Chrysler New Yorker. Manual — part 233
DESCRIPTION AND OPERATION
3.5L ENGINE
300M
3.5L ENGINE
9 - 15
ENGINE IDENTIFICATION NUMBER
The engine identification number is located on the
rear of engine block just below the cylinder head
(Fig. 1).
3.5L GENERAL SPECIFICATIONS
Type . . . . . . . . . . . . . . . . . 60° SOHC V-6 24 Valve
Displacement . . . . . . . . . . . . . . 3.5 Liters 3518 cc
(214 Cubic Inches)
Bore . . . . . . . . . . . . . . . . . . . . 96.0 mm (3.780 in.)
Stroke . . . . . . . . . . . . . . . . . . 81.0 mm (3.189 in.)
Compression Ratio . . . . . . . . . . . . . . . . . . . . 9.9:1
Horsepower . . . . . . . . . . . . . . . . . 253 @ 6400 rpm
Torque . . . . . . . . . . . . . . . . 255 lb. ft. @ 3950 rpm
Lead Cylinder . . . . . . . . . . . . . . . . #1 Right Bank
Firing Order . . . . . . . . . . . . . . . . . . 1, 2, 3, 4, 5, 6
Cylinder Block . . . . . . Aluminum Deep Skirt With
Cast-In-Place Iron Liners
Crankshaft . . . . . . . . . . . . . . . . . . . . Forged Steel
Camshaft . . . . . . . . . . . . . . Two Unique Castings
(Right And Left)
Cylinder Head . . . . . . . . . . . . . . . . . . . Aluminum
Piston . . . . . Aluminum (Full Floating Piston Pin)
Lubrication . . Pressure Feed-Full Flow Filtration
(Direct Crankshaft Driven Pump)
Cooling System . . . . . . . . . . Liquid Cooled-Forced
Circulation
ENGINE LUBRICATION SYSTEM
The lubrication system is a full flow filtration pres-
sure feed type. Engine oil stored in the oil pan is
drawn in and discharged by a gerotor type oil pump.
The oil pump is directly coupled to the crankshaft.
Oil pressure is regulated by a relief valve. The oil is
fed through an oil filter and to the crankshaft jour-
nals from the oil gallery in the cylinder block. This
gallery also feeds oil under pressure to the cylinder
heads. Oil flows through each cylinder heads oil pas-
sage to the rocker shafts. Oil then feeds the camshaft
journals, rocker arms, and hydraulic lash adjusters
(Fig. 2).
3.5L ENGINE COMPONENTS
NOTE: The 3.5L engine is a NON free-wheeling
design.
CYLINDER BLOCK
The cylinder block is made of heat treated alumi-
num with cast-in-place iron liners. The block is a
closed deck design with the right bank forward. To
provide high rigidity and improved NVH, the block
has cast-in contours and ribs, along with powdered
Cylinder Numbering & Firing Order—3.2/3.5L
Fig. 1 Engine Identification
9 - 16
3.5L ENGINE
300M
DESCRIPTION AND OPERATION (Continued)
metal 6 bolt main caps (4 vertical, 2 horizontal), with
a die cast aluminum structural beam windage tray
mounted to the main caps.
CRANKSHAFT
The crankshaft is constructed of a forged micro
alloy steel. A six throw, nine counterweight crank-
shaft is supported by four select fit main bearings
with number two serving as the thrust washer loca-
tion. The six separate connecting rod throws are an
even-firing design which reduces torque fluctuations
while a torsional vibration damper is used to control
torsion caused vibration of the crankshaft. Rubber
lipped seals are used at front and rear. The front seal
is retained in the oil pump case and the rear is
retained in a block-mounted housing.
PISTONS AND CONNECTING RODS
The pistons are made of a high strength aluminum
alloy. Top land height has been decreased to reduce
emissions. Piston skirts are coated with a solid lubri-
cant for scuff resistance. Connecting rod is forged
steel with a squirt hole and attaches to the piston
with a full floating pin retained by lock rings.
CYLINDER HEAD
The aluminum alloy cylinder heads feature cross-
flow type intake and exhaust ports. Valve guides and
seat inserts are powdered metal. Valves are arranged
in a “V”, with each camshaft on center. To improve
combustion speed the chambers are a compact spher-
ical design with a squish area of approximately 30
percent of the piston top area. The cylinder heads are
common to either cylinder bank by reversing the
direction of installation.
CAMSHAFTS AND TIMING DRIVE
A single overhead camshaft per cylinder head pro-
vides valve actuation. The left camshaft accommo-
dates a cam sensor pick-up wheel and is therefore
longer. Each camshaft is supported by four bearing
journals. Thrust for each camshaft is taken at a
thrust plate attached to the rear of each cylinder
head. Right and left camshaft driving sprockets are
not interchangeable because of the cam sensor
pick-up wheel on the left sprocket. The sprockets and
the engine water pump are driven by a single
notched timing belt. Camshaft bearing lubrication is
provided via oil feed passage through each rocker
shaft pedestal dowel.
ROCKER ARM SHAFTS
The shafts are tubular steel and are supported by
several forged aluminum alloy pedestals, which are
fastened to the cylinder head. Four shafts are used,
one for each intake and exhaust rocker arm bank on
each cylinder head. The shafts are hollow to provide
a duct for lubricating oil flow from the cylinder head
to the valve mechanisms. One hollow dowel per ped-
estal is used to locate the pedestal to the cylinder
head, orient the exhaust rocker shaft, and serve as a
cam bearing oil feed passage.
Fig. 2 Oil Lubrication System
300M
3.5L ENGINE
9 - 17
DESCRIPTION AND OPERATION (Continued)
ROCKER ARMS
Rocker arms are of light weight permanent mold
aluminum alloy with a roller type follower operating
against the camshaft. The valve actuating end of the
rocker arms are machined to retain hydraulic lash
adjusters, eliminating the need for manual valve lash
adjustment.
VALVES
Valves are made of highly heat-resistant steel and
are chrome plated to prevent stem scuffing. The
intake valve is a one-piece forging, while the exhaust
valve has a forged head with a welded stem for lock
groove hardenability. Both valves employ a three-
groove lock design.
VALVE SPRINGS
Valve springs are unique for intake versus exhaust.
Both are made from chrome silicon alloy wire and
incorporate a “bee-hive” design. Valve spring retain-
ers and locks are common. The valve spring seat is
integral with the valve stem oil seal, which incorpo-
rates a garter spring to maintain consistent lubrica-
tion control to the valve stem.
INTAKE MANIFOLD
The composite intake manifold is a cross-flow type
with long runners to improve air charge inertia. An
active Short Runner Valve (SRV) opens during cer-
tain operating conditions to improve top end perfor-
mance. A Manifold Tuning Valve (MTV) connects the
plenums at specific engine speeds to maximize low
RPM torque without reducing high RPM power.
EXHAUST MANIFOLDS
Both manifolds are a log style made of ductile cast
iron. The outlets are designed for V-Band clamp
attachment of close coupled catalytic converters.
ENGINE LUBRICATION
System is a full-flow filtration, pressure feed type.
The oil pump body is mounted to the engine block.
The pump inner rotor is driven by the crankshaft. A
windage tray, increases power by minimizing oil
windage at high engine RPM. For increased oil cool-
ing, an oil-to-coolant oil cooler is used. This cooler is
mounted inside the radiator tank.
DIAGNOSIS AND TESTING
HYDRAULIC LASH ADJUSTER
The hydraulic lash adjusters are precision units
installed in machined openings in the valve actuating
ends of the rocker arms. Do not disassemble the
hydraulic lash adjuster from the rocker arm
assembly (Fig. 3). Damage to the adjuster and
rocker arm will occur.
CHECKING ENGINE OIL PRESSURE
Check oil pressure using gauge at oil pressure
switch location. Oil pressure should be 34 kPa (5 psi)
at idle or 205 to 550 kPa (30 to 80 psi.) at 3000 RPM.
(1) Remove pressure sending unit. The pressure
sending unit is located on the left front of engine
near the oil filter.
(2) Install oil pressure gauge.
CAUTION:
If oil pressure is 0 at idle, Do Not Run
engine at 3000 RPM.
(3) Warm engine to normal operating temperature.
TESTING VALVE SPRINGS
VALVE SPRING IDENTIFICATION
The valve springs are of two different lengths and
are wound in different directions. The valve springs
are color coded: the intake spring has a right hand
coil direction with orange dye on the top coils and the
exhaust spring has a left hand coil direction with
green dye on the top coils (Fig. 4).
TESTING VALVE SPRINGS
Whenever valves have been removed for inspection,
reconditioning or replacement, valve springs should
be tested (Fig. 5). As an example; the compression
length of the spring to be tested is 38.00 mm (1.496
inches.). Turn table of Tool C-647 until surface is in
line with the 38.00 mm (1.496 inches.) mark on the
Fig. 3 Hydraulic Lash Adjuster
Fig. 4 Valve Spring Identification
9 - 18
3.5L ENGINE
300M
DESCRIPTION AND OPERATION (Continued)
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