2.0L Engine - Service Information: Overview Dodge Caliber I facelift

DESCRIPTION

The 2.0 Liter (122 cu. in.) in-line four cylinder engine is a double over head 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.

The cross flow designed, aluminum cylinder head contains dual over-head 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.

Scheme 42

The turbocharged engine and the naturally aspirated engine cylinder heads are not interchangeable. The turbocharged cylinder head (1) has different water passages (2).

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.

OPERATION

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.

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.

Scheme 43

The front cam bearing cap spans both camshafts, and includes dowels for precise alignment. The front exhaust camshaft journal has a select fit bearing insert. This bearing is required to seal the oil passage to the camshaft phaser, because a portion of the lower bearing saddle is machined away for head bolt access. The select fit is required to minimize bearing clearance and oil leakage. An exhaust bearing grade (1, 2, or 3) is stamped into the front bearing cap adjacent to the exhaust cam journal. The bearings are also marked with the corresponding grade markings. If the bearing is replaced, the same grade must be used. Due to the unique purpose of this bearing, it may appear to have uneven wear patterns (1). Maximum wear of 0.05 mm (.002 in.) is acceptable. Unless the wear is excessive it is no cause for concern and the bearing should not be replaced. Cam bearing inspection should not be the sole reason for removal of the exhaust camshaft. The upper cam bearing may be replaced if the front bearing cap is removed. The lower cam bearing should be replaced if the camshaft is removed due to a failure of a component within the cylinder head.

The front intake cam journal has a full lower bearing saddle, and therefore, no bearing insert is required.

All small bearing caps have a formed-in arrow to assist in assembly. All small bearing cap arrows must point towards the center of the cylinder head. The small bearing caps are marked for position during the manufacturing process, and must be reinstalled in their original position.

The #1 small cap includes a passage to direct oil from the cylinder head oil gallery to the #1 small bearing journal, and into the camshaft as well. The hollow camshaft then distributes oil to the remainder of the small journals. Oil flowing out of each cam journal lubricates the valve tappets.

The #3 small cap is machined at the front and rear face to control camshaft end-play. This cap has dowels for precise alignment.

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 44

1. Using a suitable tool, move camshaft as far rearward as it will go.
2. Zero dial indicator.
3. Move camshaft as far forward as it will go.
4. Record reading on dial indicator. For end play specification. Refer to «Engine - Specifications»(ref-484035-S01054152572012070400000) .
5. If end play is excessive, check cylinder head and camshaft for wear; replace as necessary.

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1. Remove engine cover (1) by pulling upward.
2. Disconnect and isolate the negative battery cable.
3. Remove cylinder head cover. Refer to «COVER(S), CYLINDER HEAD, REMOVAL»(ref-484035-S32265752812012070400000) .
4. Raise and support the vehicle. Refer to «HOISTING, STANDARD PROCEDURE»(ref-484032-S14538593722012070400000) .
5. Remove the frame cover portion of the right splash shield. Refer to «SHIELD, SPLASH, FRONT WHEEL HOUSE, REMOVAL»(ref-484043-S13627512972012070400000) and «SHIELD, SPLASH, REAR WHEELHOUSE, REMOVAL»(ref-484043-S23212677562012070400000) .
6. Rotate engine to TDC (1).
7. Make sure camshaft timing marks (3) are in line with the cylinder head cover sealing surface.
8. Mark the chain link corresponding to timing marks (1) with a paint marker.
9. Remove timing tensioner plug (1) from front cover.
10. 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.
11. Insert Locking Wedge (special tool #9701, Wedge, Locking) (1) between camshaft phasers.
12. Lightly tap Locking Wedge (special tool #9701, Wedge, Locking) (2) into place until it will no longer sink down. NOTE: Camshaft bearing caps should have been marked during engine manufacturing. For example, number one exhaust camshaft bearing is marked "E1>". CAUTION: DO NOT use a number stamp or a punch to mark camshaft bearing caps. Damage to bearing caps could occur.
13. Using a permanent ink or paint marker, identify location and position on each camshaft bearing cap.
14. Remove the front camshaft bearing cap.
15. Slowly remove the remaining intake and exhaust camshaft bearing cap bolts one turn at a time.
16. Remove intake camshaft (1) by lifting the rear of the camshaft upward.
17. Rotate the camshaft while lifting out of the front bearing cradle.
18. Lift the timing chain (2) off the sprocket (1).
19. Remove exhaust camshaft.
20. Secure timing chain with wire so that it does fall into the timing chain cover.

The valves are made of heat resistant steel. They have nitrided stems to prevent scuffing. Viton rubber valve stem seals are integral with the spring seats. The valves have a single bead lock keepers to retain the springs.

The four valves per cylinder (two intake and two exhaust) are opened by using direct acting tappets which are actuated by the camshaft.

The die cast aluminum cylinder block is a two-piece assembly, consisting of the cylinder block and ladder frame. The block is an open deck design with cast in place cast iron cylinder liners. The cast iron cylinder liners are recessed below the aluminum deck surface. The ladder frame bolts to the cylinder block and does not incorporate the main bearing caps. This design offers a much stronger lower end and increased cylinder block and transaxle rigidity. The rear oil seal retainer is integral with the block and ladder frame. The ladder frame and block are serviced as an assembly.

Scheme 54

The engine serial number is located on the bottom of the ladder frame just behind the oil pan. The date can be seen with the oil pan in place.

Scheme 55

1. Deglazing of the cylinder walls may be done using a quality commercially available flex hone, if the cylinder bore is straight and round. 20-60 strokes depending on the bore condition, will be sufficient to provide a satisfactory surface. Use a light honing oil. Do not use engine or transmission oil, mineral spirits or kerosene. Inspect cylinder walls after each 20 strokes.
2. Honing should be done by moving the hone up and down fast enough to get a cross-hatch pattern. When hone marks intersect at 30-50 degrees, the cross hatch angle is most satisfactory for proper seating of rings. see scheme 178
3. 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 30-50 degree angle. Faster up and down strokes increase the cross-hatch angle.
4. After honing, it is necessary that the block be cleaned again to remove all traces of abrasive.

Scheme 56

1. Clean cylinder block thoroughly and check all core hole plugs for evidence of leaking.
2. Examine block and cylinder bores for cracks or fractures.
3. Check block deck surfaces for flatness. Deck surface must be within service limit of 0.050 mm (0.002 in.).

The pistons are made of a cast aluminum alloy. The pistons have pressed-in pins attached to forged connecting rods. The piston pin is offset 0.8 mm (0.0314 in.) towards the thrust side of the piston. The connecting rods are a cracked cap design and are not repairable. The piston with rings, connecting rod and piston pin are serviced as an assembly.

Scheme 57

Note. Pistons and cylinder bores should be measured at normal room temperature, 21°C (70°F).

Piston and cylinder wall must be clean and dry. Piston diameter should be measured 90 degrees to piston pin (1).

Scheme 58

1. Measurement should be taken approximately 16 mm (0.629 in.) from the bottom of the skirt (2) as shown in illustration. NOTE: Correct piston to bore clearance must be established in order to assure quiet and economical operation.
2. Cylinder bores should be measured halfway down the cylinder bore and transverse (measurement location B) to the engine crankshaft center line shown in illustration. Refer to «Engine - Specifications»(ref-484035-S01054152572012070400000) .

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Scheme 61

1. Drain engine oil (2). NOTE: Pistons, rings, and rods are serviced as an assembly. CAUTION: To maintain engine balance, 1, 3, or 4 pistons can be replaced. If 2 pistons are replaced, the engine will be out of balance.
2. Remove engine. Refer to «REMOVAL»(ref-484035-S03352117282012070400000) .
3. Place engine on a suitable stand.
4. Remove cylinder head. Refer to «CYLINDER HEAD, REMOVAL»(ref-484035-S27266457122012070400000) .
5. Remove oil pan (1). Refer to «PAN, OIL, REMOVAL»(ref-484035-S18380794452012070400000) .
6. Remove oil filter (1).
7. Remove balance shaft assembly.
8. Remove ladder frame. NOTE: Remove any carbon build up and clean debris from cylinder prior to piston removal to avoid scratching piston skirts.
9. Remove top ridge of cylinder bores with a reliable ridge reamer before removing pistons from cylinder block. Be sure to keep tops of pistons covered during this operation .
10. Rotate crankshaft so that each connecting rod is centered in cylinder bore.
11. Using a permanent ink or paint marker, identify cylinder number on each connecting rod cap. CAUTION: DO NOT use a number stamp or a punch to mark connecting rods, as damage to connecting rod could occur. CAUTION: Care must be taken not to damage the fractured rod and cap joint surfaces, as engine damage may occur.
12. Remove connecting rod bolts and cap. CAUTION: Do not reuse connecting rod bolts. These are one-time-use bolts and reuse could result in engine failure. CAUTION: On turbocharged engines care must be taken not to damage the oil jets when removing piston and rod assemblies.
13. Carefully push each piston and rod assembly out of cylinder bore. Re-install bearing cap on the mating rod.
14. Repeat procedure for each piston and connecting rod assembly.

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1. Install piston rings on piston. Refer to «RING(S), PISTON, INSTALLATION»(ref-484035-S35200314852012070400000) .
2. Before installing pistons and connecting rod assemblies into the bore, be sure that top compression ring gap (1) and the second compression ring gap (3) are staggered so that neither is in line with oil ring rail gap.
3. Before installing the ring compressor, make sure the oil ring expander ends are butted (1) and the rail gaps (2, 4) located as shown in illustration above. As viewed from the top of the piston.
4. Immerse the piston head and rings in clean engine oil, slide the ring compressor, over the piston. Be sure position of rings does not change during this operation .
5. The directional arrow stamped on the piston should face toward the front of the engine.
6. Rotate crankshaft so that the connecting rod journal is on the center of the cylinder bore. Lubricate connecting rod journal with clean engine oil. NOTE: There are three different size rod bearings, perform rod bearing selection procedure. NOTE: The rod bearing sizes are indicated on the nose of the crankshaft.
7. Install connecting rod upper bearing half into connecting rod.
8. Install ring compressor (3).
9. Tap the piston (1) down in cylinder bore, using a hammer handle (2). At the same time, guide connecting rod into position on connecting rod journal. NOTE: The connecting rod cap bolts should NOT be reused.
10. Before installing the NEW bolts, the threads should be coated with clean engine oil.
11. Install connecting rod lower bearing half into connecting rod cap. Install connecting rod cap.
12. Install each bolt finger tight then alternately torque each bolt to assemble the cap properly.
13. Tighten the connecting rod bolts using the 2 step torque-turn method. Tighten according to the following values: CAUTION: Do not use a torque wrench for the second step. Tighten the bolts to 20 N.m (15 ft. lbs.). Tighten the connecting rod bolts an additional 90°.
14. Using a feeler gauge, check connecting rod side clearance. For connecting rod side clearance, refer to «Engine - Specifications»(ref-484035-S01054152572012070400000) .
15. Install the ladder frame. Refer to «FRAME, LADDER, INSTALLATION»(ref-484035-S15541243772012070400000) .
16. Install oil pump/Balance Shaft Carrier Assembly. Refer to «PUMP, ENGINE OIL, INSTALLATION»(ref-484035-S14071341892012070400000) .
17. Install oil pan. Refer to «PAN, OIL, INSTALLATION»(ref-484035-S20678553562012070400000) .
18. Install cylinder head. Refer to «CYLINDER HEAD, INSTALLATION»(ref-484035-S24627035782012070400000) .
19. Install engine on dolly.
20. Connect transaxle assembly to engine.
21. Install engine. Refer to «INSTALLATION»(ref-484035-S32218593622012070400000) .

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1. Remove accessory drive belt.
2. Install damper holder (special tool #9707, Holder, Vibration Damper) (1) and remove damper retaining bolt.
3. Pull damper off crankshaft.
4. Remove front crankshaft oil seal (1) by prying out with a screw driver (2). Be careful not to damage the cover seal surface.

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1. Place seal (1) onto Seal installer (special tool #9506, Installer, Oil Seal) (2) with seal spring towards the inside of engine.
2. Install new seal (1) by using Seal installer (special tool #9506, Installer, Oil Seal) (2) and crankshaft damper bolt (3).
3. Press seal into front cover until Seal Installer (special tool #9506, Installer, Oil Seal) (1) seats against timing chain cover (3).
4. Remove seal installer (special tool #9506, Installer, Oil Seal) (1).
5. Install crankshaft vibration damper.
6. Oil the bolt threads and between the bolt head and washer.
7. Install damper retaining bolt and damper holder (special tool #9707, Holder, Vibration Damper) (1). Tighten bolt to 50 N.m + 68° (37 ft. lbs. + 68°).

Scheme 73

1. Remove transmission and flexplate (1). Refer to «FLEXPLATE, REMOVAL»(ref-484035-S07650969282012070400000) .
2. Insert a 3/16 flat bladed screwdriver (7) between the dust lip (8) and the metal case (4) of the crankshaft seal (1). Angle the screwdriver through the dust lip against metal case of the seal. Pry out seal. CAUTION: Do not permit the screwdriver blade to contact crankshaft seal surface. Contact of the screwdriver blade against crankshaft edge (chamfer) is permitted.
3. Check to make sure the seals garter spring is not on the crankshaft.

Scheme 74

Note. When installing seal, lubricate Seal Guide (special tool #9509, Installer, Oil Seal) with clean engine oil.

1. Place Seal Guide (special tool #9509, Installer, Oil Seal) (3) on crankshaft.
2. Position seal (2) over guide tool. Guide tool should remain on crankshaft during installation of seal. Ensure that the lip of the seal is facing towards the crankcase during installation.
3. Drive the seal into the block using Seal Driver (special tool #9706, Installer, Crankshaft Rear Oil Seal) (1) and Driver Handle (special tool #C-4171, Driver Handle, Universal) (4) until Seal Driver (special tool #9706, Installer, Crankshaft Rear Oil Seal) bottoms out against the block.
4. Install the flexplate (1) and transmission. Refer to «FLEXPLATE, INSTALLATION»(ref-484035-S41225111642012070400000) .

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.

Scheme 75

1. Remove rear mount retaining bolts (4).
2. Remove rear mount through bolt (1).
3. Remove oxygen sensor connector (2) from mount.
4. Remove rear mount (3).

Engine oil is drawn up through the pickup tube and is pressurized by the oil pump and routed through the full-flow filter to the main oil gallery running the length of the cylinder block on the intake side. 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. Balance shaft lubrication is provided through an internal oil passage at the #3 bearing location around the BSM mounting bolt. A vertical hole at the number one bulkhead routes pressurized oil through a filter screen and head gasket up to the cylinder head. The oil then divides into three passages; one to the intake cam phaser, one to the exhaust cam phaser and one to the camshafts. The passage to the camshafts divides to feed both of the hollow camshafts at the second cam journal. The rest of cam journals are feed oil through the hollow camshafts. The #1 cam journals are fed oil through the VVT oil passages. Oil passages to the phasers are directed through the OCV (oil control valves) to the #1 journals. The oil then flows through the camshafts to the cam phasers. Oil returning to the pan from pressurized components supplies lubrication to the valve stems, cam lobes, and tappets. Cylinder bores and wrist pins are splash lubricated from directed slots on the connecting rod thrust collars.

An engine oil cooler is used on some engine packages. The cooler is a coolant-to-oil type and mounted between the oil filter and oil filter adapter.

The oil pressure switch is located on the left front side of the engine block. The oil pressure switch is a pressure sensitive switch that is activated by the engine's oil pressure (in the main oil gallery). The switch is a two terminal device (one terminal is provided to the wiring harness and the other terminal is the switch's metal housing that screws into the engine block).

The oil pressure switch is normally "Closed." The switch changes from a "Closed" circuit to an "Open" circuit, on increasing pressure of 7 psig. The oil pressure switch changes from an "Open" circuit to a "Closed" circuit, on decreasing pressure, between 2 psig and 4 psig.

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1. Disconnect and isolate the negative battery cable.
2. Raise and support the vehicle. Refer to «HOISTING, STANDARD PROCEDURE»(ref-484032-S14538593722012070400000) .
3. Remove the splash shield from the right side frame rail. Refer to «SHIELD, SPLASH, FRONT WHEEL HOUSE, REMOVAL»(ref-484043-S13627512972012070400000) and «SHIELD, SPLASH, REAR WHEELHOUSE, REMOVAL»(ref-484043-S23212677562012070400000) .
4. If vehicle is equipped with an A/C compressor, remove the accessory drive belt. Refer to «BELT, SERPENTINE, REMOVAL»(ref-484045-S29362786932012070400000) .
5. Remove the three bolts (2) and reposition the A/C compressor (1), if equipped.
6. Disconnect the oil pressure switch electrical connector.
7. Remove the oil pressure switch using oil pressure socket (special tool #C-4597, Socket, Oil Pressure) (1) or equivalent.

Scheme 78

Note. If the oil pressure switch is removed, it must be replaced with a new switch.

1. Install the oil pressure switch using oil pressure socket (special tool #C-4597, Socket, Oil Pressure) (1) or equivalent. Tighten switch to 8 N.m (71 in. lbs.).
2. Connect the oil pressure switch electrical connector.
3. Position the A/C compressor (1), if equipped, and install three mounting bolts (2). Tighten bolts to 25 N.m (18 ft. lbs.).
4. Install the accessory drive belt, if removed. Refer to «BELT, SERPENTINE, INSTALLATION»(ref-484045-S33970877922012070400000) .
5. Install the splash shield to the right side frame rail. Refer to «SHIELD, SPLASH, FRONT WHEEL HOUSE, INSTALLATION»(ref-484043-S35244574362012070400000) and «SHIELD, SPLASH, REAR WHEELHOUSE, INSTALLATION»(ref-484043-S26586296872012070400000) .
6. Reconnect the negative battery cable.

Scheme 79

1. Remove oil pan. Refer to «PAN, OIL, REMOVAL»(ref-484035-S18380794452012070400000) .
2. Remove pressure regulating valve cap (2).
3. Remove pressure regulating valve spring (3) and valve (4).