv . the 2.5L FFV valve stem seals are made of special rubber compound which resist the deteriorating effects of methanol fuel by-products that enter the oil during combustion. Valve springs, spring retainers, and locks are conventional. For Turbo III engines the valves are actuated by roller tipped rocker arms with hydraulic lash adjusters which pivot on a shaft. The valve train with 33.88 mm (1.33 in.) diameter intake valves are arranged in line opposite of the 29.26 mm (1.15 in.) diameter exhaust valves employ locking valve stem seals. Valve springs, spring retainers, and locks are not interchangeable with other engines. BALANCE SHAFTS: 2.2 Turbo III and 2.5L engines are equipped with two counter rotating balance shafts installed in a carrier attached to the lower crankcase. The shafts are interconnect through gears. These gears are driven by a short chain from the crankshaft, to rotate at two times crankshaft speed. This counterbalances certain engine reciprocating forces.
2.2/2.5L ENGINE
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Fig. 2 Engines
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2.2/2.5L ENGINE
ENGINE MOUNTS
2.2/2.5L ENGINE
Drive shaft distress: See Driveshafts in Suspension, Group 2. Any front end structural damage (after repair). Insulator replacement.
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ENGINE MOUNT INSULATOR ADJUSTMENT (1) Remove the load on the engine motor mounts by carefully supporting the engine and transmission assembly with a floor jack. (2) Loosen the right engine mount insulator vertical fasteners, and the front engine mount bracket to front crossmember screws and nuts. Left engine mount insulator is sleeved over shaft and long support bolt to provide lateral movement adjustment with engine weight removed or not. (3) Pry the engine right or left as required to achieve the proper drive shaft assembly length. See Drive Shaft in Suspension Group 2 for driveshaft identification and related assembly length measuring. (4) Tighten right engine mount insulator vertical bolts to 68 Nm (50 ft. lbs.). Then tighten front engine mount screws and nuts to 54 Nm (40 ft. lbs.) and center left engine mount insulator. (5) Recheck drive shaft length.
(9) Remove oil filter. (10) Disconnect fuel line, heater hose and accelerator cable. (11) Disconnect all electrical connections and harnesses at throttle body and engine. (12) Manual Transmission (a) Disconnect clutch cable. (b) Remove transmission case lower cover. (c) Disconnect exhaust pipe at manifold. (d) Disconnect starter and lay aside. (e) Install transmission holding fixture. (13) Automatic Transmission (a) Disconnect exhaust pipe at manifold. (b) Disconnect starter and lay aside. (c) Remove transmission case lower cover. (d) Mark flex plate to torque converter. (e) Remove screws holding torque converter to flex plate. (14) Attach C clamp on front bottom of torque converter housing to prevent torque converter from coming out. (15) Install transmission holding fixture. (16) Remove right inner splash shield (Fig. 5).
ENGINE ASSEMBLY
REMOVAL (1) Disconnect battery. (2) Scribe hood hinge outline on hood and remove hood. (3) Drain cooling system. (4) Remove hoses from radiator and engine. (5) Remove radiator and fan assembly. (6) Remove air cleaner and hoses. (7) Remove air conditioning compressor mounting bolts and set compressor aside, if equipped. (8) Remove power steering pump mounting bolts and set pump aside
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CAUTION: Make sure clutch cable has been disconnected. (20) Remove front engine mount screw and nut. (21) Remove manual transmission damper. (22) Remove left insulator through bolt from inside wheelhouse or insulator bracket to transmission screws. (23) Remove engine from vehicle.
INSTALLATION (1) Install hoist to the engine and lower engine into the engine compartment. SEE: ENGINE MOUNT RUBBER INSULATORS, THIS GROUP. (2) Align engine mounts and install but do not tighten until all mounting bolts have been installed. (3) Install transmission case to cylinder block mounting screws. Tighten to 95 Nm (70 ft. lbs.) torque. (4) Remove engine hoist and transmission holding fixture. (5) Install ground strap. (6) Install right inner splash shield. (7) Connect starter. See Electrical Group 8 for installation. (8) Connect exhaust system. See Exhaust Systems Group 11 for installation. (9) Manual Transmission: Install transmission case lower cover. Automatic Transmission: Remove C clamp from torque converter housing. Align flexplate to torque converter and install mounting screws. Tighten to 75 Nm (55 ft. lbs.) torque. (10) Manual Transmission: Connect clutch cable. See Clutch Group 6. (11) Install power steering pump. Refer to Cooling System Group 7, Accessory Drive Section for belt tension adjustment. (12) Connect fuel line, heater hose, and accelerator cable. (13) Connect all electrical connections and harnesses at throttle body and engine. (14) Install oil filter. Fill engine crankcase with proper oil to correct level. (15) Install air conditioning compressor (if equipped). See Heater and Air Conditioning, Group 24 for installation. (16) Install air cleaner and hoses. (17) Install radiator and shroud assembly . Install radiator hoses. Fill cooling system. See Cooling System Group 7 for filling procedure. (18) Install hood. (19) Connect battery. (20) Start engine and run until operating temperature is reached. (21) Adjust transmission linkage, if necessary.
ACCESSORIES REMOVAL (1) Remove (and install/adjust) belts,see Accessory Drive Belts in Cooling System,Group 7. (2) Remove air conditioning compressor (in vehicle with lines and set aside) (Fig. 6). (3) Remove generator pivot bolt and remove generator (in vehicle: turn wiring side up and disconnect, then rotate generator, pulley end towards engine and remove). (4) Remove air conditioner compressor belt idler. SOLID MOUNT BRACKETREMOVAL (FIG. 4) (1) Remove right engine mount yoke screw (see Engine Remove Fig. 3) securing engine mount support strut to engine mount bracket. (2) Remove five side mounting bolts #1, #4 , #5, #6, and #7 (Fig. 4). (3) Remove front mounting nut, #2, and remove front bolt #3*. (4) Remove front mounting bolt and strut, rotate solid mount bracket away from engine and slide bracket on stud until #2 nut mounting stud until free. Remove spacer from stud. SOLID MOUNT BRACKETINSTALLATION (1) Put spacer onto stud, then install bracket on front (#2 nut) mounting stud and slide bracket over timing belt cover into position. (2) Loosen assembly bracket to engine fasteners (numbered #1 through #7 in Fig. 6). (3)
CAUTION: Fasteners MUST BE TIGHTENED IN SEQUENCE and to specified torque as follows : First Bolt #1 to 3.3 Nm (30 in. lbs.) Second Nut #2 and Bolt #3 to 54 Nm (40 ft. lbs.). Third Bolts #1 (second tightening) #4 and #5 to 54 Nm (40 ft. lbs.). Fourth Bolts #6 and #7 to 54 Nm (40 ft. lbs.). (4) Install generator and compressor. Tighten compressor mounting bracket bolts to 54 Nm (40 ft. lbs.).
2.2/2.5L ENGINE
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2.2/2.5L ENGINE
2.2/2.5L ENGINE
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Fig. 13 Power Steering Pump/Accessory Drive Belt Tensioner Bracket Attaching Bolts
Adjust as necessary following procedure outlined in this section. (6) Install power steering pump on bracket tighten bolts to 28 Nm (250 in. lbs.) torque (Fig. 11). (7) Install timing belt covers. Refer to procedure outlined in this section. CAUTION: Do not use impact wrench on accessory drive belt tensioner bolt. It may cause damage to tensioner arm. (8) Install accessory drive belt tensioner pulley bolt finger tight. Then tighten bolt to 54 Nm (40 ft. lbs.) torque. Install accessory drive belt, Refer to Cooling System Group 7 for procedure.
Fig. 12 Power Steering Pump Bracket and Timing Belt Idler Bolt
(6) Remove Bracket bolts #2 and #3 from rear of engine. Remove Bracket (Fig. 13). INSTALLATION (1) Loose assemble bracket to engine. (2) Tighten bolts #2 and #3 to 3.3 Nm (30 in. lbs.) (Fig. 13). (3) Tighten timing belt idler pulley and tighten to 54 Nm (40 ft. lbs.) (Fig. 12). (4) Tighten bolts 32 and #3 to 54 Nm (40 ft. lbs.) (Fig. 13). (5) Camshaft and Crankshaft timing should be checked at this time.
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2.2/2.5L ENGINE
2.2/2.5L ENGINE
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2.2/2.5L ENGINE
and Camshaft seals using Special Tool C-4680. Install seals until flush (Fig. 10).
(4) Hold engine sprocket with Special Tool C-4687 (with adaptor Tool C-4687-1) while removing/installing screw (Fig. 8). The 2.5L Engine camshaft/intermediate shaft sprockets have an off-set hub and are identified with a six-hole pattern .
Fig. 10 Installing Crankshaft,Intermediate Shaft, and Camshaft Seal Fig. 8 Removing/Installing Camshaft or Intermediate Shaft Sprocket Screw
(5) Remove crankshaft seal using Special Tool 6341. Remove intermediate and camshaft seals using Special Tool C-4679 (Fig. 10). CAUTION: Do not nick shaft seal surface or seal bore. (6) Shaft seal lip surface must be free of varnish, dirt or nicks. Polish with 400 grit paper if necessary. (7) Install engine crankshaft seal into retainer using Special Tool 6342 and 6343. Install Intermediate
2.2/2.5L ENGINE
(2) Turn camshaft until arrows on hub are inline with No. 1 camshaft cap to cylinder headline. Small hole (arrow Fig. 12) must be in vertical center line. (3) Install timing belt.
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(8) Turn engine clockwise from TDC two crank revolutions to TDC. Do not reverse rotate crankshaft or attempt to rotate engine using cam or accessory shaft attaching screw. (9) Hold weighted wrench in position while tightening bolt on tensioner to 61 Nm (45 ft. lbs.) torque. (10) Lower engine onto engine mount install mounting bolts and tighten to specifications refer to (Fig. 3). (11) Remove jack from under engine. (12) Inspect foam stuffer block condition and position (Fig. 14). Stuffer block should be intact and secure within the engine bracket tunnel. (13) Position both halves of timing belt cover together (Fig. 4). (14) Install fasteners holding cover to cylinder head and block. Tighten fasteners to 4 Nm (40 in. lbs.) torque. (15) Valve Timing Check; (timing belt cover installed). With number one cylinder at TDC, small hole in sprocket must be centered in timing belt cover hole (Fig. 12). If hole is not aligned correctly perform procedure again. (16) Install spark plugs.
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2.2/2.5L ENGINE
2.2/2.5L ENGINE
Curtain is retained bumpers (Fig. 1). in position with
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rubber
COVER SEALING AND INSTALLATION Before installation, clean cylinder head and cover mating surfaces. Make certain rails are flat. (1) Install new end seals on valve cover. (2) Apply form-in-place Mopar Silicone Rubber Adhesive Sealant or equivalent gasket material to cylinder head cover rail (Fig. 3). Refer to procedure detailed in form-in-place gasket section of Standard Service Procedures, in this Group.
Caution: Do not allow oil or solvents to contact the timing belt as they can deteriorate the rubber and cause tooth skipping. (3) Install curtain, cover and end seal assembly to head and tighten to 12 Nm (105 in.lbs.) torque.
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2.2/2.5L ENGINE
shaft timing belt and sprocket removal and installation, and CYLINDER HEAD In Vehicle Service.
REMOVAL (1) Remove the cylinder head cover and curtain. (2) Mark rocker arms for reinstallation in the same position (Fig. 6). (3) Loosen camshaft bearing cap screws several revolutions (Fig. 7). (4) Jar camshaft at rear of cam to loosen (break free) the bearing caps. Use a soft faced mallet.
CAUTION: Care should be exercised not to cock the camshaft during removal. Cocking of the camshaft could cause damage to the cam or bearing thrust surfaces. (5) Remove screws and caps such that cam does not cock.
INSPECTION Check bearing cap and oil feed holes for blockage. Inspect bearing cap and cylinder head journals for wear and/or oversize, Refer to CYLINDER HEAD, Inspect and Specifications.
2.2/2.5L ENGINE
Camshaft bearing journals and lobe wear. Lobe wear should not exceed .25mm (.010 inch). To measure cam lobe wear (Fig. 8), measure lobe diameter in two places at the largest diameter (over the nose). Take first reading with micrometer in unworn area at the edge of the lobe. Take second reading in the worn area where rocker arm contacts the lobe. Subtract second reading from the first. The difference is the cam lobe wear.
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CAMSHAFT END PLAY (1) Oil camshaft journals and install camshaft without cam followers. Tighten screws to specified torque. (2) Using a suitable tool, move camshaft as far rearward as it will go. (3) Zero dial indicator (Fig. 9). (4) Move camshaft as far forward as it will go. (5) End play travel: 0.13 - 0.33mm (0.005 - 0.013 inch.). (6) Remove bearing caps and camshaft.
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2.2/2.5L ENGINE
CYLINDER HEAD
REMOVAL (1) Perform fuel system pressure release procedure before attempting any repairs.Refer to Fuel System Group 14 (2) Disconnect negative battery cable. Drain cooling system. Refer to Cooling System, Group 7. (3) Remove air cleaner and disconnect all vacuum lines, electrical wiring and fuel lines from throttle body. (4) Remove throttle linkage. (5) Loosen power steering pump and remove belt. (6) Remove power brake vacuum hose from intake manifold. (7) Remove water hoses from water crossover. (8) Raise vehicle and remove exhaust pipe from manifold. (9) Remove power steering pump assembly and set aside. (10) Disconnect coil wiring connector and coil wire from coil. (11) Disconnect dipstick tube from thermostat housing and ROTATE bracket from stud.DO NOT bend the bracket or tube. (12) See Solid Mount Compressor Bracket in STANDARD SERVICE PROCEDURES, this Group. (13) Remove cylinder head bolts. INSPECT HEAD AND CAMSHAFT BEARING JOURNALS (1) Cylinder head must be flat within 0.1mm (.004 inch) (Fig. 14). (2) Inspect camshaft journals for scoring and journal caps for oversize markings. When servicing cylinder head or camshaft, it is necessary to be certain that oversized camshafts are used only in oversized heads. Identify oversize components as follows:
VALVE SPRINGS AND VALVE STEM SEALS REMOVAL (1) Remove rocker arms as previously outlined in this section. (2) Rotate crankshaft until piston is at TDC on compression. (3) With air hose attached to adapter tool installed in spark plug hole, apply 90-120 psi air pressure. (4) Using Special Tool C-4682 (Fig. 12) compress valve springs and remove valve locks. (5) Remove valve spring. (6) Remove valve stem seal by gently prying sideto-side with a screwdriver blade. Once dislodged from guide post, seal may be easily removed. INSTALLATION
CAUTION: Flexible Fuel Vehicle Valve use unique valve stem oil seals they are green in color. Standard valve stem oil seals are NOT to be interchanged with Flexible Fuel Vehicles engines. (1) Install valve seals (Fig. 13) as outlined in step (2) of Valve Gear Reassembly - After Valve Service in this section. (2) Using Special Tool C-4682 compress valve springs only enough to install locks. Correct alignment of tool is necessary to avoid nicking valve stems (air pressure required), piston at TDC. (3) Install rocker arms as previously outlined in this section.
2.2/2.5L ENGINE
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2.2/2.5L ENGINE
springs using Tool C-3422-B. (2) Remove valve retaining locks, valve spring retainers, valve stem seals and valve springs. (3) Before removing valves,remove any burrs from valve stem lock grooves to prevent damage to the valve guides. Identify valves to insure installation in original location. VALVE INSPECTION (1) Clean valves thoroughly and discard burned, warped and cracked valves. (2) Measure valve stems for wear. (3) If valve stems are worn more than 0.05 mm (.002 inch.) replace valve.
VALVE GUIDES (1) Remove carbon and varnish deposits from inside of valve guides with a reliable guide cleaner. (2) Checking Valve Guide Wear: Insert valve with valve head positioned 10 mm (.400 inch) above cylinder head gasket surface. Move valve to and from the indicator (Fig. 17). The total dial indicator reading should not exceed the amount specified in (Fig. 18). Readings should be taken for lengthwise and crosswise (with respect to cylinder head) movement for each valve. Ream the guides for valves with oversize stems if dial indicator reading is excessive or if the stems are scuffed or scored.
2.2/2.5L ENGINE
(2) Inspect each valve spring for squareness with a steel square and surface plate, test springs from both ends. If the spring is more than 1.5mm (1/16 inch) out of square, install a new spring.
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Valve seats which are worn or burned can be reworked, provided that correct angle and seat width are maintained. Otherwise cylinder head must be replaced.
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2.2/2.5L ENGINE
CAUTION: Flexible Fuel Vehicles use unique valve stem oil seals they are green in color. Standard valve stem oil seals are NOT to be interchanged with Flexible Fuel Vehicles engines. (2) Install new valve stem seals on all valves. The valve stem seals should be pushed firmly and squarely over valve guide. The lower edge of the seal should be resting on the valve guide boss. CAUTION: When oversize valves are used, the corresponding oversize valve seal must also be used. Excessive guide wear may result if oversize seals are not used with oversize valves. (3) Install valve spring seats and springs and retainers. Compress valve springs only enough to install locks, taking care not to misalign the direction of compression. Nicked valve stems may result from misalignment of the valve spring compressor. CAUTION: When depressing the valve spring retainers with Tool C-3422-B the locks can become dislocated. Check to make sure both locks are in their correct location after removing tool. (4) Check installed height of springs. Measurement is to be taken from the spring seat to the bottom of the spring retainer. Correct height is 41.2mm to 42.7mm (1.62 to 1.68 inches). If seats have been reground an additional spring seat may be required to maintain correct installed spring height. (5) Install adjusters, rocker arms in order, and camshaft as previously described, see Camshaft-Install. Check for clearance between the projecting ears (either side of valve tip) of the rocker arms and the valve spring retainers. At least 1.25 mm (.050 inch) clearance must be present, if necessary, the rocker arm ears may be ground to obtain this clearance (Fig. 26). (6) Checking dry lash. Dry lash is the amount of clearance that exists between the base circle of an installed cam and the rocker arm roller when the adjuster is drained of oil and completely collapsed. Specified dry lash is 0.62 to 1.52 mm (.024 to .060 inch). To completely collapse adjuster for dry lash measurement, pry off retainer cap, disassemble, drain the adjuster of oil, reassemble, and install. After performing dry lash check, refill adjuster with oil (do not reuse retainer cap/s) and allow 10 minutes for adjuster/s to bleed down before rotating cam.
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CYLINDER HEAD
REMOVAL Refer to Intake and Exhaust Manifold Service in Exhaust Systems and Intake Manifold Group 11 for removal procedure for the intake and exhaust manifolds. (1) The Timing Belt and Solid Mount Compressor Mount Bracket must be removed before the cylinder head can be removed. Refer to procedure outlined in this group for service procedures. (2) Remove cylinder head bolts. (3) Cylinder head must be flat within 0.1mm (.004 inch) (Fig. 2). INSTALLATION CAUTION: The Turbo III head gasket is not the same as any other engine head gasket (Fig. 3). CAUTION: Head bolt diameter is 11mm. These bolts are Unique to this engine application they are not interchangeable with other engines. The Cylinder head bolts are torqued using a new procedure they should be examined BEFORE reuse. If the threads are necked down the bolts should be replaced. (Fig. 4 ).
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2.2/2.5L ENGINE
TIMING BELT COVER SERVICETURBO III ENGINE
REMOVAL (1) Remove PCV tube and upper timing belt cover screws (Fig. 1). Remove upper cover. (2) Remove accessory drive belt. Refer to Cooling System Group 7 for procedure. (3) Raise vehicle on a hoist and remove right wheel and inner splash shield (Fig. 2).
2.2/2.5L ENGINE
CAUTION: Do not use a impact wrench to remove pulley bolts. (6) Remove lower timing belt cover fasteners (Fig. 1). Remove cover.
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TIMING BELT
REMOVAL (1) Remove timing belt cover refer to timing belt cover service of this section for procedure. (2) Lift engine with Engine Support Tool C-4852. Separate right engine mount (Fig. 5).
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2.2/2.5L ENGINE
CAUTION: Belt tension gauge must be installed between the belt teeth to get a accurate reading. (11) Rotate crankshaft clockwise 2 full revolutions and check alignment of camshaft and crankshaft timing marks. Do not reverse rotate crankshaft or attempt to rotate engine using cam or accessory shaft attaching screw. CAUTION: Do not allow oil or solvents to contact the timing belt as they can deteriorate the rubber and cause tooth skipping.
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SERVICING OIL SEALS Refer to servicing oil seals in this group for procedures. To service the intake cam seal (Turbo III) the right engine mount must be removed. Refer to engine mount removal of this Group.
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2.2/2.5L ENGINE
CAMSHAFTS SERVICE
Cylinder Head must be removed from vehicle. Refer to cylinder head removal for procedure.
REMOVAL (1) Mark rocker arms shafts for reinstallation in the same position (Fig. 1). (2) Remove rocker arm assembly attaching bolts in sequence (Fig. 1 ). (3) Remove thrust plates from rear of camshafts (Fig. 2).The intake camshaft uses a wider thrust plate than exhaust camshaft.
CAUTION: Thrust plates are not the same thickness and cannot be interchanged.
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(2) Remove valve retaining locks, valve spring retainers, valve stem seals and valve springs. (3) Before removing valves, remove any burrs from valve stem lock grooves to prevent damage to the valve guides. Identify valves to insure installation in original location.
INSTALLATION (1) Install rocker arm on the shaft in there original position (Fig. 9). (2) Install hydraulic lash adjusters making sure that adjusters are at least partially full of oil. This is indicated by little or no plunger travel when the lash adjuster is depressed. (3) Install rocker arm shaft assembly tighten in sequence shown in (Fig. 10). (4) Install valve cover as previously outlined.
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VALVE GEAR REASSEMBLY AFTER VALVE SERVICE (1) Coat valve stems with lubrication oil and insert in cylinder head. (2) Install new valve stem seals on all valves. The valve stem seals should be pushed firmly and squarely over valve guide. The lower edge of the seal should be resting on the valve guide boss. (3) Install valve spring seats and springs and retainers. Compress valve springs only enough to install locks, taking care not to misalign the direction of compression. Nicked valve stems may result from misalignment of the valve spring compressor.
CAUTION: When depressing the valve spring retainers with Valve Spring Compressor Tool C-3422-B with adopters 6537 and 6526 (Fig. 11) the locks can become dislocated. Check to make sure both locks are in their correct location after removing tool. (4) Check installed height of springs. Measurement B is to be taken from the spring seat to the bottom of the spring retainer. Correct height is 44.0mm (1.73 inches). If seats have been ground an additional spring seat may be required to maintain correct installed spring height (Fig. 17). (5) Install camshaft and rocker arms as previously described, see Camshaft-Install.
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Fig. 1 Crankshaft Intermediate and Balance Shaft Assemblies and Oil Seals
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Fig. 8 Removing and Installing Upper Main Bearing With Special Tool C-3059
INSTALLATION Only one main bearing should be selectively fitted while all other main bearing caps are properly tightened. When installing a new upper bearing shell, slightly chamfer the sharp edges from the plain side. (1) Start bearing in place, and insert Main Bearing Tool C-3059 into oil hole of crankshaft (Fig. 8). (2) Slowly rotate crankshaft counter-clockwise sliding the bearing into position. Remove Special Main Bearing Tool C-3059.
CHECKING CRANKSHAFT END PLAY (1) Mount a dial indicator to front of engine, locating probe on nose of crankshaft (Fig. 9). (2) Move crankshaft all the way to the rear of its travel. (3) Zero the dial indicator. (4) Move crankshaft all the way to the front and read the dial indicator. Refer to (Fig. 10) for specifications. OPTIONAL CRANKSHAFT END PLAY CHECK (1) Move crankshaft all the way to the rear of its travel using a lever inserted between a main bearing
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2.2/2.5L ENGINE
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2.2L Turbo III and 2.5L engines are equipped with two counter rotating balance shafts installed in a carrier attached to the lower crankcase (Fig. 1). The shafts are interconnected through gears. These gears are driven by a short chain from the crankshaft, to rotate at two times crankshaft speed. This counterbalances certain engine reciprocating forces.
REMOVAL Refer to Engine Lubrication and Timing System and Seals Service of this group for removal procedure of necessary components to repair balance shafts.
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2.2/2.5L ENGINE
(5) Turn crankshaft until number one cylinder is at Top Dead Center (TDC). The timing marks on the chain sprocket should line up with the parting line on the left side of number one main bearing cap. (Fig. 21). (6) Place chain over crankshaft sprocket so that the nickel plated link of the chain is over the timing mark on the crankshaft sprocket (Fig. 21). (7) Place balance shaft sprocket into the timing chain (Fig. 17) so that the timing mark on the sprocket (yellow dot) mates with the (lower) nickel plated link on the chain (8) With balance shaft keyways pointing up 12 oclock) slide the balance shaft sprocket onto the nose of the balance shaft. The balance shaft may have to be pushed in slightly to allow for clearance.
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CHAIN TENSIONING (1) Install chain tensioner loosely assembled. (2) Position guide on double ended stud making sure tab on the guide fits into slot on the gear cover. Install and tighten nut/washer assembly to 12 Nm (105 in. lbs.). (3) Place a shim 1mm (.039 inch) thick x 70mm (2.75 inch) long or between tensioner and chain. Push tensioner and shim up against the chain. Apply firm pressure (5.5 to 6.6 lbs.) directly behind the adjustment slot to take up all slack (chain must have shoe radius contact as shown in Fig. 22). (4) With the load applied, tighten top tensioner bolt first, then bottom pivot bolt. Tighten bolts to 12 Nm (105 in. lbs.), Remove shim. (5) Install carrier covers and tighten screws to 12 Nm (105 in. lbs.).
CAUTION: The oil pump and distributor must be removed before attempting to remove intermediate shaft. (1) Hold sprocket with Tool C-4687 and adaptor Tool C-4687-1 when removing or installing screw (Fig. 23). (2) See Timing System and Seals for intermediate seal removal and replacement. (3) Remove retainer screws (Fig. 24). (4) Remove retainer and lay aside. (5) Remove intermediate shaft.
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2.2/2.5L ENGINE
INTERMEDIATE SHAFT BUSHING SERVICE (1) Remove front bushing using Special Tool C-4697-2 with Special Tool Handle C-4171 (Fig. 26). (2) Install front bushing using Special Tool C-4697-1 and Special Tool Handle C-4171 until tool is flush with block. (3) Remove rear bushing using Special Tool C-4686-2 and Special Tool Handle C-4171 (Fig. 27). (4) Install rear bushing using Special Tool C-4686-1 and Special Tool Handle C-4171 until tool is flush with block.
2.2/2.5L ENGINE CYLINDER BLOCK, PISTON AND CONNECTING ROD ASSEMBLY SERVICE
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2.2/2.5L ENGINE
SIZING PISTONS Piston and cylinder wall must be clean and dry. Piston diameter should be measured 90 degrees to piston pin at size location shown in (Fig. 7). Cylinder bores should be measured halfway down the cylinder bore and transverse to the engine crankshaft center line shown in (Fig. 5). Refer to (Fig. 6) for specifica-
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2.2/2.5L ENGINE
vided with the lock ring service package, to select the correct lock rings from the package for your application. (2) Carefully, install one NEW lock ring with gap towards piston top in lock ring groove. Do not reinstall used lock rings. (3) Position connecting rod and slide in lightly oil piston pinch (4) Install second NEW lock ring with gap towards piston top in lock ring groove, use small screwdriver if needed. CAUTION: BOTH lock rings must be FULLY SEATED in lock ring grooves or engine failure will occur. (5) Check piston pin end play pin movement between lock rings in assembly.
PISTON PINS
DISASSEMBLY Turbo III engine piston-pin-connecting rod assemblies should not be disassembled unless a malfunction is present or a damaged assembly component is to be replaced. WARNING: APPROVED SAFETY GLASSES MUST BE WORN DURING PISTON LOCK RING REMOVAL OR INSTALLATION TO PREVENT POSSIBLE INJURY FROM FLYING PARTS.
Fig. 11 Engine Piston PinsTurbo III, Naturally Aspirated and Flexible Fuel Vehicles
(1) Carefully, remove piston pin lock rings from piston, using a small screwdriver in removal notch (Fig. 10). (2) Discard used lock ring. (3) Following lock ring removal, attempt to slide pin out of piston. If pin does not slide out freely by hand; Check for burr on outer edge of lock ring groove. If one is present, carefully scrape burr away with a knife or other hand tool, being careful not to damage lock ring retaining groove. (4) Slide out piston pin to complete disassembly. (5) Inspect components, discard damaged or excessively worn parts refer to specifications (Fig. 12). If a piston is replaced, a new pin should be used.
PISTON PINS
REASSEMBLY (1) Different lock rings are used for turbocharged engine applications. Consult the Service Note, pro-
2.2/2.5L ENGINE
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Fig. 17 Piston Ring Specifications Naturally Aspirated and Flexible Fuel Vehicles
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2.2/2.5L ENGINE
and tighten with the special wrench (Fig. 20). Be sure position of rings does not change during this operation .
firmly and press down the portion to be installed until side rail is in position. Do not use a piston ring expander. (Fig. 19). (3) Install upper side rail first and then the lower side rail. (4) Install No. 2 piston ring and then No. 1 piston ring (Fig. 8). (5) Position piston ring end gaps as shown in (Fig. 19). (6) Position oil ring expander gap at least 45 from the side rail gaps but not on the piston pin center or on the thrust direction. Staggering ring gap is important for oil control.
2.2/2.5L ENGINE
CONNECTING RODS (1) Follow procedure specified in the Standard Service Procedures Section for Measuring Main Bearing Clearance and Connecting Rod Bearing Clearance (Fig. 22). Refer to specifications (Fig. 25).
CAUTION: Do not rotate crankshaft or the PlasticGage may be smeared. The rod bearing bolts should be examined before reuse. If the threads are necked down the bolts should be replaced (Fig. 23). Necking can be checked by holding a scale or straight edge against the threads. If all the threads do not contact the scale the bolt should be replaced.
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arm shafts which feed oil to the lash adjusters. Oil is feed thru the rocker arms to lubricate the rollers and the camshaft lobes.
OIL PAN A formed steel oil pan provides lower engine protection as well as serving as the engine oil reservoir (Fig. 1). Pan side flanges to block are sealed with gaskets. The oil pickup tube for some 2.2L engines have a circular strainer and cover. The 2.5L engine pickup is also unsupported and the lower end has a box type strainer (Fig. 4). PRESSURE LUBRICATION Oil drawn up through the pickup tube is pressurized by the pump and routed through the full flow filter to the main oil gallery running the length of the cylinder block (Fig. 2). Modified oil pickup, pump and check valve provide increased oil flow to the main oil gallery. MAIN/ROD BEARINGS A diagonal hole in each bulkhead feeds oil to each main bearing. Drilled passages within the crankshaft route oil from main bearing journals to crankpin journals. ACCESSORY SHAFT Two separate holes supply the accessory shaft for the N/A engines. For Turbo III engines there is a slot in the rear shaft bushing that squirts oil onto the oil pump drive gears (Fig. 2). BALANCE SHAFTS The engine balance shafts are lubricated by an additional hole that interconnects a passage in one leg of the balance shaft carrier to route oil down to the carrier oil gallery. This gallery directly supplies the balance shafts front bearings and internal machined passages in the shafts routes oil from front to rear shaft bearing journals. TURBOCHARGER (WHERE EQUIPPED) If turbocharger equipped, pressurized oil from the main gallery to sending unit hex fitting is piped from the fitting to the turbocharger bearing housing. From the housing a hose and tube connection to a machined hole in the block provides drainback. CAMSHAFT/HYDRAULIC LIFTERS A vertical hole at the number five bulkhead routes pressurized oil through a restrictor up past a cylinder head bolt to an oil gallery running the length of the cylinder head. For 2.2/2.5L and 2.5L FFV engines hydraulic adjusters are supplied directly from this gallery while diagonal holes supply oil to the camshaft journals. The camshaft journals are partially slotted to allow a predetermined amount of pressurized oil to pass into the bearing cap cavities with small holes directed to spray lubricate the camshaft lobes. For Turbo III engines oil is supplied thru oil galleries in the head to the camshafts and rocker
SPLASH LUBRICATION Oil returning to the pan from pressurized components supplies lubrication to the valve stems. Cylinder bores and wrist pins are splash lubricated from directed holes in the connecting rods.
OIL PAN
REMOVAL (1) Drain engine oil and remove oil pan. (2) Clean oil pan and all gasket surfaces. OIL PAN RAIL TO BLOCK SEALING For all engines side gaskets (Fig. 1) are employed for rail sealing.
2.2/2.5L ENGINE
inder block assembly (Fig. 5).
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INSTALLATION (1) Apply Mopar Gasket Maker to pump body-toblock interface (machined surface). (2) Lubricate oil pump rotor & shaft and drive gear. (3) Turn crankshaft and intermediate shaft until markings on sprockets are in line (arrows Fig. 6).
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2.2/2.5L ENGINE
CAUTION: Pump must be held in fully seated position (described above) while installing screws. (6) Tighten screws to 23 Nm (200 in. lbs.).
2.2/2.5L ENGINE
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OIL FILTER
ANTI-DRAIN BACK VALVE Installation: Apply liquid (Teflon Type) sealant to valve-to-block threads (Fig. 16). Tighten assembly to 55 Nm (40 ft. lbs.).
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ENGINE SPECIFICATIONS
2.2/2.5L ENGINE
ENGINE SPECIFICATIONS (CONT.)
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SPECIFICATIONS
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Accessory Drive Belt Service . . . . . . . . . . . . . . Auto Lash Adjuster . . . . . . . . . . . . . . . . . . . . . Camshaft Service . . . . . . . . . . . . . . . . . . . . . . Checking Engine Oil Pressure . . . . . . . . . . . . . Crankshaft and Cylinder Block, Assembly Service Cylinder Block . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder Head and Camshaft Service . . . . . . . Engine Assembly . . . . . . . . . . . . . . . . . . . . . . . Engine Lubrication System . . . . . . . . . . . . . . . Engine Mounts . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . .
. . . . . . . . . . .
70 75 76 93 86 89 78 75 69 91 68
3.0L ENGINE
GENERAL INFORMATION
ENGINE IDENTIFICATION NUMBER OR CODE The engine identification number is located on the rear of the cylinder block just below the cylinder head (Fig. 1). BLOCK: The cylinder block is a light weight design created by reducing thickness in many parts and a short 10 mm (3/8 inch) block skirt. High rigidity is provided with ribs cast in the outer wall, a full length water jacket, and a monoblock or beam type,
main bearing cap. This single unit four bearing cap is designed to control vibration of the cylinder block partition walls. CRANKSHAFT: A six throw, five weight crankshaft is supported by four main bearings with number three being the thrust bearing. The six separate connecting rod throws pins reduce torque fluctuations while a torsional vibration damper is used to control torsion caused vibration of the crankshaft. Rubber lipped seals are used at front and rear. The front seal is retained in the oil pump case and the rear is retained in a block-mounted housing.
3.0L ENGINE
SPECIFICATIONS
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ture cross-flow type intake and exhaust ports. Valve guides and inserts are hardened cast iron. Valves of heat resistance steel are arranged in a V with each camshaft on center. To improve combustion speed the chambers are a compact spherical design with a squish area of approximately 30 percent of the piston top area. The cylinder heads are common to either cylinder bank by reversing the direction of installation. CAMSHAFTS: Two overhead camshafts provide valve actuation, one front (radiator side of cylinder bank) and one rear. The front camshaft is provided with a distributor drive and is longer. Both camshafts are supported by four bearing journals, thrust for the front camshaft is taken at journal two and the rear at journal three. Front and rear camshaft driving sprockets are interchangeable. The sprockets and the engine water pump are driven by a single notched timing belt. ROCKER ARM SHAFTS: The shafts are retained by the camshaft bearing journal caps. Four shafts are used, one for each intake and exhaust rocker arm assembly on each cylinder head. The hollow shafts provide a duct for lubricating oil flow from the cylinder head to the valve mechanisms. ROCKER ARMS: Are of light weight die-cast with roller type follower operating against the cam shaft. The valve actuating end of the rocker arms are machined to retain hydraulic lash adjusters, eliminating valve lash adjustment. VALVES: Are made of heat resistant steel and are further treated to resist heat. VALVE SPRINGS: Are especially designed to be short. The valve spring wire cross-section is oval
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ENGINE MOUNTS
REMOVAL AND INSTALLATION RIGHT SIDE MOUNT (1) Remove the right engine mount insulator vertical fasteners from frame rail. (2) Remove the load on the engine motor mounts by carefully supporting the engine and transmission assembly with a floor jack. (3) Remove the thru bolt from the insulator assembly. Remove insulator. (4) Reverse removal procedure for installation. Refer to (Fig. 2) for bolt tightening specifications. (5) Engine mount adjustment, Refer to Engine Mount Insulator Adjustment of this section. FRONT MOUNT (1) Support the engine and transmission assembly with a floor jack so it will not rotate. (2) Remove the thru bolt from the insulator and front crossmember mounting bracket. (3) Remove the front engine mount bracket to front crossmember screws and nuts. Remove the insulator assembly. (4) Reverse removal procedure for installation. Refer to (Fig. 2) for bolt tightening specifications. (5) Engine mount adjustment, Refer to Engine Mount Insulator Adjustment of this section.
3.0L ENGINE
LEFT SIDE MOUNT (1) Raise vehicle on hoist and remove left front wheel. (2) Remove inter splash shield. (3) Support the transmission with a transmission jack. (4) Remove the insulator thru bolt from the mount. (5) Remove the transmission mount fasteners and remove mount. (6) Reverse removal procedure for installation. Ensure that the slide tube is seated into the rail bracket guides. Refer to (Fig. 3) for bolt tightening specifications. (7) Engine mount adjustment, Refer to Engine Mount Insulator Adjustment of this section. ENGINE MOUNT RUBBER INSULATORS Insulator location on (right side) and transmission bracket (left side) are adjustable to allow right/left drive train adjustment in relation to drive shaft assembly length. Check and reposition right engine mount insulator (left engine mount insulator is floating type and will adjust automatically (Fig. 3). Adjust drive train position, if required, for the following conditions: Drive shaft distress: See Driveshafts in Suspension, Group 2. Any front end structural damage (after repair). Insulator replacement. ENGINE MOUNT INSULATOR ADJUSTMENT (1) Remove the load on the engine motor mounts by carefully supporting the engine and transmission assembly with a floor jack. (2) Loosen the right engine mount insulator yoke screw and two turns on yoke nut, then loosen the front engine mount bracket to front crossmember screws and nuts. Left engine mount insulator is sleeved over shaft and long support bolt to provide lateral movement adjustment with engine weight removed or not. (3) Pry the engine right or left as required to achieve the proper drive shaft assembly length. See Drive Shaft in Suspension Group 2 for driveshaft identification and related assembly length measuring. (4) Tighten right engine mount insulator yoke nut to 102 Nm (75 ft. lbs.). Then tighten front engine mount screws and nuts to 54 Nm (40 ft. lbs.) and center left engine mount insulator. (5) Recheck drive shaft length.
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ENGINE ASSEMBLY
REMOVAL (1) Disconnect battery. (2) Mark hood position at hinges and remove hood.
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3.0L ENGINE
INSTALLATION (1) Attach hoist and lower engine into engine compartment. (2) Align engine mounts and install but do not tighten until all mounting bolts have been installed. Tighten bolts to torque specified in (Fig. 2). (3) Install transmission case to cylinder block, tighten bolts to 102 Nm (75 ft. lbs.) torque. (4) Remove engine hoist and transmission holding fixture. (5) Remove C clamp from torque converter housing. Align flex plate to torque converter and install mounting screws. Tighten to 75 Nm (55 ft. lbs.) (6) Install transmission inspection cover. (7) Connect exhaust system at manifold. (8) Install starter. (9) Install power steering pump and air conditioning compressor. For belt installation Refer to Accessory Belt Drive in Cooling System Group 7. (10) Lower vehicle and connect all vacuum lines. (11) Connect all electrical connections including ground strap. (12) Connect fuel lines and accelerator cable.
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(3) Remove steering pump/generator belt tensioner mounting bolt and remove automatic belt tensioner.
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(2) Inspect both sides of the timing belt drive & back. Replace belt if any of the following conditions exist. Hardening of back rubber back side is glossy without resilience and leaves no indent when pressed with fingernail. Cracks on rubber back. Cracks or peeling of canvas. Cracks on rib root. Cracks on belt sides. Missing teeth. Abnormal wear of belt sides. The sides are normal if they are sharp as if cut by a knife (Fig. 12). (3) If none of the above conditions are seen on the belt, the belt cover can be reinstalled.
(9) Mark support assembly to engine bracket if assembly is to be used again. Separate engine mount insulator from engine mount bracket (Fig. 10). Raise engine slightly. (10) Remove engine mount bracket (Fig. 10).
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(2) Hook spring upper end to water pump pin and lower end to tensioner bracket with hook out (Fig. 16).
INSTALLATION (1) Place camshaft sprocket on camshaft. (2) Install bolt and washer to camshaft. Using Spanner Tool MB990775 hold camshaft sprocket and torque bolt to 95 Nm (70 ft. lbs.) (Fig. 15).
INSTALLATIONTIMING BELT (1) Install timing belt on crankshaft sprocket first and while keeping belt tight on tension side (Fig. 14) install belt on the front (radiator side) camshaft sprocket. (2) Then, install on the water pump pulley and on the rear camshaft sprocket and finally on the timing belt tensioner. (3) Apply rotating force to the front camshaft sprocket in opposite direction to tension the belt tension side, check that all timing marks are lined up (Fig. 14). (4) Install crankshaft sprocket flange (Fig. 12). (5) Loosen tensioner bolt and allow spring to tension timing belt. (6) Turn crankshaft two full turns in clockwise direction. Turn smoothly and in clockwise direction ONLY. (7) Again line up the timing marks on the sprockets and tighten the timing belt tensioner locking bolt to 25 Nm (250 in. lbs.) torque. (8) Reassembly belt covers, engine bracket, insulator, crankshaft pulleys, accessories and accessory drive belts in reverse order.
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CAMSHAFT INSTALL Lubricate camshaft journals and cams with engine oil and install camshaft on cylinder head.
CAMSHAFT SERVICE
SEE AUTO LASH ADJUSTER FUNCTION CHECK BEFORE DISASSEMBLY REMOVAL (1) Install auto lash adjuster retainers. (Fig. 4). (2) Remove distributor extension (Fig. 1). (3) When removing camshaft bearing caps do not remove the bolts from the bearing caps. Remove the rocker arm, rocker shafts and bearing cap as an assembly. CAMSHAFT INSPECTION (1) Inspect camshaft bearing journals for damage and binding (Fig. 5). If journals are binding,also check the cylinder head for damage (Fig. 1). Also check cylinder head oil holes for clogging.
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REASSEMBLE
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CAMSHAFT END SEAL (PLUG) SERVICE OUT OF VEHICLE SERVICE Install end seal plug with Special Tool MD998306. (Fig. 13).
CYLINDER HEAD
REMOVAL (1) See Timing System this group for disassembly and remove camshaft sprockets.
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INSTALLATION (1) Clean surfaces of head and block, install head gasket over locating dowels. (2) Install head on locating dowels. (3) Install 10mm allen hex head bolts with washers. (4) Tighten bolts in the order shown in (Fig. 16). When tightening the cylinder head bolts, tighten gradually, working in two or three steps and finally tighten to specified torque of 108 Nm (80 ft. lbs.).
VALVE SERVICE
VALVE AND VALVE SPRINGS
VALVE SEAT INSPECTION Inspect the valve seat with Prussian blue to determine where the valve contacts the seat. To do this, coat valve seat LIGHTLY with Prussian blue then set valve in place. Rotate the valve with light pressure. If the blue is transferred to the center of valve face, contact is satisfactory. If the blue is transferred to top edge of the valve face, lower valve seat with a 15 degrees stone. If the blue is transferred to the bottom edge of valve face raise valve seat with a 65 degree stone. (1) Install valve spring seat.
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Fig. 3 Mark Matching Parts be 12mm (.50 inch) down and bottom measurement should be 10mm (.38 inch) up. (2) Standard bore dimension: 91.1mm (3.587 inch) (3) Maximum out-of-round or taper: 0.02mm (.0008 inch) Fig. 2 Mark Pistons
(2) Mark connecting rod and cap with cylinder number (Fig. 3). (3) Remove piston rings (Fig. 4).
FITTING PISTONS Measure approximately 2mm (.080 inch) above the bottom of the piston skirt and across the thrust face. (Fig. 6), See Boring Cylinder in Cylinder Block. FITTING PISTON RINGS (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 16mm (0.63 inch) from bottom of
CYLINDER BORE INSPECTION (1) Measure the cylinder bore at three levels in directions A and B (Fig. 5). Top measurement should
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cylinder bore. Check gap with feeler gauge (Fig. 7). Refer to (Fig. 8) for specification. (2) Check piston ring to groove clearance; Refer to Piston Ring Specification Chart (Fig. 8).
Fig. 8 Piston Ring Specification Chart Fig. 5 Checking Cylinder Bore Size
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PISTON RINGSINSTALLATION (1) The No. 1 and No. 2 piston rings have a different cross section. Install rings with manufacturers mark and size mark facing up, to the top of the piston (Fig. 10).
CONNECTING ROD CLEARANCE (1) Following procedures specified in the Standard Service Procedures Section for Measuring Main Bearing Clearance and Connecting Rod Bearing Clearance. (Fig. 16). Refer to (Fig. 18) for specifications.
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CONNECTING ROD SIDE CLEARANCE Using a feeler gauge, check connecting rod side clearance (Fig. 17). Refer to (Fig. 18) for specification.
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CRANKSHAFT BEARINGS
INSTALLATION (1) Install upper main bearing shells making certain oil holes are in alignment, and bearing tabs seat in block tabs. All upper bearings have oil grooves (Fig. 9). THRUST BEARINGS. Crankshaft thrust bearings (washers) are installed at journal #3 separately from the radial bearings. Thrust bearings shown in
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(4) Install lower main bearing shells without oil grooves in monoblock cap. (5) Install one pair of thrust washers in cap. Refer to Thrust Bearings (Fig. 9). (6) Carefully install bearing cap with arrows (Fig. 10) toward timing belt end. (7) Oil the bearing cap bolt threads, install and tighten bolts progressively in sequence shown in (Fig. 9) to 80 Nm (60 ft. lbs.) torque.
CHECKING CRANKSHAFT END PLAY (1) Mount a dial indicator to front of engine, locating probe on nose of crankshaft (Fig. 11). (2) Move crankshaft all the way to the rear of its travel. (3) Zero the dial indicator. (4) Move crankshaft all the way to the front and read the dial indicator. Refer to (Fig. 6) for specification. CRANKSHAFT OIL SEALS SERVICE REAR CRANKSHAFT SEAL RETAINER (1) Install rear crankshaft oil seal in housing with Special Tool MD998718 (Fig. 12). (2) Apply (Mopar Silicone Rubber Adhesive Sealant or equivalent) to oil seal housing (Fig. 13) per procedure detailed in form-in-place gasket section in Standard Service Procedures.
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FRONT CRANKSHAFT OIL PUMP AND OIL SEAL (1) Install oil pump gasket and oil pump case (Figs. 1 and 14).
CYLINDER BLOCK
Inspect cylinder block for scratches, cracks and rust or corrosion, and repair or replace as required.
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Standard Value: 0.05 mm (.002 inch) Service Limit 0.1 mm (.003 inch) CAUTION: Maximum of 0.2mm (.008 inch) is permitted. This is a combined total dimension of stock removal from cylinder head (if any) and block top surface.
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(clearance between piston O.D. and cylinder) minus 0.02 mm which is the boring margin. (3) Bore all cylinders to calculated boring finish dimension. Then bore the final finish dimension (piston O.D. plus cylinder clearance). (4) Check clearance between piston and cylinder, clearance should be 0.03 to 0.05 mm (.0012 to .002 inch).
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OIL PAN
The oil pan is made of sheet metal and is provided with a baffle-plate to prevent fluctuations in the oil level while the vehicle is running (Fig. 2).
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INSTALLATION (1) Clean block and pump surfaces. (2) Install new gasket (Fig. 7) make sure correct length bolts are used (Fig. 6). (3) Torque bolts to 13 Nm (120 in. lbs.).
CAUTION: If oil pressure is 0 at idle, Do Not Run engine at 3000 RPM. (2) Warm engine at high idle until thermostat opens.
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TORQUE
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Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . Camshaft BearingsEngine Removed From Vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . Checking Engine Oil Pressure . . . . . . . . . . Connecting Rods . . . . . . . . . . . . . . . . . . . . Crankshaft Oil Seals Service . . . . . . . . . . . Crankshaft Service .................. Cylinder Block, Piston and Connecting Rod Assembly Service . . . . . . . . . . . . . . . . . . Cylinder Heads . . . . . . . . . . . . . . . . . . . . . Engine Assembly . . . . . . . . . . . . . . . . . . . . Engine Core Oil and Cam Plugs . . . . . . . . Engine Lubrication System ............
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SPECIFICATIONS
GENERAL INFORMATION
ENGINE IDENTIFICATION NUMBER OR CODE The engine identification number is located on the rear of the cylinder block just below the cylinder head (Fig. 2). ENGINE: The 3.3L (201 Cubic. Inches.) and 3.8L (231 Cubic. Inches.) displacement engines are 60 V type six cylinder power plant with cast iron cylinder block and aluminum cylinder heads (Fig. 1). Firing order for these engines is 1-2-3-4-5-6. High turbulence cylinder heads allow a 8.9-1 compression ratio. CRANKSHAFT: The nodular iron crankshaft is supported by four main bearings, with number two
being the thrust bearing. Crankshaft end sealing is provided by front and rear rubber seal. PISTONS: The pistons are cast aluminum alloy. Three rings are used. Piston pins, press fitted into place, join the pistons to forged steel connecting rods. CAMSHAFT: The nodular iron camshaft is mounted in four steel backed babbitt bearings. A thrust plate located in front of the first bearing, and bolted to the block, controls end play. Silent timing chain drives the camshaft. This chain is enclosed by a cast aluminum cover which also carries a front crankshaft seal, provides front oil pan closure, water pump mounting.
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ENGINE MOUNTS
REMOVAL AND INSTALLATION RIGHT SIDE MOUNT (1) Remove the right engine mount insulator vertical fasteners from frame rail. (2) Remove the load on the engine motor mounts by carefully supporting the engine and transmission assembly with a floor jack.
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FRONT MOUNT (1) Support the engine and transmission assembly with a floor jack so it will not rotate. (2) Remove the thru bolt from the insulator and front crossmember mounting bracket. (3) Remove the front engine mount bracket to front crossmember screws and nuts. Remove the insulator assembly. (4) Reverse removal procedure for installation. Refer to (Fig. 3) for bolt tightening specifications. (5) Engine mount adjustment, Refer to Engine Mount Insulator Adjustment of this section. LEFT SIDE MOUNT (1) Raise vehicle on hoist and remove left front wheel. (2) Remove inter splash shield. (3) Support the transmission with a transmission jack. (4) Remove the insulator thru bolt from the mount.
ENGINE MOUNT RUBBER INSULATORS Insulator location on yoke bracket to engine plate (right side) and transmission bracket (left side) are adjustable to allow right/left drive train adjustment in relation to drive shaft assembly length. Check and reposition right engine mount insulator (left engine mount insulator is floating type and will adjust automatically (Fig. 4). Adjust drive train position, if required, for the following conditions: Drive shaft distress: See Driveshafts in Suspension, Group 2. Any front end structural damage (after repair). Insulator replacement. ENGINE MOUNT INSULATOR ADJUSTMENT (1) Remove the load on the engine motor mounts by carefully supporting the engine and transmission assembly with a floor jack.
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(2) Loosen the right engine mount insulator yoke screw and 2 turns on yoke nut, then loosen the front engine mount bracket to front crossmember screws and nuts. Left engine mount insulator is sleeved over shaft and long support bolt to provide lateral movement adjustment with engine weight removed or not. (3) Pry the engine right or left as required to achieve the proper drive shaft assembly length. See Drive Shaft in Suspension Group 2 for driveshaft identification and related assembly length measuring. (4) Tighten right engine mount insulator yoke nut to 102 Nm (75 ft. lbs.). Then tighten front engine mount screws and nuts to 54 Nm (40 ft. lbs.) and center left engine mount insulator. (5) Recheck drive shaft length.
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(13) Remove screws holding torque converter to flex plate and attach C-clamp on bottom of converter housing to prevent torque converter from counting out. (14) Remove power steering pump mounting bolts and set pump aside. (15) Remove two lower transmission to block screws. (16) Remove starter. (17) Lower vehicles and disconnect vacuum lines and ground strap. (18) Install transmission holding fixture. (19) Attach engine lifting hoist and support engine. (20) Remove upper transmission case to block bolts. (21) See Engine Mounting in (Fig. 3) and separate mount/insulators as follows: (a) Mark RIGHT insulator on right rails supports. Remove insulator to rails screws. (b) Remove FRONT engine mount through bolt and nut. (c) Remove LEFT insulator through bolt from inside wheelhouse or insulator bracket to transmission screws. (22) Remove engine.
ENGINE ASSEMBLY
REMOVAL (1) Disconnect battery. (2) Mark hood position at hinges and remove hood. (3) Drain cooling system. Refer to Cooling System, Group 7 for procedure. (4) Disconnect all electrical connections. (5) Remove coolant hoses from radiator and engine. (6) Remove radiator and fan assembly. (7) See Fuel System, Group 14, to release fuel pressure. Disconnect fuel lines and accelerator cable. (8) Remove air cleaner assembly. (9) Hoist vehicle and drain engine oil. (10) Remove air conditioning compressor mounting bolts and set compressor aside. (11) Disconnect exhaust pipe at manifold. (12) Remove transmission inspection cover and mark flex plate to torque converter position. For disassembly procedure for the all wheel drive vehicle refer to Group 21 Transaxle.
INSTALLATION (1) Attach hoist and lower engine into engine compartment. (2) Align engine mounts and install but do not tighten until all mounting bolts have been installed. Tighten bolts to torque specified in (Fig. 3). (3) Install transmission case to cylinder block, tighten bolts to 102 Nm (75 ft. lbs.) torque. (4) Remove engine hoist and transmission holding fixture. (5) Remove C-clamp from torque converter housing. Align flex plate to torque converter and install mounting screws. Tighten to 75 Nm (55 ft. lbs.)torque. Refer to Group 21 transaxle for the all wheel drive installation procedure. (6) Install transmission inspection cover. (7) Connect exhaust system at manifold. (8) Install starter. (9) Install power steering pump and air conditioning compressor. For belt installation see Accessory Belt Drive in Cooling System Group 7. (10) Lower vehicle and connect all vacuum lines. (11) Connect all electrical connections including ground strap. (12) Connect fuel lines and accelerator cable. (13) Install radiator and fan assembly. Reconnect fan motor electrical lead. Reinstall radiator hoses. Fill cooling system. See Cooling System Group 7 for filling procedure. (14) Fill engine crankcase with proper oil to correct level.
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(5) Install spark plug wires. (6) Install upper intake manifold assembly. Refer to Exhaust Systems and Intake Manifolds Group 11.
(15) Install hood. (16) Connect battery. (17) Start engine and run until operating temperature is reached. (18) Adjust transmission or linkage if necessary.
CYLINDER HEADS
The alloy aluminum cylinder heads shown in (Fig. 6) are held in place by 9 bolts. The spark plugs are located in peak of the wedge between the valves.
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INSPECTION (1) Before cleaning, check for leaks, damage and cracks. (2) Clean cylinder head and oil passages. (3) Check cylinder head for flatness (Fig. 8). (4) Inspect all surfaces with a straightedge if there is any reason to suspect leakage. If out of flatness exceeds .019mm (.00075 inch). times the span length in inches in any direction, either replace head or lightly machine the head surface. As an example, if a 12 inch span is 1mm (.004 inch) out of flat, allowable is 12 x .019mm (.00075 inch) equals .22mm (.009 in.) This amount of out of flat is acceptable. *Maximum of 0.2 mm (.008 inch) for grinding is permitted.
CAUTION: This is a combined total dimension of stock removal from cylinder head and block top surface.
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are in place. Refer to Group 11 Exhaust System and Intake Manifold to complete Intake Manifold Assembly. (5) Install exhaust manifolds and tighten bolts to 27 Nm (20 ft. lb.) and nuts to 20 Nm (15 ft. lbs.). (6) Adjust spark plugs to specification in Electrical Section, Group 8, and install the plugs.
(8) Place new cylinder head cover gaskets in position and install cylinder head covers. Tighten to 12 Nm (105 in. lbs.).
VALVE SERVICE
Fig. 13 Intake Manifold Gasket Sealing
(3) Carefully install the intake manifold gasket (Fig. 14). Torque end seal retainer screws to 12 Nm (105 in. lbs.). (4) Install intake manifold and (8) bolts and torque to 1 Nm (10 in. lbs.). Then tighten bolts to 22 Nm (200 in. lbs.) in sequence shown in (Fig. 15). Then tighten again to 22 Nm (200 in. lbs.). After intake manifold is in place, inspect to make sure seals
VALVES AND VALVE SPRINGS The valves are arranged in line in the cylinder heads and inclined 18 degrees. The rocker shaft support are cast integral with the heads. REMOVAL (1) With cylinder head removed, compress valve springs using Valve Spring Compressor Tool C-3422-B with adapter 6412 as shown in (Fig. 16). (2) Remove valve retaining locks, valve spring retainers, valve stem seals and valve springs.
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(3) Before removing valves,remove any burrs from valve stem lock grooves to prevent damage to the valve guides. Identify valves to insure installation in original location.
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Fig. 16 Compress Valve Springs with Special Tool C-3422B with adapter 6412
VALVE INSPECTION (1) Clean valves thoroughly and discard burned, warped and cracked valves. (2) Measure valve stems for wear. Refer to specifications (Fig. 19). Valve stems are chrome plated and should not be polished. (3) Remove carbon and varnish deposits from inside of valve guides with a reliable guide cleaner. (4) Measure valve stem guide clearance as follows: (a) Install valve into cylinder head so it is 14mm (.551 inch) off the valve seat. A small piece of hose may be used to hold valve in place. (b) Attach dial indicator Tool C-3339 to cylinder head and set it at right angle of valve stem being measured (Fig. 17).
VALVE GUIDES Replace cylinder head if guide does not clean up with 0.80mm (.030 inch) oversize reamer, or if guide is loose in cylinder head.
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TESTING VALVE SPRINGS Whenever valves have been removed for inspection, reconditioning or replacement, valve springs should be tested (Fig. 23). As an example; the compression
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length of the spring to be tested is 33.34mm (1-5/16 inches). Turn table of Tool C-647 until surface is in line with the 33.34mm (1-5/16 inch) mark on the threaded stud and the zero mark on the front. Place spring over stud on the table and lift compressing lever to set tone device. Pull on torque wrench until ping is heard. Take reading on torque wrench at this instant. Multiply this reading by two. This will give the spring load at test length. Fractional measurements are indicated on the table for finer adjustments. Refer to specifications to obtain specified height and allowable tensions. Discard the springs that do not meet specifications.
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VALVE INSTALLATION (1) Coat valve stems with clean engine oil and insert them in cylinder head. (2) Check valve tip to spring seat dimension A after grinding the valve seats or faces. Grind valve tip to give 49.541 to 51.271 mm (1.950 to 2.018 inch.) over spring seat when installed in the head (Fig. 17). Check valve tip for scoring, if necessary, the tip chamfer should be reground to prevent seal damage when the valve is installed. (3) Install new cup seals on all valve stems and over valve guides (Fig. 24). Install valve springs and valve retainers.
REPLACE VALVE STEM SEALS OR VALVE SPRINGS, CYLINDER HEAD NOT REMOVED (1) Perform fuel system pressure release procedure before attempting any repairs (2) Disconnect negative battery cable.
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cation 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, engine should be operated at fast idle to allow all of the air inside of the tappets to be bled out.
(15) Install rocker arm covers tighten screws to 14 Nm (120 in. lbs.) and connector to ignition coils. (16) Install Intake Manifold; Refer to Intake Manifold Installation 3.3/3.8L Engine, Group 11 Exhaust System and Intake Manifold.
HYDRAULIC TAPPETS
The valve train includes roller tappet assemblies, aligning yokes and yoke retainer. Roller tappet alignment is maintained by machined flats on tappet body being fitted in pairs into six aligning yokes. The yokes are secured by an alignment yoke retainer (Fig. 26).
VALVE TRAIN NOISE DIAGNOSIS To determine source of valve train noise, operate engine at idle with cylinder head covers removed and listen for source of the noise. 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. Valve tappet noise ranges from light noise to a heavy click. A light noise is usually caused by excessive leakdown around the unit plunger which will necessitate replacing the tappet, or by the plunger partially sticking in the tappet body cylinder. A heavy click is caused either by a tappet check valve not seating, or by foreign particles becoming wedged between the plunger and the tappet body causing 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. TAPPET REMOVAL (1) Refer to Cylinder Head Removal of this section to remove intake manifold and cylinder heads for access to tappets for service. (2) Remove yoke retainer and aligning yokes. (3) Use Tool C-4129 to remove tappets from their bores. If all tappets are to be removed, identify tappets to insure installation in original location. If the tappet or bore in cylinder block is scored, scuffed, or shows signs of sticking, ream the bore to next oversize and replace with oversize tappet.
CAUTION: The plunger and tappet bodies are not interchangeable. The plunger and valve must always be fitted to the original body. It is advisable to work on one tappet at a time to avoid mixing of parts. Mixed parts are not compatible. Do not disassemble a tappet on a dirty work bench.
DISASSEMBLY (FIG. 27) (1) Pry out plunger retainer spring clip.
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(2) Clean varnish deposits from inside of tappet body above plunger cap. (3) Invert tappet body and remove plunger cap, plunger, flat or ball check valve, check valve spring, check valve retainer and plunger spring. Check valve could be flat or ball.
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(7) Place a 5.08mm (.200 inch) spacer between the valve stem tip of #2 intake valve and rocker arm pad. Allow tappet to bleed down to give a solid tappet effect. (8) Install a dial indicator so plunger contacts the #2 intake valve spring retainer as nearly perpendicular as possible. Zero the indicator. (9) Rotate the engine clockwise until the in take valve has lifted .254mm (0.010 inch). CAUTION: Do not turn crankshaft any further clockwise as intake valve might bottom and result in serious damage. (10) Degree wheel should read 3 degrees BTDC to 4 degrees ATDC.
VALVE TIMING
(1) Remove front valve cover and all 6 spark plugs. (2) Rotate engine until the #2 piston is at TDC of the compression stroke. (3) Install a degree wheel on the crankshaft pulley. (4) With proper adaptor, install a dial into #2 spark plug hole. Using the indicator find TDC on the compression stroke. (5) Position the degree wheel to zero. (6) Remove dial indicator from spark plug hole.
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MEASURING TIMING CHAIN FOR STRETCH (1) Place a scale next to timing chain so that any movement of chain may be measured. (2) Place a torque wrench and socket on camshaft sprocket attaching bolt and apply torque in direction of crankshaft rotation to take up slack; 41 Nm (30 ft. lb.) with cylinder head installed or 20 Nm (15 ft. lb.) with cylinder heads removed. With a torque applied to the camshaft sprocket bolt, crankshaft should not be permitted to move. It may be necessary to block crankshaft to prevent rotation. (3) Holding a scale even, with dimension reading as shown (Fig. 4 ), along edge of chain links. Apply torque in the reverse direction to 41 Nm (30 ft. lbs.) with cylinder heads installed, or 20 Nm (15 ft. lbs.) with cylinder heads removed. Check amount of chain movement (Fig. 4). (4) Install a new timing chain, if its movement exceeds 3.175mm (1/8 inch) (Fig. 4). (5) If chain is not satisfactory, remove camshaft sprocket attaching bolt, and remove timing chain with camshaft sprocket. (6) Using a suitable puller remove the crankshaft sprocket. Be careful not to damage the crankshaft surface. (7) Position a new crankshaft sprocket on the shaft, install sprocket with suitable tool and mallet. Be sure sprocket is seated into position. (8) Rotate crankshaft so the timing arrow is to the 12 Oclock position. (9) Place timing chain around camshaft sprocket and place the timing mark to the 6 Oclock position. (10) Align the dark colored links with the dot on the camshaft sprocket, place timing chain around crankshaft sprocket with the dark colored link lined up with the dot on the sprocket and install camshaft sprocket into position.
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REMOVAL (1) Raise vehicle on hoist. Remove right wheel and inner splash shield. (2) Remove drive belt. (Refer to Cooling System Group 7) for procedure. (3) Remove crankshaft pulley (Fig. 1).
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(4) Using Tool C-4991 to remove oil seal (Fig. 9). Be careful not to damage that crankshaft seal surface of cover.
CAMSHAFT
REMOVALENGINE REMOVED FROM VEHICLE Remove intake manifold, cylinder head covers, cylinder heads, timing chain case cover and timing chain. (1) Remove rocker arm and shaft assemblies. (2) Remove push rods and tappets; identify so each part will be replaced in its original location. (3) Remove camshaft thrust plate (Fig. 10). (4) Install a long bolt into front of camshaft to facilitate removal of the camshaft; remove camshaft, being careful not to damage cam bearing with the cam lobes. INSTALLATION (1) Lubricate camshaft lobes and camshaft bearing journals and insert the camshaft to within 2 inches of its final position in cylinder block.
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(9) Measure camshaft end play. End Play should measure .0127 to .304 mm (.005 to .012 inches.) .310 mm (.012 inch. Max.). If not within limits install a new thrust plate. (10) 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.
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CLEANING AND INSPECTION (1) Clean cylinder block thoroughly and check all core hole plugs for evidence of leaking. (2) If new core plugs are installed, see Engine Core Oil and Cam Plugs. (3) Examine block for cracks or fractures.
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Fig. 10 Piston Ring Installation Fig. 8 Piston Ring Specifications (2) Check piston ring to groove clearance: (Fig. 9). Refer to specification (Fig. 8).
(3) Install upper side rail first and then the lower side rail. (4) Install No. 2 piston ring and then No. 1 piston ring (Fig. 12).
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(5) Position piston ring end gaps as shown in (Fig. 13). (6) Position oil ring expander gap at least 45 from the side rail gaps but not on the piston pin center or on the thrust direction. Staggering ring gap is important for oil control.
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CONNECTING RODS
INSTALLATION OF CONNECTING ROD BEARINGS Fit all rods on one bank until complete. The bearing caps are not interchangeable and should be marked at removal to insure correct assembly. The bearing shells must be installed with the tangs inserted into the machined grooves in the rods and caps. Install cap with the tangs on the same side as the rod. Limits of taper or out-of-round on any crankshaft journals should be held to .025mm (.001 inch). Bearings are available in .025mm (.001 inch), .051mm (.002 inch),.076mm (.003 inch), .254mm (.010 inch) and .305mm (.012 inch) undersize. Install the bearings in pairs. Do not use a new bearing half with an old bearing half. Do not file the rods or bearing caps. (1) Follow procedure specified in the Standard Service Procedure Section for Measuring Main Bearing Clearance and Connecting Rod Bearing Clearance (Fig. 16). The rod bearing bolts should be examined before reuse. If the threads are necked down the bolts should be replaced (Fig. 19). Necking can be checked by holding a scale or straight edge against the threads. If all the threads do not contact the scale the bolt should be replaced. (2) Before installing the nuts the threads should be oiled with engine oil. (3) Install nuts on each bolt finger tight then alternately torque each nut to assemble the cap properly. (4) Tighten the nuts to 54 Nm PLUS 1/4 turn (40 ft. lbs. PLUS 1/4 turn). (5) Using a feeler gauge, check connecting rod side clearance (Fig. 17). Refer to (Fig. 18) for specifications.
CRANKSHAFT SERVICE
CRANKSHAFT MAIN BEARINGS Bearing caps are not interchangeable and should be marked at removal to insure correct assembly. (Fig. 1) Upper and lower bearing halves are NOT interchangeable. Lower main bearing halves of 1, 3 and 4 are interchangeable. Upper main bearing halves of 1, 3 and 4 are interchangeable. CRANKSHAFT MAIN JOURNALS The crankshaft journals should be checked for excessive wear, taper and scoring. (Fig. 6) Limits of taper or out-of-round on any crankshaft journals should be held to .025mm (.001 inch). Journal grinding should not exceed .305mm (.012 inch) under the standard journal diameter. Do NOT grind thrust faces of Number 2 main bearing. Do NOT nick crank pin or bearing fillets. After grinding, remove rough edges from crankshaft oil holes and clean out all passages.
CAUTION: With the nodular cast iron crankshafts used it is important that the final paper or cloth polish after any journal regrind be in the same direction as normal rotation in the engine. Upper and lower Number 2 bearing halves are flanged to carry the crankshaft thrust loads and are NOT interchangeable with any other bearing halves in the engine (Fig. 2). All bearing cap bolts removed during service procedures are to be cleaned and oiled
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Fig. 3 Removing and Installing Upper Main Bearing With Special Tool C-3059
(1) Start bearing in place, and insert Main Bearing Tool C-3059 into oil hole of crankshaft (Fig. 3). (2) Slowly rotate crankshaft counter-clockwise sliding the bearing into position. Remove Special Main Bearing Tool C-3059. (3) Install each main cap and tighten bolts finger tight. (4) Tighten number 1, 3 and 4 main cap bolts to 41 Nm + 1/4 Turn (30 ft. lbs.+ 1/4 Turn). (5) Rotate the crankshaft until number 6 piston is at TDC. (6) To ensure correct thrust bearing alignment the following procedure must be done: (a) Move crankshaft all the way to the rear of its travel. (b) Then, move crankshaft all the way to the front of its travel. (c) Wedge a appropriate tool between the rear of the cylinder block and rear crankshaft counterweight. This will hold the crankshaft in its most forward position. (d) Tighten the #2 Thrust Bearing cap bolts to 41 Nm + 1/4 Turn (30 ft. lbs.+ 1/4 Turn). Remove the holding tool.
CHECKING CRANKSHAFT END PLAY (1) Mount a dial indicator to front of engine, locating probe on nose of crankshaft (Fig. 4). (2) Move crankshaft all the way to the rear of its travel. (3) Zero the dial indicator. (4) Move crankshaft all the way to the front and read the dial indicator. Refer to (Fig. 5) for specification. CRANKSHAFT END PLAY CHECKOPTIONAL (1) Move crankshaft all the way to the rear of its travel using a lever inserted between a main bearing
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INSTALLATION (1) Install oil pick-up tube into Chain Case Cover tighten screw to 28 Nm (250 in. lbs.) (Fig. 2). (2) Apply a 1/8 inch bead of Mopar Silicone Rubber Adhesive Sealant or equivalent, at the parting line of the chain case cover and the rear seal retainer (Fig. 3). (3) Use a new pan gasket (Fig. 4). (4) Install pan and tighten screws to 23 Nm (200 in. lb.).
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DISASSEMBLY (1) To remove the relief valve, proceed as follows: (a) Drill a 3.175mm (1/8 inch) hole into the relief valve retainer cap and insert a self-threading sheet metal screw into cap. (b) Clamp screw into a vise and while supporting chain case cover (CCC), remove cap by tapping CCC using a soft hammer. Discard retainer cap and remove spring and relief valve (Fig. 5).
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OIL PUMP ASSEMBLY AND INSTALLATION (1) Assemble pump, using new parts as required. Install the inner rotor with chamfer facing the cast iron oil pump cover. (2) Tighten cover screws to 12 Nm (105 in. lbs.).
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Fig. 13 Checking Oil Pump Pressure (4) Install and tighten filter to 20 Nm (15 ft. lbs.) torque after gasket contacts base. Use filter wrench if necessary. (5) Start engine and check for leaks.
OIL FILTER
CAUTION: When servicing the oil filter (Fig. 16) avoid deforming the filter can by installing the remove/install tool band strap against the can-to-base lockseam. The lockseam joining the can to the base is reinforced by the base plate. (1) Using Tool C-4065, unscrew filter from base and discard (Fig. 14). (2) Wipe base clean, then inspect gasket contact surface. (3) Lubricate gasket of new filter with clean engine oil.
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ENGINE SPECIFICATIONS
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TORQUE