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TIMING BELT INSTALLATION ON 1990 2.0L DOHC ENGINES | Timing Belt Installation On
1990 Chrysler 2.2L DOHC Engines
The 1990 Chrysler 2.2L DOHC (double overhead camshaft) engine is manufactured jointly by Chrysler and Mitsubishi for service in Chrysler Laser, Eagle Talon and Mitsubishi Eclipse automobiles. In this engine, both camshafts are driven by a single timing belt while one of the two balance (silent) shafts is driven by its own timed belt. The second balance shaft is driven indirectly by the
timing belt and oil pump.
It is necessary to install the belt that drives the balance shaft before installing the belt that drives the camshafts.
1) Rotate the crankshaft and balance shaft to align the timing marks and mount the belt (Figure 1).
2) Temporarily mount the tensioner pulley and rotate it toward the belt to remove any slack (Figure 2).
3) Tighten the tensioner pulley bolt in such a way that no additional tension is placed on the belt. The proper amount of tension permits a belt deflection of .200-.280 measured opposite the tensioner assembly (Figure 3). Repeat if proper tension is not achieved. Torque the bolt to 31-40 lbs.ft.
The following steps outline the recommended procedure for installing the actual timing belt. It should be noted that the timing belt tension once set during installation is maintained by engine oil pressure through an auto tensioner.
4) Inspect the auto tensioner for leaks and measure the protrusion of the tensioning rod. If leaks are noticed or the rod protrudes more than .470, replace the auto tensioner. Should the auto tensioner's rod be fully extended, but within specifications, it is necessary to push it back into the housing
before installation.
5) This can be accomplished by a soft jaw vice (Figure 4). If the plug at the bottom of the tensioner protrudes, protect it from direct contact with the vice by surrounding it with a thick plain washer.
6) Slowly push the rod back into the adjuster until the set hole (A in Figure 5) is aligned with the hole in the adjuster body (B). Insert a .055 wire into the set hole to fix the rod in position.
7) Mount the tensioner pulley onto the tensioner arm (Figure
6), locating the pin holes in the tensioner pulley shaft to the left of the center bolt. Do not remove the wire inserted in step 6.
8) This engine uses the same camshaft sprocket for either camshaft. Each sprocket is therefore fitted with two timing marks (Figure 7). When the sprocket is used to drive the exhaust valve camshaft, use the timing mark on the right with the dowel pin hole on top. For the intake valve camshaft use the timing mark on the left with the dowel pin hole on top. Turn both sprockets until the dowel pins are facing up and the timing marks are aligned with the cylinder head (Figure 8).
9) Align the crankshaft and oil pump sprocket timing marks (Figure 9). Since the oil pump sprocket also drives the second, lower balance shaft, be sure to verify the position of the balance shaft. This can be accomplished by removing a threaded plug on the side of the cylinder block and inserting a .310 shank Philips screwdriver into the hole (Figure 10). If the screwdriver can be inserted at least 2.400, the timing of the balance shaft is correct. Otherwise rotate the oil pump drive sprocket one revolution and retest. The screwdriver should remain in the block until the timing belt installation is complete.
10) Install the timing belt around all of the sprockets as indicated (Figure 11). Be sure to maintain the alignment of the timing marks. Gently raise the tensioner pulley so the belt does not sag and temporarily tighten the center bolt.
11) Remove the Philips screwdriver inserted into the block in step 9. Rotate the crankshaft 1/4 turn counter-clockwise. Then turn the crankshaft clockwise to bring #1 cylinder to top dead center (TDC). Insert special tool #MD998752, or equivalent, into a torque wrench capable of reading a range of 0 to 2.2 lbs.ft.
(Figure 12).
12) Holding the tensioner pulley with the special tool and torque wrench, tighten the center bolt to 14-20 lbs.ft. The torque wrench holding the tensioner pulley via the special tool should not exceed readings of 2.2 lbs.ft.
13) Remove a rubber plug from the right hand side of the timing cover and screw special tool #MD998738 into the left engine support bracket (Figure 13) until it makes contact with the tensioner arm. Screw the tool in further to apply pressure against the tensioner arm before removing the wire from the auto
tensioner. Remove the tool.
14) Rotate the crankshaft two complete revolutions in the clockwise direction and permit the engine to rest for approximately 15 minutes.
15) Measure the amount the tensioner rod is protruding, from of the auto tensioner body (Figure 14). The recommended protrusion is .150-180. If this is not achieved, repeat steps 11 through 15 and remeasure.
16) If it is not possible to measure the amount of tensioner rod protrusion directly, a substitute method is available. Reinstall the special tool #MD998738 until contact is made with the tensioner arm. It should take 2.5 to 3 additional turns of the special tool to fully push the tensioner rod back into the auto
tensioner. Again, if this specification is not met, repeat steps
11 through 15 and retest.
The AERA Technical Committee | |
INTERFERENCE ENGINES | Interference Engines
The AERA Technical Committee would like to offer the following information on engines that present the possibility of interference between pistons and valves. The interference or contact may bend valve(s) when the timing between the camshaft and crankshaft is interrupted. This is generally the result of a timing belt or chain breaking or slipping.
The following list are engines that AERA is currently aware of that have exhibited interference. There may be other engines that are not listed below that have the possibility of piston to valve contact. If the engine you are working on is not listed, do not assume that it is a freewheeling design. It is suggested to add to this listing as additional information is obtained.
ACURA
1986-89 1.6L Integra
1991-95 1.7L Integra
1990-95 1.8L Integra
1986-89 2.5L Legend
1992-94 2.5L Vigor
1986-89 2.7L Legend
1990 2.7L Legend
1991-95 3.0L NSX
1991-95 3.2L Legend
AUDI
1970-93 All Except 1970-77
1.9L & 1970-73 1.8L
BMW
1987-95 2.5L 325I 525I
1994-95 4.0L 740I
CHRYSLER
1993-95 1.5L Colt
1987-88 1.5L Colt
1992-95 1.5L Eagle Summit
1987-88 1.6L Colt
1989-92 1.6L Eagle Summit
1994-98 2.0L Neon Stratus
1990-95 2.0L Eagle Talon
DAIHATSU
1988-92 1.0L Charade
1988-92 1.3L Charade
1990-92 1.6L Rocky
FIAT
1974-79 1.3L 128 Series
1979-82 1.5L Stranda
1974-78 1.6L 124 Series
1974-78 1.8L 124 Series
1974-78 1.8L 131 Series, Brava
1979-82 2.0L Brava, Spider
FORD
1981-85 1.6L Escort, EXP
1981-83 1.6L LN7, Lynx
1984-85 2.0L Escort, Tempo
1993-95 2.0L Probe
1986-88 2.0L Ranger
1984-87 2.0L Lynx, Topaz Diesel
1985 2.2L Ranger
1989-92 2.2L Probe
1986-88 2.3L Ranger
1986-87 2.3L Diesel Ranger
1991-98 4.6L Crown Victoria
GM
1986-95 1.0L Geo Metro
1989-91 1.0L Firefly (CANADA)
1985-88 1.5L Sunburst (CANADA)
1985-89 1.5L Spectrum
1990-93 1.6L Prizm, Storm
1981-84 1.8L Diesel (CANADA)
1982-86 1.8L Buick Skyhawk
1990-98 1.9L Saturn
1987-88 2.0L Buick Skyhawk
1988-95 2.3L Quad Four
1985-87 3.0L Buick
1979-95 3.8L Buick
HONDA
1986-87 1.0L Prelude
1973-78 1.2L All
1973-78 1.3L All
1980-84 1.3L All
1973-78 1.5L All
1985-89 1.5L Civic
1988-95 1.5L Civic, CRX
1993-95 1.5L Civic Del Sol
1979-84 1.5L All
1985-87 1.5L CRX
1993-95 1.6L Civic Del Sol
1973-78 1.6L All
1980-82 1.6L All
1988-95 1.6L Civic, CRX
1984-87 1.8L Prelude, Accord
1979-83 1.8L All
1986-91 2.0L Prelude
1990-91 2.1L Prelude
1990-95 2.2L Prelude, Accord
1992-95 2.2L Prelude
1995 2.7L Accord
HYUNDAI
1984-95 1.5L Excel Scoupe
1995-98 1.5L Accent
1992-95 1.6L Elantra
1993-95 1.8L Elantra
1992-95 2.0L Sonata
1989-91 2.4L Sonata
1990-95 3.0L Sonata
INFINITI
1990-92 3.0L M30
ISUZU
1987-89 1.5L I-Mark
1990-93 1.6L Stylus Impulse
1987-89 2.0L Impulse
1981-87 2.2L Diesel Truck
1986-95 2.3L Truck Trooper
1988-95 2.6L Truck Rodeo Amigo
1991-96 3.2L Trooper Rodeo Amigo
KIA
1995 2.0L Sportage
MAZDA
1984-85 2.0L 626
1988-92 2.2L 626 MX6
1989-93 2.2L Pickup
1988-95 3.0L 929 MPV
MITSUBISHI
1985-95 1.5L Mirage Precise
1990-92 1.6L Mirage
1989-95 2.0L Galant Eclipse
1983-86 2.3L Diesel Pickup
1994-95 2.4L Galant
NISSAN
1982 1.5L Centra
1983-88 1.6L Sentra Pulsar
1987-89 1.8L Pulsar
1982-89 2.0L Stanza 300ZX
1984-95 3.0L Maxima 300ZX Pathfinder
PORSCHE
1976-83 2.0L 924
1976-89 2.5L 944 Series
1989 2.7L 944 Series
1989-91 3.0L 944 Series
1976-83 4.5L 928
1984 4.7L 928
1985-91 5.0L 928
1992-95 5.4L 928
SUZUKI
1985-94 1.3L Samurai Sidekick
1989-94 1.3L Swift
TOYOTA
1986-95 1.5L Tercel
1981-83 2.2L Pickup
1984-87 2.4L Pickup
1982-88 2.8L Celica Cressida
1987-94 3.0L 4-Runner
VOLKSWAGEN
1976-91 All Except 1.9 2.1L Engine
1990-92 1.6L Golf (CANADA) Jetta
1990-95 2.0L GTI Jetta GLI Passat
VOLVO
1991 2.3L Coupe 940
1986-94 2.3L 240 740 940
The AERA Technical Committee | |
CAMSHAFT & CYLINDER HEAD CAUTION FOR 2.0 & 2.4L ENGINES | Camshaft & Cylinder Head Caution For
1995-2001 Chrysler 2.0 & 2.4L VIN C, Y, B & X Engines
The AERA Technical Committee offers the following information regarding a camshaft & cylinder head caution on 1995-2001 Chrysler 2.0L & 2.4L VIN C, Y, B & X engines. These engines all use two camshafts (DOHC) per engine. There have been several part number suppressions already and changes may have occurred since this publication. It cannot be over emphasized how important it is to keep both camshafts with the head before and after disassembly. It is suggested to mark the components for the year and application they came out of.
NON Neon camshaft 2.4L: intake duration of 232°/.324 lift & exhaust duration of 240°/.256 lift looks like some 2.4L cams are cast with 532 in them and a Green color ID.
Neon camshaft 2.0L intake duration of 219.2°/.344 lift & exhaust duration 219°/.314 lift. The Neon 2.0L cams 0727-674 and 0777-676 both have a Red color ID ring around the middle.
Currently, there are two different head castings with the same number with a different port layout between the two heads. There are also three different pair of camshafts used that will physically fit into either heads. In some instances, technicians have not realized wrong components until bolting up manifolds or trying to start the engine.
Year Head Casting # Engine Body VIN Car Model
1995+up 4667086 2.0L PL C Neon
1995+up 4667086 2.4L JA X Stratus, Breeze, Cirrus
1995+up 4667086 2.4L JX X Sebring convertible
1995+up 4667086 2.4L NS B Minivan
1995+up 4667867 2.0L FJ Y Avenger, Sebring Sebring Coupe & Eagle Talon
1995+up Camshafts 2.0L PL Neon
Intake 4667917 superceded to 4777631AA
Exhaust 4667918 superceded to 4777632AA
1995+up Camshafts 2.4L JA Stratus, Breeze, Cirrus
JX Sebring convertible
NS MiniVan
Intake 4621533 superceded to 4777638AA
Exhaust 4621535 superceded to 4777637AA
Caution: Uses valve spring part number 4621530
1995+up 2.0L FJ Avenger, Sebring Coupe, Eagle Talon
Intake 4667673 superceded to 4777629AA
Exhaust 4667675 superceded to 4777630AA
Caution: Uses valve spring part number 4777555
The AERA Technical Committee | |
NEW CYLINDER LINER O-RINGS | New Cylinder Liner O-Ring Seals On
Cummins NH/NT 6 Cylinder Engines
Cummins Engine Company has released new O-ring seals for the cylinder liners in NH/NT 6 cylinder engines. The new seals are made of an EP material and have a smaller diameter cross-section.
The new seal replaces both the old center seal #3008998 and the old lower seal #183049. The new seal carries Cummins part #3032874 and is black in color with one blue dot.
The new O-ring seals are not to be intermixed with the former seals on the same liner. Cylinder liner deformation will result. You can use the former seals and new seals in the same engine as long as they are used in the correct combinations on each liner. The illustration below shows the correct combinations.
The AERA Technical Committee | |
OIL IN COOLANT | Oil in Cooling System on
VW 1.5L & 1.6L Diesel Engines
AERA members have reported instances of engine oil in the cooling system on VW 1.5L diesel engines. According to AERA sources, the problem is related to a crack in the cylinder head bolt hole located near the oil gallery feeding the cylinder head.
The oil feed gallery in the block is located on one side of the center head bolt hole and a coolant jacket is on the opposite side of the bolt hole. Pressurized engine oil is diverted through a slot in the head gasket and is feed up the side of the head bolt to the cylinder head. The oil also follows the bolt back down to the bottom of the bolt hole. Should the crack in the head bolt hole extend to the coolant jacket, oil can mix with engine coolant.
This problem is generally found on engines equipped with 11mm head bolt holes. Later design engines utilize 12mm head bolts and do not exhibit this defect. At the time of this writing no successful repair procedure is available.
The AERA Technical Committee |
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