PISTON RING JEEP LIBERTY 2002 KJ / 1.G Owner's Guide

(1) Position the engine exhaust manifold and gas-
ket on the two studs located on the cylinder head.
Install conical washers and nuts on these studs.
(2) Install remaining conical washers. Starting at
the center arm and working outward, tighten the
bolts and nuts to 25 N´m (18 ft. lbs.) torque.
(3) Install the exhaust heat shields.
(4) Raise and support the vehicle.
CAUTION: Over tightening heat shield fasteners,
may cause shield to distort and/or crack.
(5) Assemble exhaust pipe to manifold and secure
with bolts, nuts and retainers. Tighten the bolts and
nuts to 34 N´m (25 ft. lbs.) torque.
LEFT EXHAUST MANIFOLD
CAUTION: If the studs came out with the nuts when
removing the engine exhaust manifold, install new
studs. Apply sealer on the coarse thread ends.
Water leaks may develop at the studs if this precau-
tion is not taken.
(1) Position the engine exhaust manifold and gas-
ket on the two studs located on the cylinder head.
Install conical washers and nuts on these studs.
(2) Install remaining conical washers. Starting at
the center arm and working outward, tighten the
bolts and nuts to 25 N´m (18 ft. lbs.) torque.
(3) Install the exhaust heat shields.
(4) Raise and support the vehicle.
CAUTION: Over tightening heat shield fasteners,
may cause shield to distort and/or crack.
(5) Assemble exhaust pipe to manifold and secure
with bolts, nuts and retainers. Tighten the bolts and
nuts to 34 N´m (25 ft. lbs.) torque.
VALVE TIMING
DESCRIPTION
The timing drive system has been designed to pro-
vide quiet performance and reliability to support a
non-free wheelingengine. Specifically the intake
valves are non-free wheeling and can be easily dam-
aged with forceful engine rotation if camshaft-to-
crankshaft timing is incorrect. The timing drive
system consists of a primary chain, two secondary
timing chain drives and a counterbalance shaft drive.
OPERATION
The primary timing chain is a single inverted tooth
chain type. The primary chain drives the large 40
tooth idler sprocket directly from a 20 tooth crank-shaft sprocket. Primary chain motion is controlled by
a pivoting leaf spring tensioner arm and a fixed
guide. The arm and the guide both use nylon plastic
wear faces for low friction and long wear. The pri-
mary chain receives oil splash lubrication from the
secondary chain drive and designed oil pump leak-
age. The idler sprocket assembly connects the pri-
mary chain drive, secondary chain drives, and the
counterbalance shaft. The idler sprocket assembly
consists of two integral 26 tooth sprockets a 40 tooth
sprocket and a helical gear that is press-fit to the
assembly. The spline joint for the 40 tooth sprocket is
a non ± serviceable press fit anti rattle type. A spiral
ring is installed on the outboard side of the fifty
tooth sprocket to prevent spline disengagement. The
idler sprocket assembly spins on a stationary idler
shaft. The idler shaft is a light press-fit into the cyl-
inder block. A large washer on the idler shaft bolt
and the rear flange of the idler shaft are used to con-
trol sprocket thrust movement. Pressurized oil is
routed through the center of the idler shaft to pro-
vide lubrication for the two bushings used in the
idler sprocket assembly.
There are two secondary drive chains, both are
roller type, one to drive the camshaft in each SOHC
cylinder head. There are no shaft speed changes in
the secondary chain drive system. Each secondary
chain drives a 26 tooth cam sprocket directly from
the 26 tooth sprocket on the idler sprocket assembly.
A fixed chain guide and a hydraulic oil damped ten-
sioner are used to maintain tension in each second-
ary chain system. The hydraulic tensioners for the
secondary chain systems are fed pressurized oil from
oil reservoir pockets in the block. Each tensioner
incorprates a controled leak path through a device
known as a vent disc located in the nose of the piston
to manage chain loads. Each tensioner also has a
mechanical ratchet system that limits chain slack if
the tensioner piston bleeds down after engine shut
down. The tensioner arms and guides also utilize
nylon wear faces for low friction and long wear. The
secondary timing chains receive lubrication from a
small orifice in the tensioners. This orifice is pro-
tected from clogging by a fine mesh screen which is
located on the back of the hydraulic tensioners.
STANDARD PROCEDURE
MEASURING TIMING CHAIN WEAR
NOTE: This procedure must be performed with the
timing chain cover removed.
(1) Remove the timing chain cover. Refer to Timing
Chain Cover in this section for procedure.
KJENGINE - 3.7L 9 - 71
EXHAUST MANIFOLD (Continued)

(2) To determine if the secondary timing chains
are worn, rotate the engine clockwise until maximum
tensioner piston extension is obtained. Measure the
distance between the secondary timing chain ten-
sioner housing and the step ledge on the piston. The
measurement at point (A) must be less than 15mm
(.5906 inches).
(3) If the measurement exceeds the specification
the secondary timing chains are worn and require
replacement. Refer to Timing Chain and Sprockets in
this section for procedure.
SERVICE PROCEDURES
TIMING VERIFICATION
CAUTION: The 3.7L is a non free-wheeling design
engine. Therefore, correct engine timing is critical.
NOTE: Components referred to as left hand or right
hand are as viewed from the drivers position inside
the vehicle.
NOTE: The blue link plates on the chains and the
dots on the camshaft drive sprockets may not line
up during the timing verification procedure. The
blue link plates are lined up with the sprocket dots
only when re-timing the complete timing drive.
Once the timing drive is rotated blue link-to-dot
alignment is no longer valid.
Engine base timing can be verified by the following
procedure:
(1) Remove the cylinder head covers. Refer to the
procedure in this section.
(2) Using a mirror, locate the TDC arrow on the
front cover (Fig. 91). Rotate the crankshaft until the
mark on the crankshaft damper is aligned with the
TDC arrow on the front cover. The engine is now at
TDC.
(3) Note the location of the V6 mark stamped into
the camshaft drive gears. If the V6 mark on each
camshaft drive gear is at the twelve o'clock position,
the engine is at TDC on the exhaust stroke. If the V6
mark on each gear is at the six o'clock position, the
engine is at TDC on the compression stroke. (Fig. 95)
(4) If both of the camshaft drive gears are off in
the same or opposite directions, the primary chain or
both secondary chains are at fault. Refer to Timing
Chain and Sprockets procedure in this section.
(5) If only one of the camshaft drive gears is off
and the other is correct, the problem is confined to
one secondary chain. Refer to Single camshaft tim-
ing, in this procedure.(6) If both camshaft drive gear V6 marks are at
the twelve o'clock or the six o' clock position the
engine base timing is correct. Reinstall the cylinder
head covers.
COUNTER BALANCE SHAFT TIMING
(1) Ensure that the engine is at TDC with both
camshaft sprocket marks are in the 12 o'clock posi-
tion. (Fig. 94)
(2) Look down the left cylinder gear chain cavity.
The timing dot on the counter balance shaft drive
gear should be in the 6 o'clock position (Fig. 92).
TIMING - SINGLE CAMSHAFT
NOTE: to adjust the timing on one camshaft, pre-
form the following procedure.
(1) Using Chain Tensioner Wedge, Special Tool
8379, stabilize the secondary chain drive. For refer-
ence purposes, mark the chain-to-sprocket position.
(Fig. 93)
(2) Remove the camshaft drive gear retaining bolt.
(3) Carefully remove the camshaft drive gear from
the camshaft.
(4) Re-index the camshaft drive gear in the chain
until the V6 mark is at the same position as the V6
mark on the opposite camshaft drive gear.
Fig. 91 Engine Top Dead Center (TDC) Indicator
Mark
1 - TIMING CHAIN COVER
2 - CRANKSHAFT TIMING MARKS
9 - 72 ENGINE - 3.7LKJ
VALVE TIMING (Continued)

INSTALLATION
(1) Using a vise, lightly compress the secondary
chain tensioner piston until the piston step is flush
with the tensioner body. Using a pin or suitable tool,
release ratchet pawl by pulling pawl back against
spring force through access hole on side of tensioner.
While continuing to hold pawl back, Push ratchet
device to approximately 2 mm from the tensioner
body. Install Special Tool 8514 lock pin into hole on
front of tensioner (Fig. 107). Slowly open vise to
transfer piston spring force to lock pin.
(2) Position primary chain tensioner over oil pump
and insert bolts into lower two holes on tensioner
bracket. Tighten bolts to 28 N´m (250 in. lbs.).
(3) Install right side chain tensioner arm. Apply
MopartLock N, Seal to torxtbolt, tighten bolt to 28
N´m (250 in. lbs.).
CAUTION: The silver bolts retain the guides to the
cylinder heads and the black bolts retain the guides
to the engine block.
(4) Install the left side chain guide. Tighten the
bolts to 28 N´m (250 in. lbs.).
(5) Install left side chain tensioner arm. Apply
MopartLock N, Seal to torxtbolt, tighten bolt to 28
N´m (250 in. lbs.).(6) Install the right side chain guide. Tighten the
bolts to 28 N´m (250 in. lbs.).
(7) Install both secondary chains onto the idler
sprocket. Align two plated links on the secondary
chains to be visible through the two lower openings
on the idler sprocket (4 o'clock and 8 o'clock). Once
the secondary timing chains are installed, position
special tool 8429 to hold chains in place for installa-
tion.
(8) Align primary chain double plated links with
the timing mark at 12 o'clock on the idler sprocket.
Align the primary chain single plated link with the
timing mark at 6 o'clock on the crankshaft sprocket.
(9) Lubricate idler shaft and bushings with clean
engine oil.
NOTE: The idler sprocket must be timed to the
counterbalance shaft drive gear before the idler
sprocket is fully seated.
(10) Install all chains, crankshaft sprocket, and
idler sprocket as an assembly (Fig. 108). After guid-
ing both secondary chains through the block and cyl-
inder head openings, affix chains with a elastic strap
or the equivalent, This will maintain tension on
chains to aid in installation. Align the timing mark
on the idler sprocket to the timing mark on the coun-
terbalance shaft drive gear, then seat idler sprocket
fully (Fig. 109). Before installing idler sprocket bolt,
lubricate washer with oil, and tighten idler sprocket
assembly retaining bolt to 34 N´m (25 ft. lbs.).
Fig. 107 Resetting Secondary Chain Tensioners
1 - VISE
2 - INSERT LOCK PIN
3 - RATCHET PAWL
4 - RATCHET
5 - PISTON
Fig. 108 Installing Idler Gear, Primary and
Secondary Timing Chains
1 - SPECIAL TOOL 8429
2 - PRIMARY CHAIN IDLER SPROCKET
3 - CRANKSHAFT SPROCKET
9 - 80 ENGINE - 3.7LKJ
TIMING BELT/CHAIN AND SPROCKET(S (Continued)

ENGINE
TABLE OF CONTENTS
page page
ENGINE - 2.4L
DESCRIPTION..........................3
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - CYLINDER
COMBUSTION PRESSURE LEAKAGE
TEST................................3
DIAGNOSIS AND TESTING - CYLINDER
COMPRESSION PRESSURE TEST.........3
DIAGNOSIS AND TESTING - ENGINE OIL
LEAK INSPECTION.....................4
DIAGNOSIS AND TESTING - ENGINE.......5
DIAGNOSIS AND TESTING - ENGINE
DIAGNOSIS - PERFORMANCE............5
DIAGNOSIS AND TESTING - ENGINE
MECHANICAL.........................7
STANDARD PROCEDURE
STANDARD PROCEDURE - ENGINE CORE
AND OIL GALLERY PLUGS...............9
STANDARD PROCEDURE - REPAIR OF
DAMAGED OR WORN THREADS..........9
STANDARD PROCEDURE - HYDROSTATIC
LOCKED ENGINE......................9
STANDARD PROCEDURE - FORM-IN-
PLACE GASKETS AND SEALERS.........10
STANDARD PROCEDURE - ENGINE
GASKET SURFACE PREPARATION........11
STANDARD PROCEDURE - MEASURING
BEARING CLEARANCE USING
PLASTIGAGE.........................11
REMOVAL - ENGINE ASSEMBLY...........12
INSTALLATION - ENGINE ASSEMBLY........12
SPECIFICATIONS
SPECIFICATIONS - 2.4L ENGINE.........13
SPECIFICATIONS - TORQUE............16
SPECIAL TOOLS
2.4L ENGINE.........................17
AIR CLEANER ELEMENT
REMOVAL - 2.4L........................19
INSTALLATION - 2.4L....................19
CYLINDER HEAD
DESCRIPTION.........................19
OPERATION...........................19
DIAGNOSIS AND TESTING - CYLINDER HEAD
GASKET............................19
REMOVAL - CYLINDER HEAD.............20
CLEANING............................20
INSPECTION..........................21
INSTALLATION - CYLINDER HEAD..........21CAMSHAFT OIL SEAL(S)
REMOVAL.............................22
INSTALLATION.........................22
CAMSHAFT(S)
DESCRIPTION.........................23
OPERATION...........................23
STANDARD PROCEDURE - CAMSHAFT
END-PLAY...........................23
REMOVAL.............................24
CLEANING............................24
INSPECTION..........................25
INSTALLATION.........................25
CYLINDER HEAD COVER
REMOVAL.............................26
CLEANING............................26
INSPECTION..........................26
INSTALLATION.........................26
INTAKE/EXHAUST VALVES & SEATS
DESCRIPTION.........................27
CLEANING............................27
VALVE SPRINGS
REMOVAL
REMOVAL - CYLINDER HEAD ON.........27
REMOVAL - CYLINDER HEAD OFF........27
INSPECTION..........................28
INSTALLATION
INSTALLATION - CYLINDER HEAD ON.....28
INSTALLATION - CYLINDER HEAD OFF....28
HYDRAULIC LIFTERS
DIAGNOSIS AND TESTING - LASH ADJUSTER
(TAPPET) NOISE DIAGNOSIS............28
REMOVAL.............................29
INSTALLATION.........................29
ROCKER ARMS
REMOVAL.............................29
INSPECTION..........................30
INSTALLATION.........................30
ENGINE BLOCK
DESCRIPTION.........................30
STANDARD PROCEDURE
STANDARD PROCEDURE - PISTON TO
CYLINDER BORE FITTING..............30
STANDARD PROCEDURE - CYLINDER
BORE HONING.......................31
CLEANING............................31
INSPECTION..........................32
CONNECTING ROD BEARINGS
STANDARD PROCEDURE
CONNECTING ROD - FITTING...........32
KJENGINE 9s - 1

CRANKSHAFT
DESCRIPTION.........................32
OPERATION...........................33
STANDARD PROCEDURE - CRANKSHAFT
ENDPLAY ...........................33
REMOVAL.............................33
INSPECTION..........................34
INSTALLATION.........................34
CRANKSHAFT MAIN BEARINGS
STANDARD PROCEDURE - MAIN BEARING -
FITTING.............................35
CRANKSHAFT OIL SEAL - FRONT
REMOVAL.............................37
INSTALLATION.........................37
CRANKSHAFT OIL SEAL - REAR
REMOVAL.............................38
INSTALLATION.........................39
PISTON & CONNECTING ROD
DESCRIPTION.........................40
OPERATION...........................40
REMOVAL.............................40
INSTALLATION.........................41
PISTON RINGS
STANDARD PROCEDURE
PISTON RING - FITTING................42
VIBRATION DAMPER
REMOVAL.............................43
INSTALLATION.........................43
STRUCTURAL COLLAR
REMOVAL.............................44
INSTALLATION.........................44
ENGINE MOUNTING
DESCRIPTION.........................44
FRONT MOUNT
REMOVAL.............................44
INSTALLATION.........................44
REAR MOUNT
REMOVAL.............................45
INSTALLATION.........................45
LUBRICATION
DESCRIPTION.........................46
OPERATION...........................46
DIAGNOSIS AND TESTING - ENGINE OIL
PRESSURE CHECKING.................46
OIL
STANDARD PROCEDURE
ENGINE OIL LEVEL CHECK.............47
STANDARD PROCEDURE - ENGINE OIL
AND FILTER CHANGE..................47
OIL FILTER
DESCRIPTION.........................47
REMOVAL.............................47
INSTALLATION.........................47
OIL PAN
REMOVAL.............................48INSTALLATION.........................48
OIL PRESSURE SENSOR/SWITCH
DESCRIPTION.........................48
OPERATION...........................48
OIL PUMP
REMOVAL.............................49
DISASSEMBLY.........................49
CLEANING............................49
INSPECTION..........................50
ASSEMBLY............................50
INSTALLATION.........................50
INTAKE MANIFOLD
DESCRIPTION.........................51
OPERATION...........................51
DIAGNOSIS AND TESTING - INTAKE
MANIFOLD LEAKS.....................51
REMOVAL.............................52
INSPECTION..........................52
INSTALLATION.........................52
EXHAUST MANIFOLD
DESCRIPTION.........................53
OPERATION...........................53
REMOVAL.............................53
CLEANING............................53
INSPECTION..........................53
INSTALLATION.........................53
TIMING BELT COVER(S)
REMOVAL.............................53
INSTALLATION.........................53
TIMING BELT AND SPROCKET(S)
REMOVAL
REMOVAL - TIMING BELT...............55
REMOVAL - CRANKSHAFT SPROCKET....55
CLEANING............................55
INSTALLATION
INSTALLATION - CRANKSHAFT SPROCKET . 56
INSTALLATION - TIMING BELT...........56
TIMING BELT TENSIONER & PULLEY
REMOVAL.............................59
INSTALLATION.........................59
BALANCE SHAFT
DESCRIPTION.........................59
OPERATION...........................59
REMOVAL.............................60
INSTALLATION
BALANCE SHAFT TIMING...............61
BALANCE SHAFT CARRIER
REMOVAL.............................64
INSTALLATION.........................64
BALANCE SHAFT CHAIN
REMOVAL.............................64
INSTALLATION.........................64
9s - 2 ENGINEKJ

ENGINE - 2.4L
DESCRIPTION
The 2.4 Liter (148 cu. in.) in-line four cylinder
engine is a double over head camshaft with hydraulic
lifters and four valve per cylinder design. The engine
is free-wheeling; meaning it has provisions for piston-
to-valve clearance. However valve-to-valve interference
can occur, if camshafts are rotated independently.
The cylinders are numbered from front of the
engine to the rear. The firing order is 1±3±4±2.
The engine identification number is located on the
rear of the cylinder block (Fig. 1).
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - CYLINDER
COMBUSTION PRESSURE LEAKAGE TEST
The combustion pressure leakage test provides an
accurate means for determining engine condition.
Combustion pressure leakage testing will detect:
²Exhaust and intake valve leaks (improper seat-
ing).
²Leaks between adjacent cylinders or into water
jacket.
²Any causes for combustion/compression pressure
loss.WARNING: DO NOT REMOVE THE PRESSURE CAP
WITH THE SYSTEM HOT AND UNDER PRESSURE
BECAUSE SERIOUS BURNS FROM COOLANT CAN
OCCUR.
Check the coolant level and fill as required. DO
NOT install the pressure cap.
Start and operate the engine until it attains nor-
mal operating temperature, then turn the engine
OFF.
Clean spark plug recesses with compressed air.
Remove the spark plugs.
Remove the oil filler cap.
Remove the air cleaner.
Calibrate the tester according to the manufactur-
er's instructions. The shop air source for testing
should maintain 483 kPa (70 psi) minimum, 1,379
kPa (200 psi) maximum, with 552 kPa (80 psi) rec-
ommended.
Perform the test procedures on each cylinder
according to the tester manufacturer's instructions.
While testing, listen for pressurized air escaping
through the throttle body, tailpipe and oil filler cap
opening. Check for bubbles in the coolant.
All gauge pressure indications should be equal,
with no more than 25% leakage per cylinder.
FOR EXAMPLE:At 552 kPa (80 psi) input pres-
sure, a minimum of 414 kPa (60 psi) should be main-
tained in the cylinder.
DIAGNOSIS AND TESTING - CYLINDER
COMPRESSION PRESSURE TEST
The results of a cylinder compression pressure test
can be utilized to diagnose several engine malfunc-
tions.
Ensure the battery is completely charged and the
engine starter motor is in good operating condition.
Otherwise the indicated compression pressures may
not be valid for diagnosis purposes.
(1) Check engine oil level and add oil if necessary.
(2) Drive the vehicle until engine reaches normal
operating temperature. Select a route free from traf-
fic and other forms of congestion, observe all traffic
laws, and accelerate through the gears several times
briskly.
(3) Remove all spark plugs from engine. As spark
plugs are being removed, check electrodes for abnor-
mal firing indicators fouled, hot, oily, etc. Record cyl-
inder number of spark plug for future reference.
(4) Remove the Auto Shutdown (ASD) relay from
the PDC.
(5) Be sure throttle blade is fully open during the
compression check.
(6) Insert compression gage adaptor Special Tool
8116 or the equivalent, into the #1 spark plug hole in
cylinder head. Connect the 0±500 psi (Blue) pressure
transducer with cable adaptors to the DRBIIIt.
Fig. 1 ENGINE IDENTIFICATION
1 - ENGINE IDENTIFICATION
KJENGINE9s-3

CONDITION POSSIBLE CAUSES CORRECTION
OIL CONSUMPTION OR SPARK
PLUGS FOULED1. PCV system malfunction. 1. Check system and repair as
necessary. (Refer to 25 -
EMISSIONS CONTROL/
EVAPORATIVE EMISSIONS/PCV
VALVE - DIAGNOSIS AND
TESTING)
2. Worn, scuffed or broken rings. 2. Hone cylinder bores. Install new
rings.
3. Carbon in oil ring slots. 3. Install new rings.
4. Rings fitted too tightly in grooves. 4. Remove rings and check
grooves. If groove is not proper
width, replace piston.
5. Worn valve guide(s). 5. Replace cylinder head assembly.
6. Valve stem seal(s) worn or
damaged.6. Replace seal(s).
STANDARD PROCEDURE
STANDARD PROCEDURE - ENGINE CORE AND
OIL GALLERY PLUGS
Using a blunt tool such as a drift and a hammer,
strike the bottom edge of the cup plug. With the cup
plug rotated, grasp firmly with pliers or other suit-
able tool and remove plug (Fig. 2).
CAUTION: Do not drive cup plug into the casting as
restricted cooling can result and cause serious
engine problems.Thoroughly clean inside of cup plug hole in cylin-
der block or head. Be sure to remove old sealer.
Lightly coat inside of cup plug hole with Mopart
Stud and Bearing Mount. Make certain the new plug
is cleaned of all oil or grease. Using proper drive
plug, drive plug into hole so that the sharp edge of
the plug is at least 0.5 mm (0.020 in.) inside the
lead-in chamfer.
It is not necessary to wait for curing of the sealant.
The cooling system can be refilled and the vehicle
placed in service immediately.
STANDARD PROCEDURE - REPAIR OF
DAMAGED OR WORN THREADS
Damaged or worn threads (excluding spark plug
and camshaft bearing cap attaching threads) can be
repaired. Essentially, 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 center line.
Heli-Coil tools and inserts are readily available
from automotive parts jobbers.
STANDARD PROCEDURE - 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.
Fig. 2 Core Hole Plug Removal
1 - CYLINDER BLOCK
2 - REMOVE PLUG WITH PLIERS
3 - STRIKE HERE WITH HAMMER
4 - DRIFT PUNCH
5 - CUP PLUG
KJENGINE9s-9
ENGINE - 2.4L (Continued)

(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
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 re-occurring.
CAUTION: Squirt approximately one teaspoon of oil
into the cylinders, rotate engine to lubricate the cyl-
inder walls to prevent damage on restart.
(8) Install new spark plugs.
(9) Drain engine oil and remove oil filter.
(10) Install a new oil filter.
(11) Fill engine with specified amount of approved
oil.
(12) Connect negative battery cable.
(13) Start engine and check for any leaks.
STANDARD PROCEDURE - FORM-IN-PLACE
GASKETS AND SEALERS
There are numerous places where form-in-place
gaskets are used on the engine. Care must be taken
when applying form-in-place gaskets to assure
obtaining the desired results.Do not use form-in-
place gasket material unless specified.Bead size,
continuity, and location are of great importance. Too
thin a bead can result in leakage while too much can
result in spill-over which can break off and obstruct
fluid feed lines. A continuous bead of the proper
width is essential to obtain a leak-free gasket.
There are numerous types of form-in-place gasket
materials that are used in the engine area. Mopart
Engine RTV GEN II, MopartATF-RTV, and Mopart
Gasket Maker gasket materials, each have different
properties and can not be used in place of the other.
MOPARtENGINE RTV GEN IIis used to seal
components exposed to engine oil. This material is a
specially designed black silicone rubber RTV that
retains adhesion and sealing properties when
exposed to engine oil. Moisture in the air causes the
material to cure. This material is available in three
ounce tubes and has a shelf life of one year. After one
year this material will not properly cure. Alwaysinspect the package for the expiration date before
use.
MOPARtATF RTVis a specifically designed
black silicone rubber RTV that retains adhesion and
sealing properties to seal components exposed to
automatic transmission fluid, engine coolants, and
moisture. This material is available in three ounce
tubes and has a shelf life of one year. After one year
this material will not properly cure. Always inspect
the package for the expiration date before use.
MOPARtGASKET MAKERis an anaerobic type
gasket material. The material cures in the absence of
air when squeezed between two metallic surfaces. It
will not cure if left in the uncovered tube. The
anaerobic material is for use between two machined
surfaces. Do not use on flexible metal flanges.
MOPARtBED PLATE SEALANTis a unique
(green-in-color) anaerobic type gasket material that
is specially made to seal the area between the bed-
plate and cylinder block without disturbing the bear-
ing clearance or alignment of these components. The
material cures slowly in the absence of air when
torqued between two metallic surfaces, and will rap-
idly cure when heat is applied.
MOPARtGASKET SEALANTis a slow drying,
permanently soft sealer. This material is recom-
mended for sealing threaded fittings and gaskets
against leakage of oil and coolant. Can be used on
threaded and machined parts under all tempera-
tures. This material is used on engines with multi-
layer steel (MLS) cylinder head gaskets. This
material also will prevent corrosion. MopartGasket
Sealant is available in a 13 oz. aerosol can or 4oz./16
oz. can w/applicator.
SEALER APPLICATION
MopartGasket Maker material should be applied
sparingly 1 mm (0.040 in.) diameter or less of sealant
to one gasket surface. Be certain the material sur-
rounds each mounting hole. Excess material can eas-
ily be wiped off. Components should be torqued in
place within 15 minutes. The use of a locating dowel
is recommended during assembly to prevent smear-
ing material off the location.
MopartEngine RTV GEN II or ATF RTV gasket
material should be applied in a continuous bead
approximately 3 mm (0.120 in.) in diameter. All
mounting holes must be circled. For corner sealing, a
3.17 or 6.35 mm (1/8 or 1/4 in.) drop is placed in the
center of the gasket contact area. Uncured sealant
may be removed with a shop towel. Components
should be torqued in place while the sealant is still
wet to the touch (within 10 minutes). The usage of a
locating dowel is recommended during assembly to
prevent smearing material off the location.
9s - 10 ENGINEKJ
ENGINE - 2.4L (Continued)

(8) Install the starter.
(9) Connect the crankshaft position sensor.
(10) Install the engine block heater power cable, if
equipped.
CAUTION: The structural cover requires a specific
torque sequence. Failure to follow this sequence
may cause severe damage to the cover.
(11) Install the structural cover.
(12) Install the exhaust pipe.
(13) Connect the oxygen sensors.
(14) Lower vehicle.
(15) Connect the knock sensors.
(16) Connect the engine to body ground straps.
(17) Install the power brake booster vacuum hose.
(18) Install the breather hoses.
(19) Install the PCV hose.
(20) Install the fuel rail.
(21) Install the coil over plugs.
(22) Reconnect the engine wiring harness at the
following points:
²Intake air temperature (IAT) sensor
²Fuel Injectors
²Throttle Position (TPS) Switch
²Idle Air Control (IAC) Motor
²Engine Oil Pressure Switch
²Engine Coolant Temperature (ECT) Sensor
²Manifold Absolute Pressure MAP) Sensor
²Camshaft Position (CMP) Sensor
²Coil Over Plugs
²Crankshaft Position Sensor
(23) Connect lower radiator hose.
(24) Connect upper radiator hose.
(25) Connect throttle and speed control cables.
(26) Install the heater hose assembly.
(27) Install coolant recovery bottle.
(28) Install the power steering pump.
(29) Install the generator.
(30) Install the A/C compressor.
(31) Install the drive belt.
(32) Install the fan shroud with the electric fan
assembly.
(33) Install the radiator core support bracket.
(34) Install the air cleaner assembly.
(35) Refill the engine cooling system.
(36) Install the hood.
(37) Check and fill engine oil.
(38) Connect the battery negative cable.
(39) Start the engine and check for leaks.SPECIFICATIONS
SPECIFICATIONS - 2.4L ENGINE
DESCRIPTION SPECIFICATION
General Specification
Type In-Line OHV, DOHC
Number of Cylinders 4
Displacement 2.4 Liters
(148 cu. in.)
Bore 87.5 mm
(3.445 in.)
Stroke 101.0 mm
(3.976 in.)
Compression Ratio 9.4:1
Firing Order 1-3-4-2
Compression Pressure 690 kPa (Minimum)
(100 psi Minimum)
Max. Variation Between
Cylinders25%
Cylinder Block
Cylinder Bore Diameter 87.4924±87.5076 mm
(3.4446±3.4452 in.)
Out-of-Round (Max.) 0.051 mm
(0.002 in.)
Taper (Max.) 0.051 mm
(0.002 in.)
Pistons
Piston Diameter 87.463±87.481 mm
(3.4434±3.4441 in.)
Clearance @ 14 mm
(9/16 in.) from bottom of
skirt0.024±0.057 mm
(0.0009±0.0022 in.)
Weight 346±356 grams
(12.20±12.56 oz.)
Land Clearance
(Diametrical)0.614±0.664 mm
(0.024±0.026 in.)
Piston Length 66.25 mm
(2.608 in.)
Piston Ring Groove
Depth No. 14.640±4.784 mm
(0.182±0.188 in.)
Piston Ring Groove
Depth No. 24.575±4.719 mm
(0.180±0.185 in.)
KJENGINE9s-13
ENGINE - 2.4L (Continued)

DESCRIPTION SPECIFICATION
Piston Ring Groove
Depth No. 34.097±4.236 mm
(0.161±0.166 in.)
Piston Pins
Clearance in Piston 0.005±0.018 mm
(0.0002±0.0008 in.)
Clearance in Connecting
RodInterference
Diameter 21.998±22.003 mm
(0.8660±0.8662 in.)
End Play None
Length 72.75±73.25 mm
(2.864±2.883 in.)
Piston Rings
Ring GapÐTop
Compression Ring0.25±0.51 mm
(0.0098±0.020 in.)
Wear Limit 0.8 mm
(0.031 in.)
Ring GapÐ2nd
Compression Ring0.23±0.48 mm
(0.009±0.018 in.)
Wear Limit 0.8 mm
(0.031 in.)
Ring GapÐOil Control
Steel Rails0.25±0.64 mm
(0.0098±0.025 in.)
Wear Limit 1.00 mm
(0.039 in.)
Ring Side ClearanceÐ
Compression Rings0.030±0.080 mm
(0.0011±0.0031 in.)
Wear Limit 0.10 mm
(0.004 in.)
Ring Side ClearanceÐOil
Ring Pack0.012±0.178 mm
(0.0004±0.0070 in.)
Ring WidthÐ
Compression Rings1.47±1.50 mm
(0.057±0.059 in.)
Ring WidthÐOil Ring
Pack2.72±2.88 mm
(0.107±0.1133 in.)
Connecting Rod
Bearing Clearance 0.025±0.071 mm
(0.0009±0.0027 in.)
Wear Limit 0.075 mm
(0.003 in.)
Bore DiameterÐPiston
Pin20.96±20.98 mm
(0.8252±0.8260 in.)DESCRIPTION SPECIFICATION
Bore DiameterÐ
Crankshaft End53.007±52.993 mm
(2.0868±2.0863 in.)
Side Clearance 0.13±0.38 mm
(0.005±0.015 in.)
Wear Limit 0.40 mm
(0.016 in.)
WeightÐTotal (Less
Bearing)565.8 grams
(19.96 oz.)
Crankshaft
Connecting Rod Journal
Diameter49.984±50.000 mm
(1.968±1.9685 in.)
Main Bearing Journal
Diameter59.992±60.008 mm
(2.362±2.3625 in.)
Journal Out-of-Round
(Max.)0.0035 mm
(0.0003 in.)
Journal Taper (Max.) 0.007 mm
(0.0001 in.)
End Play 0.09±0.24 mm
(0.0035±0.0094 in.)
Wear Limit 0.38 mm
(0.015 in.)
Main Bearing Diametrical
Clearance0.018±0.062 mm
(0.0007±0.0024 in.)
Hydraulic Lash Adjuster
Body Diameter 15.901±15.913 mm
(0.626±0.6264 in.)
Plunger Travel Minimum
(Dry)3.0 mm
(0.118 in.)
Cylinder Head Camshaft Bearing Bore Diameter
Journals No.1±6 26.020±26.041 mm
(1.024±1.025 in.)
Camshaft
Journal Diameter No. 1±6 25.951±25.970 mm
(1.021±1.022 in.)
Bearing ClearanceÐ
Diametrical0.069±0.071 mm
(0.0027±0.003 in.)
End Play 0.05±0.17 mm
(0.0019±0.0066 in.)
Lift (Zero Lash)
Intake 8.25 mm
(0.324 in.)
9s - 14 ENGINEKJ
ENGINE - 2.4L (Continued)