light CHEVROLET DYNASTY 1993 Service Manual

ENGINE
CONTENTS
page page
2.2/2.5L ENGINES ....................... 8
3.0L ENGINE .......................... 66 3.3/3.8L ENGINE
....................... 98
STANDARD SERVICE PROCEDURES ......... 1
STANDARD SERVICE PROCEDURES INDEX
page page
Crankshaft Sprocket Bolt Access Plug .......... 2
Engine Performance ....................... 2
Form-In-Place Gaskets ..................... 1
Honing Cylinder Bores ..................... 2
Hydrostatic Locked Engine .................. 5 Lash Adjuster (Tappet) Noise Diagnosis
........ 4
Measuring Main Bearing Clearance and Connecting Rod Bearing Clearance ................... 3
Repair of Damaged or Worn Threads .......... 4
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 ob-
taining 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 spill-
over which can break off and obstruct fluid feed
lines. A continuous bead of the proper width is essen-
tial to obtain a leak-free joint. Two types of form-in-place gasket materials are
used in the engine area. Mopar Silicone Rubber Ad-
hesive Sealant and anaerobic gasket materials, each
have different properties and cannot be used inter-
changeably.
MOPAR SILICONE RUBBER ADHESIVE SEALANT
Mopar Silicone Rubber Adhesive Sealant or equiv-
alent, 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 metal-
lic surfaces. It will not cure if left in the uncovered tube. It is normally red in color. The anaerobic ma-
terial is for use between two machined surfaces. Do
not used on flexible metal flanges.
GASKET DISASSEMBLY
Parts assembled with form-in-place gaskets may be
disassembled without unusual effort. In some in-
stances, 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 re-
moving all loose material. Inspect stamped parts to
assure gasket rails are flat. Flatten rails with a ham-
mer 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 re-
quires care but it's easier then using precut gaskets. MOPAR Gasket Maker material should be applied
sparingly 1mm(0.040 inch.) diameter or less of seal-
ant 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 smear-
ing the material off location.
Ä ENGINE 9 - 1

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 min-
utes). The usage of a locating dowel is recommended
during assembly to prevent smearing of material off
location.
CRANKSHAFT SPROCKET BOLT ACCESS PLUG
An Access plug is located in the right inner fender
shield. Remove the plug and insert proper size
socket, extension and rachet, when crankshaft rota-
tion is necessary.
ENGINE PERFORMANCE
If a loss of performance is noticed, ignition timing
should be checked. If ignition timing is retarded by
9, 18 or 27É indicating 1, 2 or 3 (timing belt or chain)
teeth may have skipped, then, camshaft and acces-
sory 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 ve-
hicle 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 specifica-
tions. (3) Perform cylinder compression test.(a) Check engine oil level and add oil if neces-
sary. (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 ac-
celerate 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 se-
cure to good ground to prevent a spark from start- 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 un-
less 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 Electri-
cal Section Group 8. (6) Inspect the primary wire. Test coil output volt-
age, primary and secondary resistance. Replace parts
as necessary. Refer to Ignition System and make nec-
essary 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 refer-
ring to Accessory Belt Drive in Cooling System, Group
7 for proper adjustments. (12) Road test vehicle as a final test.
HONING CYLINDER BORES
Before honing, stuff plenty of clean shop towels
under the bores, over the crankshaft to keep abrasive
materials from entering crankcase area. (1) Used carefully, the cylinder bore resizing hone
C-823 equipped with 220 grit stones, is the best tool for
this job. In addition to deglazing, it will reduce taper
and out-of-round as well as removing light
9 - 2 ENGINE Ä

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 satisfac-
tory 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 intersectat 50-60 degrees, the
cross hatch angle is most satisfactory for proper seat-
ing of rings (Fig. 1).
(4) A controlled hone motor speed between 200-300
RPM is necessary to obtain the proper cross-hatch
angle. The number of up and down strokes per minute
can be regulated to get the desired 50-60 degree angle.
Faster up and down strokes increase the cross-hatch
angle. (5) After honing, it is necessary that the block be
cleaned again to remove all traces of abrasive.
CAUTION: Be sure all abrasive are removed from
engine parts after honing. It is recommended that a
solution of soap and hot water be used with a brush
and the parts then thoroughly dried. The bore can be
considered clean when it can be wiped clean with a
white cloth and cloth remains clean. Oil the bores
after cleaning to prevent rusting.
MEASURING MAIN BEARING CLEARANCE AND
CONNECTING ROD BEARING CLEARANCE
PLASTIGAGE METHOD
Engine crankshaft bearing clearances can be deter-
mined by use of Plastigage or equivalent. The follow-
ing is the recommended procedure for the use of
Plastigage: (1) Remove oil film from surface to be checked.
Plastigage is soluble in oil. (2) The total clearance of the main bearingscan
only be determined by removing the weight of the
crankshaft. This can be accomplished by either of
two methods: PREFERRED METHOD Ð Shimming the bear-
ings adjacent to the bearing to be checked in order to
remove the clearance between upper bearing shell
and the crankshaft. This can be accomplished by
placing a minimum of 0.254mm (.010 inch) shim (e.
g. cardboard, matchbook cover, etc.) between the
bearing shell and the bearing cap on the adjacent
bearings and snugging bolts to 14-20 N Im (10-15
ft.lb.)
² When checking #1 main brg shim #2 main brg
²
When checking #2 main brg shim # 1 & 3 main brg
²When checking #3 main brg shim #2 & 4 main brg
²When checking #4 main brg shim #3 & 5 main brg
²When checking #5 main brg shim #4 main brg
Fig. 2 Plastigage Placed in Lower Shell
Fig. 3 Clearance Measurement
Fig. 1 Cylinder Bore Cross-Hatch Pattern
Ä ENGINE 9 - 3

Flexible fuel vehicles can operate on a mixture of
up to 85 percent methanol, 15 percent unleaded gas-
oline. These vehicles also operate on mixtures con-
taining a lower percentage of methanol or just pure
unleaded gasoline. Engine components which are required for safe op-
eration using fuel containing methanol alcohol are
identified by a standard green color and/or display
the statement methanol compatible imprinted on the
component. To ensure continued safe operation, these
components must be serviced only with genuine MO-
PAR replacement parts. Methanol compatible parts for the 2.5L FFV (Flex-
ible Fuel Vehicle) engine include, but are not limited
to; the valve stem oil seals, all piston rings, the oil
fill cap, the fuel injectors, fuel rail, fuel pressure reg-
ulator, hoses and the vacuum control harness hose. BLOCK: All four cylinder cast iron blocks have
cast-in recesses in the bottom of each cylinder bore to
provide connecting rod clearance; especially needed
for 2.5L engines. The bores are also siamese to min-
imize engine length. A coolant passage is drilled
cross-ways through the siamese section to enhance
between the bore cooling on some engine types. A
partial open deck is used for cooling and weight re-
duction with oil filter, water pump, and distributor
mounting bosses molded into the front (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 is
used in TBI engines. A forged steel crankshaft is
used in the Turbo III engine. All engines have 5 main bearings, with number 3 flanged to control
thrust. The 60 mm diameter main and 50 mm diam-
eter crank pin journals (all) have undercut radiuses
fillets that are deep rolled for added strength. To op-
timize 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 mo-
tive power; via timing belt to the camshaft and inter-
mediate 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 at-
tach forged steel connecting rods, 2.2L turbo III en-
gine uses a full floating piston pin and connecting
rod assembly. PISTONS RINGS: The 2.2/2.5L engines share
common piston rings throughout, including molybde-
num filled top ring for reliable compression sealing
and a tapered faced intermediate ring for additional
cylinder pressure control. The 2.5L FFV engine fea-
ture all chrome rings for enhanced long term dura-
bility under multi-fueled conditions. CYLINDER HEAD: The cylinder head is cast alu-
minum 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 to-
ward 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 effi-
ciency. 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-
Fig. 1 Engine Identification
Ä 2.2/2.5L ENGINE 9 - 9

(5) Remove screws holding cover to cylinder block.
(6) Remove both halves of timing belt cover and
lay aside (Fig. 4) (7) Place a jack under engine.
(8) Separate right engine mount (Fig. 5) and raise
engine slightly. (9) Loosen timing belt tensioner screw (Fig. 6) and
remove timing belt.
SERVICING FRONT OIL SEALSÐREPLACEMENT
(1) With timing belt removed, remove crankshaft
sprocket bolt. (2) Remove crankshaft sprocket using Special Tool
C-4685, Insert and 5.9 inch long screw (Fig. 7). (3) Install crankshaft sprocket using plate L-4524,
Thrust Bearing/washer and 5.9 inch long screw (Fig.
7).
Fig. 4 Timing Belt Cover
Fig. 7 Crankshaft SprocketFig. 5 Right Engine Mount
Fig. 6 Remove Timing Belt
Ä 2.2/2.5L ENGINE 9 - 19

CYLINDER HEAD COVER AND CURTAIN
A curtain aiding air/oil separation is installed on
the cylinder head below the cylinder head cover
(Figs. 1 and 2).
REMOVAL
(1) Remove the cylinder head cover bolts (Fig. 2).
(2) Remove cylinder head cover and curtain from
cylinder head. Do not misplace the rubber bumpers
on curtain.
CLEANING
Before installation, clean cylinder head and cover
mating surfaces. Make certain the rails are flat.
CURTAIN INSTALLATION
Install curtain manifold side first with cutouts over
cam towers and contacting cylinder head floor, then
press opposite distributor side into position below cyl-
inder head rail. Curtain is retained in position with rubber
bumpers (Fig. 1).
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 Ad-
hesive Sealant or equivalent gasket material to cyl-
inder 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 N Im (105 in.lbs.) torque.
CYLINDER HEAD COMPONENTSÐIN-VEHICLE
SERVICE
Removal and installation of cylinder head or cam-
shaft require separation of camshaft timing sprocket
from camshaft. To maintain camshaft, intermediate
shaft, and crankshaft timing during service proce-
dures, the timing belt is left indexed on the sprocket
while the assembly is suspended under light tension
(Fig. 4). When removing the sprocket from the camshaft,
you must maintain adequate tension on the sprocket
and belt assembly to prevent the belt from disengag-
ing with the intermediate or crankshaft timing
sprockets. Refer to Timing System and Seals for re-Fig. 2 Cylinder Head Cover and Curtain
Fig. 3 Cylinder Head Valve Cover Rail SealingFig. 4 Suspending Camshaft Sprocket
Ä 2.2/2.5L ENGINE 9 - 23

(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.
REFACING VALVES AND VALVE SEATS (1) The intake and exhaust valve seats and valve
face have a 45 degree angle.
(2) Inspect the remaining margin after the valves are
refaced (Fig. 23). Exhaust valves with less than
1.191mm (3/64 inch) margin and intake valves with less
than .794mm (1/32 inch) margin should be discarded. (3) When refacing valve seats, it is important that
the correct size valve guide pilot be used for reseating
stones. A true and complete surface must be obtained.
(4) Measure the concentricity of valve seat using a
valve seat dial indicator. Total runout should not ex-
ceed. 051mm (.002 inch) (total indicator reading).
(5) Inspect the valve seat with Prussian blue to deter-
mine 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 degrees stone.
² Intake valve seat diameter 40.45mm (1.593 inch)
² Exhaust valve seat diameter 34.84mm (1.371 inch)
Valve seats which are worn or burned can be re-
worked, provided that correct angle and seat width are
maintained. Otherwise cylinder head must be replaced.
(6) When seat is properly positioned the width of
intake seats should be 1.75 to 2.25mm (0.69 to .088
inch) The width of the exhaust seats should be 1.50
to 2.00mm (.059 to .078 inch) (Fig. 24 Dimension 1).
(7) Check valve tip to spring seat dimensions after
grinding the valve seats or faces. Grind valve tip to get
49.76 to 51.04mm (1.960 to 2.009 inch) over spring seat
when installed in the head (Fig. 25). The valve tip di-
ameter should be no less than 7.0mm (0.275 inch), if
necessary, the tip chamfer should be reground to pre-
vent seal damage when the valve is installed.
Fig. 21 Intake and Exhaust Valves
Fig. 22 Valve Dimensions
Fig. 23 Refacing Intake and Exhaust Valves
Fig. 24 Refacing Valve Seats
Ä 2.2/2.5L ENGINE 9 - 29

REFACING VALVES AND VALVE SEATS
(1) The intake and exhaust valve seats and valve
face have a 45 degree angle. (2) Inspect the remaining margin after the valves
are refaced (Fig. 11). Exhaust valves with less than
1.07mm (3/64 inch) margin and intake valves with
less than 1.06mm (3/64 inch) margin should be dis-
carded. (3) When refacing valve seats, it is important that
the correct size valve guide pilot be used for reseat-
ing stones. A true and complete surface must be ob-
tained. (4) Measure the concentricity of valve seat using a
valve seat dial indicator. Total runout should not ex-
ceed. 0.1 mm (.004 inch) (total indicator reading). (5) Inspect the valve seat with Prussian blue to de-
termine where the valve contacts the seat. To do
this,coat valve seat LIGHTLYwith 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 trans-
ferred 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 degrees stone.
² Intake valve seat diameter 34.0mm (1.338 inch)
² Exhaust valve seat diameter 29.4mm (1.157 inch) Valve seats which are worn or burned can be re-
worked, provided that correct angle and seat width
are maintained. Otherwise cylinder head must be re-
placed. (6) When seat is properly positioned the width of
intake seats should be 1.87mm (0.73 inch) The width
of the exhaust seats should be 2.00mm (.078 inch)
(Fig. 16 Dimension 1). (7) Check valve tip to spring seat dimensions A af-
ter grinding the valve seats or faces. Grind valve tip
to give 55.62 to 55.88 mm (2.190 to 2.200 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. (8) Check the valve spring installed height B after
refacing the valve and seat (Fig. 17). 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).
Fig. 13 Measuring Valve Guides
Fig. 14 Valve Dimensions
Fig. 15 Refacing Intake and Exhaust Valves
Fig. 16 Refacing Valve Seats
Ä 2.2/2.5L ENGINE 9 - 39

CRANKSHAFT OIL SEALS SERVICE
(1) Pry out rear seal with screwdriver. Be careful
not to nick or damage crankshaft flange seal surface
or retainer bore (Fig. 2).
(2) Place Special Tool C-4681 on crankshaft (Fig.
3). (3) Lightly coat seal O.D. with Loctite Stud N'
Bearing Mount or equivalent. (4) Place seal over Tool C-4681 and tap in place
with a plastic hammer.
REAR CRANKSHAFT SEAL RETAINER AND OIL SEAL
When retainer removal is required, use Mopar Gas-
ket Maker applied as shown in (Fig. 4) to provide re-
tainer to block sealing during re-installation.
FRONT CRANKSHAFT SEAL RETAINER
See Timing System and Seals Section for timing
belt covers, belt, crankshaft sprocket and oil seals re-
moval and installation. (1) Remove retainer screws (Fig. 5). For reassembly Mopar Gasket Maker is applied to
the retainer as shown in (Fig. 6). This material cures
in the absence of air providing retainer to block seal-
ing. (2) Install retainer and tighten screws to 12 N Im
(105 in. lbs.).
Fig. 2 Removing Rear Crankshaft Oil Seal
Fig. 3 Installing Rear Crankshaft Oil Seal
Fig. 4 Rear Crankshaft Seal Retainer Sealing
Fig. 5 Front Crankshaft Oil Seal Retainer
Fig. 6 Front Crankshaft Seal Retainer Sealing
9 - 42 2.2/2.5L ENGINE Ä

CRANKSHAFT SERVICE
CRANKSHAFT MAIN BEARINGS
Bearing caps are not interchangeable and should
be marked at removal to insure correct assembly.
Upper and lower bearing halves are NOT inter-
changeable. Lower main bearing halves of 1, 2, 4 and
5 are interchangeable. Upper main bearing halves of
1, 2, 4 and 5 are interchangeable (Fig. 7).
CRANKSHAFT MAIN JOURNALS
The crankshaft journals should be checked for ex-
cessive wear, taper and scoring. 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 Num-
ber 3 main bearing. Do NOT nick crank pin or bear-
ing 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 pol-
ish after any journal regrind be in the same direc-
tion as normal rotation in the engine.
Upper and lower Number 3 bearing halves are
flanged to carry the crankshaft thrust loads and are
NOT interchangeable with any other bearing halves
in the engine (Fig. 7). All bearing cap bolts removed
during service procedures are to be cleaned and oiled
before installation. Bearing shells are available in
standard and the following undersized: 0.025mm
(.001 inch), .051mm (.002 inch), .076mm (.003 inch),
.254mm (.010 inch), and .305mm (.012 inch). Never
install an undersize bearing that will reduce clear-
ance below specifications.
MAIN BEARING SERVICEÐCRANKSHAFT NOT REMOVED
REMOVAL
(1) Remove oil pan and identify bearing caps before
removal. (2) Remove bearing caps one at a time. Remove
upper half of bearing by inserting Special Main Bear-
ing Tool C-3059 (Fig. 8) into the oil hole of crankshaft. (3) Slowly rotate crankshaft clockwise, forcing out
upper half of bearing shell.
INSTALLATION Only one main bearing should be selectively
fitted while all other main bearing caps are prop-
erly 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 slid-
ing 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 bearingFig. 7 Main Bearing Identification
Fig. 8 Removing and Installing Upper Main Bearing With Special Tool C-3059
Ä 2.2/2.5L ENGINE 9 - 43