2.0L Engine - Service Information: Overview — Dodge Caliber I (2006-2009)

DESCRIPTION

The 2.0 Liter (122 cu. in.) in-line four cylinder engine is a double overhead camshaft with mechanical lash buckets and four valves per cylinder design. This engine is NOT free-wheeling; meaning that the pistons will contact the valves in the event of a timing chain failure.

The cylinders are numbered from front of the engine to the rear. The firing order is 1-3-4-2.

The engine serial number is located on the rear of the cylinder block. The serial number contains engine build date information.

ENGINE DIAGNOSIS - INTRODUCTION

Engine diagnosis is helpful in determining the causes of malfunctions not detected and remedied by routine maintenance.

These malfunctions may be classified as either mechanical (e.g, a strange noise), or performance (e.g, engine idles rough and stalls).

Refer to the Engine Mechanical and the Engine Performance diagnostic charts, for possible causes and corrections of malfunctions. Refer to DIAGNOSIS AND TESTING .

For fuel system diagnosis, refer to DIAGNOSIS AND TESTING .

Additional tests and diagnostic procedures may be necessary for specific engine malfunctions that cannot be isolated with the Service Diagnosis charts. Information concerning additional tests and diagnosis is provided within the following

Cylinder Compression Pressure Test
Cylinder Combustion Pressure Leakage Test
Engine Cylinder Head Gasket Failure Diagnosis
Intake Manifold Leakage Diagnosis
Mechanical Valve Tappet Noise Diagnosis
Engine Oil Leak Inspection

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Scheme 361: ENGINE GASKET SURFACE PREPARATION

To ensure engine gasket sealing, proper surface preparation must be performed, especially with the use of aluminum engine components and multi-layer steel cylinder head gaskets.

Never use the following to clean gasket surfaces

Metal scraper.
Abrasive pad or paper to clean cylinder block and head.
High speed power tool with an abrasive pad or a wire brush (1).

Note. Multi-Layer Steel (MLS) head gaskets require a scratch free sealing surface.

Only use the following for cleaning gasket surfaces

Solvent or a commercially available gasket remover
Plastic or wood scraper (3).
Drill motor with 3M Roloc™ Bristle Disc (white or yellow) (2).

CAUTION

Excessive pressure or high RPM (beyond the recommended speed), can damage the sealing surfaces. The mild (white, 120 grit) bristle disc is recommended. If necessary, the medium (yellow, 80 grit) bristle disc may be used on cast iron surfaces with care.

Sealing surfaces must be free of grease or oil residue. Clean surfaces with Mopar® brake parts cleaner (or equivalent).

The cross flow designed, aluminum cylinder head contains dual overhead camshafts with four valves per cylinder. The valves are arranged in two in-line banks. The intake valves face toward the front of the vehicle. The exhaust valves face the dash panel. The cylinder head incorporates powdered metal valve guides and seats. The cylinder head is sealed to the block using a multi-layer steel head gasket and retaining bolts.

Integral oil galleries provide lubrication passages to the variable camshaft timing phasers, camshafts, and valve mechanisms.

Note. Replacement cylinder heads will come complete with valves, seals, springs, retainers, keepers, lash buckets, and camshafts.

Both camshafts have five bearing journal surfaces and two cam lobes per cylinder. The two front journals are larger to allow for feeding oil to the variable valve timing (VVT) camshaft phasers. Flanges on the third smaller journal control camshaft end play. At the rear of each camshaft is an integral cam sensor target.

OPERATION

The camshaft is driven by the crankshaft via drive sprockets and a chain. The camshaft has precisely machined lobes to provide accurate valve timing and duration.

Scheme 362

Scheme 362: STANDARD PROCEDURE

Using a suitable tool, move camshaft as far rearward as it will go.
Zero dial indicator.
Move camshaft as far forward as it will go.
Record reading on dial indicator. For end play specification, refer to «SPECIFICATIONS»(ref-284945-S42605004932008051600000) .
If end play is excessive, check cylinder head and camshaft for wear; replace as necessary.

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Scheme 363: REMOVAL

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Remove engine cover by pulling upward.
Disconnect negative cable from battery (3).
Disconnect coil electrical connectors (1).
Remove cylinder head cover. Refer to «REMOVAL»(ref-284945-S08504555172008051600000) .
Raise vehicle.
Remove right splash shield.
Rotate engine to TDC (1).
Make sure camshaft timing marks (3) are aligned.
Mark the chain link corresponding to timing marks (1) with a paint marker.
Remove timing tensioner plug (1) from front cover.
Insert small Allen wrench through timing tensioner plug hole and lift ratchet (2) upward to release the tensioner and push Allen wrench inward. Leave the Allen wrench installed during the remainder of this procedure.
Verify that camshaft timing marks (3) are facing each other as shown.
Mark the camshaft sprocket timing marks and the corresponding chain links (1) with a paint marker.
Insert wedge 9701 (1) between camshaft phasers.
Lightly tap Wedge 9701(2) into place until it will no longer sink down.
Remove the front camshaft bearing cap.
Slowly remove the remaining intake and exhaust camshaft bearing cap bolts one turn at a time.
Remove intake camshaft (1) by lifting the rear of the camshaft upward.
Rotate the camshaft while lifting out of the front bearing cradle.
Lift the timing chain (2) off the sprocket (1).
Remove exhaust camshaft.
Secure timing chain with wire so that it does fall into the timing chain cover.

The world engine is equipped with Variable Valve Timing (VVT). This system advances and/or retards intake and/or exhaust camshaft timing to improve engine performance, mid-range torque, idle quality, fuel economy, and reduce emissions. The camshaft sprockets are integrated with the VVT assemblies and are serviced as an assembly. VVT assemblies are sometimes referred to as camshaft phasers.

The Variable Valve Timing (VVT) assemblies are actuated with engine oil pressure. The oil flow to the VVT assemblies are controlled by two Oil Control Valves (OCV). There is an OCV and Camshaft Position Sensor (CMP) for each camshaft. The OCV's consist of a Pulse Width Modulated (PWM) solenoid and a spool valve. The PCM actuates the OCV to control oil flow through the spool valve into the VVT assemblies. The VVT assembly consists of a rotor, stator, and sprocket. The stator is connected to the timing chain through the sprocket. The rotor is connected to the camshaft. Oil flow in to the VVT assembly rotates the rotor with respect to the stator, thus rotating the camshaft with respect to the timing chain. Thus, the VVT assemblies change valve timing by changing the relationship between the camshaft and the timing chain. An infinitely variable valve timing position can be achieved within the limits of the hardware. The CMP monitors the position of the camshaft with respect to the crankshaft and provides feedback to the PCM.

The engine mounting system consists of a four-point system utilizing two load-carrying mounts and two torque controlling mounts. The load-carrying mounts are located on each frame rail. The right and left mounts are hydro-elastic mounts. The two torque controlling mounts are attached to a fore/aft member and the front and rear of the engine.

The four-point engine mounting system minimizes the transmission of structure-borne engine noise to the passenger compartment. The load-carrying right and left mounts dampen and isolate vertical motion and vibration. The front and rear mount absorb torque reaction forces and torsional vibrations.