change time CHEVROLET DYNASTY 1993 Owner's Manual

WINDSHIELD WIPER AND WASHER SYSTEMS
CONTENTS
page page
GENERAL WIPER INFORMATION ........... 1
INTERMITTENT WINDSHIELD WIPER MOTOR AND SWITCH SERVICE PROCEDURES .... 12
WINDSHIELD WASHERS ................. 17 WINDSHIELD WIPER BLADE AND ARM SERVICE
PROCEDURES ......................... 1
WINDSHIELD WIPER MOTOR AND LINKAGE ASSEMBLY SERVICE PROCEDURES ....... 3
GENERAL WIPER INFORMATION
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAG, SEE GROUP 8M, RESTRAINT SYSTEMS FOR
STEERING WHEEL OR COLUMN REMOVAL PROCE-
DURES.
The windshield wipers can be operated with the
windshield wiper switch only when the ignition
switch is in the ACCESSORY or IGNITION position.
A fuse, located in the fuse block, protects the cir-
cuitry of the wiper system and the vehicle. The wiper motor has permanent magnet fields. The speeds are determined by current flow to the appro-
priate set of brushes. The intermittent wipe system, in addition to low
and high speed, has a delay mode. The delay mode
has a range of 2 to 15 seconds. This is accomplished
by a variable resistor in the wiper switch and is con-
trolled electrically by a relay. The wiper system completes the wipe cycle when
the switch is turned OFF. The blades park in the
lowest portion of the wipe pattern.
WINDSHIELD WIPER BLADE AND ARM SERVICE PROCEDURES
WIPER BLADES
Wiper blades, exposed to the weather for a long pe-
riod of time, tend to lose their wiping effectiveness.
Periodic cleaning of the wiper blade is suggested to
remove the accumulation of salt and road film. The
wiper blades, arms, and windshield should be cleaned
with a sponge or cloth and a mild detergent or nona-
brasive cleaner. If the blades continue to streak or
smear, they should be replaced.
WIPER BLADE ELEMENT CHANGE
(1) Turn wiper switch ON, position blades to a con-
venient place by turning the ignition switch ON and
OFF. (2) Lift wiper arm to raise blade off glass.
(3) Remove blade assembly from arm by inserting
a small screwdriver blade into release slot of wiper
blade and push downward (Fig. 1 and 2), or push re-
lease button (2). (4) To remove wiping element from blade assem-
bly:
² Place blade assembly on a working surface
² Apply pressure backwards to open up the blade as-
sembly (Fig. 3)
² By pushing downward and pulling away remove
the wiping element, or lift tab on one end links and
squeeze link to remove from center bridge.
Fig. 1 Wiper Blade and Element
Fig. 2 Blade Assembly from Arm
Ä WINDSHIELD WIPER AND WASHER SYSTEMS 8K - 1

RESTRAINT SYSTEMS
CONTENTS
page page
AIR BAG MODULE ....................... 4
AIR BAG SERVICE AND TEST PROCEDURES . 1
AIR BAG SYSTEM CHECK ................. 3
AIR BAG SYSTEM DIAGNOSTIC MODULE (ASDM) .............................. 5
CLOCKSPRING .......................... 6
CLOCKSPRING CENTERING PROCEDURE .... 6 GENERAL INFORMATION
.................. 1
LEFT FRONT IMPACT SENSOR ............. 4
RIGHT FRONT IMPACT SENSOR ........... 5
SCHEDULED MAINTENANCE INSPECTION .... 3
STEERING COLUMN SWITCHES ............ 7
STEERING WHEEL ....................... 7
AIR BAG SERVICE AND TEST PROCEDURES
WARNING: THIS SYSTEM IS A SENSITIVE, COM-
PLEX ELECTRO-MECHANICAL UNIT. BEFORE AT-
TEMPTING TO DIAGNOSE, REMOVE OR INSTALL
THE AIR BAG SYSTEM COMPONENTS, YOU MUST
FIRST DISCONNECT AND ISOLATE THE NEGATIVE
(GROUND) BATTERY CABLE. FAILURE TO DO SO
COULD RESULT IN ACCIDENTAL DEPLOYMENT
AND POSSIBLE PERSONAL INJURY. WHEN AN UNDEPLOYED AIR BAG ASSEMBLY
IS TO BE REMOVED FROM THE STEERING
WHEEL, DISCONNECT BATTERY GROUND CA-
BLE AND ISOLATE. ALLOW SYSTEM CAPACI-
TOR TO DISCHARGE FOR TWO MINUTES THEN
BEGIN AIR BAG SYSTEM COMPONENT RE-
MOVAL. Vehicles equipped with a Air Bag System must be
inspected every three years or 30,000 miles / 48,000
Km. To inspect system use Passive Restraint System
Diagnostic Procedures Manual. If the Air Bag Module Assembly is defective and
non-deployed, refer to Chrysler Motors current re-
turn list for proper handling procedures.
WARNING: REPLACE AIR BAG SYSTEM COMPO-
NENTS WITH CHRYSLER MOPAR TSPECIFIED RE-
PLACEMENT PARTS. SUBSTITUTE PARTS MAY
VISUALLY APPEAR INTERCHANGEABLE, BUT IN-
TERNAL DIFFERENCES MAY RESULT IN INFERIOR
OCCUPANT PROTECTION.
THE FASTENERS, SCREWS, AND BOLTS, ORIG-
INALLY USED FOR THE AIR BAG COMPO-
NENTS, HAVE SPECIAL COATINGS AND ARE
SPECIFICALLY DESIGNED FOR THE AIR BAG
SYSTEM. THEY MUST NEVER BE REPLACED
WITH ANY SUBSTITUTES. ANYTIME A NEW
FASTENER IS NEEDED, REPLACE WITH THE CORRECT FASTENERS PROVIDED IN THE SER-
VICE PACKAGE OR FASTENERS LISTED IN THE
PARTS BOOKS.
GENERAL INFORMATION
AIR BAG MODULE
The air bag module is the most visible part of the
system (Fig 1). It contains the air bag cushion and
its supporting components. The air bag module con-
tains a housing to which the cushion and inflator are
attached and sealed.
The inflator assembly is mounted to the back of the
module housing. When supplied with the proper elec-
trical signal the inflator assembly will produce a gas
and discharges it directly into the cushion. A protec-
tive cover is fitted to the front of the air bag module
and forms a decorative cover in the center of the
steering wheel. The air bag module is mounted di-
rectly to the steering wheel.
Fig. 1 Air Bag Passive Restraint System
Ä RESTRAINT SYSTEMS 8M - 1

(6) Steps (3, 4 or 5) above will confirm system op-
eration. Indicator light illumination means that
there is power available at the output of the relay
only, and does not necessarily verify system opera-
tion. (7) If turning the switch ON produced no distinct
current draw on the ammeter the problem should be
isolated in the following manner: (a) Confirm the ignition switch is ON.
(b) Ensure that the heated rear glass feed wire is
connected to the terminal or pigtail and that the
ground wire is in fact grounded. (c) Ensure that the fusible link and control cir-
cuit fuse is operational and all electrical connec-
tions are secure.
(8) When the above steps have been completed and
the system is still inoperative, one or more of the fol-
lowing is defective: (a) Control switch/timer relay module.
(b) All rear window grid lines would have to be
broken or one of the feed wires are not connected
for the system to be inoperative.
(9) If turning the switch ON produces severe volt-
meter deflection, the circuit should be closely
checked for a shorting condition. (10) If the system operation has been verified but
indicator lamp does not light, replace the switch. (11) For detailed wiring information, refer to group
8W, Wiring Diagrams.
GRID TEST
The horizontal grid lines and vertical bus bar lines
printed and fired on inside surface of rear window
glass (Fig. 2) comprise an electrical parallel circuit.
The electrically conductive lines are composed of a
silver-ceramic material which when fired on glass be-
comes bonded to the glass and is highly resistant to
abrasion. It is possible, however, that a break may
occur in an individual grid line resulting in no cur-
rent flow through the line. To detect breaks in grid
lines the following procedure is required: (1) Turn ignition ON and turn control switch to
ON. The indicator light should come on. (2) Using a DC voltmeter with 0-15 volt range,
contact terminal B with negative lead of voltmeter.
With positive lead of voltmeter, contact terminal A
(Fig. 2). The voltmeter should read 10-14 volts. A
lower voltage reading indicates a poor ground con-
nection. (3) With negative lead of voltmeter, contact a good
body ground point. The voltage reading should not
change. (4) Connect negative lead of voltmeter to terminal
B and touch each grid line at Mid-Point with Posi-
tive lead. A reading of approximately 6 volts indi-
cates a line is good. A reading of 0 volts indicates a
break in line between Mid-Point C and terminal A.
A reading of 10-14 volts indicates a break between Mid-Point C and terminal B. Move toward break and
voltage will change as soon as break is crossed (Figs.
2 and 3).
CONTROL SWITCH/TIMER RELAY MODULE TEST
Control switch/timer relay module may be tested
in-vehicle or bench tested. In vehicle testing is ac-
complished in the following manner: (1) Remove the switch, relay assembly from the in-
strument panel or console, see Group 8E, Instrument
Panel and leave the switch connector plugged in. (2) Turn ignition ON.
(3) Using a DC voltmeter, with 0-15 range, check
voltage at terminals B, I and L. (Figs. 3 and 4). Ter-
minals B and I should confirm a voltage of 10 to 14
volts to ground when the ON switch is pressed. Ter-
minal L should confirm voltage to ground. When ter-
minals B and I show no voltage, trace circuit
upstream of switch/relay module for problem (wiring
cut, fusible link or circuit breaker inoperative, bulk-
head connector not operative, etc.) If terminal L in-
dicates voltage, place switch in Off position. If
voltage at L is still indicated or indicator lamp re-
mains on, the switch/relay module should be re-
placed. (4) If the relay checks out to this point, momen-
tarily operate switch to ON position. The indicator
lamp should come on and remain on for approxi-
mately 10 minutes. Terminal L should confirm volt-
age. If the indicator lamp fails to light or voltage at
terminal L is not confirmed the switch/relay module
should be replaced.
Fig. 3 Systems Electrical Circuit
8N - 2 REAR WINDOW DEFOGGER Ä

(2) The headlamps and parking lamps should turn
ON for about five seconds.
² AUTO MIRROR LED
² DARK LED
² AUTO LAMP LED
² The LED indicators blink for about 5 seconds.
² If the three indicators continue to blink consider-
ably longer than 5 seconds, then the mirror assembly
is defective. (3) The mirror should change to dim state.(a) Place shift selector in reverse (R), with igni-
tion switch ON:
² AUTO MIRROR LED indicator ON
² DARK LED indicator flashing
² Lasting about 15 seconds
(b) The mirror should slowly change to bright
state. (c) If the ignition is not turned OFF within the
15 second time period, the mirror will reset to its
previous setting.
The previous conditions are OK, the mirror is op-
erating properly. If not OK, continue with voltage tests below.
VOLTAGE TEST
To test for voltage insert voltmeter probe into wire
end of connector to contact terminal. Pin 1 ignition voltage (a) Ignition switch OFF, zero volts.
(b) Ignition switch ON, battery voltage.
Pin 2 battery voltage (a) Battery voltage at all times.
(b) No voltage, check 15 amp. fuse.
Pin 3 Ground (a) Continuity to ground.
(b) No voltage
Pin 4 Reverse over-ride (a) Ignition OFF, zero voltage.
(b) Ignition ON shift selector in Reverse (R), bat-
tery voltage. (c) Ignition ON shift selector in any position
other than Reverse (R), zero voltage.
Pin 5 Headlamp relay (a) Battery voltage at all times from headlamp
relay. (b) No battery voltage, test headlamp relay.
Pin 6 Park lamp relay (a) Ignition switch ON, battery voltage feed from
park lamp relay. (b) Ignition switch OFF, zero voltage.
(c) Ignition ON, No battery voltage test park
lamp relay.
If Voltage Test are OK, replace mirror assembly.
If not OK, refer to Wiring Diagrams manual.
8T - 8 POWER MIRRORS Ä

REMOVE ALL SHIMS BEFORE REASSEM-
BLING ENGINE ALTERNATIVE METHOD Ð With the weight of
the crankshaft being supported by a jack under the
counterweight adjacent to the bearing being checked. (3) Place a piece of Plastigage across the entire
width of the bearing shell in the cap approximately
6.35 mm (1/4 inch) off center and away from the oil
holes (Fig. 2). (In addition, suspect areas can be
checked by placing the Plastigage in the suspect area).
Torque the bearing cap bolts of the bearing being
checked to the proper specifications. (4) Remove the bearing cap and compare the width
of the flattened Plastigage (Fig. 3) with the metric scale
provided on the package. Locate the band closest to the
same width. This band shows the amount of clearance
in thousandths of a millimeter. Differences in readings
between the ends indicate the amount of taper present.
Record all readings taken. Refer to Engine Specifica-
tions. Plastic-Gage generally is accompanied by
two scales. One scale is in inches, the other is a
metric scale. (5) Plastigage is available in a variety of clearance
ranges. The 0.025-0.076mm (.001-.003 inch) is usually
the most appropriate for checking engine bearing
proper specifications.
CONNECTING ROD BEARING CLEARANCE
Engine crankshaft bearing clearances can be deter-
mined by use of Plastigage or equivalent. The following
is the recommended procedure for the use of Plasti-
gage: (1) Rotate the crankshaft until the connecting rod to
be checked is at the bottom of its stroke. (2) Remove oil film from surface to be checked.
Plastigage is soluble in oil. (3) Place a piece of Plastigage across the entire
width of the bearing shell in the bearing cap approxi-
mately 6.35 mm (1/4 inch.) off center and away from
the oil hole (Fig. 2). In addition, suspect areas can be
checked by placing plastigage in the suspect area. (4) Before assembling the rod cap with Plastigage in
place, the crankshaft must be rotated until the con-
necting being checked starts moving toward the top of
the engine. Only then should the cap be assembled and
torqued to specifications. Do not rotate the crank-
shaft while assembling the cap or the Plastigage
may be smeared, giving inaccurate results. (5) Remove the bearing cap and compare the width
of the flattened Plastigage (Fig. 3) with the metric
scale provided on the package. Locate the band closest
to the same width. This band shows the amount
of clearance in thousandths of a millimeter. Differences
in readings between the ends indicate the amount
of taper present. Record all readings taken.
Refer to Engine Specifications. Plastigage generally is accompanied by two scales. One scale is in
inches, the other is a metric scale. (6) Plastigage is available in a variety of clearance
ranges. The 0.025-0.076mm (.001-.003 inch) is usually
the most appropriate for checking engine bearing
proper specifications.
LASH ADJUSTER (TAPPET) NOISE DIAGNOSIS
A tappet-like noise may be produced from several
items. Check the following items. (1) Engine oil level too high or too low. This may
cause aerated oil to enter the adjusters and cause them
to be spongy. (2) Insufficient running time after rebuilding cylin-
der head. Low speed running up to 1 hour may be
required. During this time, turn engine off and let set for a few
minutes before restarting. Repeat this several times
after engine has reached normal operating tempera-
ture. (3) Low oil pressure.
(4) The oil restrictor pressed into the vertical oil
passage to the cylinder head of Balance Shaft Engines
Only is plugged with debris. (5) Air ingested into oil due to broken or cracked oil
pump pick up. (6) Worn valve guides.
(7) Rocker arm ears contacting valve spring retainer
(2.2/2.5L engines). (8) Rocker arm loose, adjuster or tappet stuck or at
maximum extension and still leaves lash in the system. (9) Faulty lash adjuster or tappet.(a) Check for sponginess while still installed in
engine. Depress part of rocker arm just over adjuster
or pushrod . Normal adjusters should feel very firm.
Spongy adjusters can be depressed to the bottomed
position easily. (b) Remove suspected lash adjuster or tappet, pry
off retainer cap or snap ring and disassemble. Do
not reuse retainer caps . Do not interchange parts
and make sure that care and cleanliness is exercised
in the handling of parts. (c) Clean out dirt and varnish with solvent.
(d) Reassemble with engine oil.
(e) Check for sponginess.
(f) If still spongy, replace with new adjuster.
REPAIR OF DAMAGED OR WORN THREADS
Damaged or worn threads (including aluminum head
spark plug threads) can be repaired. Essentially, this
repair consists of drilling out worn or damaged
threads, tapping the hole with a special Heli-Coil (or
equivalent) Tap, and installing an insert into the
tapped hole. This brings the hole back to its original
thread size.
9 - 4 ENGINE Ä

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

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

firmly and press down the portion to be installed un-
til side rail is in position. Do not use a piston ring
expander. (Fig. 19).
(3) Install upper side rail first and then the lower
side rail. (4) Install No. 2 piston ring and then No. 1 piston
ring (Fig. 8). (5) Position piston ring end gaps as shown in (Fig.
19). (6) Position oil ring expander gap at least 45É from
the side rail gaps but noton the piston pin center or
on the thrust direction. Staggering ring gap is impor-
tant for oil control.
PISTON AND CONNECTING ROD ASSEMBLY INSTALLATION
(1) Before installing pistons and connecting rod as-
semblies into the bore, besure that compression ring
gaps are staggered so that neither is in line with oil
ring rail gap. (2) Before installing the ring compressor, make
sure the oil ring expander ends are butted and the
rail gaps located as shown in (Fig. 19).
(3) Immerse the piston head and rings in clean en-
gine oil, slide the ring compressor, over the piston and tighten with the special wrench (Fig. 20).
Be sure
position of rings does not change during this
operation .
(4) The valve cut should be toward the manifold side
of the engine (Fig. 21). (5) Install connecting rod bolt protectors on rod bolts
(Fig. 4). (6) Rotate crankshaft so that the connecting rod
journal is on the center of the cylinder bore. Insert rod
and piston into cylinder bore and guide rod over the
crankshaft journal. (7) Tap the piston down in cylinder bore, using a
hammer handle. At the same time, guide connecting
rod into position on connecting rod journal. (8) Install rod caps. Install nuts on cleaned and oiled
rod bolts and tighten nuts to 54 N Im (40 ft. lb.) Plus 1/4
turn for N/A engines and 68 N Im (50 ft. lbs.) for turbo
III engines.
Fig. 19 Piston Ring End Gap Position
Fig. 20 Installing Piston
Fig. 21 Piston Markings
Fig. 22 Checking Connecting Rod Bearing Clear- ance
9 - 54 2.2/2.5L ENGINE Ä

(15) Install rocker arm covers tighten screws to 14
N Im (120 in. lbs.) and connector to ignition coils.
(16) Install Intake Manifold; Refer to Intake Mani-
fold Installation 3.3/3.8L Engine, Group 11 Exhaust
System and Intake Manifold.
HYDRAULIC TAPPETS
The valve train includes roller tappet assemblies,
aligning yokes and yoke retainer. Roller tappet alignment is maintained by machined
flats on tappet body being fitted in pairs into six
aligning yokes. The yokes are secured by an alignment
yoke retainer (Fig. 26).
PRELIMINARY STEP TO CHECKING THE HY- DRAULIC TAPPETS
Before disassembling any part of the engine to cor-
rect tappet noise, read the oil pressure at the gauge.
Install a reliable gauge at pressure sending unit if
vehicle has no oil pressure gauge and check the oil level
in the oil pan. The pressure should be between 30 and
80 psi (206.8 to 551.6 kPa) at 2000 rpm. The oil level in the pan should never be above the
MAX mark on dipstick, or below the MIN mark. Either
of these two conditions could be responsible for noisy
tappets. Oil Level Check: stop engine after reach-
ing normal operating temperature . Allow 5 min-
utes to stabilize oil level, check dipstick.
OIL LEVEL TOO HIGH
If oil level is above the MAX mark on dip stick, it is
possible for the connecting rods to dip into the oil while
engine is running and create foam. Foam in oil pan
would be fed to the hydraulic tappets by the oil pump
causing them to become soft and allow valves to seat
noisily.
OIL LEVEL TOO LOW
Low oil level may allow pump to take in air which
when fed to the tappets, causes them to become soft
and allows valves to seat noisily. Any leaks on intake
side of pump through which air can be drawn will
create the same tappet action. Check the lubri- cation system from the intake strainer to the pump
cover, including the relief valve retainer cap. When
tappet noise is due to aeration, it may be intermittent
or constant, and usually more than one tappet will be
noisy. When oil level and leaks have been corrected,
engine should be operated at fast idle to allow all of the
air inside of the tappets to be bled out.
VALVE TRAIN NOISE DIAGNOSIS
To determine source of valve train noise, operate
engine at idle with cylinder head covers removed and
listen for source of the noise. Worn valve guides or cocked springs are some-
times mistaken for noisy tappets. If such is the
case, noise may be dampened by applying side
thrust on the valve spring. If noise is not appre-
ciably reduced, it can be assumed the noise is in
the tappet. Inspect the rocker arm push rod
sockets and push rod ends for wear. Valve tappet noise ranges from light noise to a heavy
click. A light noise is usually caused by excessive
leakdown around the unit plunger which will necessi-
tate replacing the tappet, or by the plunger partially
sticking in the tappet body cylinder. A heavy click is
caused either by a tappet check valve not seating, or by
foreign particles becoming wedged between the
plunger and the tappet body causing the plunger to
stick in the down position. This heavy click will be
accompanied by excessive clearance between the valve
stem and rocker arm as valve closes. In either case,
tappet assembly should be removed for inspection and
cleaning.
TAPPET REMOVAL
(1) Refer to Cylinder Head Removal of this section to
remove intake manifold and cylinder heads for access
to tappets for service. (2) Remove yoke retainer and aligning yokes.
(3) Use Tool C-4129 to remove tappets from their
bores. If all tappets are to be removed, identify tappets
to insure installation in original location. If the tappet or bore in cylinder block is scored,
scuffed, or shows signs of sticking, ream the bore
to next oversize and replace with oversize tap-
pet.
CAUTION: The plunger and tappet bodies are not
interchangeable. The plunger and valve must always
be fitted to the original body. It is advisable to work on
one tappet at a time to avoid mixing of parts. Mixed
parts are not compatible. Do not disassemble a tap-
pet on a dirty work bench.
DISASSEMBLY (FIG. 27)
(1) Pry out plunger retainer spring clip.
Fig. 26 Roller Tappets Aligning Yoke and Retainer
9 - 108 3.3/3.8L ENGINE Ä

(5) Position piston ring end gaps as shown in (Fig.
13). (6) Position oil ring expander gap at least 45É from
the side rail gaps but noton the piston pin center or on
the thrust direction. Staggering ring gap is important
for oil control.
INSTALLING PISTON AND CONNECTING ROD AS-
SEMBLY
(1) Before installing pistons and connecting rod as-
semblies into the bore, besure that compression ring
gaps are staggered so that neither is in line with oil
ring rail gap. (2) Before installing the ring compressor, make sure
the oil ring expander ends are butted and the rail gaps
located as shown in (Fig. 14).
(3) Immerse the piston head and rings in clean
engine oil, slide the ring compressor, over the piston
and tighten with the special wrench. Be sure position
of rings does not change during this operation. (4) Install connecting rod bolt protectors on rod
bolts. (Fig. 3) (5) Rotate crankshaft so that the connecting rod
journal is on the center of the cylinder bore. Insert
rod and piston into cylinder bore and guide rod over
the crankshaft journal. (6) Tap the piston down in cylinder bore, using a
hammer handle. At the same time, guide connecting
rod into position on connecting rod journal. (7) The notch or groove on top of piston must be
pointing toward front of engine (Fig. 15). (8) Install rod caps. Install nuts on cleaned and
oiled rod bolts and tighten nuts to 54 N Im (40 ft. lb.)
Plus 1/4 turn.
Fig. 15 Piston I.D. Notches
Fig. 16 Checking Connecting Rod Bearing Clearance
Fig. 13 Piston Ring End Gap Position
Fig. 14 Installing Piston
Ä 3.3/3.8L ENGINE 9 - 117