1.4L Engine - Service Information: Overview Dodge Dart PF

Scheme 1

MultiAir technology manages the torque and power delivered by the engine by varying the lift profile of the intake valves without direct use of the throttle body. The main features of the MultiAir engine are

1. Single camshaft
2. Standard and hydraulic exhaust tappets
3. Intake tappets integrated in the MultiAir actuator
4. Brake servo vacuum pump

Compared to a traditional engine, the special characteristics of the MultiAir system offer better combustion control and a faster response to torque requests, both of which are available and exploitable at each top dead center (TDC). This means

1. Reduced fuel consumption
2. Reduced CO2 emissions
3. Increased power and torque
4. Increased driver responsiveness
5. Less pollution
6. Easier start-up

Scheme 2

The MultiAir system consists of a hydraulic-mechanical actuator fitted inside the MultiAir engine. MultiAir also includes hardware and software electronic components, built into the powertrain control module (PCM) to manage the engine intake valve motion. At each engine cycle, the MultiAir system controls the quantity of fresh air entering each cylinder by managing intake valve motion.

Scheme 3

The readable engine identification is located near the flywheel end of the engine on a machined surface along with a QR Code scannable code symbol. The engine identification is structured as follows

(1) Block Type (four digits)

1. 0001 = Naturally Aspirated
2. 0002 = Turbocharged
3. 0003 = Naturally Aspirated with Cold Weather Package
4. 0004 = Turbocharged with Cold Weather Package

(2) Julian Date (three digits).

(3) Calender Year (one digit).

(4) Line Designation (one digit). C = Block Line 1.4L FIRE.

(5) Part Sequence for the day (four digits).

ENGINE DIAGNOSIS - INTRODUCTION

Engine diagnosis is helpful in determining the causes of malfunctions not detected and remedied by routine maintenance. These malfunctions may be classified as either performance (e.g., engine idles rough and stalls) or mechanical (e.g., a strange noise). Refer to ENGINE PERFORMANCE DIAGNOSTIC TABLE and ENGINE MECHANICAL DIAGNOSTIC TABLE for possible causes and corrections of malfunctions. Refer to FUEL SYSTEM for the fuel system diagnosis.

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

1. Cylinder Compression Pressure Test. Refer to «CYLINDER COMPRESSION PRESSURE LEAKAGE»(ref-646215-S09798912092014072800000) .
2. Cylinder Combustion Pressure Leakage Test. Refer to «CYLINDER COMBUSTION PRESSURE LEAKAGE»(ref-646215-S13673868972014072800000) .
3. Engine Cylinder Head Gasket Failure Diagnosis. Refer to «CYLINDER HEAD - DIAGNOSIS AND TESTING»(ref-646215-S16458251132014072800000) .
4. Intake Manifold Leakage Diagnosis. Refer to «MANIFOLD, INTAKE, DIAGNOSIS AND TESTING»(ref-646215-S05493115392014072800000) .

OPERATION

The camshaft is driven by the crankshaft via drive sprockets and belt. As the crankshaft turns, the timing belt turns the camshaft. The camshaft has precisely machined lobes to provide accurate valve timing and duration.

The exhaust camshaft lobes are located directly over the exhaust valves and are actuated through bucket style hydraulic lash adjusters. The third lobe on the camshaft functions as an intake lobe. This lobe drives a roller follower rocker arm mounted to the variable valve actuator assembly. The rocker arm drives a pumping element within the variable valve actuator that creates oil pressure needed to open the intake valves.

The camshaft is supported by five bearing journals. The front and rear bearing journal caps are located to the camshaft housing with dowel pins. Camshaft end play is controlled by two thrust walls that border the nose piece journal. Camshaft bearing lubrication is provided via a oil supply passage through the camshaft bearing housing and from an orifice in the rocker arm ball socket.

Scheme 4

The oil from the oil pan is pumped by a gerotor type oil pump mounted to the front of the cylinder block that is part of the oil pump housing. The oil from the pump travels to the oil cooler assembly and then to the oil filter element. After the oil has been filtered and cooled, the oil enters the main oil gallery. The pressurized oil travels through the main gallery to the five main journals to lubricate the crankshaft main bearings and supply oil to four piston oil cooling jets. The pressurized oil travels through the crankshaft main journals to cross-drilling supplying oil to the connecting rod journals. From the cylinder block the oil flows into the cylinder head. Cylinder head oil is supplied to the camshaft journals and hydraulic lash adjusters. Oil also flows through a filter screen and into the variable valve actuation assembly to open the intake valves.

ENGINE LUBRICATION FLOW CHART

The oil temperature sensor is a variable resistor that measures the temperature of the engine oil. The Powertrain Control Module (PCM) supplies a 5 volt. Reference and a ground to the sensors low. Reference signal circuit. When the oil temperature is low, the sensor resistance is high. When the oil temperature is high, the sensor resistance is low.

Scheme 5

1. Remove the air cleaner body. Refer to «BODY, AIR CLEANER, REMOVAL»(ref-646215-S35238296702014072800000) .
2. Unlock and disconnect the oil temperature sensor harness connector (1).
3. Disengage the oil temperature harness connector from the bracket (2).
4. Use an appropriate socket (2) and remove the oil temperature sensor (1).
5. The oil temperature sensor gasket (1) can be reused if not damaged.

The oil pressure switch is normally "Closed." The switch changes from a "Closed" circuit to an "Open" circuit, on increasing pressure of 48 kPa (7 psig). The oil pressure switch changes from an "Open" circuit to a "Closed" circuit, on decreasing pressure, between 14 kPa (2 psig) and 28 kPa (4 psig).