timing belt CHEVROLET DYNASTY 1993 Service Manual

INSPECTION Replace water pump body assembly if it has any of
these defects: (1) Cracks or damage on the body.
(2) Water leaks from the shaft seal, evident by
coolant traces below the vent hole. (3) Loose or rough turning bearing.
(4) Impeller rubs either the pump body or the hous-
ing.
ASSEMBLY
Body assembly and housing are serviced as separate
components. (1) Install new O-ring gasket in body O-ring groove.
(2) Assemble pump body to housing and tighten nine
screws to 12 N Im (105 in. lbs.) (Fig. 2).
(3) Rotate pump by hand to check for freedom of
movement. (4) Position water pump pulley to water pump.In-
stall three screws and tighten to 30 N Im (250 in. lbs.).
(5) Position new O-ring in housing to block O-ring
groove.
INSTALLATION (1) On Turbo III engines install the coolant deflector
into the block before installing pump on engine (Fig. 3).
Install spacer between the pump and block for
Turbo III only before tightening pump to speci-
fications. Tighten three top screws (Fig. 1) to 28 N Im
(250 in. lbs.) and lower screw to 68 N Im (50 ft. lbs.).
(2) Install bypass/heater hose and lower radiator
hose. (3) Install generator and air conditioning compres-
sor bracket(s). For solid mount bracket see standard
service procedures in Group 9 Engine. (4) Install generator and air conditioning compres-
sor. (5) Refill cooling system. See
Refilling Cooling
System. (6) Install drive belt, See Accessory Drive Belts,
this Group.
WATER PUMPÐ3.0L ENGINE
The 3.0L pump bolts directly to the engine block,
using a gasket for pump to block sealing (Fig. 4). The
pump is serviced as a unit. The water pump is driven by the timing belt. See
Timing System in Group 9, Engine for component re-
moval providing access to water pump.
REMOVAL (1) Drain cooling system. Refer to Draining Cool-
ing System in this group. (2) Remove mounting bolts.
(3) Separate pump from water inlet pipe (Figs. 4
and 5) and remove.
INSPECTION Replace the water pump if it has any of the follow-
ing defects.
Fig. 4 Water PumpÐ3.0L Engine
Fig. 5 Water Pump Inspection
Fig. 3 Coolant DeflectorÐTurbo III
Ä COOLING SYSTEM 7 - 11

(1) Damage or cracks on the pump body.
(2) Coolant leaks, if the shaft seal is leaking, evi-
dent by traces of coolant leaks from vent hole A in
(Fig. 5). (3) Impeller rubs inside of pump.
(4) Excessively loose or rough turning bearing.
INSTALLATION (1) Clean all gasket and O-ring surfaces on pump
and water pipe inlet tube. (2) Install new O-ring on water inlet pipe (Fig. 6).
Wet the O-ring with water to facilitate assembly.
CAUTION: Keep the O-ring free of oil or grease.
(3) Install new gasket on water pump and install
pump inlet opening over water pipe, press assembly
to cause water pipe insertion into pump housing. (4) Install pump to block mounting bolts and
tighten to 27 N Im (20 ft. lbs.).
(5) See Timing System in Engine, Group 9 and in-
stall timing belt. Reassemble engine. (6) Fill cooling system. See Refilling Cooling Sys-
tem.
WATER PUMPÐ3.3L AND 3.8L ENGINES
The pump has a die cast aluminum body and a
stamped steel impeller. It bolts directly to the chain
case cover, using an O-ring for sealing. It is driven
by the back surface of the Poly-V Drive Belt.
REMOVAL (1) Drain Cooling System. Refer to Draining Cool-
ing System in this group. (2) Remove Poly V Drive Belt.
(3) Remove right front lower fender shield.
(4) Remove pump pulley bolts and remove pulley.
(5) Remove pump mounting screws (Fig. 7). Re-
move pump. (6) Remove and discard O-ring seal. (7) Clean O-ring groove and O-ring surfaces on
pump and chain case cover. Take care not to scratch
or gouge sealing surface.
INSPECTION
Replace the water pump if it has any of the follow-
ing defects. (1) Damage or cracks on the pump body.
(2) Coolant leaks; if the seal is leaking, evident by
traces of coolant leaks from vent hole. (3) Loose or rough turning bearing.
(4) Impeller rubs either the pump body or chain-
case cover.
INSTALLATION
(1) Install new O-ring in O-ring groove (Fig. 8).
(2) Install pump to chain case cover. Torque screws
to 12 N Im (105 in. lbs.).
(3) Rotate pump by hand to check for freedom of
movement. (4) Position pulley on pump. Install screws and
torque to 30 N Im (250 in. lbs.).
Fig. 6 Water Pipe O-Ring
Fig. 7 Water PumpÐ3.3L and 3.8L Engines
Fig. 8 Water Pump Body
7 - 12 COOLING SYSTEM Ä

(5) Install drive belt. See Accessory Drive Belts
this group. (6) Install right front lower fender shield.
(7) Refill Cooling System. See Refilling Cooling
System in this section.
ENGINE THERMOSTATS
The 2.2 and 2.5L engine thermostats are located on
the front of the engine (radiator side) in the water
box which is part of the cylinder head construction
(Fig. 9). Turbo III thermostat is located in the water
box located on the driver side of the cylinder head
(Fig. 10). These thermostats do not have an air bleed notch.
The 3.0L engine thermostat is located in a water
box, formed in the timing belt end of the intake man-
ifold. This thermostat has an air bleed valve, located
in the thermostat flange (Fig. 11). The 3.3/3.8L engine thermostat is located in a wa-
ter box, formed in the drive belt side of the intake
manifold (Fig. 13).
DESCRIPTION AND OPERATION
The engine cooling thermostats are wax pellet
driven, reverse poppet choke type. They are designed
to provide the fastest warm up possible by prevent-
ing leakage through them and to guarantee a mini-
mum engine operating temperature of 88 to 93ÉC
(192 to 199ÉF). They also automatically reach wide
open so they do not restrict flow to the radiator as
temperature of the coolant rises in hot weather to
around 104ÉC (220ÉF). Above this temperature the
coolant temperature is controlled by the radiator,
fan, and ambient temperature, not the thermostat.
OPERATION AND TESTING
The thermostat is operated by a wax filled con-
tainer (pellet) which is sealed so that when heated to
a predetermined temperature. The wax expands
enough to overcome the closing spring and water
pump pressure, which forces the valve to open. Cool-
ant leakage into the pellet will cause a thermostat to
fail open. Do not attempt to free up a thermostat
with a screwdriver. The open too soon type failure mode is included in
the onboard diagnosis. The check engine light will
not be lit by an open too soon condition. If it has
failed open, code 17 will be set. Do not change a ther-
mostat for lack of heat by gauge or heater perfor-
mance, unless code 17 is present, see diagnosis for
other probable causes. Failing shut is the normal
long term mode of failure, and normally, only on
high mileage vehicles. The temperature gauge will
indicate this, Refer to diagnosis in this section.
REMOVAL
(1) Drain cooling system down to thermostat level
or below. (2) Remove thermostat housing bolts and housing
(Figs. 9, 10, 11 and 13). (3) Remove thermostat, discard gasket and clean
both gasket sealing surfaces.
INSTALLATIONÐ2.2/2.5L AND TURBO III ENGINES
Place a new gasket (dipped in clean water) on wa-
ter box surface, center thermostat in water box on
gasket. Place housing over gasket and thermostat,
making sure thermostat is in the thermostat hous-
ing. Bolt housing to water box (Figs. 9 and 10).
Tighten bolts to 28 N Im (250 in. lbs.). Refill cooling
system (see Refilling System ).
INSTALLATIONÐ3.0L ENGINE
Center thermostat in water box pocket. Check that
the flange is seated correctly in the countersunk por-
tion of the intake manifold water box (Figs. 11 and
12). Install new gasket on water box. Install housing
over gasket and thermostat and tighten bolts to 12
N Im (133 in. lbs. torque).
Fig. 9 Thermostat, Housing, and Water BoxÐ2.2/
2.5L Engine
Fig. 10 Thermostat, Housing, and Water BoxÐTurbo III
Ä COOLING SYSTEM 7 - 13

CAMSHAFT POSITION SENSORÐ3.3L AND 3.8L
ENGINES
REMOVAL
(1) Disconnect camshaft position sensor electrical
connector from the wiring harness (Fig. 12). (2) Remove engine mount support bracket.
(3) Loosen camshaft position sensor retaining bolt
enough to allow slot in sensor to slide past the bolt. (4) Pull sensor up out of the chain case cover. Do not
pull on the sensor lead. There is an O-ring on the
sensor case. The O-ring may make removal difficult. A
light tap to top of sensor prior to removal may reduce
force needed for removal.
INSTALLATION
If installing the original sensor, clean off the
old spacer on the sensor face. A NEW SPACER
must be attached to the face before installation.
Inspect O-ring for damage, replace if necessary. If the
sensor is being replaced, confirm that the paper spacer is attached to the face and O-ring is posi-
tioned in groove of the new sensor (Fig. 13).
(1) Apply a couple drops of clean engine oil to the
O-ring prior to installation. Install sensor in the
chain case cover and push sensor down until contact
is made with the camshaft timing gear. While hold-
ing the sensor in this position, install and tighten
the retaining bolt 14 N Im (125 in. lbs.) torque.
(2) Connect camshaft position sensor electrical con-
nector to harness connector. Position connector away
from the accessory belt. (3) Install engine mount support bracket.
IGNITION COIL SERVICEÐTURBO III ENGINE
(1) Remove spark plug cables from coil (Fig. 14).
(2) Remove electrical connector from coil pack.
(3) Remove ignition coil fasteners.
(4) Reverse the above procedure for installation.
Tighten fasteners to 12 N Im (105 in. lbs.) torque.
IGNITION COILÐ3.3L AND 3.8L ENGINE
(1) Remove spark plug cables from coil (Fig. 15).
(2) Remove ignition coil electrical connector.
(3) Remove ignition coil mounting screws.
(4) Remove ignition coil.
Fig. 12 Camshaft Position Sensor LocationÐ3.3L and 3.8L Engine
Fig. 13 Camshaft Position SensorÐ3.3L and 3.8L Engines
Fig. 10 Camshaft Position Sensor LocationÐTurboIII Engines
Fig. 11 Camshaft Position SensorÐTurbo III Engine
Ä IGNITION SYSTEMS 8D - 43

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

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

CAUTION: Make sure clutch cable has been discon-
nected. (20) Remove front engine mount screw and nut.
(21) Remove manual transmission damper.
(22) Remove left insulator through bolt from inside
wheelhouse or insulator bracket to transmission
screws. (23) Remove engine from vehicle.
INSTALLATION
(1) Install hoist to the engine and lower engine
into the engine compartment. SEE: ENGINE MOUNT RUBBER INSULATORS,
THIS GROUP. (2) Align engine mounts and install but do not
tighten until all mounting bolts have been installed.
(3) Install transmission case to cylinder block
mounting screws. Tighten to 95 N Im (70 ft. lbs.)
torque. (4) Remove engine hoist and transmission holding
fixture. (5) Install ground strap.
(6) Install right inner splash shield.
(7) Connect starter. See Electrical Group 8 for in-
stallation. (8) Connect exhaust system. See Exhaust Systems
Group 11 for installation. (9) Manual Transmission: Install transmission
case lower cover. Automatic Transmission: Remove C clamp from
torque converter housing. Align flexplate to torque
converter and install mounting screws. Tighten to 75
N Im (55 ft. lbs.) torque.
(10) Manual Transmission: Connect clutch cable.
See Clutch Group 6. (11) Install power steering pump. Refer to Cooling
System Group 7, Accessory Drive Section for belt
tension adjustment. (12) Connect fuel line, heater hose, and accelerator
cable. (13) Connect all electrical connections and har-
nesses at throttle body and engine. (14) Install oil filter. Fill engine crankcase with
proper oil to correct level. (15) Install air conditioning compressor (if
equipped). See Heater and Air Conditioning, Group
24 for installation. (16) Install air cleaner and hoses.
(17) Install radiator and shroud assembly . Install
radiator hoses. Fill cooling system. See Cooling Sys-
tem Group 7 for filling procedure. (18) Install hood.
(19) Connect battery.
(20) Start engine and run until operating temper-
ature is reached. (21) Adjust transmission linkage, if necessary.
SOLID MOUNT COMPRESSOR BRACKET SERVICE
When service procedures require solid mount
bracket removal and installation for example: cylin-
der head removal, etc., it is important that bracket
fasteners numbered 1 through 7 (Fig. 4) be removed
and installed in sequence, as instructed in Remove
and Install.
ACCESSORIES REMOVAL
(1) Remove (and install/adjust) belts,see Accessory
Drive Belts in Cooling System,Group 7. (2) Remove air conditioning compressor (in vehicle
with lines and set aside) (Fig. 6). (3) Remove generator pivot bolt and remove gener-
ator (in vehicle: turn wiring side up and disconnect,
then rotate generator, pulley end towards engine and
remove). (4) Remove air conditioner compressor belt idler.
SOLID MOUNT BRACKETÐREMOVAL (FIG. 4)
(1) Remove right engine mount yoke screw (see
Engine Remove Fig. 3) securing engine mount sup-
port strut to engine mount bracket. (2) Remove five side mounting bolts #1, #4 , #5,
#6, and #7 (Fig. 4). (3) Remove front mounting nut, #2, and remove
front bolt #3*. (4) Remove front mounting bolt and strut, rotate
solid mount bracket away from engine and slide
bracket on stud until #2 nut mounting stud until
free. Remove spacer from stud.
SOLID MOUNT BRACKETÐINSTALLATION
(1) Put spacer onto stud, then install bracket on
front (#2 nut) mounting stud and slide bracket over
timing belt cover into position. (2) Loosen assembly bracket to engine fasteners
(numbered #1 through #7 in Fig. 6). (3)
CAUTION: Fasteners MUST BE TIGHTENED IN SE-
QUENCE and to specified torque as follows :
² First Bolt #1 to 3.3 N Im (30 in. lbs.)
² Second Nut #2 and Bolt #3 to 54 N Im (40 ft. lbs.).
² Third Bolts #1 (second tightening) #4 and #5 to
54 N Im (40 ft. lbs.).
² Fourth Bolts #6 and #7 to 54 N Im (40 ft. lbs.).
(4) Install generator and compressor. Tighten com-
pressor mounting bracket bolts to 54 N Im (40 ft.
lbs.).
SOLID MOUNT COMPRESSOR BRACKET SERVICEÐTURBO III ENGINE
REMOVAL
(1) Disconnect negative battery cable
9 - 14 2.2/2.5L ENGINE Ä

(2) Remove Accessory Drive Belt. Refer to Cooling
System Group 7 for procedure. (3) Remove accessory drive belt idler pulley (Fig.
7).
(4) Remove air conditioning compressor and set
aside (Fig. 8). (5) Remove generator attaching bolts set aside
(Fig. 8). (6) Remove timing belt covers. Refer to procedure
outlined in this section. (7) Remove right engine mount yoke bolt. Remove
the fasteners holding the strut into place. Remove
strut from engine (Fig. 9). (8) Remove accessory drive belt idler pulley
bracket (Fig. 9). (9) Remove timing belt. Refer to procedure out-
lined in this section. (10) Remove 2 bolts holding solid mount compres-
sor into place, Rotate bracket off engine (Fig. 7).
INSTALLATION
(1) Loosely assemble the bracket to engine with #1
and #2 bolts tighten to 3.3 N Im (30 in. lbs.) (Fig. 8).
(2) Install timing belt. Refer to procedure outlined
in this section. Install timing belt covers. Refer to
procedure outlined in this section. (3) Install strut on stud. Tighten nut #3 and bolt
#4, torque to 54 N Im (40 ft. lbs.) (Fig. 9). Loosen #1
and #2 bolts, then torque to 54 N Im (40 ft. lbs.) (Fig.
10).Install yoke bolt and torque to 102 N Im (75 ft.
lbs.). (4) Install accessory drive belt idler pulley and
bracket (Fig. 8). (5) Install accessory drive belt tensioner pulley
(Fig. 7). (6) Install generator (Fig. 8).
(7) Install air conditioning compressor (Fig. 8).
(8) Install accessory drive belt. Refer to Cooling
System Group 7 for procedure. (9) Connect negative battery cable.
Fig. 6 Solid Mount Compressor Bracket 2.2 & 2.5L Engines
Fig. 7 Accessory Drive System
Ä 2.2/2.5L ENGINE 9 - 15

POWER STEERING/ACCESSORY DRIVE BELT TENSIONER BRACKET
REMOVAL
(1) Remove Accessory Drive Belt. Refer to Cooling
System Group 7 for procedure. (2) Remove accessory drive belt tensioner pulley
(Fig. 7). (3) Remove Timing Belt covers. Refer to procedure
outlined in this section. (4) Remove Power Steering Pump bolts set pump
aside (Fig. 11). (5) Loosen timing belt tension. Refer to Camshaft
and Crankshaft Timing Service for procedure. Re-
move timing belt idler pulley bolt (Fig. 12).
CAUTION: Camshaft and Crankshaft Timing may
have to be reset when procedure is completed Refer
to procedure outlined in this section.
Fig. 8 Solid Mount Compressor BracketÐTurbo III Engine
Fig. 9 Accessory Drive Idler Pulley Bracket and Engine StrutFig. 10 Compressor Bracket to Cylinder HeadAttaching Bolts
9 - 16 2.2/2.5L ENGINE Ä