gas type CHEVROLET DYNASTY 1993 User Guide

INSTALLATION
(1) Install antenna body and cable from under-
neath fender (Fig. 12). (2) Install gasket, adapter, and cap nut. Tighten
cap nut to 14 N Im (125 in. lbs.) with Antenna Nut
Wrench C-4816. (3) Install antenna mast into antenna body until
sleeve bottoms on antenna body (Fig. 11). (4) Route cable to radio if necessary.
BENCH TEST FOR ANTENNA MALFUNCTION
It is also possible to check short or open circuits
with an ohmmeter or continuity light once the an-
tenna has been removed from the vehicle. (1) Continuity should be present between the tip of
the mast and radio end pin (Fig. 13 and 14).
(2) No continuity should be observed or a very high
resistance of several megohms between the ground
shell of the connector and radio end pin.
(3) Continuity should be observed between the ground
shell of the connector and the mounting hardware.
Wiggle cable over its entire length to reveal inter-
mittent short or open circuits during step 1, 2 and 3.
POWER ANTENNA
OPERATION
The power operated radio antenna (Fig. 15) is a
telescoping type antenna, extended and retracted by a
reversible electric motor. The Automatic Power Antenna is controlled by a
combination of an external relay and limit switches
built into the antenna motor housing. The antenna is
actuated when radio is switched ON and the ignition
switch in ON or ACCESSORY position. The antenna
mast should extend. When the ignition switch or radio
is turned OFF the antenna mast should fully retract
and declutch.
Many antenna problems may be avoided by frequent
cleaning of the antenna mast telescoping sections. Clean
the antenna mast sections with a clean soft cloth.
Before an antenna is removed, the antenna perfor-
mance should be tested to decide if it is a reception
problem or an operational problem. Whenever an operational malfunction occurs, first
verify that the radio antenna wire harness is properly
connected. Check all connectors before starting normal
diagnosis and repair procedures. Refer to Power An-
tenna Electrical Diagnosis Chart (Fig. 16).
Fig. 12 Antenna Mounting
Fig. 11 Removing or Tightening Antenna Cap Nut
Fig. 13 Antenna Bench Test Points
Fig. 14 Antenna Bench Test PointsÐTwo Part
Ä AUDIO SYSTEM 8F - 21

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

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

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 cam-
shaft. ACCESSORY SHAFT: The iron accessory shaft
has two bearing journals and is housed in the for-
ward facing side of the block. A hydrodynamic seal,
installed in an aluminum housing attached to the
block, provides retention, shaft thrust, and oil con-
trol. 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) di-
ameter 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 combus-
tion. 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 en-
gines 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 recipro-
cating forces. INTAKE MANIFOLDS:
All intake manifolds are
aluminum castings, attached to the cylinder head
with eight bolts. N.A. engines use a four branch de-
sign. 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 ac-
cept 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 tur-
bocharged engines exit exhaust gasses through a ma-
chined, 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 cylin-
ders 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 (articu-
lated joint) outlet machined into the turbocharger ex-
haust elbow. ENGINE LUBRICATION: Refer to Group 0 Lu-
brication 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 ac-
cessory shaft. Pressurized oil is then routed through
the main oil gallery, running the length of the cylin-
der block, supplying main and rod bearings with fur-
ther routing (for 2.2L turbo III and 2.5L engines) to
the lower balance shaft assemblies. Pistons are lubri-
cated from directed holes in the connecting rod as-
semblies. Camshaft and valve mechanisms are
lubricated from a full-length cylinder head oil gallery
supplied from the crankcase main oil gallery.
9 - 10 2.2/2.5L ENGINE Ä

OIL PAN
A formed steel oil pan provides lower engine pro-
tection 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 pressur-
ized 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 ad-
ditional 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 cam-
shaft journals. The camshaft journals are partially
slotted to allow a predetermined amount of pressur-
ized 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 arm shafts which feed oil to the lash adjusters. Oil is
feed thru the rocker arms to lubricate the rollers and
the camshaft lobes.
SPLASH LUBRICATION
Oil returning to the pan from pressurized compo-
nents supplies lubrication to the valve stems. Cylinder
bores and wrist pins are splash lubricated from di-
rected 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.
INSTALLATION
(1) Apply Mopar Silicone Rubber Adhesive Sealant
or equivalent at the front seal retainer parting line
(Fig. 3). (2) Install the oil pan side gaskets to the block. Use
heavy grease or Mopar Silicone Rubber Adhesive Seal-
ant or equivalent to hold in place. (3) Apply Mopar Silicone Rubber Adhesive Sealant
or equivalent to ends of new oil pan end seals at
junction of cylinder block pan rail gasket (Fig. 3). (4) Install pan and tighten to (12) M8 screws to 23
N Im (200 in. lbs.) and 1 M6 screws to 12 N Im (105 in.
lbs.).
OIL PUMP SERVICE
OIL PICKUP
(1) Remove screw on pump cover holding oil pick-up
tube to oil pump (Fig. 4). (2) Remove oil pick-up tube. When reinstalling
make sure to use a new O-Ring on pickup tube .
Fig. 3 Sealing, Front and Rear End Seals
9 - 58 2.2/2.5L ENGINE Ä

(3) Oil Pressure: Curb Idle25 kPa (4 psi) mini-
mum 3000 RPM 170-550 kPa (25-80 psi).
OIL FILTER
ANTI-DRAIN BACK VALVE
Installation: Apply liquid (Teflon Type) sealant to
valve-to-block threads (Fig. 16). Tighten assembly to
55 N Im (40 ft. lbs.).
FILTER
CAUTION: When servicing the oil filter (Fig. 16)
avoid deforming the filter can by installing the re-
move/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) Turn counter clockwise to remove.
(2) To install, lubricate new filter gasket. Check
filter mounting surface. The surface must be smooth,
flat and free of debris or old pieces of rubber. Screw
filter on until gasket contacts base. Tighten to 3/4 to
1 turn.
Fig. 12 Oil Pump Cover
Fig. 13 Oil Pressure Relief Valve
Fig. 14 Measuring Inner Rotor Thickness
Fig. 15 Checking Oil Pump PressureÐTypical
Fig. 16 Engine Oil Filter and Antidrain Back Valve
Ä 2.2/2.5L ENGINE 9 - 61

shaped and provides the same spring tension as
longer springs. Valve spring retainers, locks and
seals are conventional.INTAKE MANIFOLD: The aluminum alloy man-
ifold is a cross type with long runners to improve in-
ertia. The runners, attaching below at the cylinder
head, also attach above and support an air plenum.
The air plenum chamber absorbs air pulsations cre-
ated during the suction phase of each cylinder. EXHAUST MANIFOLDS: Both manifolds are a
log style made of ductile cast iron. Exhaust 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 mani-
fold. 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 ro-
tor 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 ver-
tical 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 assem-
bly. Remove insulator. (4) Reverse removal procedure for installation. Re-
fer 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 in-
sulator assembly. (4) Reverse removal procedure for installation. Re-
fer to (Fig. 2) for bolt tightening specifications. (5) Engine mount adjustment, Refer to Engine
Mount Insulator Adjustment of this section.
Fig. 2 Engine Mounting
9 - 68 3.0L ENGINE Ä

CYLINDER HEADS: Cylinder heads incorporate
valve shrouding to create turbulence-producing com-
bustion chambers, described as fast burn. Valve seat
and guides are inserts. A steel flanged composition
type gasket is used between head and block. VALVE COVERS: The covers are sealed with
steel reinforced silicon rubber gaskets. INTAKE MANIFOLD: The intake manifold is a
tuned two-piece semi-permanent mold aluminum casting with individual primary runners leading
from a plenum to the cylinders. The manifold is de-
signed to boost torque in the 3600 rpm range and
contributes to the engine's broad, flat torque curve,
which was desired for excellent engine tractability,
response and usable power output. The intake manifold is also cored with upper level
EGR passages for balanced cylinder to cylinder EGR
distribution. VALVE TRAIN: Valve train design incorporates
the use of hydraulic roller tappets. Rocker arms are
installed on a rocker arm shaft attached to the cylin-
der head with four bolts and retainers. Viton valve
stem seals provide valve sealing. Conventional type
pushrods, retainers and valve stem locks are used.
Unique beehive style valve spring are used with
lightweight retainers for improved high RPM perfor-
mance. EXHAUST MANIFOLDS: Exhaust manifolds are
log type with a crossover and is attached directly to
the cylinder heads.ENGINE MOUNTS
REMOVAL AND INSTALLATION
RIGHT SIDE MOUNT
(1) Remove the right engine mount insulator ver-
tical 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.
Fig. 1 3.3/3.8L V-6 Engine
Fig. 2 Engine Identification
Ä 3.3/3.8L ENGINE 9 - 99

ENGINE LUBRICATION SYSTEM
The lubrication system is a full flow filtration pres-
sure feed type. Oil from the oil pan is pumped by a
internal gear type oil pump directly coupled to the
crankshaft. Its pressure is regulated by a relief valve
located in the Chain Case Cover. The oil is pumped
through an oil filter and feeds a main oil galley.This
oil gallery feeds oil under pressure to the main and
rod bearings, camshaft bearings. Passages in the cyl-
inder block feed oil to the hydraulic lifters and
rocker shaft brackets which feeds the rocker arm piv-
ots (Fig. 1).
OIL PAN SERVICE
REMOVAL
(1) Disconnect negative battery cable, remove en-
gine oil dipstick. (2) Raise vehicle. Drain engine oil.
(3) Remove oil pan screws and remove oil pan.
CLEANING AND INSPECTION
(1) Clean oil pan in solvent and wipe dry with a
clean cloth. Clean all gasket material from mounting
surfaces of pan and block. (2) Inspect oil drain plug and plug hole for stripped
or damaged threads and repair as necessary. Install
a new drain plug gasket. Tighten to 27 N Im (20 ft.
lb.). (3) Inspect oil pan mounting flange for bends or
distortion. Straighten flange if necessary. (4) Clean oil screen and pipe in clean solvent. In-
spect condition of screen.
INSTALLATION
(1) Install oil pick-up tube into Chain Case Cover
tighten screw to 28 N Im (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 N Im (200 in.
lb.).
(5) Lower vehicle and install oil dipstick.
(6) Connect negative battery cable.
(7) Fill crankcase with oil to proper level.
Fig. 1 Engine Oiling System
Fig. 2 Oil Pump Pick-up Tube Service
9 - 122 3.3/3.8L ENGINE Ä

(13) Disconnect articulated exhaust pipe joint from
turbocharger housing. (14) Remove turbocharger coolant inlet line assem-
bly from engine (Fig. 11). (15) Lift turbocharger off manifold mounting studs
and lower assembly down and out of vehicle.
EXHAUST MANIFOLD
REMOVAL
Remove 9 exhaust manifold retaining fasteners and
remove exhaust manifold (Fig. 14).
CLEANING AND INSPECTION
(1) Discard gasket and clean all gasket surfaces of
manifolds and cylinder head. (2) Test manifold gasket surfaces for flatness with
straight edge. Surface must be flat within 0.15 mm
per 300 mm (.006 in. per foot) of manifold length. (3) Inspect manifolds for cracks or distortion. Re-
place manifold if necessary.
EXHAUST MANIFOLD
INSTALLATION
(1) Install new manifold gasket. DO NOT APPLY
SEALER . (2) Set exhaust manifold in place. Tighten retain-
ing nuts and bolt, starting at center and progressing
outward in both directions to 23 N Im (200 in. lbs.)
torque. Repeat this procedure until all fasteners are
at specified torque (Fig. 14).
TURBOCHARGER
INSTALLATION
(1) Position turbocharger on exhaust manifold. Ap-
ply antiseize compound to threads and install the
lower (passenger side) retaining nut (Fig. 12).
Tighten nut to 54 N Im (40 ft. lbs.) torque.
(2) Apply thread sealant to lower (inlet) coolant
line fitting and install fitting into turbocharger hous-
ing (Fig. 11). (3) Install lower coolant line assembly to engine
(Fig. 11). (4) Install oil drain back tube and fitting (with
new gasket) to turbocharger housing (Fig. 13). (5) Install turbocharger to block support bracket
and install screws finger tight (Fig. 13). Tighten
block screw FIRST to 54 N Im (40 ft. lbs.) torque,
then tighten screw to turbocharger housing to 27
N Im (20 ft. lbs.) torque.
(6) Reposition exhaust pipe. Tighten articulated
joint shoulder bolts to 28 N Im (250 in. lbs.) torque.
(7) See Suspension, Group 2, and install right
driveshaft and wheel and tire assembly. Install air
deflector on crossmember. (8) From Above: Install three turbocharger to
manifold retaining nuts. Tighten to 54 N Im (40 ft.
lbs.) torque (Fig. 12). (9) Reconnect Heated Oxygen sensor electrical con-
nection and vacuum lines. (10) Attach oil feed line to turbocharger bearing
housing. Tighten fitting to 14 N Im (125 in. lbs.)
torque (Fig. 12). (11) Install coolant line and tighten fittings to 41
N Im (30 ft. lbs.) torque (Fig. 11).
(12) Install air cleaner support (Fig. 1).
(13) Align front engine mount in crossmember
bracket. Install through bolt and tighten to 54 N Im
(40 ft. lbs.) torque. (14) Install air cleaner assembly (Fig. 1).
(15) Fill cooling system. Refer to Cooling System,
Group 7 for procedure.
INTAKE/EXHAUST MANIFOLD SERVICEÐ3.0L
ENGINE
The intake system has a large air intake plenum of
aluminum alloy and a cross type intake manifold
(Fig. 2).
Fig. 13 Oil Return Tube and Support Bracket
Fig. 14 Exhaust ManifoldÐTurbo III Engine
Ä EXHAUST SYSTEM AND INTAKE MANIFOLD 11 - 13