Файл: 92FWD_9.pdf

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Fig. 1 Engine Identification

(radiator side) of the block. Nominal wall thickness is 4.5 mm. Five main bearing bulkheads and a block skirt extending 3 mm below the crankshaft center line add to the blocks high rigidity with light weight.

CRANKSHAFT: A nodular cast iron crankshaft that is used in TBI and Turbo I engines. A forged steel crankshaft is used in Turbo III engines. All engines have 5 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) provides 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 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) 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 pistons have valve 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 standard 2.5L piston is dished and is a new lightweight design to further enhance engine smoothness. 2.2L turbo III and 2.5L turbo engines use dished pistons providing 8.1:1 and 7.8:1 (nominal) compression ratios respectively. All stan-

2.2/2.5L ENGINES 9 - 9

dard 2.2L and 2.5L engines use pressed-in piston pins to attach forged steel connecting rods, while all 2.5L turbo and high-output 2.2L turbo III engines use a full floating piston pin and connecting rod assembly.

CYLINDER HEAD: The cylinder head is cast aluminum with in-line valves arranged with alternating exhaust and intake. The intake and exhaust ports are located in the rearward, facing side of the head. The intake ports feed fast-burn design combustion chambers with spark plugs 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 mechanisims.

CAMSHAFT: The nodular iron camshaft has five bearing journals. Flanges at the rear journal control camshaft end play. A sintered iron 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 sprocket mounted on the nose of the accessory shaft. The accessory shaft in turn drives the oil pump and distributor.

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. Valve springs, spring retainers, and locks are conventional.

BALANCE SHAFTS: 2.2 Turbo III and 2.5L engines are equipped with two balance shafts installed in a carrier attached to the lower crankcase. The shafts interconnect through gears to rotate in opposite directions. These gears are driven by a short chain from the crankshaft, to rotate at two times crankshaft speed. This counterbalances certain engine reciprocating masses.

INTAKE MANIFOLDS: All intake manifolds are aluminum castings. 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 EGR mounting boss and PCV inlet.

Turbocharged engine intake manifolds are log type with upper plenum and lower runners with a primary tuned length of 13.5 inches and secondary tuned length (feeding the plenum) of 12 inches. The manifold is machined for fuel injectors with runners

supplying each cylinder. Manifolds are attached to the cylinder head with eight bolts.

EXHAUST MANIFOLDS: All 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. All manifolds intermesh with the intake mainfold at the cylinder head.

N.A. engines use a four branch design with cylinders on and four joined and cylinders two and three joined to exit at the outlet.

Turbocharged engine exhaust manifold also carry the turbocharger. This manifold is 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 housing.

ENGINE LUBRICATION: System is full flow filtration, pressure feed type. The oil pump is mounted within the crankcase and driven by the auxiliary 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 2.5L engines) to the lower balance shaft assemblies. Pistons are lubricated from directed holes in connecting rod assemblies. Camshaft and valve mechanisms are lubricated from a full-length cylinder head oil gallery supplied from the crankcase main oil gallery.

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. 3) 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. 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.

(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 frame rail (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:

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

²Any front end structural damage (after repair).

²Insulator replacement. ENGINE MOUNT INSULATOR ADJUSTMENT

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(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 37 Nzm (27 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. 4 Left Insulator Movement

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.

(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

2.2/2.5L ENGINES 9 - 13

(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).

Fig. 5 Right Inner Splash Shield

(17)Remove ground strap.

(18)To lower engine separate right engine bracket from yoke bracket. To raise engine remove long bolt through yoke and insulator. IF INSULATOR TO RAIL SCREWS ARE TO BE REMOVED, MARK INSULATOR POSITION ON SIDE RAIL TO INSURE EXACT INSTALLATION (Fig. 4).

(19)Remove transmission case to cylinder block mounting screws.

CAUTION: Make sure clutch cable has been disconnected.

(20)Remove front engine mount screw and nut.

(21)Remove manual transmission damper.