run flat CHRYSLER VOYAGER 2005 User Guide

CYLINDER HEAD COVER -
LEFT
REMOVAL
(1) Disconnect spark plug wires from spark plugs.
(2) Disconnect crankcase vent hose from cylinder
head cover.
(3) Remove cylinder head cover bolts.
(4) Remove cylinder head cover and gasket.
INSTALLATION
(1) Clean cylinder head and cover mating surfaces.
Inspect cylinder head cover surface for flatness.
Replace gasket as necessary.
(2) Assemble gasket to cylinder cover by inserting
the fasteners through each bolt hole on cover and
gasket (Fig. 25).
(3) Install the cylinder head cover and bolts (Fig.
26).
(4) Tighten cylinder head cover bolts to 12 N´m
(105 in. lbs.) (Fig. 26).
(5) Connect crankcase vent hose.
(6) Connect spark plug wires to spark plugs.
INTAKE/EXHAUST VALVES &
SEATS
DESCRIPTION
The valves have chrome plated valve stems with
four-bead lock grooves. The valve stem seals are
made of Viton rubber.
OPERATION
The two valves per cylinder are opened using
hydraulic lifters, push rods, and rocker arms.
STANDARD PROCEDURE - REFACING VALVES
AND VALVE SEATS
The intake and exhaust valves and seats are
machined to specific angles (Fig. 27).
VALVES
(1) Inspect the remaining margin after the valves
are refaced (Fig. 28). (Refer to 9 - ENGINE - SPEC-
IFICATIONS)
VALVE SEATS
CAUTION: Remove metal from valve seat only. Do
not remove material from cylinder head (Fig. 29).
(1) When refacing valve seats, it is important that
the correct size valve guide pilot be used for reseat-
ing stones. A true and complete surface must be
obtained.(2) Measure the concentricity of valve seat using
dial indicator (Fig. 30). Total runout should not
exceed 0.051 mm (0.002 in.) total indicator reading.
(3) Inspect the valve seat using Prussian blue to
determine where the valve contacts the seat. To do
this, coat valve seatLIGHTLYwith Prussian blue
then set valve in place. Rotate the valve with light
pressure. If the blue is transferred to the center of
valve face, contact is satisfactory. If the blue is trans-
ferred to top edge of valve face, lower valve seat with
a 15 degree stone. If the blue is transferred to the
bottom edge of valve face raise valve seat with a 65
degrees stone.
Fig. 27 VALVE FACE AND SEAT
1 - VALVE FACE WIDTH
2 - VALVE FACE ANGLE
3 - SEAT ANGLE
4 - SEAT CONTACT AREA
Fig. 28 Valve Margin
1 - VALVE FACE
2 - VALVE MARGIN
RSENGINE 3.3/3.8L9 - 107

46) (Refer to 9 - ENGINE - SPECIFICATIONS). If
the cylinder walls are badly scuffed or scored, the
cylinder block should be replaced, and new pistons
and rings fitted.
Measure the cylinder bore at three levels in direc-
tions A and B (Fig. 46). Top measurement should be
10 mm (3/8 in.) down and bottom measurement
should be 10 mm (3/8 in.) up from bottom of bore.
(Refer to 9 - ENGINE - SPECIFICATIONS).
HYDRAULIC LIFTERS (CAM IN
BLOCK)
DESCRIPTION
The hydraulic lifters are a roller type design and
are positioned in the cylinder block. The lifters are
aligned and retained by a yoke and a retainer (Fig.
48).
Lifter alignment is maintained by machined flats
on lifter body. Lifters are fitted in pairs into six
aligning yokes. The aligning yokes are secured by a
yoke retainer (Fig. 48).
DIAGNOSIS AND TESTING - HYDRAULIC
LIFTERS
HYDRAULIC LIFTERS DIAGNOSIS - PRELIMINARY
STEP
Before disassembling any part of the engine to cor-
rect lifter noise, check the engine oil pressure. (Referto 9 - ENGINE/LUBRICATION - DIAGNOSIS AND
TESTING)
Check engine oil level. 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 cause noisy lifters.
OIL LEVEL TOO HIGH
If oil level is above the MAX mark on dipstick, it is
possible for the connecting rods to dip into the oil
while engine is running and create foaming. Foam in
oil pan would be fed to the hydraulic lifters 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 lifters it 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 lifter noise. Check the lubrication
system from the intake strainer to the oil pump
cover, including the relief valve retainer cap. When
lifter noise is due to aeration, it may be intermittent
or constant, and usually more than one lifter will be
noisy. When oil level and leaks have been corrected,
the engine should be operated at fast idle to allow all
of the air inside of the lifters to be bled out.
VALVE TRAIN NOISE
To determine source of valve train noise, operate
engine at idle with cylinder head covers removed and
listen for source of the noise.
NOTE: Worn valve guides or cocked springs are
sometimes mistaken for noisy lifters. If such is the
case, noise may be dampened by applying side
thrust on the valve spring. If noise is not apprecia-
bly 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 lifter noise ranges from light noise to a
heavy click. A light noise is usually caused by exces-
sive leak-down around the unit plunger which will
necessitate replacing the lifter, or by the plunger par-
tially sticking in the lifter body cylinder. A heavy
click is caused either by a lifter check valve not seat-
ing, or by foreign particles becoming wedged between
the plunger and the lifter 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, lifter assembly should be removed for inspec-
tion.
Fig. 46 Checking Cylinder Bore Size
9 - 116 ENGINE 3.3/3.8LRS
ENGINE BLOCK (Continued)

(6) Remove the heat shield attaching screws (Fig.
128).
(7) Remove the upper heat shield (Fig. 128).
(8) Raise vehicle on hoist and remove drive belt
shield.
(9) Loosen the power steering pump support strut
lower bolt (Fig. 126).
(10) Disconnect downstream oxygen sensor connec-
tor.
(11) Disconnect catalytic converter pipe from
exhaust manifold (Fig. 127).(12) Lower vehicle and remove the power steering
pump support strut upper bolt (Fig. 126).
(13) Remove bolts attaching exhaust manifold to
cylinder head and remove manifold (Fig. 128).
(14) Inspect and clean manifold. (Refer to 9 -
ENGINE/MANIFOLDS/EXHAUST MANIFOLD -
CLEANING) (Refer to 9 - ENGINE/MANIFOLDS/
EXHAUST MANIFOLD - INSPECTION)
CLEANING
(1) Discard gasket (if equipped) and clean all sur-
faces of manifold and cylinder head.
INSPECTION
Inspect exhaust manifolds for damage or cracks
and check distortion of the cylinder head mounting
surface and exhaust crossover mounting surface with
a straightedge and thickness gauge (Fig. 129).
Manifold surface flatness limits should not exceed
1.0 mm (0.039 in.).
INSTALLATION
(1) Position exhaust manifold on cylinder head and
install bolts to center runner (cylinder #3) and initial
tighten to 2.8 N´m (25 in. lbs.) (Fig. 128)
(2) Using a new gasket, attach crossover pipe to
exhaust manifold and tighten bolts to 41 N´m (30 ft.
lbs.) (Fig. 125).
Fig. 126 P/S PUMP STRUT
1 - BOLT - LOWER
2 - STRUT - P/S PUMP
3 - BOLT - UPPER
Fig. 127 Catalytic Converter to Exhaust Manifold
1 - FLAG NUT
2 - GASKET
3 - BOLT
4 - CATALYTIC CONVERTER
Fig. 128 EXHAUST MANIFOLD - RIGHT
1 - SCREW - HEAT SHIELD
2 - HEAT SHIELD - UPPER
3 - BOLT - EXHAUST MANIFOLD
4 - HEAT SHIELD - LOWER
5 - EXHAUST MANIFOLD - RIGHT
6 - OXYGEN SENSOR - UPSTREAM
RSENGINE 3.3/3.8L9 - 153
EXHAUST MANIFOLD - RIGHT (Continued)

INSPECTION
Inspect exhaust manifolds for damage or cracks
and check distortion of the cylinder head mounting
surface and exhaust crossover mounting surface with
a straightedge and thickness gauge (Fig. 132).
Manifold surface flatness limits should not exceed
1.0 mm (0.039 in.).
INSTALLATION
(1) Position exhaust manifold on cylinder head
(Fig. 131). Install bolts to center runner (cylinder #4)
and initial tighten to 2.8 N´m (25 in. lbs.).
(2) Using a new gasket, attach crossover pipe to
exhaust manifold and tighten bolts to 41 N´m (30 ft.
lbs.) (Fig. 130).
NOTE: Inspect crossover pipe fasteners for damage
from heat and corrosion. The cross-over bolts are
made of a special stainless steel alloy. If replace-
ment is required, OEM bolts are highly recom-
mended.
(3) Position heat shield on manifold (Fig. 131).
(4) Install the remaining manifold attaching bolts.
Tighten all bolts to 23 N´m (200 in. lbs.).
(5) Install and tighten heat shield attaching nut to
12 N´m (105 in. lbs.) (Fig. 131).
(6) Connect battery negative cable.
VALVE TIMING
STANDARD PROCEDURE
STANDARD PROCEDURE - VALVE TIMING
VERIFICATION
(1) Remove front cylinder head cover and all 6
spark plugs.
(2) Rotate engine until the #2 piston is at TDC of
the compression stroke.
(3) Install a degree wheel on the crankshaft pulley.
(4) With proper adaptor, install a dial indicator
into #2 spark plug hole. Using the indicator find TDC
on the compression stroke.
(5) Position the degree wheel to zero.
(6) Remove dial indicator from spark plug hole.
(7) Place a 5.08 mm (0.200 in.) spacer between the
valve stem tip of #2 intake valve and rocker arm pad.
Allow tappet to bleed down to give a solid tappet
effect.
(8) Install a dial indicator so plunger contacts the
#2 intake valve spring retainer as nearly perpendic-
ular as possible. Zero the indicator.
(9) Rotate the engine clockwise until the intake
valve has lifted .254 mm (0.010 in.).
CAUTION: Do not turn crankshaft any further clock-
wise as intake valve might bottom and result in
serious damage.
(10) Degree wheel should read 6 degrees BTDC to
6 degrees ATDC.
STANDARD PROCEDURE - MEASURING
TIMING CHAIN WEAR
NOTE: This procedure must be performed with the
timing chain cover removed (Refer to 9 - ENGINE/
VALVE TIMING/TIMING CHAIN COVER - REMOVAL).
(1) Position a scale next to timing chain so that
any movement of chain may be measured (Fig. 133).
(2) Position a torque wrench and socket on the
camshaft sprocket attaching bolt. Apply force in the
direction of crankshaft rotation to take up slack to
the following torque:
²41 N´m (30 ft. lb.) with cylinder heads installed
²20 N´m (15 ft. lb.) with cylinder heads removed
NOTE: With torque applied to the camshaft
sprocket bolt, crankshaft should not be permitted to
move. It may be necessary to block crankshaft to
prevent rotation.
(3) Holding a measuring scale along edge of chain
links (Fig. 133).
Fig. 132 Check Exhaust Manifold Mounting
1 - STRAIGHT EDGE
2 - CROSSOVER PIPE MOUNTING SURFACE
3 - FEELER GAUGE
RSENGINE 3.3/3.8L9 - 155
EXHAUST MANIFOLD - LEFT (Continued)

TIRES/WHEELS
TABLE OF CONTENTS
page page
TIRES/WHEELS
DIAGNOSIS AND TESTING - TIRE AND
WHEEL VIBRATION.....................1
STANDARD PROCEDURE
STANDARD PROCEDURE - TIRE AND
WHEEL BALANCE......................5
STANDARD PROCEDURE - TIRE AND
WHEEL MATCH MOUNTING..............7
STANDARD PROCEDURE - TIRE AND
WHEEL ROTATION.....................7
REMOVAL
REMOVAL - TIRE AND WHEEL ASSEMBLY
(ALUMINUM WHEEL)....................8
REMOVAL - TIRE AND WHEEL ASSEMBLY
(STEEL WHEEL).......................8
INSTALLATION
INSTALLATION - TIRE AND WHEEL
ASSEMBLY (ALUMINUM WHEEL)..........8
INSTALLATION - TIRE AND WHEEL
ASSEMBLY (STEEL WHEEL)..............8
TIRE PRESSURE MONITORING
DESCRIPTION..........................9
OPERATION...........................10
SENSOR - TPM
DESCRIPTION.........................10
OPERATION...........................10
CAUTION.............................11
DIAGNOSIS AND TESTING - TIRE PRESSURE
SENSOR............................11
REMOVAL.............................11
INSTALLATION.........................11
TIRES
DESCRIPTION
DESCRIPTION - TIRE..................13
DESCRIPTION - RADIAL-PLY TIRES.......13
DESCRIPTION - REPLACEMENT TIRES....14
DESCRIPTION - SPARE TIRE
(TEMPORARY).......................14DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - TIRE NOISE . . . 14
DIAGNOSIS AND TESTING - TIRE/VEHICLE
LEAD...............................14
DIAGNOSIS AND TESTING - TIRE WEAR
PATTERNS..........................16
DIAGNOSIS AND TESTING - TREAD WEAR
INDICATORS.........................16
STANDARD PROCEDURE
STANDARD PROCEDURE - TIRE INFLATION
PRESSURES.........................16
STANDARD PROCEDURE - TIRE
PRESSURE FOR HIGH SPEED
OPERATION.........................17
STANDARD PROCEDURE - TIRE LEAK
REPAIRING..........................17
CLEANING - TIRES.....................18
WHEELS
DESCRIPTION - WHEEL..................18
DIAGNOSIS AND TESTING - WHEEL
INSPECTION.........................19
CLEANING
WHEEL AND WHEEL TRIM CARE.........19
SPECIFICATIONS
WHEEL.............................19
WHEEL COVER
DESCRIPTION.........................19
REMOVAL.............................19
INSTALLATION.........................20
WHEEL MOUNTING STUDS - FRONT
REMOVAL.............................21
INSTALLATION.........................21
WHEEL MOUNTING STUDS - REAR
REMOVAL.............................22
INSTALLATION.........................22
TIRES/WHEELS
DIAGNOSIS AND TESTING - TIRE AND WHEEL
VIBRATION
Tire and wheel imbalance, runout and force varia-
tion can cause vehicles to exhibit steering wheel
vibration.
VISUAL INSPECTION
Visual inspection of the vehicle is recommended
prior to road testing or performing any other proce-
dure. Raise vehicle on a suitable hoist. (Refer to
LUBRICATION & MAINTENANCE/HOISTING -
STANDARD PROCEDURE)
Inspect for the following:
²Verify correct (OEM) wheel and tire, as well as
correct wheel weights. Aluminum wheels require
RSTIRES/WHEELS22-1

unique wheel weights. They are designed to fit the
contour of the wheel (Fig. 1).
²Inspect tires and wheels for damage, mud pack-
ing and unusual wear; correct as necessary.
²Check and adjust tire air pressure to the pres-
sure listed on the label attached to the rear face of
the driver's door.
ROAD TEST
Road test vehicle on a smooth road for a least five
miles to warm tires (remove any flat spots). Lightly
place hands on steering wheel at the 10:00 and 2:00
positions while slowly sweeping up and down from 90
to 110 km/h (55 to 70 mph) where legal speed limits
allow.
Observe the steering wheel for:
²Visual Nibble (oscillation: clockwise/counter-
clockwise, usually due to tire imbalance)
²Visual Buzziness (high frequency, rapid vibra-
tion up and down)
To rule out vibrations due to brakes or powertrain:
²Lightly apply brakes at speed; if vibration occurs
or is enhanced, vibration is likely due to causes other
than tire and wheel assemblies.
²Shift transmission into neutral while vibration
is occurring; if vibration is eliminated, vibration is
likely due to causes other than tire and wheel assem-
blies.
For brake vibrations, (Refer to 5 - BRAKES -
BASE/HYDRAULIC/MECHANICAL/ROTORS -
DIAGNOSIS AND TESTING).
For powertrain vibrations, (Refer to 3 - DIFFER-
ENTIAL & DRIVELINE - DIAGNOSIS AND TEST-
ING).
For tire and wheel assembly vibrations, continue
with this diagnosis and testing procedure.
TIRE AND WHEEL BALANCE
(1) Balance the tire and wheel assemblies as nec-
essary following the wheel balancer manufacturer's
instructions and using the information listed in Stan-
dard Procedure - Tire And Wheel Balance. (Refer to
22 - TIRES/WHEELS - STANDARD PROCEDURE)
(2) Road test the vehicle for at least 5 miles, fol-
lowing the format described in Road Test.
(3) If the vibration persists, continue with this
diagnosis and testing procedure.
TIRE AND WHEEL RUNOUT/MATCH MOUNTING
(1)System Radial Runout.This on-the-vehicle
system check will measure the radial runout includ-
ing the hub, wheel and tire.
(a) Raise vehicle so tires clear floor. (Refer to
LUBRICATION & MAINTENANCE/HOISTING -
STANDARD PROCEDURE)
(b) Apply masking tape around the circumfer-
ence of the tire in the locations to be measured
(Fig. 2). Do not overlap the tape.
(c) Check system runout using Dial Indicator
Set, Special Tool C-3339A with 25-W wheel, or
equivalent. Place the end of the indicator against
each taped area (one at a time) (Fig. 2) and rotate
the tire and wheel. System radial runout should
not exceed 0.76 mm (0.030 inch) with no tread
ªdipsº or ªsteps.º Tread ªdipsº and ªstepsº can be
identified by spikes of the dial indicator gauge.
²Tread9dips9; Rapid decrease then increase in
dial indicator reading over 101.6 mm (4.0 inch) of
tread circumference.
²Tread9steps9; Rapid decrease or increase in dial
indicator reading over 101.6 mm (4.0 inch) of tread
circumference.
(d) If system runout is excessive, re-index the
tire and wheel assembly on the hub. Remove
assembly from vehicle and install it back on the
hub two studs over from original mounting posi-
tion. If re-indexing the tire and wheel assembly
corrects or reduces system runout, check hub
runout and repair as necessary (Refer to 5 -
BRAKES - BASE/HYDRAULIC/MECHANICAL/
ROTORS - DIAGNOSIS AND TESTING).
(e) If system runout is still excessive, continue
with this diagnosis and testing procedure.
(2)Tire and Wheel Assembly Radial Runout.
This radial runout check is performed with the tire
and wheel assembly off the vehicle.
(a) Remove tire and wheel assembly from vehicle
and install it on a suitable wheel balancer.
Fig. 1 Aluminum Wheel Weight
1 - TIRE
2 - WHEEL
3 - WHEEL WEIGHT
22 - 2 TIRES/WHEELSRS
TIRES/WHEELS (Continued)

RADIAL FORCE VARIATION
Radial Force Variation can be checked using the
Hunter GSP 9700 Vibration Control System (Wheel
Balancer) or equivalent, if available. This type of
equipment helps to correct ride disturbances by
reducing the radial force variation of an assembly
through re-indexing of the tire to wheel.
The equipment manufacturer or DaimlerChrysler
Corporation may supply reference values as guide-
lines. Radial force measurements above the reference
value may not always result in a ride disturbance,
nor do they automatically mean the assembly compo-
nents are out of specification. Do not replace compo-
nents based on radial force values alone. Balancing,
runout diagnosis, re-indexing, and subjective road
testing must be performed as outlined in previous
sections of this diagnosis and testing procedure.
Use the Radial Force equipment to identify suspect
assemblies and minimize the radial forces. After all
suspect assemblies are optimized, reinstall the
assemblies and road test the vehicle. If a disturbance
still exists and all other vibration diagnostic proce-
dures have been completed, replace one tire or one
wheel at a time, starting with the assembly having
the highest force variation. Be sure to minimize each
new assembly. Road test the vehicle following each
replacement. Continue this process until the distur-
bance is resolved.
NOTE: When using Radial Force equipment, it is
critically important to set proper tire inflation pres-
sure and ensure centering of the wheel on the
equipment spindle.
RADIAL FORCE VARIATION REFERENCE
VALUES
DESCRIPTION SPECIFICATION
Total Radial Force
Variation (RFV)Less Than 22 Lbs.   2
Lbs.
Radial First Harmonic
(R1H)Less Than 16 Lbs.   2
Lbs.
Radial Second Harmonic
(R2H)Less Than 12 Lbs.   2
Lbs.
STANDARD PROCEDURE
STANDARD PROCEDURE - TIRE AND WHEEL
BALANCE
NOTE: Balance equipment must be calibrated and
maintained per equipment manufacturer's specifica-
tions.
Wheel balancing can be accomplished with either
on-vehicle or off-vehicle equipment.
NOTE: If using on-vehicle balancing equipment, on
the driving axle, remove the opposite wheel and tire
assembly.
It is recommended that a two-plane dynamic bal-
ancer be used when a wheel and tire assembly
requires balancing. A static balancer should only be
used when a two-plane balancer is not available.
Balance wheel and tire assemblies dynamically and
statically to less than 0.25 (
1¤4) ounce.
For static balancing, find location of heavy spot
causing imbalance. Counter balance wheel directly
opposite the heavy spot. Determine weight required
to counterbalance the area of imbalance. Place half of
this weight on theinnerrim flange and the other
half on theouterrim flange (Fig. 8).
For dynamic balancing, the balance equipment is
designed to indicate the location and amount of
weight to be applied to both the inner and outer rim
flanges (Fig. 9).
The aluminum wheels on this vehicle use a unique
wheel weight (Fig. 10). This wheel weight is designed
to fit the contoured surface of the wheel (Fig. 10).
When balancing an aluminum wheel, this wheel
weight must be used. Do not use any other type of
wheel weight. It will not properly fit the contour of
the wheel.
Always verify the Balance. When using off-vehicle
equipment, rotate assembly 180 degrees on balance
equipment to verify balance. Variation should not be
more than 0.125 (
1¤8) ounce. If variation is more than
0.125 ounce, balancing equipment could be malfunc-
tioning.
RSTIRES/WHEELS22-5
TIRES/WHEELS (Continued)

DIAGNOSIS AND TESTING - TIRE WEAR
PATTERNS
Under inflation will cause wear on the shoulders of
tire. Over inflation will cause wear at the center of
tire.
Excessive camber causes the tire to run at an
angle to the road. One side of tread is then worn
more than the other (Fig. 22).
Excessive toe-in or toe-out causes wear on the
tread edges and a feathered effect across the tread
(Fig. 22).
DIAGNOSIS AND TESTING - TREAD WEAR
INDICATORS
Tread wear indicators are molded into the bottom
of the tread grooves. When tread depth is 1.6 mm
(1/16 in.), the tread wear indicators will appear as a
13 mm (1/2 in.) band (Fig. 23).
Tire replacement is necessary when indicators
appear in two or more grooves or if localized balding
occurs.
STANDARD PROCEDURE
STANDARD PROCEDURE - TIRE INFLATION
PRESSURES
The specified tire pressures have been chosen to
provide safe operation, vehicle stability, and a smooth
ride. The proper tire pressure specification can be
found on the Tire Inflation Pressure Label provided
with the vehicle (usually on the driver's side B-pil-
lar).A quality air pressure gauge is recommended to
check tire air pressure. Tire pressure should be
checked cold once per month. Check tire pressure
more frequently when the weather temperature var-
ies widely. Tire pressure will decrease when the out-
door temperature drops. After checking the air
pressure, replace valve cap finger tight.
Fig. 22 Tire Wear Patterns
Fig. 23 Tread Wear Indicators
1 - TREAD ACCEPTABLE
2 - TREAD UNACCEPTABLE
3 - WEAR INDICATOR
22 - 16 TIRES/WHEELSRS
TIRES (Continued)