1.4L Engine - Service Information: Other Dodge Dart PF

CYLINDER COMPRESSION PRESSURE LEAKAGE

Note. To perform a compression test on a MULTI-AIR equipped engine, the ignition MUST remain in the "key on" position. If the ignition is in the "off" position, the intake valves will not actuate and the result will be no compression.

Note. The results of a cylinder compression pressure test can be utilized to diagnose several engine malfunctions.

Note. Be certain 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. Clean the spark plug recesses with compressed air.
2. Remove the spark plugs and record the cylinder number of each spark plug for future. Reference.
3. Inspect the spark plug electrodes for abnormal firing indicators such as fouled, hot, oily, etc.
4. Disable the fuel system and perform the fuel system pressure release procedure. Refer to «FUEL DELIVERY, GAS , STANDARD PROCEDURE»(ref-646230-S42658421212014072800000) .
5. Insert a compression pressure gauge and rotate the engine with the engine starter motor for three revolutions.
6. Record the compression pressure on the 3rd revolution. Continue the test for the remaining cylinders. NOTE: The recommended compression pressures are to be used only as a guide to diagnosing engine problems. An engine should not be disassembled to determine the cause of low compression unless some malfunction is present.
7. Compression should not be less than 689 kPa (100 psi) and not vary more than 25 percent from cylinder to cylinder.
8. If one or more cylinders have abnormally low compression pressures, repeat the compression test. NOTE: If the same cylinder or cylinders repeat an abnormally low reading on the second compression test, it could indicate the existence of a problem in the cylinder in question.
9. If one or more cylinders continue to have abnormally low compression pressures, perform the cylinder combustion pressure leakage test. Refer to «ENGINE - DIAGNOSIS AND TESTING»(ref-646215-S39624165502014072800000) .

CYLINDER COMBUSTION PRESSURE LEAKAGE

The combustion pressure leakage test provides an accurate means for determining engine condition. Combustion pressure leakage testing will detect

1. Exhaust and intake valve leaks (improper seating).
2. Leaks between adjacent cylinders or into water jacket.
3. Any causes for combustion/compression pressure loss.

1. Check the coolant level and fill as required. DO NOT install the radiator cap.
2. Start and operate the engine until it attains normal operating temperature, then turn the engine OFF.
3. Remove the spark plugs.
4. Remove the oil filler cap.
5. Remove the air cleaner hose.
6. Calibrate the tester according to the manufacturer's instructions. The shop air source for testing should maintain 483 kPa (70 psi) minimum, 1, 379 kPa (200 psi) maximum and 552 kPa (80 psi) recommended.
7. Perform the test procedures on each cylinder according to the tester manufacturer's instructions. Set piston of cylinder to be tested at TDC compression. While testing, listen for pressurized air escaping through the throttle body, tailpipe and oil filler cap opening. Check for bubbles in the radiator coolant.

All gauge pressure indications should be equal, with no more than 25% leakage. FOR EXAMPLE: At 552 kPa (80 psi) input pressure, a minimum of 414 kPa (60 psi) should be maintained in the cylinder.

CYLINDER COMBUSTION PRESSURE LEAKAGE DIAGNOSIS CHART

TOP 19 REASONS THAT MAY LEAD TO ENGINE OIL CONSUMPTION

1. Tapered and Out-of-Round Cylinders The increased piston clearances permit the pistons to rock in the worn cylinders. While tilted momentarily, an abnormally large volume of oil is permitted to enter on one side of the piston. The rings, also tilted in the cylinder, permit oil to enter on one side. Upon reversal of the piston on each stroke, some of this oil is passed into the combustion chamber.
2. Distorted Cylinders This may be caused by unequal heat distribution or unequal tightening of cylinder head bolts. This condition presents a surface which the rings may not be able to follow completely. In this case, there may be areas where the rings will not remove all of the excess oil. When combustion takes place, this oil will be burned and cause high oil consumption.
3. Improper operation of "PCV" system The main purpose of the Positive Crankcase Ventilation (PCV) valve is to recirculate blow-by gases back from the crankcase area through the engine to consume unburned hydrocarbons. The PCV system usually has a one way check valve and a make up air source. The system uses rubber hoses that route crankcase blow by gases to the intake manifold. Vacuum within the engine intake manifold pulls the blow by gases out of the crankcase into the combustion chamber along with the regular intake air and fuel mixture. The PCV system can become clogged with sludge and varnish deposits and trap blow by gases in the crankcase. This degrades the oil, promoting additional formation of deposit material. If left uncorrected, the result is plugged oil rings, oil consumption, rapid ring wear due to sludge buildup, ruptured gaskets and seals due to crankcase pressurization. If equipped with an engine driven vacuum pump, high oil consumption can be caused by unchecked airflow into the pump. This can be caused by anything that opens the vacuum pump intake port up to the atmosphere such as a faulty vacuum pump, hose fitting, hose and brake booster. If there is not a restriction (normally caused by the pump pulling vacuum on the brake booster), then the vacuum pump will pump a high volume of air. This high volume of air will pressurize the crankcase and cause excessive oil burning and oil flow through the PCV system.
4. Worn Piston Ring Grooves For piston rings to form a good seal, the sides of the ring grooves must be true and flat - not flared or shouldered. Piston rings in tapered or irregular grooves will not seal properly and, consequently, oil will pass around behind the rings into the combustion chamber.
5. Worn, Broken or Stuck Piston Rings When piston rings are broken, worn or stuck to such an extent that the correct tension and clearances are not maintained, this will allow oil to be drawn into the combustion chamber on the intake stroke and hot gases of combustion to be blown down the cylinder past the piston on the power stroke. All of these conditions will result in burning and carbon build up of the oil on the cylinders, pistons and rings.
6. Cracked or Broken Ring Lands Cracked or broken ring lands prevent the rings from seating completely on their sides and cause oil pumping. This condition will lead to serious damage to the cylinders as well as complete destruction of the pistons and rings. Cracked or broken ring lands cannot be corrected by any means other than piston replacement.
7. Worn Valve Stems and Guides When wear has taken place on valve stems and valve guides, the vacuum in the intake manifold will draw oil and oil vapor between the intake valve stems and guides into the intake manifold and then into the cylinder where it will be burned.
8. Bent or Misaligned Connecting Rods Bent or misaligned connecting rods will not allow the pistons to ride straight in the cylinders. This will prevent the pistons and rings from forming a proper seal with the cylinder walls and promote oil consumption. In addition, it is possible that a bearing in a bent connect rod will not have uniform clearance on the connecting rod wrist pin. Under these conditions, the bearing will wear rapidly and throw off an excessive amount of oil into the cylinder.
9. Fuel Dilution If raw fuel is allowed to enter the lubrication system, the oil will become thinner and more volatile and will result in higher oil consumption. The following conditions will lead to higher oil consumption; Excess fuel can enter and mix with the oil via a leaking fuel injector Gasoline contaminated with diesel fuel Restricted air intake Excessive idling
10. Contaminated Cooling Systems Corrosion, rust, scale, sediment or other formations in the water jacket and radiator will prevent a cooling system from extracting heat efficiently. This is likely to cause cylinder distortion thus leading to higher oil consumption.
11. Oil Viscosity The use of oil with a viscosity that is too light may result in high oil consumption. Refer to the vehicle Owner's Manual for the proper oil viscosity to be used under specific driving conditions and/or ambient temperatures.
12. Dirty Engine Oil Failure to change the oil and filter at proper intervals may cause the oil to be so dirty that it will promote accumulation of sludge and varnish and restrict oil passages in the piston rings and pistons. This will increase oil consumption; dirty oil by nature is also consumed at a higher rate than clean oil.
13. Crankcase Overfull Due to an error in inserting the oil dip stick so that it does not come to a seat on its shoulder, a low reading may be obtained. Additional oil may be added to make the reading appear normal with the stick in this incorrect position which will actually make the oil level too high. If the oil level is so high that the lower ends of the connecting rods touch the oil in the oil pan excessive quantities of oil will be thrown on the cylinder walls and some of it will work its way up into the combustion chamber.
14. Excessively High Oil Pressure A faulty oil pressure relief valve may cause the oil pressure to be too high. The result will be that the engine will be flooded with an abnormally large amount of oil in a manner similar to that which occurs with worn bearings. This condition may also cause the oil filter to burst.
15. Aftermarket Performance Chips and Modification Increasing performance through the use of performance/power enhancement products to a stock or factory engine will increase the chance of excessive oil consumption.
16. Lugging Engine Lugging is running the engine at a lower RPM in a condition where a higher RPM (more power/torque) should be implemented. Especially susceptible on vehicles equipped with a manual transmission. This driving habit causes more stress loading on the piston and can lead to increases in engine oil consumption.
17. Turbocharged Engines There is a possibility for PCV "push-over" due to higher crankcase pressure (as compared to naturally aspirated engines) which is normal for turbocharged engines. This condition causes varying amounts of engine oil to enter the intake manifold, charge air cooler and associated plumbing to and from the charge air cooler, also a leaking turbocharger seal will draw oil into the combustion chamber where it will burn (blue smoke from tail pipe may be present) and form carbon deposits which contribute to further oil consumption as they interfere with proper engine function.
18. Restricted Air Intake Excessive restriction in the air intake system will increase engine vacuum and can increase oil consumption, an extremely dirty air filter would be one example of this situation.
19. Intake Manifold port seals Engines that have a "V" configuration and a "wet valley" (3.3/3.8L) could draw oil into the intake ports due to improper sealing between the intake manifold ports and cylinder head. Causes may include improper torque of intake manifold bolts, corrosion (aluminum intake manifold) and or warped sealing surface.

REPAIR DAMAGED OR WORN THREADS

Damaged or worn threads can be repaired. Essentially, this repair consists of

1. Drilling out worn or damaged threads.
2. Tapping the hole with a special Heli-Coil Tap, or equivalent.
3. Installing an insert into the tapped hole to bring the hole back to its original thread size.

FORM-IN-PLACE GASKETS AND SEALERS

Note. All of the sealants mentioned below are not used on every engine, they are listed as a general. Reference guide. See appropriate Service Information for specific sealer usage.

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. All sealing surfaces that use form-in-place gaskets and sealers must be free of grease or oil. Surfaces should be cleaned with Mopar® brake parts cleaner prior to sealer application. After the sealer is applied, the parts should be assembled within 10 minutes.

There are numerous types of form-in-place gasket materials that are used in the engine area. Mopar® Engine RTV GEN II, Mopar® ATF-RTV, and Mopar® Gasket Maker gasket materials, each have different properties and can not be used in place of the other.

MOPAR® ENGINE RTV GEN II is 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. Always inspect the package for the expiration date before use.

MOPAR® ATF RTV is 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.

MOPAR® GASKET MAKER is 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.

MOPAR® BED PLATE SEALANT is 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 bearing clearance or alignment of these components. The material cures slowly in the absence of air when torqued between two metallic surfaces, and will rapidly cure when heat is applied.

MOPAR® THREEBOND ENGINE RTV SEALANT is a unique gasket material that is specially made to retain adhesion and sealing properties when used to seal components exposed to engine oil.

CYLINDER HEAD GASKET

A cylinder head gasket leak can be located between adjacent cylinders or between a cylinder and the adjacent water jacket.

Possible indications of the cylinder head gasket leaking between adjacent cylinders are

1. Loss of engine power
2. Engine misfiring
3. Poor fuel economy

Possible indications of the cylinder head gasket leaking between a cylinder and an adjacent water jacket are

1. Engine overheating
2. Loss of coolant
3. Excessive steam (white smoke) emitting from exhaust
4. Coolant foaming

HYDRAULIC LASH ADJUSTER

A tappet-like noise may be produced from several items. Check the following items.

1. Engine oil level too high or too low. This may cause aerated oil to enter the adjusters and cause them to be spongy.
2. Insufficient running time after rebuilding the cylinder head. Low speed running up to one hour may be required.
3. Turn engine off and let set for a few minutes before restarting. Repeat this several times after engine has reached normal operating temperature.
4. Low oil pressure.
5. The oil screen in cylinder head or the oil passage to the cylinder head is plugged with debris.
6. Air ingested into oil due to broken or cracked oil pump pick-up.
7. Worn valve guides.
8. Rocker arm ears contacting valve spring retainer.
9. Rocker arm loose, adjuster stuck or at maximum extension and still leaves lash in the system.
10. Oil leak or excessive cam bore wear in the cylinder head.
11. Faulty lash adjuster.

1. Check lash adjusters for "sponginess" while installed in the cylinder head and cam lobe at base circle. Depress part of rocker arm over the adjuster. Normal adjusters should feel firm when pressed quickly. When pressed very slowly, lash adjusters should collapse.
2. Remove suspected lash adjusters, and replace.
3. Before installation, make sure adjusters are full of oil. This can be verified by little plunger travel when lash adjuster is depressed quickly.

CLEANING

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.

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

1. Remove all gasket material from cylinder head and block. Refer to «ENGINE - STANDARD PROCEDURE»(ref-646215-S00715361092014072800000) . Be careful not to gouge or scratch the aluminum head sealing surface.
2. Clean all engine oil passages.
3. Clean out the cylinder head bolt holes in the engine block.

Scheme 235

Note. Typical Cylinder Head shown in illustration.

1. Check for cylinder head warping with a straight edge (2) and feeler gauge (1).
2. Cylinder head must be flat within specification. Refer to «ENGINE SPECIFICATIONS»(ref-646215-S03916579012014072800000) .
3. Remove carbon and varnish deposits from inside of valve guides with a reliable guide cleaner.
4. Inspect the following components and verify that they are within specification. Refer to «ENGINE SPECIFICATIONS»(ref-646215-S03916579012014072800000) . Springs Valve Seats Valve Guides Valves

Scheme 236

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Scheme 239

Scheme 240

1. If removed, install the tensioner mounting stud to the cylinder head and tighten to 11 N.m (97 in. lbs.).
2. If removed, install the thermostat housing and gasket with bolts (2) tightened to 10 N.m (89 in. lbs.). CAUTION: The cylinder head bolts are tightened using a torque plus angle procedure. The bolts must be examined BEFORE reuse. If the threads are necked down the bolts must be replaced.
3. Check cylinder head bolts for necking by holding a scale or straight edge against the threads. If all the threads do not contact the scale (2) the bolt must be replaced. CAUTION: When cleaning cylinder head and cylinder block surfaces, DO NOT use a metal scraper because the surfaces could be cut or ground. Use ONLY a wooden or plastic scraper.
4. Clean and prepare the gasket sealing surfaces of the cylinder head and block. Refer to «ENGINE - STANDARD PROCEDURE»(ref-646215-S00715361092014072800000) .
5. Install two cylinder head locating dowels (2).
6. Position the new cylinder head gasket (1) on the locating dowels (2).
7. Position the cylinder head onto the cylinder block. Make sure the cylinder head seats fully over the locating dowels.
8. Install the ten head bolts finger tight.
9. Tighten the cylinder head bolts in the sequence shown in illustration: Step 1: All to 20 N.m (15 ft. lbs.). Step 2: All to 30 N.m (22 ft. lbs.). Step 3: All + 90° Turn. Do not use a torque wrench for this step. Step 4: All an additional + 90° Turn. Do not use a torque wrench for this step.
10. Connect the heater core inlet hose (1).
11. Connect and lock the Engine Coolant Temperature (ECT) sensor wire harness connector (2).
12. Apply engine oil to the oil filter housing coolant return hose O-ring (1).
13. Install the oil filter housing coolant return hose to the thermostat housing (1). Tighten the bolt (4) to 9 N.m (80 in. lbs.). CAUTION: The vacuum hose and the pressurized coolant bottle return hose have the same quick-connect fitting end. Verify that the hoses are correctly installed. Failure to properly install the hoses can result in engine damage.
14. Connect the afterrun coolant pump hose (2).
15. Connect the lower radiator hose and tighten the clamp (3).
16. Install the side timing belt cover (1) with bolt (2) tightened to 25 N.m (18 ft. lbs.).
17. Install the intake manifold. Refer to «MANIFOLD, INTAKE, INSTALLATION»(ref-646215-S17721425212014072800000) .
18. Install the exhaust manifold. Refer to «MANIFOLD, EXHAUST, INSTALLATION»(ref-646215-S04070668102014072800000) .
19. Install the camshaft bearing housing. Refer to «HOUSING, CAMSHAFT BEARING, INSTALLATION»(ref-646215-S38685383942014072800000) .
20. If removed, install the oil filter and fill the engine crankcase with the proper oil to the correct level. Refer to «OIL - STANDARD PROCEDURE»(ref-646215-S41491917222014072800000) .
21. Connect the negative battery cable and tighten nut to 5 N.m (45 in. lbs.).
22. Run the engine until it reaches normal operating temperature. Check cooling system for correct fluid level. Refer to «STANDARD PROCEDURE»(ref-646235-S03842909342014072800000) .
23. The Cam/Crank Variation Relearn procedure must be performed using the scan tool anytime there has been a repair/replacement made to a powertrain system, for example: flywheel, valvetrain, camshaft and/or crankshaft sensors or components. Refer to appropriate Diagnostic Information .

Scheme 241

The primary component of variable valve actuation is the variable valve actuation module. The variable valve actuation module is bolted to the top of the camshaft bearing housing above the intake valves, next to the camshaft. The intake lobes on the camshaft operate hydraulic pumping elements instead of directly acting on the valves. The pumping elements provide high-pressure oil to open the intake valves. The relationship between the camshaft lobe and the intake valves is controlled by a solenoid operated hydraulic port. By varying the solenoid operation, the Powertrain Control Module (PCM) is able to control intake valve lift and duration.

Scheme 242

Variable valve actuation controls the operation of the intake valves. By using a hydraulic link between the camshaft and the intake valves, the valve lift and timing can be adjusted infinitely.

The main components of variable valve actuation are the Powertrain Control Module (PCM) programming and the variable valve actuation module. The variable valve actuation module contains one set of the following components for each cylinder

1. Upper Pumping Element (3)
2. Solenoid Valve (1)
3. Hydraulic Brake Pumping Element/Hydraulic Lash Adjusters (2)
4. Oil Accumulator (4)

Scheme 243

The upper pumping elements (1) in the variable valve actuator are filled with oil from the engine lubrication system. The upper pumping elements (1) are driven by the rocker arms through camshaft motion (9) to create high-pressure oil inside the oil chamber (2). As the camshaft continues to rotate and the camshaft lobe ramps down, a spring in the upper pumping element returns the piston and the rocker arm to their home positions.

The high-pressure oil in the oil chamber passageway is delivered to the solenoid valve (8) from the upper pumping element. The solenoid valve (8) is a normally open hydraulic control valve. Therefore, the high-pressure oil is vented from the oil chamber to the accumulator (7) unless the solenoid valve is powered. When the solenoid valve is supplied 12 volts, the valve closes and high pressure oil instead acts upon the hydraulic brake pumping elements (6) to operate the intake valves (5).

The hydraulic brake pumping element (6) is essentially a piston that is operated by the high-pressure oil to open the intake valves (5). It also functions as a brake to stop the movement of the pumping element and intake valves. The braking function is the result of vent holes around the perimeter of the element's cylinder. When the piston approaches full stroke, the lower perimeter vent holes bleed off oil. This stops the piston from moving any farther. When the pressure from the solenoid is taken away, the upper supply holes in the cylinder become bleed holes that allow the piston to return to the home position. The piston is pushed back to the home position by the force of the intake valve springs. As the piston approaches the home position, some of the bleed holes are covered and the speed of the piston is regulated as it approaches the final resting position. This also controls the valve speed as it seats in the cylinder head. The hydraulic brake pumping element also functions as a hydraulic lash adjuster (3) because the valve stem clearance is hydraulically taken up by the piston. This occurs because the hydraulic brake pumping element/hydraulic lash adjuster is always under some oil pressure from the engine oil lubrication system. This creates enough pressure to take up valve clearance.

The variable valve actuator features three areas that function together as an oil reservoir so that the actuator always has a ready supply of engine oil. The engine lubrication system provides oil to the lower reservoir area and keeps it full of oil. To flow from the lower reservoir to the upper reservoir, the oil must pass through very small holes. This helps to purge air from the lower reservoir and to maintain engine oil pressure in the lower reservoir. The third reservoir area, the oil accumulator (7), is filled by oil vented from the oil chamber by the solenoid valve (8). The oil accumulator is a spring loaded accumulator that absorbs the hydraulic shock that would otherwise be created when the solenoid valves are opened. This helps to increase the durability of the system, maintains higher pressure in the lower pressure side of the system and lowers the overall load on the engine oil pump.

Variable valve actuation provides five possible phases of operation. Each phase offers unique advantages compared to normal camshaft operation. The five phases are

Scheme 244

1. Full Lift. When variable valve actuation functions in the full lift phase, all of the camshaft lobe lift is transferred to the intake valves. The intake camshaft lobe is designed with a very aggressive lift and duration profile. This results in good power in the upper RPM ranges with high loads. This profile would rarely be used in everyday driving.

Scheme 245

1. Early intake valve closing (EIVC). When variable valve actuation functions in the EIVC phase, the camshaft lobe lift is transferred to the intake valves at the beginning of the lift duration cycle. However, the hydraulic connection between the camshaft lobe and the valves is taken away before the lobe reaches full lift. The exact timing and lift can be infinitely varied to meet driver requirements. EIVC provides smooth engine performance and more torque at lower engine speeds.

Scheme 246

1. Late intake valve opening (LIVO). When variable valve actuation functions in the LIVO phase, the camshaft lobe lift is NOT transferred to the intake valves at the beginning of the lift duration cycle. The hydraulic connection between the camshaft lobe and the valves is completed after the rocker arm has already begun riding the ramp of the camshaft lobe. When the hydraulic connection is completed, the intake valves will begin to open. The valve lift timing can be varied infinitely within the full profile of the camshaft lobe. Therefore, as long as the hydraulic connection is completed before the camshaft lobe reaches its maximum lift, some valve lift will result. The lift profile will follow the camshaft lobe profile for the time that the hydraulic link is complete. Like EIVC, the exact timing and lift can be infinitely varied to meet driver requirements. LIVO provides lower emissions and a higher efficiency at lower loads or idle conditions.

Scheme 247

1. Multi-Lift. Multi-Lift is a combination of EIVC and LIVO because the hydraulic connection between the camshaft lobe and the intake valves is closed early and then re-opened later in the cycle. This creates a longer duration valve lift with a smaller amount of lift. The result is a higher velocity of air flow into the cylinder over a longer period of time. Multi-Lift may be used in mixed driving of acceleration and deceleration with moderate engine speeds.

Scheme 248

1. Closed. The closed phase simply leaves the intake valves closed by not utilizing the camshaft lobe to lift the intake valves.

Scheme 249

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Scheme 256

1. Remove the cylinder head cover (1). Refer to «COVER(S), CYLINDER HEAD, REMOVAL»(ref-646215-S11279337302014072800000) .
2. Unlock and disconnect the oil temperature sensor electrical connector (1).
3. Disengage the oil temperature electrical connector from the bracket (2).
4. Unlock and disconnect the four variable valve timing actuator electrical connectors (5).
5. Install the (special tool #10259B, Compressor, MultiAir® Spring) (2) with four bolts (1) tightened to 9 N.m (80 in. lbs.).
6. Rotate the spring compressors (3) CCW until fully seated. CAUTION: Do not invert the variable valve actuation assembly when it is removed from the engine. Oil will drain from the assembly and excessive engine cranking will be required to refill the assembly and start the engine.
7. Remove the ten bolts in the sequence shown in illustration.
8. Remove the variable valve timing actuation assembly, with the spring compressor attached, from the camshaft bearing housing.
9. Remove and discard the variable valve actuation assembly gasket (1).
10. If required, remove the rocker arms. Refer to «ROCKER ARM, VALVE, REMOVAL»(ref-646215-S38386729882014072800000) .
11. If required, use an appropriate socket (2) and remove the oil temperature sensor (1).
12. If required, remove the MultiAir actuator oil supply filter (2) from the camshaft bearing housing.

Scheme 257

Because variable valve actuation is so closely monitored, the diagnostics of the system are strongly Diagnostic Trouble Code (DTC) driven. If the system does not perform according to design, many.DTCs may be produced from a condition in the variable valve actuation system.

The variable valve actuation module includes very few serviceable components. The module has no internal components that are serviceable. The following components are serviceable

1. Valve rocker arms (1)
2. Oil supply O-ring (2)
3. Oil temperature sensor (3)

Scheme 258

1. If removed, install the oil temperature sensor (1). Refer to «SENSOR, OIL TEMPERATURE, INSTALLATION»(ref-646215-S06481425182014072800000) . Tighten the oil temperature sensor to 18 N.m (13 ft. lbs.).
2. If removed, install a new O-ring (1) lubricated with engine oil on the MultiAir actuator oil supply filter (2). Install the filter into the camshaft bearing housing and tighten to 27 N.m (20 ft. lbs.).
3. Install three variable valve actuation assembly locating pins (2).
4. Install the variable valve actuation assembly gasket (1).
5. If removed, install the rocker arms (1). Refer to «ROCKER ARM, VALVE, INSTALLATION»(ref-646215-S38999371732014072800000) . CAUTION: Do not invert the variable valve actuation assembly when it is removed from the engine. Oil will drain from the assembly and excessive engine cranking will be required to refill the assembly and start the engine.
6. If removed, install the (special tool #10259B, Compressor, MultiAir® Spring) (2) with four bolts (1) tightened to 9 N.m (80 in. lbs.).
7. Rotate the spring compressors (3) CCW until fully seated.
8. Install the variable valve actuation assembly O-ring (1).
9. Install the variable valve actuation assembly with the spring compressor in place. Install and hand tighten the retaining bolts.
10. Remove the spring compressor and tighten the ten bolts in three steps following the sequence shown in illustration: Step 1: All to 10 N.m (89 in. lbs.). Step 2: All to 22 N.m (16 ft. lbs.). Step 3: All again to 22 N.m (16 ft. lbs.).
11. Connect and lock the four variable valve timing actuator electrical connectors.
12. Connect and lock the oil temperature sensor electrical connector (1).
13. Engage the oil temperature electrical connector to the bracket (2).
14. Install the cylinder head cover (1). Refer to «COVER(S), CYLINDER HEAD, INSTALLATION»(ref-646215-S15525197162014072800000) .

Note. The Cam/Crank Variation Relearn procedure must be performed using the scan tool anytime there has been a repair/replacement made to a powertrain system, for example: flywheel, valvetrain, camshaft and/or crankshaft sensors or components. Refer to appropriate Diagnostic Information .

Scheme 259

The 1.4L engine uses a Single Over Head Camshaft (SOHC) to provide valve actuation but the camshaft is in the standard position of an exhaust camshaft in a Double Over Head Camshaft (DOHC) engine. The camshaft has five bearing journal surfaces and three cam lobes per cylinder. The camshaft is built up on a hollow tube with cam lobes, bearing journals and end caps pressed into position. The front end cap includes the camshaft sprocket mounting and front bearing journal with end play thrust walls. The rear end cap is the camshaft position sensor pick-up wheel and also drives the vacuum pump.

STANDARD PROCEDURE - CAMSHAFT ENDPLAY

1. Remove the cylinder head cover. Refer to «COVER(S), CYLINDER HEAD, REMOVAL»(ref-646215-S11279337302014072800000) .
2. Mount Dial Indicator Set (special tool #C-3339A, Set, Dial Indicator) (1) to a stationary point at the front of the engine. Locate the probe perpendicular against the nose of the camshaft.
3. Move the camshaft all the way to the rear of its travel.
4. Zero the dial indicator.
5. Move the camshaft forward to the limit of travel and read the dial indicator. Compare the measured end play to the specification. Refer to «ENGINE SPECIFICATIONS»(ref-646215-S03916579012014072800000) .

Scheme 260

Scheme 261

Scheme 262

Scheme 263

1. Remove the cylinder head cover (1). Refer to «COVER(S), CYLINDER HEAD, REMOVAL»(ref-646215-S11279337302014072800000) .
2. Remove the timing belt. Refer to «BELT, TIMING, REMOVAL»(ref-646215-S09347411622014072800000) .
3. Use the (special tool #6847, Holder, Camshaft Sprocket) (2) and remove the bolt (1) and the camshaft sprocket (3).
4. Remove the three bolts (2) and the (special tool #10277, Tool, Camshaft Timing Locking) (1).
5. Install the (special tool #10259B, Compressor, MultiAir® Spring) (2) with four bolts (1) tightened to 9 N.m (80 in. lbs.).
6. Rotate the spring compressors (3) CCW until fully seated. NOTE: Camshaft bearing caps are marked during engine manufacturing. For example, the center camshaft bearing cap is marked "C". The markings on the caps (1) should align with the markings on the camshaft housing (2). CAUTION: DO NOT STAMP OR STRIKE THE CAMSHAFT BEARING CAPS. SEVERE DAMAGE WILL OCCUR TO THE BEARING CAPS.
7. Slowly loosen the camshaft bearing cap bolts in the sequence shown in illustration.
8. Remove the camshaft bearing caps and the camshaft.

Scheme 264

1. Inspect the camshaft bearing journals (4) for damage and binding. If the journals are binding, check the camshaft bearing housing for damage. Also check the oil supply holes for clogging.
2. Check the surface of the cam lobes (5) for abnormal wear (1). Measure and compare the unworn area (3) to the worn area (2). Replace the camshaft if it is not within specification. Refer to «ENGINE SPECIFICATIONS»(ref-646215-S03916579012014072800000) .

OFF VEHICLE

1. If removed, install the valve(s). Refer to «VALVES, INTAKE AND EXHAUST, INSTALLATION»(ref-646215-S40373213232014072800000) . NOTE: Reassemble the valves into their original locations. If the valves or valve seats have been refinished, verify that the valve stem tip height is within specification. Refer to «ENGINE SPECIFICATIONS»(ref-646215-S03916579012014072800000) .
2. If removed, install the spring seat (3) and valve guide seal (2) over the valve guide. Refer to «SEAL(S), VALVE GUIDE, INSTALLATION»(ref-646215-S04115957832014072800000) . NOTE: Make sure that the garter spring (1) is intact around the top of the valve guide seal (2). Number 2 cylinder exhaust valve guide seal shown in illustration, all other valves similar. NOTE: If the valve springs are being reused, reassemble them into their original locations. Number 2 cylinder exhaust valve spring shown in illustration, all other valves similar.
3. Install the valve spring (2) and valve spring retainer (1). NOTE: Number 3 cylinder exhaust valve spring compression shown in illustration, all other valves similar. If the valves or valve seats have been refinished, verify that the installed height of the valve springs is within specification. Refer to «ENGINE SPECIFICATIONS»(ref-646215-S03916579012014072800000) .
4. Compress valve springs (4) with the (special tool #10224, Adapter, Valve Spring) (1) mounted in the (special tool #C-3422-D, Compressor, Valve Spring) (2). Install the retaining locks (3) and release the valve spring compression.
5. Install the cylinder head. Refer to «CYLINDER HEAD, INSTALLATION»(ref-646215-S04539266812014072800000) .

Scheme 265

Note. Number 1 cylinder spark plug tube shown in illustration, all others similar.

1. Disconnect and isolate the negative battery cable.
2. Remove the cylinder head cover. Refer to «COVER(S), CYLINDER HEAD, REMOVAL»(ref-646215-S11279337302014072800000) .
3. Using the (special tool #10280, Remover/Installer, Spark Plug Tube) (1), remove the tube (2) from the cylinder head and discard the tube.
4. Clean the area around the spark plug tube mounting with Mopar® Parts Cleaner or equivalent.

Scheme 266

Note. The spark plug tube is pre-treated with sealant (1), therefore it must be replaced each time it is removed. Do not add any additional sealant to the threads.

Scheme 267

1. Position the spark plug tube (2) into the cylinder head. Using the (special tool #10280, Remover/Installer, Spark Plug Tube) (1), tighten the tube to 41 N.m (30 ft. lbs.).
2. If required, install a new spark plug tube seal (1).
3. Install the cylinder head cover. Refer to «COVER(S), CYLINDER HEAD, INSTALLATION»(ref-646215-S15525197162014072800000) . Connect the negative battery cable and tighten nut to 5 N.m (45 in. lbs.).

Scheme 268

Each of the four combustion chambers contains four valves, two intake and two exhaust, for a total of 16 valves. The intake valves (6) are opened by the variable valve actuation assembly. The exhaust valves (7) are opened directly by the camshaft through hydraulic bucket style cam followers. All valves use three bead lock keepers (1) to retain springs (3) and to promote valve rotation.

Scheme 269

The intake and exhaust valves have a 44.5 to 45 degree face angle (1). The valve seats (2) have a 45 to 45.5 degree face angle.

Scheme 270

Inspect the remaining margin (5) after the valves are refaced. Refer to ENGINE SPECIFICATIONS .

VALVE SEATS

Note. When refacing the valve seats, it is important that the correct size valve guide pilot be used for the reseating stones. A true and complete surface must be obtained.

1. Measure the concentricity of the valve seat using a dial indicator. Refer to «ENGINE SPECIFICATIONS»(ref-646215-S03916579012014072800000) .
2. Inspect the valve seat (3) with Prussian blue to determine where the valve contacts the seat. To do this, coat the valve seat (3) LIGHTLY with Prussian blue then set the valve in place. Rotate the valve with light pressure. If the blue is transferred to the center of the valve face (4), contact is satisfactory. If the blue is transferred to the top edge of the valve face, then lower the valve seat with a 15 degree stone. If the blue is transferred to the bottom edge of the valve face, then raise the valve seat with a 65 degree stone. NOTE: Valve seats which are worn or burned can be reworked, provided that the correct angle and seat width are maintained. Otherwise the cylinder head must be replaced.
3. When the seat is properly positioned the width of the intake and exhaust seats should be within specification. Refer to «ENGINE SPECIFICATIONS»(ref-646215-S03916579012014072800000) .

VALVE AND SPRING INSTALLED HEIGHT

1. Coat the valve stems (2) with clean engine oil and install the valves into the cylinder head. NOTE: If the valves are being reused, reassemble them into their original locations.
2. If the valves or valve seats have been refinished, check the valve tip height (5). If the valve tip height (5) exceeds the specification, grind the valve tip until it is within specification. Refer to «ENGINE SPECIFICATIONS»(ref-646215-S03916579012014072800000) . Make sure the measurement is taken from the cylinder head surface (7) to the top of the valve stem (2).
3. If removed, install the spring seat (3) and valve guide seal (2) over the valve guide. Refer to «SEAL(S), VALVE GUIDE, INSTALLATION»(ref-646215-S04115957832014072800000) . NOTE: Ensure that the garter spring (1) is intact around the top of the valve guide seal (2). Number 2 cylinder exhaust valve guide seal shown in illustration, all other valves similar. NOTE: If the valve springs are being reused, reassemble them into their original locations. Number 2 cylinder exhaust valve spring shown in illustration, all other valves similar.
4. Install the valve spring (2) and valve spring retainer (1). NOTE: Number 3 cylinder exhaust valve spring compression shown in illustration, all other valves similar.
5. Compress valve springs (4) with the Valve Spring Compressor Adapter (special tool #10224, Adapter, Valve Spring) (1) mounted in the Valve Spring Compressor (special tool #C-3422-D, Compressor, Valve Spring) (2). Install the retaining locks (3) and release the valve spring compression.
6. If the valves or valve seats have been refinished, check the installed height of the valve springs (4). Make sure the measurement is taken from the top of spring seat (6) to the bottom surface of spring retainer (1). Refer to «ENGINE SPECIFICATIONS»(ref-646215-S03916579012014072800000) .

VALVES

1. Clean and inspect the valves thoroughly. Replace burned, warped and cracked valves.
2. Inspect the retainer lock grooves for wear or damage (2).
3. Inspect the valve face (4) for wear and pitting.
4. Measure the valve stems (3) and margins (5) for wear. Refer to «ENGINE SPECIFICATIONS»(ref-646215-S03916579012014072800000) .

Scheme 271

Note. Typical cylinder head shown in illustration.

1. Remove carbon and varnish deposits from inside of the valve guides with a reliable guide cleaner.
2. Measure valve stem-to-guide clearance as follows
3. Install the valve (2) into the cylinder head so that it is 15 mm (0.590 inch.) off of the valve seat. A small piece of hose may be used to hold the valve in place.
4. Attach the Dial Indicator Set (special tool #C-3339A, Set, Dial Indicator) (1) to the cylinder head and set it at a right angle to the valve stem being measured.
5. Move the valve to and from the indicator. Compare this reading to the specification. Refer to «ENGINE SPECIFICATIONS»(ref-646215-S03916579012014072800000) .

Note. If stem-to-guide clearance exceeds specifications, you must measure the valve stem. If the valve stem is within specification or if the valve guide is loose in the cylinder head, replace the cylinder head.

MAIN BEARING FITTING

Note. Crankshaft thrust washers are not selectable and are only available in a single thickness as part of the center upper main bearing.

Bearing oil clearance can also be determined by using Plastigage or equivalent. Refer to ENGINE BLOCK - STANDARD PROCEDURE .

Scheme 272

The upper and lower main bearings are "select fit" to achieve proper oil clearances. Crankshaft main bearing journal diameter grade markings are stamped into the rear of the crankshaft. These marks are read from right to left, corresponding with journal number 1, 2, 3, 4, 5.

Crankshaft main bearing journal diameter grade markings correspond to specific journal diameters. The chart below identifies the 19 crankshaft grade markings and their associated journal diameters.

Scheme 273

Engine block main bearing bore diameter grade markings are stamped into the right side of the engine block. These marks are read from front to rear, corresponding with journal number 1, 2, 3, 4, 5.

Engine block main bearing bore grade markings correspond to specific bore diameters. The chart below identifies the 14 engine block grade markings and their associated bore diameters.

For upper and lower main bearing selection, obtain the grade identification marks from the crankshaft and engine block. Main bearings are available in three sizes (red, blue, yellow). Upper and lower sizes can be mixed on a journal in order to achieve the desired oil clearance. The chart below identifies the three sizes available and how they should be selected based on crankshaft and engine block grade markings.

The main bearing shells are color coded (1) on the edge of the bearing. The bearings are available in three different sizes and can be mixed on a journal in order to achieve the proper oil clearance.

Main bearing shells are available in three sizes. The chart below identifies the three bearing sizes.

Scheme 274

The main bearings must be replaced one-at-a-time in order to properly support the crankshaft. The upper and lower main bearing shells are NOT interchangeable. The upper and lower main bearings are "select fit" to achieve proper oil clearances. Refer to BEARING(S), CRANKSHAFT, MAIN - STANDARD PROCEDURE .

Note. To replace the main bearings, the engine must be removed from the vehicle.

Scheme 275

Scheme 276

Scheme 277

Scheme 278

Scheme 279

Scheme 280

1. Remove the engine. Refer to «REMOVAL»(ref-646215-S41138294822014072800000) .
2. Remove the rear crankshaft oil seal. Refer to «SEAL, CRANKSHAFT OIL, REAR, REMOVAL»(ref-646215-S35020300192014072800000) .
3. Remove the engine oil pump. Refer to «PUMP, ENGINE OIL, REMOVAL»(ref-646215-S04144592822014072800000) .
4. Remove the two bolts (1 and 3) and the oil filter housing oil return tube (2).
5. Remove the twenty bedplate cap bolts in the sequence shown in illustration and remove the bedplate.
6. Remove all residual sealant from the cylinder block and bedplate. NOTE: Graphic shows crankshaft removed for clarity. The upper center main bearing (1) has the thrust washers attached. Replace only one upper main bearing (1 and 2) at a time.
7. Slide the upper main bearing half (1 and 2) out from between the crankshaft and the engine block.
8. If required, select fit new main bearings to the engine block. Refer to «BEARING(S), CRANKSHAFT, MAIN - STANDARD PROCEDURE»(ref-646215-S10477843872014072800000) .
9. Lubricate the upper main bearing half (1 and 2) with clean engine oil and slide the bearing into position.
10. Install two bedplate locating dowels (3). CAUTION: The bedplate bolts are tightened using a torque plus angle procedure. The bolts must be examined BEFORE reuse. If the threads are necked down the bolts must be replaced.
11. Check the bedplate bolts for necking by holding a scale or straight edge against the threads. If all the threads do not contact the scale (2) the bolt must be replaced.
12. Lubricate and install the lower main bearing halves (1) into the bedplate.
13. Clean the cylinder block and bedplate mating surfaces with isopropyl alcohol in preparation for sealant application. CAUTION: Engine assembly requires the use of a unique sealant that is compatible with engine oil. Using a sealant other than Mopar® Engine RTV GEN II may result in engine fluid leakage. CAUTION: Following the application of Mopar® Engine RTV GEN II to the gasket surfaces, the components must be assembled within 10 minutes and the attaching fasteners must be tightened to specification within the next 10 minutes. Prolonged exposure to the air prior to assembly may result in engine fluid leakage.
14. Apply a 2 to 3 mm wide bead of Mopar® Engine RTV GEN II sealant (2) to the bedplate as shown in illustration.
15. Position the bedplate onto the cylinder block. Make sure the bedplate seats fully over the locating dowels.
16. Install the twenty bedplate bolts finger tight.
17. Tighten the bedplate bolts in the sequence shown in illustration, following this 5 step torque plus angle method. Tighten according to the following torque values: Step 1: 1 through 10 to 20 N.m (15 ft. lbs.). Step 2: 11 through 20 to 15 N.m (11 ft. lbs.). Step 3: 1 through 10 again to 20 N.m (15 ft. lbs.). Step 4: 1 through 10 + 80° Turn Do not use a torque wrench for this step. Step 5: 11 through 20 to 32 N.m (27 ft. lbs.).
18. Measure crankshaft end play. Refer to «CRANKSHAFT - STANDARD PROCEDURE»(ref-646215-S32443296812014072800000) .
19. Install a new oil filter housing oil return tube O-ring seal (1).
20. Install the oil filter housing oil return tube (2) between the bedplate and oil filter housing with two gaskets (4). Tighten the bolt (3) to 9 N.m (80 in. lbs.) and tighten the bolt (1) to 33 N.m (24 ft. lbs.).
21. Install the engine oil pump, timing belt and sprockets. Refer to «PUMP, ENGINE OIL, INSTALLATION»(ref-646215-S34382702032014072800000) .
22. Install the rear crankshaft oil seal and transmission. Refer to «SEAL, CRANKSHAFT OIL, REAR, INSTALLATION»(ref-646215-S35086570382014072800000) .
23. Install the engine. Refer to «INSTALLATION»(ref-646215-S32878294612014072800000) .
24. If removed, install the oil filter and fill the engine crankcase with the proper oil to the correct level. Refer to «OIL - STANDARD PROCEDURE»(ref-646215-S41491917222014072800000) .
25. Connect the negative battery cable and tighten nut to 5 N.m (45 in. lbs.).
26. Fill the cooling system. Refer to «STANDARD PROCEDURE»(ref-646235-S03842909342014072800000) .
27. Run the engine until it reaches normal operating temperature. Check cooling system for correct fluid level. Refer to «STANDARD PROCEDURE»(ref-646235-S03842909342014072800000) .

Scheme 281

The crankshaft is made from induction hardened forged steel. Eight counterweights at 180° balance the crankshaft rotary mass. The main journals are crossed drilled for rod bearing lubrication. The crankshaft is supported by five select fit main bearings with the center bearing serving as the thrust washer location. Both the front and rear seals are a single piece design and are mounted to the oil pump and cylinder block.

Scheme 282

1. Mount Dial Indicator Set (special tool #C-3339A, Set, Dial Indicator) (1) to a stationary point at the front of the engine. Locate the probe perpendicular against the nose of the crankshaft.
2. Move the crankshaft all the way to the rear of its travel.
3. Zero the dial indicator.
4. Move the crankshaft forward to the limit of travel and read the dial indicator. Compare the measured end play to the specification. Refer to «ENGINE SPECIFICATIONS»(ref-646215-S03916579012014072800000) .

Note. Crankshaft thrust washers are not selectable and are only available in a single thickness.

1. Using a suitable cleaning solvent clean the pistons in warm water and towel dry.
2. Use a wood or plastic scraper to clean the ring land grooves.

Scheme 283

1. Wipe the inserts (1) clean.
2. Inspect the inserts for abnormal wear patterns, scoring, grooving, fatigue, pitting and for metal or other foreign material imbedded in the lining.
3. Inspect the back of the inserts for fractures, scrapes, or irregular wear patterns.
4. Inspect the insert locking tabs for damage.
5. Replace any bearing that shows abnormal wear. Refer to «BEARING(S), CONNECTING ROD - STANDARD PROCEDURE»(ref-646215-S28109231862014072800000) .
6. Inspect the connecting rod bearing bores for signs of scoring, nicks and burrs. NOTE: Misaligned or bent connecting rods can cause abnormal wear on pistons, piston rings, cylinder walls, connecting rod bearings and crankshaft connecting rod journals. If wear patterns or damage to any of these components indicate the probability of a misaligned connecting rod, inspect it for correct rod alignment.
7. Replace misaligned, bent or twisted connecting rods. NOTE: Connecting rods are serviced with the piston pre-assembled. The pistons are "select fit" to achieve proper oil clearance. Refer to «ROD, PISTON AND CONNECTING - STANDARD PROCEDURE»(ref-646215-S02867822902014072800000) . NOTE: Typical coated piston shown in illustration.
8. Inspect the piston for scoring or scraping marks in the piston skirts. Check the ring lands for cracks and/or deterioration. NOTE: The coating material (1 and 2) is applied to the piston after the final piston machining process. This coating may affect the outside diameter measurement of a coated piston may not provide accurate results.
9. Check the piston for taper and out of round shape.

Note. Piston installation into the cylinder bore may require slightly more pressure than that required for non-coated pistons. The bonded coating on the piston will give the appearance of a line-to-line fit with the cylinder bore.

Note. The coated pistons will be serviced with the piston pin and connecting rod pre-assembled.

Scheme 284

1. If required, select and fit new piston and connecting rod assemblies to the engine block. Refer to «ROD, PISTON AND CONNECTING - STANDARD PROCEDURE»(ref-646215-S02867822902014072800000) .
2. If required, hone the cylinder bores. Refer to «ENGINE BLOCK - STANDARD PROCEDURE»(ref-646215-S37939329622014072800000) .
3. If removed, install the piston rings. Refer to «RING(S), PISTON, INSTALLATION»(ref-646215-S37920695422014072800000) .
4. Position the piston ring end gaps as follows: Oil control ring expander gap (5) Oil control ring end gap (2) No. 2 (intermediate) ring end gap (4) No. 1 (upper) ring end gap (1) NOTE: Make sure the position of the ring end gaps does not change when installing the ring compressor.
5. Lubricate the piston rings with clean engine oil. Position the (special tool #C-385, Compressor, Piston) (2) over the piston and rings. Tighten the compressor (2). NOTE: Install the rod bearings in pairs. Do not mix sizes or use a new bearing half with an old bearing half.
6. Install the bearing shell (7) on the connecting rod with the tang inserted into the machined groove in the rod. Lubricate the bearing surface with clean engine oil.
7. Install the (special tool #10281, Pins, Connecting Rod Guide) (6) on the connecting rod.
8. The pistons crowns are stamped with an arrowhead (1) indicating installation position. The arrowhead must point toward the front of engine.
9. Wipe the cylinder bore clean and lubricate with clean engine oil.
10. Rotate the crankshaft until the connecting rod journal is on the center of cylinder bore. Insert the piston and connecting rod into the cylinder bore and carefully position the guide pins over the crankshaft journal.
11. Tap the piston down in the cylinder bore using a hammer handle while guiding the connecting rod into position over the rod journal. CAUTION: The connecting rod bolts must not be reused. Always replace the connecting rod bolts whenever they are loosened or removed.
12. Install the bearing shell (5) on the connecting rod cap (3) with the tang inserted into the machined groove in the cap. Lubricate the bearing surface with clean engine oil. NOTE: Do not lubricate the threads of the connecting rod cap bolts (4).
13. Install the connecting rod cap and bearing with the tang on the same side as the rod. Tighten the NEW connecting rod cap bolts (4) to 20 N.m (15 ft. lbs.) plus 40 degrees.
14. If required, check the connecting rod side clearance. Refer to «ROD, PISTON AND CONNECTING - STANDARD PROCEDURE»(ref-646215-S02867822902014072800000) .
15. Repeat the previous steps for each piston being installed.
16. Install the oil pump pick-up and oil pan. Refer to «PICK-UP, OIL PUMP, INSTALLATION»(ref-646215-S20744176092014072800000) .
17. Install the cylinder head, timing belt and sprockets. Refer to «CYLINDER HEAD, INSTALLATION»(ref-646215-S04539266812014072800000) .
18. Install the engine. Refer to «INSTALLATION»(ref-646215-S32878294612014072800000) .
19. If removed, install the oil filter and fill the engine crankcase with the proper oil to the correct level. Refer to «OIL - STANDARD PROCEDURE»(ref-646215-S41491917222014072800000) .
20. Connect the negative battery cable and tighten nut to 5 N.m (45 in. lbs.).
21. Fill the cooling system. Refer to «STANDARD PROCEDURE»(ref-646235-S03842909342014072800000) .
22. Run the engine until it reaches normal operating temperature. Check cooling system for correct fluid level. Refer to «STANDARD PROCEDURE»(ref-646235-S03842909342014072800000) .

Scheme 285

Scheme 286

1. Remove the crankshaft sprocket (4). Refer to «SPROCKET(S), TIMING BELT AND CHAIN, REMOVAL»(ref-646215-S05649411892014072800000) .
2. Remove the front crankshaft seal (1).

Scheme 287

Scheme 288

1. Apply engine oil to the seal pilot diameter of the (special tool #10273, Installer, Crankshaft Front Oil Seal) (1) and to the inside diameter of the front crankshaft oil seal (2).
2. Carefully install the oil seal onto the seal installer. NOTE: Make sure that the garter spring (3) is intact around the inside of the oil seal lip.
3. Apply engine oil to the outside diameter of the oil seal (1).
4. Position the seal installer (2) on the crankshaft and install the crankshaft sprocket bolt (3). CAUTION: Only tighten the crankshaft sprocket bolt until the oil seal is seated in the oil pump. Overtightening of the bolt can crack the oil pump.
5. Tighten the crankshaft sprocket bolt (3) until the crankshaft oil seal is seated in the oil pump.
6. Verify that the oil seal is uniformly seated and that the seal lip (1) is not curled inward toward the engine.
7. Install the timing belt and sprockets. Refer to «SPROCKET(S), TIMING BELT AND CHAIN, INSTALLATION»(ref-646215-S08587194962014072800000) .

Scheme 289

Scheme 290

Scheme 291

1. Disconnect and isolate the negative battery cable.
2. Raise and support the vehicle. Refer to «HOISTING, STANDARD PROCEDURE»(ref-646211-S00664313032014072800000) .
3. Remove the belly pan. Refer to «BELLY PAN, REMOVAL»(ref-646214-S24731623582014072800000) .
4. Drain the engine oil. Refer to «OIL - STANDARD PROCEDURE»(ref-646215-S41491917222014072800000) .
5. Remove the manual transmission from the vehicle. Refer to «REMOVAL»(ref-646222-S33695796782014072800000) .
6. Remove the two bolts (1) and the flywheel dust covers (2 and 3).
7. Remove the clutch and flywheel. Refer to «FLYWHEEL, REMOVAL»(ref-646231-S19786678052014072800000) .
8. Remove fourteen bolts (1), two nuts and two studs (2) from the flange of the oil pan.
9. Using the four indicated pry points, carefully remove the oil pan and flywheel dust cover.
10. Remove the six seal retainer attaching screws (1).
11. Remove and discard the seal retainer (2).
12. Remove all residual sealant (1) from the oil pan, engine block and oil pump. Refer to «PAN, OIL, CLEANING»(ref-646215-S37255093812014072800000) .

Scheme 292

Scheme 293

Scheme 294

Scheme 295

Scheme 296

Scheme 297

1. Inspect the crankshaft to make sure there are no nicks or burrs on the seal surface (1).
2. Clean the seal retainer, cylinder block and bedplate mating surfaces with isopropyl alcohol in preparation for sealant application. CAUTION: Engine assembly requires the use of a unique sealant that is compatible with engine oil. Using a sealant other than Mopar® Engine RTV GEN II may result in engine fluid leakage. CAUTION: Following the application of Mopar® Engine RTV GEN II to the gasket surfaces, the components must be assembled within 10 minutes and the attaching fasteners must be tightened to specification within the next 10 minutes. Prolonged exposure to the air prior to assembly may result in engine fluid leakage.
3. Apply a 2 to 3 mm wide bead of Mopar® Engine RTV GEN II sealant (1) to the two cylinder block to bedplate T-joints as shown in illustration.
4. Attach the (special tool #8225, Alignment Fixture) (1) to the oil pan mounting flange using the oil pan bolts (2). Tighten the bolts to 9 N.m (80 in. lbs.). NOTE: Make sure that the "2.7L" stamped on the alignment fixture is facing the cylinder block (flat side of tools against oil pan mounting flange). NOTE: It is not necessary to lubricate the seal or the crankshaft when installing the seal retainer. Residual oil following installation can be mistaken for seal leakage.
5. Carefully install the (special tool #10306, Guide, Rear Crankshaft Oil Seal) (1) into the rear seal retainer (3). NOTE: Make sure that the garter spring (2) is intact around the inside of the oil seal lip.
6. Carefully position the seal retainer and seal installer on the crankshaft and push firmly into place on the engine block (during this step, the seal installer will be pushed from the oil seal as a result of installing the seal retainer).
7. Verify that the seal lip (2) on the retainer is uniformly curled inward toward the engine on the crankshaft (1).
8. Allow the seal retainer to center itself on the crankshaft and position the seal retainer so that the distance between the seal retainer flange and the alignment fixture is equal on both sides (1). NOTE: Do not force the seal retainer flange down against the alignment fixture.
9. While maintaining this alignment, install the six seal retainer bolts. Tighten the six bolts in two steps following the sequence shown in illustration: Step 1: All to 5 N.m (44 in. lbs.). Step 2: All to 9 N.m (80 in. lbs.).
10. Clean the oil pan, engine block, oil pump and rear seal retainer mating surfaces with isopropyl alcohol in preparation for sealant application. CAUTION: Engine assembly requires the use of a unique sealant that is compatible with engine oil. Using a sealant other than Mopar® Engine RTV GEN II may result in engine fluid leakage. CAUTION: Following the application of Mopar® Engine RTV GEN II to the gasket surfaces, the components must be assembled within 10 minutes and the attaching fasteners must be tightened to specification within the next 10 minutes. Prolonged exposure to the air prior to assembly may result in engine fluid leakage.
11. Apply a 2 to 3 mm wide bead of Mopar® Engine RTV GEN II sealant to the oil pan as shown in illustration in the following locations: Oil pan to engine block flange (1) Two oil pump to engine block T-joints (3) Two rear seal retainer to engine block T-joints (2)
12. Install the oil pan with fourteen bolts (1), two studs and two nuts (2) hand tight.
13. Tighten the sixteen oil pan fasteners in two steps following the sequence shown in illustration: Step 1: All to 4 N.m (35 in. lbs.). Step 2: All to 9 N.m (80 in. lbs.).
14. Install the flywheel and clutch. Refer to «FLYWHEEL, INSTALLATION»(ref-646231-S27193383042014072800000) .
15. Install the flywheel dust covers (2 and 3) with two bolts (1) tightened to 9 N.m (80 in. lbs.).
16. Install the manual transmission in the vehicle. Refer to «INSTALLATION»(ref-646222-S24966917122014072800000) .
17. Fill the transmission with the proper fluid to the correct level. Refer to «FLUID, STANDARD PROCEDURE»(ref-646222-S00307436282014072800000) .
18. If removed, install the oil filter and fill the engine crankcase with the proper oil to the correct level. Refer to «OIL - STANDARD PROCEDURE»(ref-646215-S41491917222014072800000) .
19. Install the belly pan. Refer to «BELLY PAN, INSTALLATION»(ref-646214-S07994234782014072800000) .
20. Connect the negative battery cable and tighten nut to 5 N.m (45 in. lbs.).
21. Start and run the engine until it reaches normal operating temperature.

Scheme 298

Scheme 299

1. Raise and support the vehicle
2. Remove the belly pan. Refer to «BELLY PAN, REMOVAL»(ref-646214-S24731623582014072800000) .
3. Lower the vehicle.
4. Remove the engine cover to prevent contact with the cowl.
5. Remove the battery and tray. Refer to «TRAY, BATTERY, REMOVAL»(ref-646227-S29548343982014072800000) .
6. Remove the wire harness retainer from the top of the left engine mount.
7. Support transaxle with a suitable jack.
8. Remove the coolant tube bracket bolt (1).
9. Remove the three mount to transaxle bracket bolts (2).
10. Remove the two mount to frame rail bolts (3).
11. Loosen, but do not remove the bolt (2) for the trans mount (3) to strut tower (1) attachment.
12. Remove the mount.

ENGINE OIL LEAK

Begin with a thorough visual inspection of the engine, particularly at the area of the suspected leak. If an oil leak source is not readily identifiable, the following steps should be followed

1. Do not clean or de-grease the engine at this time because some solvents may cause rubber to swell, temporarily stopping the leak.
2. Add an oil soluble dye (use as recommended by the manufacturer). Start the engine and let idle for approximately 15 minutes. Check the oil dipstick to make sure the dye is thoroughly mixed as indicated with a bright yellow color under a black light.
3. Using a black light, inspect the entire engine for fluorescent dye, particularly at the suspected area of the oil leak. If the oil leak is found and identified, repair per Service Information instructions.
4. If dye is not observed, drive the vehicle at various speeds for approximately 24 km (15 miles), and repeat the inspection. If the oil leak source is not positively identified at this time, proceed with the «AIR LEAK DETECTION TEST METHOD»(ref-646215-S27977259212014072800000) .

STANDARD PROCEDURE - ENGINE OIL AND FILTER CHANGE

Change the engine oil and filter at mileage and time intervals described in the Maintenance Schedule. Refer to MAINTENANCE SCHEDULES, DESCRIPTION .

Scheme 300

Scheme 301

1. Run the engine until achieving normal operating temperature.
2. Position the vehicle on a level surface and turn the engine off.
3. Remove the engine cover (1). CAUTION: When performing an engine oil change, the oil filter cap must be removed. Removing the oil filter cap releases oil held within the oil filter cavity and allows it to drain into the sump. Failure to remove the cap prior to reinstallation of the drain plug will not allow complete draining of the used engine oil.
4. Place an oil absorbent cloth around the oil filter housing at the base of the oil filter cap. NOTE: The oil filter (3) is attached to the oil filter cap (1).
5. Rotate the oil filter cap (1) counterclockwise and remove the cap (1) and filter (3) from the oil filter housing.
6. Raise and support the vehicle. Refer to «HOISTING, STANDARD PROCEDURE»(ref-646211-S00664313032014072800000) .
7. Place a suitable drain pan under the crankcase drain plug (1).
8. Remove the drain plug (1) from oil pan and allow the oil to drain into the pan. Inspect the drain plug threads for stretching or other damage. Replace the drain plug and gasket if damaged.
9. Install the drain plug (1) in the oil pan and tighten to 27 N.m (20 ft. lbs.).
10. Lower the vehicle.
11. Remove the oil filter (3) from the oil filter cap (1).
12. Remove and discard the O-ring seal (2). NOTE: It is not necessary to pre-oil the oil filter or fill the oil filter housing.
13. Lightly lubricate the new O-ring seal (2) with clean engine oil.
14. Install the O-ring seal (2) on the filter cap (1).
15. Install the new oil filter (3) into the oil filter cap (1).
16. Thread the oil filter cap (1) into the oil filter housing and tighten to 25 N.m (18 ft. lbs.).
17. Remove the oil fill cap (2). Fill the crankcase with the specified type and amount of engine oil. Refer to «CAPACITIES AND RECOMMENDED FLUIDS, SPECIFICATIONS»(ref-646211-S35411413522014072800000) .
18. Install the oil fill cap (2).
19. Start the engine and inspect for leaks.
20. Stop the engine and check the oil level (1).
21. Install the engine cover.

Scheme 302

The function of the oil pan is to contain the engine lubrication oil and is made from aluminum. The oil pan has a threaded oil drainage opening and a threaded port for an oil viscosity sensor. The oil pan is sealed to the engine block using Mopar® Engine RTV GEN II Sealant.

Scheme 303

1. Disconnect and isolate the battery negative cable.
2. Raise and support the vehicle. Refer to «HOISTING, STANDARD PROCEDURE»(ref-646211-S00664313032014072800000) .
3. Remove the belly pan. Refer to «BELLY PAN, REMOVAL»(ref-646214-S24731623582014072800000) .
4. Drain the engine oil. Refer to «OIL - STANDARD PROCEDURE»(ref-646215-S41491917222014072800000) .
5. Remove the exhaust crossunder pipe. Refer to «PIPE, EXHAUST CROSSUNDER, REMOVAL»(ref-646259-S35977026882014072800000) .
6. Remove three bolts (1) from the flywheel dust cover.
7. Remove the two lower transmission bell housing bolts (2). NOTE: The flywheel dust cover (2) is bolted to the oil pan and cannot be removed at this time.
8. Remove fourteen bolts (1), two nuts and two studs (2) from the flange of the oil pan.
9. Using the four indicated pry points, carefully remove the oil pan and flywheel dust cover.
10. Remove the bolt (1) and the flywheel dust cover (2) from the oil pan.
11. Remove all residual sealant (1) from the oil pan, engine block, oil pump and rear seal retainer. Refer to «PAN, OIL, CLEANING»(ref-646215-S37255093812014072800000) .

Scheme 304

1. Remove the engine cover.
2. Remove the vacuum pump. Refer to «PUMP, VACUUM, REMOVAL»(ref-646215-S40725219682014072800000) .
3. Install (special tool #10299, Bracket, Engine Lifting) to the vacuum pump mounting location.
4. Install (special tool #8534B, Fixture, Driveline Support) across the inner fender supports.
5. Rotate the lift handle enough to support the weight of the engine.
6. Raise and support the vehicle.
7. Remove the air dam.
8. Remove the belly pan. Refer to «BELLY PAN, REMOVAL»(ref-646214-S24731623582014072800000) .
9. Remove the transmission assembly. Refer to «REMOVAL»(ref-646234-S10692698892014072800000) .
10. Remove the dual mass flywheel assembly. Refer to «FLYWHEEL, REMOVAL»(ref-646231-S19786678052014072800000) .
11. Disconnect the starter wiring harness at the starter connections. NOTE: There is no need to separate the starter from the adapter plate.
12. Remove the adapter plate lower fasteners (3).
13. Remove the adapter plate side fasteners (2 & 3).
14. Remove the adapter plate (1) with the starter attached.
15. Remove the catalytic converter flange nuts.
16. Remove the catalytic converter support bracket bolts and remove the support bracket.
17. Remove the crossunder pipe support bracket fastener.
18. Remove the exhaust crossunder pipe.
19. Drain the engine oil.
20. Remove the oil pan nuts (2).
21. Remove the oil pan bolts (1). NOTE: If prying the pan off is necessary, ONLY pry at the corners of the pan as noted by the arrows.
22. Clean the surfaces of the pan and the bedplate with a plastic scraper as necessary.

1. Clean the oil pan in solvent and wipe dry with a clean cloth. CAUTION: Do not use oil based liquids, wire brushes, abrasive wheels or metal scrapers to clean the engine gasket surfaces. Use only isopropyl (rubbing) alcohol, along with plastic or wooden scrapers. Improper gasket surface preparation may result in engine fluid leakage.
2. Remove all residual sealant (1) from the oil pan. Refer to «ENGINE - STANDARD PROCEDURE»(ref-646215-S00715361092014072800000) .

WITH MANUAL TRANSMISSION

1. Clean the oil pan, engine block, oil pump and rear seal retainer mating surfaces with isopropyl alcohol in preparation for sealant application. CAUTION: Engine assembly requires the use of a unique sealant that is compatible with engine oil. Using a sealant other than Mopar® Engine RTV GEN II may result in engine fluid leakage. CAUTION: Following the application of Mopar® Engine RTV GEN II to the gasket surfaces, the components must be assembled within 10 minutes and the attaching fasteners must be tightened to specification within the next 10 minutes. Prolonged exposure to the air prior to assembly may result in engine fluid leakage.
2. Apply a 2 to 3 mm wide bead of Mopar® Engine RTV GEN II sealant to the oil pan as shown in illustration in the following locations: Oil pan to engine block flange (1) Two oil pump to engine block T-joints (3) Two rear seal retainer to engine block T-joints (2)
3. Install the flywheel dust cover (2) to the oil pan. Tighten the bolt (1) to 9 N.m (80 in. lbs.).
4. Install the oil pan with fourteen bolts (1), two studs and two nuts (2) hand tight.
5. Install the two lower transmission bell housing bolts (2) and tighten to 40 N.m (30 ft. lbs.).
6. Install the three bolts (1) to the flywheel dust cover and tighten to 9 N.m (80 in. lbs.).
7. Tighten the sixteen oil pan fasteners in two steps following the sequence shown in illustration: Step 1: All to 4 N.m (35 in. lbs.). Step 2: All to 9 N.m (80 in. lbs.).
8. Install the exhaust crossunder pipe. Refer to «PIPE, EXHAUST CROSSUNDER, INSTALLATION»(ref-646259-S32847019502014072800000) .
9. Install the belly pan. Refer to «BELLY PAN, INSTALLATION»(ref-646214-S07994234782014072800000) .
10. If removed, install the oil filter and fill the engine crankcase with the proper oil to the correct level. Refer to «OIL - STANDARD PROCEDURE»(ref-646215-S41491917222014072800000) .
11. Connect the battery negative cable and tighten nut to 5 N.m (45 in. lbs.).
12. Start and run the engine until it reaches normal operating temperature.

WITH AUTOMATIC TRANSMISSION

1. Clean the oil pan, ladder frame, oil pump and rear seal retainer mating surfaces with isopropyl alcohol in preparation for sealant application. CAUTION: Engine assembly requires the use of a unique sealant that is compatible with engine oil. Using a sealant other than Mopar® Engine RTV GEN II may result in engine fluid leakage. CAUTION: Following the application of Mopar® Engine RTV GEN II to the gasket surfaces, the components must be assembled within 10 minutes and the attaching fasteners must be tightened to specification within the next 10 minutes. Prolonged exposure to the air prior to assembly may result in engine fluid leakage.
2. Apply a 2 to 3 mm wide bead of Mopar® Engine RTV GEN II Sealant to the oil pan as shown in illustration in the following locations: Oil pan ladder frame (1). Two oil pump to engine block T-joints (3) Two rear seal retainer to engine block T-joints (2)
3. Install two studs (2) into the oil pump flange.
4. Install the oil pan with fourteen bolts (1) and two nuts (2) hand tight.
5. Install the transmission adapter plate (1) with three bolts (3 and 4) and one bolt and nut (2) as follows: One bolt (4) to 60 N.m (44 ft. lbs.). One bolt and nut (2) to 60 N.m (44 ft. lbs.). Two bolts (3) to 40 N.m (30 ft. lbs.).
6. Tighten the sixteen oil pan fasteners in two steps following the sequence shown in illustration: Step 1: All to 4 N.m (35 in. lbs.). Step 2: All to 9 N.m (80 in. lbs.).
7. Install the dual mass flywheel. Refer to «FLYWHEEL, INSTALLATION»(ref-646231-S27193383042014072800000) .
8. Connect the starter electrical wiring (2) to the starter post (3). Refer to «STARTER, INSTALLATION»(ref-646258-S29245182242014072800000) .
9. Install the transmission onto the engine. Refer to «INSTALLATION»(ref-646234-S03171270372014072800000) .
10. Remove the engine support tool.
11. If removed, install the oil filter and fill the engine crankcase with the proper oil to the correct level. Refer to «OIL - STANDARD PROCEDURE»(ref-646215-S41491917222014072800000) .
12. Run the engine until it reaches normal operating temperature.
13. Check for leaks.
14. Install the air dam.
15. Install the belly pan. Refer to «BELLY PAN, INSTALLATION»(ref-646214-S07994234782014072800000) .

Scheme 305

1. Disconnect and isolate the negative battery cable.
2. Remove the oil pan. Refer to «PAN, OIL, REMOVAL»(ref-646215-S23479855362014072800000) .
3. Remove the bolts (2) from the oil pick-up tube and remove the oil pick-up tube (1) from the oil pump.
4. Remove and discard the O-ring seal (1) from the oil pump.

STANDARD PROCEDURE - ENGINE TIMING VERIFICATION

1. Disconnect and isolate the negative battery cable.
2. Remove the engine cover (1).
3. Remove the air cleaner body (6). Refer to «BODY, AIR CLEANER, REMOVAL»(ref-646215-S35238296702014072800000) .
4. Disconnect the PCV hose (1) from the intake manifold.
5. Disconnect the vent hose (3) from the oil filler neck.
6. Remove three bolts (2) and remove the oil separator housing (4) from the cylinder head cover.
7. Remove the vacuum pump (1). Refer to «PUMP, VACUUM, REMOVAL»(ref-646215-S40725219682014072800000) .
8. Install the Camshaft Timing Locking Tool (special tool #10277, Tool, Camshaft Timing Locking) (1) to the rear of the camshaft. Rotate the crankshaft vibration damper clockwise to align the tool with the vacuum pump mounting. Install three bolts (2) and tighten to 20 N.m (15 ft. lbs.).
9. Remove the lower timing belt cover (1). Refer to «COVER(S), ENGINE TIMING, REMOVAL»(ref-646215-S03019545872014072800000) .
10. Install the Crankshaft Timing Locking Tool (special tool #10276, Tool, Crankshaft Timing Locking) (1) with three bolts (3) tightened to 25 N.m (18 ft. lbs.) and one bolt (2) tightened to 9 N.m (80 in. lbs.).
11. If the bolt (2) does not align with the lower timing belt cover mounting boss, the camshaft timing is not correct. Proceed to the timing belt service procedures. Refer to «BELT, TIMING, REMOVAL»(ref-646215-S09347411622014072800000) .

Scheme 306

Scheme 307

Scheme 308

Scheme 309

Scheme 310

1. Remove the engine cover.
2. Disconnect and isolate the battery negative cable.
3. Remove the air fitting hoses (2, 3, 4, and 6) from the intake snorkel.
4. Remove the air cleaner body (1). Refer to «BODY, AIR CLEANER, REMOVAL»(ref-646215-S35238296702014072800000) .
5. Disconnect the PCV hose (1) from the intake manifold.
6. Disconnect the vent hose (3) from the cylinder head cover.
7. Remove three bolts (2) and remove the oil separator housing (4) from the cylinder head cover. CAUTION: When servicing components near the vacuum pump, avoid contact with the plastic nipple that connects the vacuum pump to the brake booster hose. It is possible to crack the plastic nipple resulting in a brake booster vacuum leak.
8. Remove the vacuum pump (1).
9. Install the (special tool #10277, Tool, Camshaft Timing Locking) (1) to the rear of the camshaft. Rotate the crankshaft vibration damper clockwise to align the tool with the vacuum pump mounting. Install three bolts (2) and tighten to 20 N.m (15 ft. lbs.).
10. Raise and support the vehicle. Refer to «HOISTING, STANDARD PROCEDURE»(ref-646211-S00664313032014072800000) .
11. Remove the belly pan. Refer to «BELLY PAN, REMOVAL»(ref-646214-S24731623582014072800000) .
12. Drain the cooling system. Refer to «STANDARD PROCEDURE»(ref-646235-S03842909342014072800000) .
13. Remove the vibration damper (1). Refer to «DAMPER, VIBRATION, REMOVAL»(ref-646215-S06986049162014072800000) .
14. Lower the vehicle.
15. Disconnect the coolant hose (3) from the pressurized coolant bottle (1).
16. Remove the two bolts (5) and reposition the pressurized coolant bottle (1).
17. Support the engine with a floor jack positioned under the oil pan.
18. Remove six bolts (1 and 2) and the right engine mount isolator (3).
19. Remove the bolt (5) and reposition the turbocharger wastegate solenoid (4).
20. Disengage the following retainers from the upper timing belt cover (1): Evaporative emissions purge hose (4). After run coolant pump return hose (3). Wastegate solenoid pressure inlet hose (2).
21. Remove the bolts (2 and 3) and the upper timing belt cover (1).
22. Carefully raise the front of the engine and remove the six bolts (2) and the right engine mount bracket (1).
23. Remove the bolt (2) and the lower timing belt cover (1).
24. Install the (special tool #10276, Tool, Crankshaft Timing Locking) (1) with three bolts (3) tightened to 25 N.m (18 ft. lbs.) and one bolt (2) tightened to 9 N.m (80 in. lbs.). NOTE: If the bolt (2) does not align with the lower timing belt cover mounting boss, the camshaft timing is not correct. NOTE: If the timing belt is to be reused, mark the direction of rotation using a paint pen or equivalent to aid in reassembly.
25. Loosen the tensioner lock nut (3) and remove the timing belt (1).

Scheme 311

1. Remove the upper timing belt cover. Refer to «COVER(S), ENGINE TIMING, REMOVAL»(ref-646215-S03019545872014072800000) .
2. Inspect all four surfaces of the timing belt. The sides are normal if they are sharp as if cut by a knife. Replace the belt if any of the following conditions exist: Vehicle mileage or time at component maintenance requirement. Refer to «MAINTENANCE SCHEDULES, DESCRIPTION»(ref-646211-S40692636532014072800000) . Back side rubber is glossy or hardening without resilience and leaves no indent when pressed with a fingernail. Surface peeling (1 and 5). Missing teeth (2). Rubber exposed (3). Any cracks (4) in rib root, belt sides or rubber back. Rounded edge (6). Exposed fluffy strands (7).
3. If none of the above conditions are seen on the timing belt, the timing belt cover can be installed. Refer to «COVER(S), ENGINE TIMING, INSTALLATION»(ref-646215-S39782458592014072800000) .
4. Replace the timing belt if it does not pass inspection. Refer to «BELT, TIMING, REMOVAL»(ref-646215-S09347411622014072800000) .

Scheme 312

Scheme 313

1. If removed, install the (special tool #10276, Tool, Crankshaft Timing Locking) (1) with three bolts (3) tightened to 25 N.m (18 ft. lbs.) and one bolt (2) tightened to 9 N.m (80 in. lbs.).
2. If removed, install the (special tool #10277, Tool, Camshaft Timing Locking) (1) to the rear of the camshaft. Install three bolts (2) and tighten to 20 N.m (15 ft. lbs.).
3. Use the (special tool #6847, Holder, Camshaft Sprocket) (2) to hold the camshaft sprocket (3) and loosen the bolt (1). The camshaft sprocket (3) should now be free to rotate on the camshaft. NOTE: If the original timing belt (1) is being reused, install the belt so that it maintains the same direction of rotation as when it was removed.
4. Install the timing belt starting with the crankshaft sprocket, then the water pump sprocket, finishing with the camshaft sprocket.
5. Rotate and adjust the timing tensioner (1) so that the silver tab (2) is centered in the middle of the window. Tighten the lock nut (3) to 28 N.m (21 ft. lbs.).
6. Use the (special tool #6847, Holder, Camshaft Sprocket) (2) to hold the camshaft sprocket (3) and tighten the camshaft sprocket bolt (1) to 120 N.m (88 ft. lbs.).
7. Remove the (special tool #10277, Tool, Camshaft Timing Locking) and the (special tool #10276, Tool, Crankshaft Timing Locking).
8. Rotate the crankshaft clockwise at least two complete revolutions to center the timing belt on the sprockets.
9. Verify that the silver tab (2) is still centered in the middle of the window. If required, loosen the tensioner lock nut (3), readjust the timing belt tensioner (2) and tighten the lock nut (3) to 28 N.m (21 ft. lbs.). NOTE: Reinstall the timing locking tools to verify correct camshaft timing.
10. Install the (special tool #10277, Tool, Camshaft Timing Locking) (1) to the rear of the camshaft. Install three bolts (2) and tighten to 20 N.m (15 ft. lbs.).
11. Install the (special tool #10276, Tool, Crankshaft Timing Locking) (1) with three bolts (3) tightened to 25 N.m (18 ft. lbs.) and one bolt (2) tightened to 9 N.m (80 in. lbs.). NOTE: If the bolt (2) does not align with the lower timing belt cover mounting boss, the camshaft timing is not correct. Loosen the tensioner lock nut and the camshaft sprocket bolt and repeat this procedure.
12. Remove the (special tool #10277, Tool, Camshaft Timing Locking) and the (special tool #10276, Tool, Crankshaft Timing Locking).
13. Install the lower timing belt cover (1) with bolt (2) tightened to 9 N.m (80 in. lbs.).
14. Install the right engine mount bracket (1) with six bolts (2) tightened to 25 N.m (18 ft. lbs.).
15. Install the upper timing belt cover (1) with two bolts (2 and 3) tightened to 9 N.m (80 in. lbs.).
16. Engage the following retainers to the upper timing belt cover (1): Wastegate solenoid pressure inlet hose (2). After run coolant pump return hose (3). Evaporative emissions purge hose (4).
17. Position the turbocharger wastegate solenoid (4). Install the bolt (5) and tighten to 9 N.m (80 in. lbs.).
18. Install the right engine mount isolator (3) to the engine mount bracket with three bolts. Tighten the isolator to engine bracket bolts in the sequence shown in illustration to 60 N.m (44 ft. lbs.).
19. Install the right engine mount isolator (3) to the body with three bolts (2). Tighten the isolator to body bolts (2) to 60 N.m (44 ft. lbs.).
20. Remove the floor jack supporting the engine.
21. Install the pressurized coolant bottle (1). Tighten bolts (5) to 8 N.m (71 in. lbs.).
22. Connect the coolant hose (3) to the pressurized coolant bottle (1).
23. Raise and support the vehicle. Refer to «HOISTING, STANDARD PROCEDURE»(ref-646211-S00664313032014072800000) .
24. Install the vibration damper (1). Refer to «DAMPER, VIBRATION, INSTALLATION»(ref-646215-S17405398102014072800000) .
25. Raise and support the vehicle. Refer to «HOISTING, STANDARD PROCEDURE»(ref-646211-S00664313032014072800000) .
26. Install the belly pan. Refer to «BELLY PAN, INSTALLATION»(ref-646214-S07994234782014072800000) .
27. Lower the vehicle. CAUTION: When servicing components near the vacuum pump, avoid contact with the plastic nipple that connects the vacuum pump to the brake booster hose. It is possible to crack the plastic nipple resulting in a brake booster vacuum leak.
28. Install the vacuum pump (1). Refer to «PUMP, VACUUM, INSTALLATION»(ref-646215-S21559397332014072800000) .
29. Install the oil separator housing (4) to the cylinder head cover with three bolts (2) tightened to 13 N.m (115 in. lbs.).
30. Connect the vent hose (3) to the cylinder head cover.
31. Connect the PCV hose (1) to the intake manifold.
32. Install the air cleaner body (1). Refer to «BODY, AIR CLEANER, INSTALLATION»(ref-646215-S04758408592014072800000) .
33. Fill cooling system. Refer to «STANDARD PROCEDURE»(ref-646235-S03842909342014072800000) .
34. Connect the negative battery cable and tighten nut to 5 N.m (45 in. lbs.).
35. Start and run the engine until it reaches normal operating temperature. Check cooling system for correct fluid level. Refer to «STANDARD PROCEDURE»(ref-646235-S03842909342014072800000) .
36. The Cam/Crank Variation Relearn procedure must be performed using the scan tool anytime there has been a repair/replacement made to a powertrain system, for example: flywheel, valvetrain, camshaft and/or crankshaft sensors or components. Refer to appropriate Diagnostic Information .