lock DODGE NEON 2000 Service Repair Manual

CAUTION: Do not drive cup plug into the casting
as restricted cooling can result and cause serious
engine problems.
INSTALLATION
Thoroughly clean all debris/rust from inside of cup
plug hole in cylinder block or head. Be sure to
remove old sealer. Lightly coat inside of cup plug hole
with MopartStud and Bearing Mount Adhesive.
Make certain the new plug is cleaned of all oil or
grease. Using a proper driver, drive plug into hole so
that the sharp edge of the plug is at least 0.5 mm
(0.020 inch.) inside the lead in chamfer (Fig. 3).
It is not necessary to wait for curing of the sealant.
The cooling system can be refilled and the vehicle
placed in service immediately.
ENGINE PERFORMANCE
If a loss of performance is noticed, timing belt or
chain may have skipped one or two teeth. Camshaft
and crankshaft timing should be checked. Refer to
Group 9, Engine Timing belt or chain installation.
It is important that the vehicle is operating to it's
optimum performance level to maintain fuel economy
and lowest vehicle emissions. If vehicle is not operat-ing to these standards, refer to Engine Diagnosis in
this section. The following procedures can assist in
achieving the proper engine diagnosis.
(1) Test cranking amperage draw. Refer to Group
8B, Starting.
(2) Check intake manifold for vacuum leaks.
(3) Perform cylinder compression pressure test.
Refer to Engine Diagnosis in this section.
(4) Clean or replace spark plugs as necessary and
adjust gap as specified in Group 8D, Ignition System.
Tighten to specifications.
(5) Test resistance of spark plug cables. Refer to
Group 8D, Ignition System.
(6) Test ignition coils primary and secondary resis-
tance. Replace parts as necessary. Refer to Group 8D,
Ignition System.
(7) Check fuel pump pressure at idle and different
RPM ranges. Refer to Group 14, Fuel System for
specifications.
(8) The air filter elements should be replaced as
specified in Group 0, Lubrication and Maintenance.
(9) Inspect crankcase ventilation system. Refer to
Group 25, Emission Control Systems.
(10) Road test vehicle as a final test.HONING CYLINDER BORES
(1) Used carefully, the cylinder bore resizing hone,
recommended tool C-823 or equivalent, equipped
with 220 grit stones, is the best tool for this honing
procedure. In addition to deglazing, it will reduce
taper and out-of-round as well as removing light
scuffing, scoring or scratches. Usually a few strokes
Fig. 2 Access Plug
1 ± CRANKSHAFT BOLT ACCESS PLUG
2 ± RIGHT MOUNT BOLT ACCESS PLUG
3 ± FASCIA
4 ± SPLASH SHIELD
Fig. 3 Core Hole Plug Removal
1 ± CYLINDER BLOCK
2 ± REMOVE PLUG WITH PLIERS
3 ± STRIKE HERE WITH HAMMER
4 ± DRIFT PUNCH
5 ± CUP PLUG
PLENGINE 9 - 3
GENERAL INFORMATION (Continued)

will clean up a bore and maintain the required lim-
its.
(2) Deglazing of the cylinder walls may be done
using a cylinder surfacing hone, recommended tool
C-3501 or equivalent, equipped with 280 grit stones,
if the cylinder bore is straight and round. 20±60
strokes depending on the bore condition, will be suf-
ficient to provide a satisfactory surface. Inspect cyl-
inder walls after each 20 strokes, using a light
honing oil.Do not use engine or transmission oil,
mineral spirits or kerosene.
(3) Honing should be done by moving the hone up
and down fast enough to get a cross-hatch pattern.
When hone marksintersectat 50-60 degrees, the
cross hatch angle is most satisfactory for proper seat-
ing of rings (Fig. 4).
(4) A controlled hone motor speed between
200±300 RPM is necessary to obtain the proper cross-
hatch angle. The number of up and down strokes per
minute can be regulated to get the desired 50±60
degree angle. Faster up and down strokes increase
the cross-hatch angle.
(5) After honing, it is necessary that the block be
cleaned again to remove all traces of abrasive.
CAUTION: Ensure all abrasives are removed from
engine parts after honing. It is recommended that a
solution of soap and hot water be used with a
brush and the parts then thoroughly dried. The bore
can be considered clean when it can be wiped
clean with a white cloth and cloth remains clean.
Oil the bores after cleaning to prevent rusting.MEASURING WITH PLASTIGAGE
PLASTIGAGE METHOD
Engine crankshaft bearing clearances can be deter-
mined by use of Plastigage or equivalent. The follow-
ing is the recommended procedure for the use of
Plastigage:
NOTE: The total clearance of the main bearings can
only be determined by removing the weight of the
crankshaft. This can be accomplished by either of
two methods:
PREFERRED METHOD
Shim the bearings adjacent to the bearing to be
checked in order to remove the clearance between
upper bearing shell and the crankshaft. This can be
accomplished by placing a minimum of 0.254 mm
(0.010 in.) shim (e. g. cardboard, matchbook cover,
etc.) between the bearing shell and the bearing cap
on the adjacent bearings and tightening bolts to
14-20 N´m (10-15 ft. lbs.). The number of main bear-
ing will vary from engine to engine.
ENGINE WITH 5 MAIN BEARINGS
²When checking #1 main bearing shim #2 main
bearing.
²When checking #2 main bearing shim #1 & 3
main bearing.
²When checking #3 main bearing shim #2 & 4
main bearing.
²When checking #4 main bearing shim #3 & 5
main bearing.
²When checking #5 main bearing shim #4 main
bearing.
ENGINE WITH 4 MAIN BEARING
²When checking #1 main bearing shim # 2 main
bearing.
Fig. 4 Cylinder Bore Cross-Hatch Pattern
1 ± CROSS-HATCH PATTERN
Fig. 5 Plastigage Placed in Lower Shell
1 ± PLASTIGAGE
9 - 4 ENGINEPL
GENERAL INFORMATION (Continued)

²When checking #2 main bearing shim #1 & #3
main bearing.
²When checking #3 main bearing shim #2 & #4
main bearing.
²When checking #4 main bearing shim #3 main
bearing.
NOTE: REMOVE ALL SHIMS BEFORE REASSEM-
BLING ENGINE
ALTERNATIVE METHOD
The weight of the crankshaft can be supported by a
jack under the counterweight adjacent to the bearing
being checked.
PLASTIGAGE PROCEDURE
(1) Remove oil film from surface to be checked.
Plastigage is soluble in oil.
(2) Place a piece of Plastigage across the entire
width of the bearing shell in the cap approximately
6.35 mm (1/4 in.) off center and away from the oil
holes (Fig. 5). (In addition, suspected areas can be
checked by placing the Plastigage in the suspected
area). Torque the bearing cap bolts of the bearing
being checked to the proper specifications.
(3) Remove the bearing cap and compare the width
of the flattened Plastigage (Fig. 6) with the metric
scale provided on the package. Locate the band clos-
est to the same width. This band shows the amount
of clearance in thousandths of a millimeter. Differ-
ences in readings between the ends indicate the
amount of taper present. Record all readings taken.
Refer to Engine Specifications.Plastigage gener-
ally is accompanied by two scales. One scale is
in inches, the other is a metric scale.
NOTE: Plastigage is available in a variety of clear-
ance ranges. Use the most appropriate range for
the specifications you are checking.
CONNECTING ROD BEARING CLEARANCE
Engine connecting rod bearing clearances can be
determined by use of Plastigage or equivalent. Thefollowing is the recommended procedure for the use
of Plastigage:
(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 approx-
imately 6.35 mm (1/4 in.) off center and away from
the oil hole (Fig. 5). In addition, suspect areas can be
checked by placing plastigage in that area.
(4) Assemble the rod cap with Plastigage in place.
Tighten the rod cap to the specified torque.Do not
rotate the crankshaft while assembling the cap
or the Plastigage may be smeared, giving inac-
curate results.
(5) Remove the bearing cap and compare the width
of the flattened Plastigage (Fig. 6) with the scale pro-
vided on the package. Locate the band closest to the
same width. This band indicates the amount of oil
clearance. Differences in readings between the ends
indicate the amount of taper present. Record all
readings taken. Refer to Engine Specifications.Plas-
tigage generally is accompanied by two scales.
One scale is in inches, the other is a metric
scale. If the bearing clearance exceeds wear
limit specification, replace the bearing.
REPAIR OF DAMAGED OR WORN THREADS
Damaged or worn threads (including aluminum
head spark plug threads) can be repaired. Essen-
tially, this repair consists of drilling out worn or
damaged threads, tapping the hole with a special
Heli-Coil Tap, (or equivalent) and installing an insert
into the tapped hole. This brings the hole back to its
original thread size.
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 hydrostatically
locked, regardless of what caused the problem, the
following steps should be used.
CAUTION: DO NOT use starter motor to rotate the
engine, severe damage may occur.
(1) Inspect air cleaner, induction system and
intake 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
Fig. 6 Clearance Measurement
PLENGINE 9 - 5
GENERAL INFORMATION (Continued)

make sure the dye is thoroughly mixed as indicated
with a bright yellow color under a black light.
(3) Using a black light, inspect the entire engine
for fluorescent dye, particularly at the suspected area
of oil leak. If the oil leak is found and identified,
repair per service manual instructions.
(4) If dye is not observed, drive the vehicle at var-
ious speeds for approximately 24 km (15 miles), and
repeat inspection.
(5)If the oil leak source is not positively
identified at this time, proceed with the air leak
detection test method as follows:
²Disconnect the fresh air hose (makeup air) at
the cylinder head cover and plug or cap the nipple on
the cover.
²Remove the PCV valve hose from the cylinder
head cover. Cap or plug the PCV valve nipple on the
cover.
²Attach an air hose with pressure gauge and reg-
ulator to the dipstick tube.
CAUTION: Do not subject the engine assembly to
more than 20.6 kpa (3 PSI) of test pressure.
²Gradually apply air pressure from 1 psi to 2.5
psi maximum while applying soapy water at the sus-
pected source. Adjust the regulator to the suitable
test pressure that provides the best bubbles which
will pinpoint the leak source. If the oil leak is
detected and identified, repair per service manual
procedures.
²If the leakage occurs at the crankshaft rear oil
seal area, refer to the section, Inspection for Rear
Seal Area Leak.
(6) If no leaks are detected, turn off the air supply.
Remove the air hose, all plugs, and caps. Install the
PCV valve and CCV hose. Proceed to next step.
(7) Clean the oil off the suspect oil leak area using
a suitable solvent. Drive the vehicle at various
speeds approximately 24 km (15 miles). Inspect the
engine for signs of an oil leak by using a black light.
INSPECTION FOR REAR SEAL AREA LEAKS
Since it is sometimes difficult to determine the
source of an oil leak in the rear seal area of theengine, a more involved inspection is necessary. The
following steps should be followed to help pinpoint
the source of the leak.
If the leakage occurs at the crankshaft rear oil seal
area:
(1) Disconnect the battery.
(2) Raise the vehicle.
(3) Remove torque converter or clutch housing
cover and inspect rear of block for evidence of oil.
Use a black light to check for the oil leak. If a leak is
present in this area remove transmission for further
inspection.
(a) Circular spray pattern generally indicates
seal leakage or crankshaft damage.
(b) Where leakage tends to run straight down,
possible causes are a porous block, oil galley cup
plug, bedplate to cylinder block mating surfaces
and seal bore. See proper repair procedures for
these items.
(4) If no leaks are detected, pressurized the crank-
case as previously described.
CAUTION: Do not exceed 20.6 kPa (3 psi).
(5) If the leak is not detected, very slowly turn the
crankshaft and watch for leakage. If a leak is
detected between the crankshaft and seal while
slowly turning the crankshaft, it is possible the
crankshaft seal surface is damaged. The seal area on
the crankshaft could have minor nicks or scratches
that can be polished out with emery cloth.
CAUTION: Use extreme caution when crankshaft
polishing is necessary to remove minor nicks and
scratches. The crankshaft seal flange is especially
machined to complement the function of the rear oil
seal.
(6) For bubbles that remain steady with shaft
rotation, no further inspection can be done until dis-
assembled.
(7) After the oil leak root cause and appropriate
corrective action have been identified, refer to Crank-
shaft Oil SealÐRear for proper replacement proce-
dures.
9 - 10 ENGINEPL
DIAGNOSIS AND TESTING (Continued)

2.0L SOHC ENGINE
TABLE OF CONTENTS
page page
DESCRIPTION AND OPERATION
ENGINE IDENTIFICATION..................15
ENGINE COMPONENTS...................15
ENGINE LUBRICATION SYSTEM.............17
DIAGNOSIS AND TESTING
CHECKING ENGINE OIL PRESSURE..........18
SERVICE PROCEDURES
CYLINDER BORE AND PISTON SIZING........18
FITTING PISTON RINGS...................19
FITTING CONNECTING RODS...............19
FITTING CRANKSHAFT BEARINGS...........19
CRANKSHAFT END PLAY..................20
REMOVAL AND INSTALLATION
TORQUE STRUTS........................20
ENGINE MOUNTÐLEFT...................21
ENGINE MOUNTÐRIGHT..................23
ENGINE MOUNT BRACKETÐRIGHT..........24
STRUCTURAL COLLAR....................25
ENGINE ASSEMBLY.......................25
INTAKE MANIFOLD.......................28
EXHAUST MANIFOLD.....................30
CYLINDER HEAD COVER..................31
SPARK PLUG TUBE SEALS.................32
SPARK PLUG TUBE.......................33
CAMSHAFT.............................33
ROCKER ARM/HYDRAULIC LASH ADJUSTER . . . 34
VALVE SEALS AND SPRINGSÐIN VEHICLE....36
CYLINDER HEAD.........................37
CRANKSHAFT DAMPER...................40
TIMING BELT COVERS....................41TIMING BELT............................43
TIMING BELT TENSIONER..................46
CAMSHAFT OIL SEAL.....................46
OILPAN................................47
CRANKSHAFT OIL SEALÐFRONT............48
CRANKSHAFT OIL SEALÐREAR.............50
DRIVE PLATE...........................51
CRANKSHAFT...........................52
OIL FILTER ADAPTER.....................55
OILFILTER .............................55
OIL PUMP..............................55
PISTON AND CONNECTING ROD............57
DISASSEMBLY AND ASSEMBLY
OIL PUMP..............................60
VALVE SERVICE WITH THE CYLINDER HEAD
REMOVED............................60
CLEANING AND INSPECTION
INTAKE MANIFOLD.......................63
EXHAUST MANIFOLD.....................63
CYLINDER HEAD AND CAMSHAFT
JOURNALS............................63
OIL PUMP..............................64
CYLINDER BLOCK AND BORE..............65
ADJUSTMENTS
ENGINE TORQUE STRUT ADJUSTMENT......66
SPECIFICATIONS
2.0L SOHC ENGINE.......................68
TORQUE...............................71
SPECIAL TOOLS
2.0L SOHC ENGINE.......................72
DESCRIPTION AND OPERATION
ENGINE IDENTIFICATION
The engine identification number is located on the
left rear of the cylinder block bedplate (Fig. 1).
ENGINE COMPONENTS
CYLINDER BLOCK AND BEDPLATE ASSEMBLY
A partial open deck is used for cooling and weight
reduction with water pump molded into the block.
Nominal wall thickness is 4 mm. The bedplate incor-
porates main bearing caps. The rear oil seal retainer
is integral with the block.
Fig. 1 Engine Identification 2.0L
1 ± ENGINE IDENTIFICATION LOCATION
PL2.0L SOHC ENGINE 9 - 15

CRANKSHAFT
A nodular cast iron crankshaft is used. The engine
has five main bearings. The number three main is
flanged to control thrust. The mains and connecting
rod journals have undercut fillet radiuses that are
deep rolled for added strength. To optimize bearing
loading, eight counterweights are used. Hydrody-
namic seals provide end sealing, where the crank-
shaft exits the block. Anaerobic gasket material is
used for parting line sealing. A sintered iron timing
belt sprocket is mounted on the crankshaft nose. This
sprocket transmits crankshaft movement, via timing
belt to the camshaft sprocket providing timed valve
actuation.
PISTONS
The engineDOES NOThave provision for a free
wheeling valve train. Non free wheeling valve train
means, in the event of a broken timing belt pistons
will contact the valves. The engine uses pressed-in
piston pins to attach forged powdered metal connect-
ing rods. The connecting rods are a cracked cap
design and are not repairable. Hex head cap screw
are used to provide alignment and durability in the
assembly. Pistons and connecting rods are serviced as
an assembly.
PISTON RINGS
The piston rings include a molybdenum faced top
ring for reliable compression sealing and a taper
faced intermediate ring for additional cylinder pres-
sure control. Oil Control Ring Package consist of two
steel rails and an expander spacer.
CYLINDER HEAD
The aluminum cylinder head features a Single
Over Head Camshaft (SOHC), four-valves per cylin-
der, cross flow design. The valves are arranged in
two inline banks, with the two intake per cylinder
facing toward the radiator. The exhaust valves facing
toward the dash panel. Rocker arm shafts mount
directly to the cylinder head. It incorporates powder
metal valve guides and seats. The hollow rocker arm
shafts supplies oil to the hydraulic lash adjusters,
camshaft and valve mechanisms.
CAMSHAFT
The nodular iron camshaft has five bearing jour-
nals and three cam lobes per cylinder. Provision for a
cam position sensor is provided on the camshaft at
the rear of cylinder head which also acts as thrust
plate. A hydrodynamic oil seal is used for oil control
at the front of the camshaft.
VALVES
Four valves per cylinder are actuated by roller
rocker arms/hydraulic lash adjusters assemblies
which pivot on rocker arm shafts. All valves have
chrome plated valve stems. Viton rubber valve stem
seals are integral with spring seats. Valve springs,
spring retainers, and locks are conventional design.
INTAKE MANIFOLD
The intake manifold is a molded plastic composi-
tion, attached to the cylinder head with five fasten-
ers. This long branch design enhances low and mid-
range torque.
EXHAUST MANIFOLD
The exhaust manifold is made of nodular cast iron
for strength and high temperatures. Exhaust gasses
exit the manifold into an articulated joint connection
and exhaust pipe.
COMPONENT REPLACEMENT
If any of the following parts have been changed or
replaced:
²Camshaft
²Camshaft Position Sensor
²Camshaft Position Sensor Target Magnet
²Cylinder Block
²Cylinder Head
²Water Pump
²Powertrain Control Module (PCM)
²Timing Belt and Timing Belt Tensioner
The camshaft and crankshaft timing relearn proce-
dure must be performed. Refer to the component
Removal and Installation procedure in this section.
9 - 16 2.0L SOHC ENGINEPL
DESCRIPTION AND OPERATION (Continued)

ENGINE LUBRICATION SYSTEM
ENGINE LUBRICATION
Refer to Group 0, Lubrication and Maintenance for
recommended oil capacity to be used in various
engine application. System is full flow filtration,
pressure feed type. The oil pump is mounted in the
front engine cover and driven by the crankshaft.
Pressurized oil is then routed through the main oil
gallery, running the length of the cylinder block, sup-
plying main and rod bearings with further routing.
Rod bearing oil throw-off lubricates the pistons from
directed slots on the side of the connecting rod
assemblies. Camshaft and valve mechanisms are
lubricated from a full-length cylinder head oil gallery
supplied from the crankcase main oil gallery.
PRESSURE LUBRICATION
Oil drawn up through the pickup tube is pressur-
ized by the pump and routed through the full-flow fil-
ter to the main oil gallery running the length of the
cylinder block. A cylinder head restrictor, integral to
the cylinder head gasket, provides increased oil flow
to the main oil gallery (Fig. 2).
MAIN/ROD BEARINGS
A diagonal hole in each bulkhead feeds oil to each
main bearing. Drilled passages within the crankshaft
route oil from main bearing journals to connecting
rod journals.
CAMSHAFT/HYDRAULIC LASH ADJUSTERS
A vertical hole at the number five bulkhead routes
pressurized oil through a restrictor up into the cylin-
Engine Lubrication Components
1 ± O-RING
2 ± OIL FILTER ADAPTER
3 ± OIL PAN GASKET
4 ± OIL PAN
5 ± OIL PICK-UP TUBE
6 ± DRAIN PLUG7 ± O-RING
8 ± OIL PUMP BODY
9 ± FILTER
10 ± O-RING
11 ± NIPPLE
PL2.0L SOHC ENGINE 9 - 17
DESCRIPTION AND OPERATION (Continued)

der head. The rocker shafts route oil to the rocker
arms/hydraulic lash adjuster assemblies.
SPLASH LUBRICATION
Oil returning to the pan from pressurized compo-
nents supplies lubrication to the valve stems. Cylin-
der bores and wrist pins are splash lubricated from
directed slots on the connecting rod thrust collars.
DIAGNOSIS AND TESTING
CHECKING ENGINE OIL PRESSURE
(1) Remove oil pressure switch and install gauge
assembly C-3292 with adaptor.
(2) Run engine until thermostat opens.
CAUTION: If oil pressure is 0 at idle, Do Not per-
form the 3000 RPM test in the next step.
(3) Oil Pressure:Curb Idle25 kPa (4 psi) mini-
mum3000 RPM170-550 kPa (25-80 psi).
(4) If oil pressure is 0 at idle. Shut off engine,
check for pressure relief valve stuck open, a clogged
oil pick-up screen or a damaged oil pick-up tube
O-ring.
SERVICE PROCEDURES
CYLINDER BORE AND PISTON SIZING
The cylinder walls should be checked for out-of-
round and taper with recommended tool C-119 or
equivalent (Fig. 3). The cylinder bore out-of-roundand cylinder bore taper must within service limits.
Refer to Engine Specifications in this section. If the
cylinder walls are badly scuffed or scored, the cylin-
der block should be rebored and honed, and new pis-
tons and rings fitted. Whatever type of boring
equipment is used, boring and honing operations
should be closely coordinated with the fitting of pis-
tons and rings in order to maintain specified clear-
ances.Refer to Honing Cylinder Bores in the
Standard Service Procedures for procedures.
Measure the cylinder bore at three levels in direc-
tions A and B (Fig. 3). Top measurement should be
10 mm (3/8 inch) down and bottom measurement
should be 10 mm (3/8 inch.) up from bottom of bore.
Refer to Engine Specifications in this section for cyl-
inder block specifications.
SIZING PISTONS
Piston and cylinder wall must be clean and dry.
Piston diameter should be measured 90 degrees to
piston pin about 17.5 mm (11/16 inch) from the bot-
tom of the skirt as shown in (Fig. 4). Cylinder bores
should be measured halfway down the cylinder bore
and transverse to the engine crankshaft center line
shown in (Fig. 3). Correct piston to bore clearance
must be established in order to assure quiet and eco-
nomical operation. Refer to Engine Specifications in
this section for cylinder block and piston specifica-
tions.
DaimlerChrysler engines use pistons designed spe-
cifically for each engine model. Clearance and sizing
locations vary with respect to engine model.
Fig. 2 Engine Lubrication SystemÐ SOHC
Fig. 3 Checking Cylinder Bore Size
9 - 18 2.0L SOHC ENGINEPL
DESCRIPTION AND OPERATION (Continued)

(3) Carefully apply upward force, allowing the
upper engine to rotate rearward until the distance
between the center of the rearmost attaching stud on
the engine mount bracket (point ªAº) and the center
of the hole for the washer hose clip on the shock
tower bracket (point ªBº) is 119 mm (4.70 in.) (Fig.
12).
(4) With the engine held at the proper position,
tighten both the upper and lower torque strut bolts
to 118 N´m (87 ft. lbs.) (Fig. 10).
(5) Remove the floor jack.
ENGINE MOUNTÐLEFT
REMOVAL
(1) Raise vehicle approximately 30.5 cm (12 in.) on
hoist
(2) Remove air cleaner assembly (Fig. 13).
(3) Remove battery and tray.
(4) Support transaxle with a suitable jack.
(5) Remove left front wheel.
(6) Remove left splash shield.
(7) Remove through bolt access plug at left side
outer frame rail.
Fig. 10 Torque StrutsÐUpper and Lower
1 ± BOLTS
2 ± ENGINE MOUNT BRACKET
3 ± TORQUE STRUT BRACKET
4 ± UPPER TORQUE STRUT5 ± CROSSMEMBER
6 ± LOWER TORQUE STRUT
7 ± BOLTS
8 ± RIGHT FENDER
Fig. 11 Floor Jack Positioning
1 ± WOOD BLOCK
2 ± FLOOR JACK
PL2.0L SOHC ENGINE 9 - 21
REMOVAL AND INSTALLATION (Continued)

(4) Discharge air conditioning system, if equipped.
Refer to Group 24, Heating and Air Conditioning for
procedure.
(5) Disconnect the following: air intake duct at
intake manifold, throttle cables, electrical connectors
from throttle body and air cleaner housing.
(6) Remove air cleaner housing assembly.
(7) Remove upper radiator hose and fan module.
Refer to Group 7, Cooling System for procedure.
(8) Remove lower radiator hose.
(9) Disconnect automatic transmission cooler lines
and plug, if equipped.
(10) Disconnect shift linkage, electrical connectors,
and clutch cable, if equipped with manual transaxle.
(11) Disconnect engine wiring harness.
(12) Disconnect positive cable from Power Distri-
bution Center (PDC) and ground wire from vehicle
body.
(13) Disconnect ground wire from the vehicle body-
to-engine at the right side strut tower.
(14) Disconnect heater hoses.
(15) Disconnect vacuum hose from brake booster.
(16) Disconnect coolant reserve/recovery hose.
(17) Remove accessory drive belts. Refer to Group
7, Cooling System for procedure.
(18) Remove power steering pump and reservoir
and set them aside.
(19) Hoist vehicle and remove right inner splash
shield.
(20) Drain engine oil.
(21) Remove front wheels.
(22) Remove axle shafts. Refer to Group 3, Differ-
ential and Driveline for procedure.
(23) Disconnect exhaust system from manifold.
(24) Disconnect the downstream oxygen sensor
connector.
(25) Remove lower engine torque strut.
(26) Remove structural collar. Refer to procedure
in this section.
(27) Lower vehicle and remove A/C compressor.
(28) Raise vehicle enough to allow engine dolly
and cradle, Special Tools 6135 and 6710 to be
installed under vehicle.
(29) Loosen engine support posts to allow move-
ment for positioning onto engine locating holes and
flange on the engine bedplate. Lower vehicle and
position cradle until the engine is resting on support
posts (Fig. 26). Tighten mounts to cradle frame. This
will keep support posts from moving when removing
or installing engine and transmission.
(30) Install safety straps around the engine to cra-
dle (Fig. 26). Tighten straps and lock them into posi-
tion.
WARNING: Safety straps MUST be used.(31) Raise vehicle enough to see if straps are tight
enough to hold cradle assembly to engine.
(32) Lower vehicle so weight of the engine and
transmission ONLY is on the cradle assembly.
(33) Remove the upper engine torque strut.
(34) Remove right and left engine and transaxle
mount through bolts (Fig. 24) and (Fig. 25).
(35) Raise vehicle slowly until body is approxi-
mately 15 cm (6 in.) above normal engine mounting
locations.
(36) Remove generator, lower bracket, and upper
mounting bolt.
(37) Continue raising vehicle slowly until engine/
transaxle assembly clears engine compartment. It
may be necessary to move the engine/transmission
assembly with the cradle to allow for removal around
body flanges.
INSTALLATION
(1) Position engine and transmission assembly
under vehicle and slowly lower the vehicle over the
engine/transaxle assembly until vehicle is within 15
cm (6 in.) of engine mounting locations.
(2) Install generator, lower bracket, and adjusting
bolt.
(3) Continue lowering vehicle until engine/tran-
saxle aligns to mounting locations. Install mounting
bolts at the right and left engine/transaxle mounts
(Fig. 24) and (Fig. 25). Tighten bolts to 118 N´m (87
ft. lbs.).
(4) Install upper engine torque strut. Refer to pro-
cedure in this section.
(5) Remove safety straps from engine/transaxle
assembly. Slowly raise vehicle enough to remove the
engine dolly and cradle.
(6) Install axle shafts. Refer to Group 3, Differen-
tial and Driveline for procedure.
(7) Install structural collar. Refer to procedure in
this section tightening sequence.
Fig. 24 Right Mount Through Bolt
1 ± BOLT
2 ± RIGHT ENGINE MOUNT
3 ± ENGINE MOUNT BRACKET
9 - 26 2.0L SOHC ENGINEPL
REMOVAL AND INSTALLATION (Continued)