Chrysler RG Voyager. Manual — part 952

(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 40–60
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.

CLEANING

Clean cylinder block thoroughly using a suitable

cleaning solvent.

INSPECTION

ENGINE BLOCK

(1) Clean cylinder block thoroughly and check all

core hole plugs for evidence of leaking.

(2) If new core plugs are to be installed, (Refer to 9

- ENGINE - STANDARD PROCEDURE - ENGINE
CORE AND OIL GALLERY PLUGS).

(3) Examine block and cylinder bores for cracks or

fractures.

(4) Check block deck surfaces for flatness. Deck

surface must be within service limit of 0.1 mm (0.004
in.).

CYLINDER BORE

NOTE: The cylinder bores should be measured at
normal room temperature, 21°C (70°F).

The cylinder walls should be checked for out-of-

round and taper with Tool C119 or equivalent (Fig.
47) (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. 47). 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.
49).

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. 49).

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. (Refer
to 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

Fig. 47 Checking Cylinder Bore Size

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ENGINE 3.3/3.8L

9 - 117

ENGINE BLOCK (Continued)

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.

REMOVAL

(1) Remove the cylinder head(s). (Refer to 9 -

ENGINE/CYLINDER HEAD - REMOVAL)

(2) Remove the yoke retainer and aligning yokes

(Fig. 49).

(3) Remove the hydraulic lifters. If necessary use

Special Tool C-4129, or equivalent to remove lifters
from bores. If lifters are to be reused, identify each
lifter to ensure installation in original location.

INSTALLATION

(1) Lubricate the lifters with engine oil.

NOTE: Position the lifter in bore with the lubrication
hole facing upward (Fig. 48).

(2) Install the hydraulic lifters with the lubrication

hole facing upward towards middle of block (Fig. 48).
Install lifters in original positions, if reused.

(3) Install lifter aligning yokes (Fig. 49).
(4) Install yoke retainer and torque screws to 12

N·m (105 in. lbs.) (Fig. 49).

(5) Install the cylinder heads. (Refer to 9 -

ENGINE/CYLINDER HEAD - INSTALLATION)

(6) Start and operate engine. Warm up to normal

operating temperature.

CAUTION: To prevent damage to valve mechanism,
engine must not be run above fast idle until all
hydraulic lifters have filled with oil and have
become quiet.

Fig. 48 LIFTER LUBRICATION HOLE

9 - 118

ENGINE 3.3/3.8L

RS

HYDRAULIC LIFTERS (CAM IN BLOCK) (Continued)

CAMSHAFT & BEARINGS (IN
BLOCK)

DESCRIPTION

The nodular iron camshaft is mounted in the

engine block and supported with four steel backed
aluminum bearings (Fig. 50). A thrust plate, located
in front of the first bearing, is bolted to the block and
controls the camshaft end play (Fig. 50). To distin-
guish camshafts between the 3.3L and 3.8L engines,
a cast-in ring is located between the rear bearing
journal and rear lobe (Fig. 51). The 3.3L engine
application is as-cast only. The 3.8L engine applica-
tion the cast ring is machined off.

OPERATION

The camshaft is driven by the crankshaft through

a timing chain and sprockets. The camshaft has pre-
cisely machined (egg-shaped) lobes to provide accu-
rate valve timing and duration.

REMOVAL

(1) Remove the engine assembly from vehicle

(Refer to 9 - ENGINE - REMOVAL).

(2) Remove the cylinder heads (Refer to 9 -

ENGINE/CYLINDER HEAD - REMOVAL).

(3) Remove

the

timing

chain

and

camshaft

sprocket (Refer to 9 - ENGINE/VALVE TIMING/TIM-
ING BELT/CHAIN AND SPROCKETS - REMOVAL).

(4) Remove the hydraulic lifters (Refer to 9 -

ENGINE/ENGINE BLOCK/HYDRAULIC LIFTERS
(CAM IN BLOCK) - REMOVAL). Identify each tappet
for reinstallation in original location.

Fig. 49 Lifter Aligning Yoke and Retainer

1 - YOKE RETAINER
2 - BOLT - YOKE RETAINER
3 - ALIGNING YOKE
4 - HYDRAULIC LIFTER

Fig. 50 CAMSHAFT AND BEARINGS

1 - CAMSHAFT
2 - THRUST PLATE
3 - BOLT
4 - CAMSHAFT BEARINGS (SERVICED WITH BLOCK)

Fig. 51 CAMSHAFT IDENTIFICATION

1 - CAMSHAFT - 3.3L ENGINE
2 - CAST-IN RING
3 - CAMSHAFT - 3.8L ENGINE
4 - MACHINED CAST-IN RING

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ENGINE 3.3/3.8L

9 - 119

HYDRAULIC LIFTERS (CAM IN BLOCK) (Continued)

(5) Remove camshaft thrust plate (Fig. 50).
(6) Install a long bolt into front of camshaft to

facilitate removal of the camshaft.

(7) Remove the camshaft (Fig. 50), being careful

not to damage cam bearings with the cam lobes.

NOTE: The camshaft bearings are serviced with the
engine block.

INSPECTION

(1) Check the cam lobes and bearing surfaces for

abnormal wear and damage (Fig. 52). Replace cam-
shaft as required.

NOTE: If camshaft is replaced due to lobe wear or
damage, always replace the lifters.

(2) Measure the lobe actual wear (unworn area -

wear zone = actual wear) (Fig. 52) and replace cam-
shaft if out of limit. Standard value is 0.0254 mm
(0.001 in.), wear limit is 0.254 mm (0.010 in.).

INSTALLATION

(1) Lubricate camshaft lobes and camshaft bearing

journals with engine oil.

(2) Install a long bolt into the camshaft to assist in

the installation of the camshaft.

(3) Carefully install the camshaft in engine block.
(4) Install camshaft thrust plate and bolts (Fig.

50). Tighten to 12 N·m (105 in. lbs.) torque.

(5) Measure camshaft end play. (Refer to 9 -

ENGINE - SPECIFICATIONS) If not within specifi-
cations, replace thrust plate.

(6) Install the timing chain and sprockets. (Refer

to 9 - ENGINE/VALVE TIMING/TIMING BELT/
CHAIN AND SPROCKETS - INSTALLATION)

NOTE: When camshaft is replaced, all of the
hydraulic lifters must be replaced also.

(7) Install the hydraulic lifters (Refer to 9 -

ENGINE/ENGINE BLOCK/HYDRAULIC LIFTERS
(CAM IN BLOCK) - INSTALLATION). Each lifter
reused must be installed in the same position from
which it was removed.

(8) Install the timing chain cover. (Refer to 9 -

ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - INSTALLATION)

(9) Install the cylinder heads. (Refer to 9 -

ENGINE/CYLINDER HEAD - INSTALLATION)

(10) Install the cylinder head covers. (Refer to 9 -

ENGINE/CYLINDER

HEAD/CYLINDER

HEAD

COVER(S) - INSTALLATION)

(11) Install the lower and upper intake manifolds.

(Refer to 9 - ENGINE/MANIFOLDS/INTAKE MANI-
FOLD - INSTALLATION)

(12) Install the engine assembly. (Refer to 9 -

ENGINE - INSTALLATION)

PISTON & CONNECTING ROD

DESCRIPTION - 3.8L

CAUTION: DO NOT STAMP the connecting rods dur-
ing identification. The use of a scribe or a paint
mark is acceptable.

NOTE: The 3.3L and 3.8L may have any combina-
tion of forged or cracked cap connecting rods. The
cracked cap design is easily identified by the con-
necting rod cap bolts rather than the traditional
forged connecting rod cap nuts. The cracked cap
design also has a different tightening procedure
and specification. The connecting rod caps must be
paint marked or scribed to identify the accompany-
ing connecting rod. All connecting rod caps ARE
NOT inner changeable between connecting rods.

The pistons are made of cast aluminum alloy and

are a strutless, short skirt design. The connecting
rods have either the standard forged caps or forged
cracked cap design. Both the cracked cap and forged
cap connecting rod designs are interchangeable and
may be found in any combination when mounted to
the crankshaft. The connecting rods ARE NOT inter-
changable between engines. The 3.8L connecting rods
can be identified by a raised DOT in the center “I
beam” area above the large end bore. The difference
between the two different rod caps, aside from
design, is the tightening procedure and specification.
The piston rings consist of two compression rings and
a three piece oil ring. Piston pins connect the piston

Fig. 52 Checking Camshaft for Wear (Typical)

1 - UNWORN AREA
2 - ACTUAL WEAR
3 - BEARING JOURNAL
4 - LOBE
5 - WEAR ZONE

9 - 120

ENGINE 3.3/3.8L

RS

CAMSHAFT & BEARINGS (IN BLOCK) (Continued)