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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 de-

signed 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.

Fig. 1 Engine Identification

PISTONS: Are aluminum alloy with a steel strut, short height, and thin wall so as to be autothermic and light weight. The piston head with valve recesses, in combination with the cylinder head, forms a compact spherical head with clearance for total valve lift with pistons at top dead center. The piston skirt, top and second ring lands are finished to a tapered roughness for oil retention and high resistance to scuffing. Piston pins, press-fitted into place, join the pistons to the connecting rods.

CYLINDER HEAD: The alloy cylinder heads feature 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 sherical 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

shaped and provides the same spring tension as longer springs. Valve spring retainers, lock and seals are conventional.

INTAKE MANIFOLD: The aluminum alloy manifold is a cross type with long runners to improve inertia. The runners, attaching below at the cylinder head, also attach above and support an air plenum. The air plenum chamber absorbs air pulsations created during the suction phase of each cylinder.

EXHAUST MANIFOLDS: Both manifolds are a log style made of ductile cast iron. Exhuast gasses, collected from the front cylinder bank, leave the front manifold through an end outlet and are fed through an upper crossover tube to the rear manifold. The collected exhaust from both manifolds are combined, and exit to the exhaust pipe through an articulated joint.

ENGINE LUBRICATION: System is a full flow filtration, pressure feed type. The oil pump is mounted in the chaincase cover. The pump inner rotor is driven by the crankshaft. The engine oil pan contains a baffle plate to control oil level fluctuation during engine operation.

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.

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. 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:

²Drive shaft distress: See Driveshafts in Suspension, Group 2.

²Any front end structural damage (after repair).

²Insulator 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 Nzm (75 ft. lbs.). Then tighten front engine mount screws and nuts to 54 Nzm (40 ft. lbs.) and center left engine mount insulator.

(5)Recheck drive shaft length.

Fig. 3 Left Insulator Movement

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 draining 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, For procedures 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.

(13)Remove screws holding torque converter to flex plate and attach C-clamp on bottom of converter housing to prevent torque converter from coming 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 lined 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. 2) and separate mount/insulators as follows: