CHEVROLET PLYMOUTH ACCLAIM 1993 Service Manual

CAUTION: Be sure that the tapped holes maintain
the original centerline.
Heli-Coil tools and inserts are readily available
from automotive parts jobbers.
HYDROSTATIC LOCKED ENGINE
When an engine is suspected to be hydrostaticly
locked, regardless of what caused the problem, these
steps should be used.
CAUTION: Do Not Use Starter Motor To Rotate En-
gine, severe damage may occur.
(1) Inspect air cleaner, induction system and in-
take manifold to insure system is dry and clear of
foreign material. (2) Remove negative battery cable.
(3) Place a shop towel around the spark plugs
when removing them from the engine. This will
catch any fluid that may possibly be in the cylinder
under pressure. (4) With all spark plugs removed, rotate engine
crankshaft using a breaker bar and socket. (5) Identify the fluid in the cylinder(s) (i.e., cool-
ant, fuel, oil or other). (6) Make sure all fluid has been removed from the
cylinders. Inspect engine for damage (i.e., Connecting
Rods, Pistons, Valves etc.) (7) Repair engine or components as necessary to
prevent this problem from occurring again.
CAUTION: Squirt approximately 1 teaspoon of oil
into cylinders, rotate engine to lubricate the cylin-
der walls to prevent damage on restart.
(8) Install new spark plugs.
(9) Drain engine oil and remove oil filter.
(10) Fill engine with specified amount of approved
oil and install new oil filter. (11) Connect negative battery cable.
(12) Start engine and check for any leaks.
Ä ENGINE 9 - 5

ENGINE DIAGNOSISÐPERFORMANCE
9 - 6 ENGINE Ä

ENGINE DIAGNOSISÐMECHANICAL
Ä ENGINE 9 - 7

2.2/2.5L ENGINES INDEX
page page
Balance Shafts .......................... 45
Camshaft and Crankshaft Timing Procedure .... 34
Camshaft, Crankshaft and Intermediate Shafts Timing Procedure ....................... 20
Camshafts Service ....................... 36
Checking Engine Oil Pressure ............... 60
Crankshaft Oil Seals Service ................ 42
Crankshaft Service ....................... 43
Crankshaft, Intermediate and Balance Shaft Service ............................... 41
Cylinder Block, Piston and Connecting Rod Assembly Service ....................... 49
Cylinder Head ........................... 26
Cylinder Head and Valve Assembly ServiceÐExcept Turbo III ................. 22
Cylinder Head and Valve Assembly ServiceÐTurbo III ...................... 31
Cylinder Head ComponentsÐIn-Vehicle Service . 23
Engine Assembly ......................... 13 Engine Core Plugs
....................... 55
Engine Lubrication System ................. 56
Engine Mounts .......................... 12
Engine Specifications ...................... 62
General Information ........................ 8
Intermediate Shaft Service .................. 47
Lash Adjuster (Tappet) Noise ............... 37
Oil Filter ............................... 61
Oil Pan ................................ 58
Oil Pump Service ........................ 58
Solid Mount Compressor Bracket Service ...... 14
Timing System and Seals ServiceÐ Except Turbo III ........................ 18
Valve Components ReplaceÐCylinder Head Not Removed .......................... 37
Valve ServiceÐCylinder Head Removed ....... 27
Valve Springs and Valve Stem Seals ......... 38
GENERAL INFORMATION
ENGINE IDENTIFICATION NUMBER OR CODE
The engine identification number is located on the
rear of the cylinder block just below the cylinder
head (Fig. 1). METHANOL FUEL COMPATIBILITY IDEN-
TIFICATION Beginning this model year, Chrysler began produc-
ing AA-Body vehicles designed to operate on a mix-
ture of gasoline and methanol. These automobiles are
referred to as Flexible Fuel vehicles.
2.2/2.5L ENGINE SPECIFICATION
9 - 8 2.2/2.5L 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

Fig. 2 Engines
Ä 2.2/2.5L ENGINE 9 - 11

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. 3) 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. 3) for bolt tightening specifications. (5) Engine mount adjustment, Refer to Engine
Mount Insulator Adjustment of this section.
LEFT SIDE MOUNT
(1) Raise vehicle on hoist and remove left front
wheel. (2) Remove inter splash shield.
(3) Support the transmission with a transmission
jack. (4) Remove the insulator thru bolt from the mount.
(5) Remove the transmission mount fasteners and
remove mount. (6) Reverse removal procedure for installation. En-
sure that the slide tube is seated into the rail
bracket guides. Refer to (Fig. 3) for bolt tightening
specifications. (7) Engine mount adjustment, Refer to Engine
Mount Insulator Adjustment of this section.
ENGINE MOUNT RUBBER INSULATORS
Insulator location on frame rail (right side) and
transmission bracket (left side) are adjustable to al-
low right/left drive train adjustment in relation to
drive shaft assembly length. Check and reposition right engine mount insulator
(left engine mount insulator is floating type and will
adjust automatically (Fig. 4). Adjust drive train posi-
tion, if required, for the following conditions:
Fig. 3 Engine Mounting
9 - 12 2.2/2.5L ENGINE Ä

² Drive shaft distress: See Driveshafts in Suspension,
Group 2.
² Any front end structural damage (after repair).
² Insulator replacement.
ENGINE MOUNT INSULATOR ADJUSTMENT
(1) Remove the load on the engine motor mounts by
carefully supporting the engine and transmission as-
sembly with a floor jack. (2) Loosen the right engine mount insulator vertical
fasteners, and the front engine mount bracket to front
crossmember screws and nuts. Left engine mount insulator is sleeved over
shaft and long support bolt to provide lateral
movement adjustment with engine weight re-
moved or not. (3) Pry the engine right or left as required to achieve
the proper drive shaft assembly length. See Drive
Shaft in Suspension Group 2 for driveshaft identifica-
tion and related assembly length measuring. (4) Tighten right engine mount insulator vertical
bolts to 68 N Im (50 ft. lbs.). Then tighten front engine
mount screws and nuts to 54 N Im (40 ft. lbs.) and
center left engine mount insulator. (5) Recheck drive shaft length.
ENGINE ASSEMBLY
REMOVAL
(1) Disconnect battery.
(2) Scribe hood hinge outline on hood and remove
hood. (3) Drain cooling system.
(4) Remove hoses from radiator and engine.
(5) Remove radiator and fan assembly.
(6) Remove air cleaner and hoses.
(7) Remove air conditioning compressor mounting
bolts and set compressor aside, if equipped. (8) Remove power steering pump mounting bolts
and set pump aside (9) Remove oil filter.
(10) Disconnect fuel line, heater hose and acceler-
ator cable. (11) Disconnect all electrical connections and har-
nesses at throttle body and engine. (12) Manual Transmission
(a) Disconnect clutch cable.
(b) Remove transmission case lower cover.
(c) Disconnect exhaust pipe at manifold.
(d) Disconnect starter and lay aside.
(e) Install transmission holding fixture.
(13) Automatic Transmission
(a) Disconnect exhaust pipe at manifold.
(b) Disconnect starter and lay aside.
(c) Remove transmission case lower cover.
(d) Mark flex plate to torque converter.
(e) Remove screws holding torque converter to
flex plate.
(14) Attach C clamp on front bottom of torque con-
verter housing to prevent torque converter from com-
ing out. (15) Install transmission holding fixture.
(16) Remove right inner splash shield (Fig. 5).
(17) Remove ground strap.
(18) To lowerengine separate right engine
bracket from yoke bracket To raiseengine remove
long bolt through yoke and insulator. IF INSULA-
TOR TO RAIL SCREWS ARE TO BE REMOVED,
MARK INSULATOR POSITION ON SIDE RAIL TO
INSURE EXACT INSTALLATION (Fig. 4). (19) Remove transmission case to cylinder block
mounting screws.Fig. 5 Right Inner Splash Shield
Fig. 4 Left Insulator Movement
Ä 2.2/2.5L ENGINE 9 - 13

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