2.0L Engine - Service Information: Overview Dodge Dart PF

DESCRIPTION

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

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

Scheme 314

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

ENGINE DIAGNOSIS - INTRODUCTION

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

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

Refer to PERFORMANCE DIAGNOSTIC TABLE and ENGINE MECHANICAL DIAGNOSTIC TABLE for possible causes and corrections of malfunctions. Refer to . Refer to FUEL SYSTEM article 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-646216-S42230394672014072800000) .
2. Cylinder Combustion Pressure Leakage Test. Refer to «CYLINDER COMBUSTION PRESSURE LEAKAGE»(ref-646216-S33438942572014072800000) .
3. Engine Cylinder Head Gasket Failure Diagnosis. Refer to «CYLINDER HEAD - DIAGNOSIS AND TESTING»(ref-646216-S17835028722014072800000) .
4. Intake Manifold Leakage Diagnosis. Refer to «MANIFOLD, INTAKE, DIAGNOSIS AND TESTING»(ref-646215-S05493115392014072800000) .

The 2.0L engine is equipped with Variable Valve Timing (VVT). This system advances and/or retards intake and/or exhaust camshaft timing to improve engine performance, mid-range torque, idle quality, fuel economy, and reduce emissions. The camshaft sprockets are integrated with the VVT assemblies and are serviced as an assembly. VVT assemblies are sometimes referred to as camshaft phasers.

OPERATION

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

Scheme 315

Note. Intake camshaft shown in illustration, exhaust cam similar.

1. Remove the camshafts . Refer to «CAMSHAFT, ENGINE, REMOVAL»(ref-646216-S01449161842014072800000) .
2. Remove the retaining bolt from the camshaft phaser (2) while holding the camshaft in place with a wrench (3) on the camshaft flats.
3. Remove the phaser assembly (2) from camshaft.

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

Scheme 316

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

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

The small bearing caps are marked for position during the manufacturing process, and must be reinstalled in their original position.

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

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

Scheme 317

1. Remove the cylinder head cover. Refer to «COVER(S), CYLINDER HEAD, REMOVAL»(ref-646216-S10550530762014072800000) .
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-646216-S00174117082014072800000) .

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1. Disconnect and isolate the negative battery cable.
2. Remove the cylinder head cover . Refer to «COVER(S), CYLINDER HEAD, REMOVAL»(ref-646216-S10550530762014072800000) .
3. Remove the spark plugs. Refer to «SPARK PLUG, REMOVAL»(ref-646264-S20945443012014072800000) .
4. Raise and support the vehicle. Refer to «HOISTING, STANDARD PROCEDURE»(ref-646211-S00664313032014072800000) .
5. Remove the frame cover portion of the right splash shield. Refer to «SHIELD, SPLASH, FRONT WHEELHOUSE, REMOVAL»(ref-646233-S05943217422014072800000) . CAUTION: When aligning timing marks, always rotate engine by turning the crankshaft. Failure to do so will result in valve and/or piston damage.
6. Rotate the crankshaft clockwise (as viewed from the front) to align the timing cover mark (1) with the damper notch (2) to place the number one cylinder piston at top-dead-center on the compression stroke.
7. While maintaining this alignment, verify that the SCRIBE LINES (3) on the camshaft sprockets point toward each other and are parallel to the cylinder head cover mounting surface and that there are twenty-four chain pins (1) BETWEEN the exhaust camshaft sprocket marking (2) and the intake camshaft sprocket marking (4).
8. Using a paint pen or equivalent, mark both camshaft sprockets and corresponding chain links (2 and 4) to aid in reassembly.
9. Remove the timing tensioner plug (1) from the front cover. NOTE: Resetting the cam chain tensioner may require the assistance of a second technician.
10. Using a 23 mm open end wrench on the intake camshaft flats, rotate the camshaft (1) towards the intake manifold (counterclockwise). This will move the guide away from the tensioner
11. While in this position the tensioner pawl (1) will be released and allowed to rise up and away from the tensioner shaft notches (2).
12. A helper will now need to push down on the tensioner arm (4) using a screwdriver or similar through the plug hole. Once the arm (4) is down, hold it down.
13. Now rotate the camshaft 45° clockwise (towards the exhaust manifold). By doing this the chain will force the guide against the tensioner. This pressure will compress the tensioner piston and force the oil out of it.
14. Release the tool that is holding the arm down.
15. Now rotate the camshaft counterclockwise back towards the intake manifold (VERY SLOWLY) .
16. As you are rotating the camshaft listen for three clicks that are being created by the tensioner. At the point of the third click, you will notice that the tensioner arm now rises upward. The hole in the arm and the hole in the tensioner body now line up.
17. Insert an 1/8" drill bit through the hole in the tensioner arm and into the tensioner body. There will be slack in the chain.
18. Remove the bolt (3) and cam chain guide (1).
19. Remove four bolts (1) and the front camshaft bearing cap (2). NOTE: Camshaft bearing caps should have been marked during engine manufacturing. For example, number one exhaust camshaft bearing is marked "E1>". CAUTION: DO NOT STAMP OR STRIKE THE CAMSHAFT BEARING CAPS. SEVERE DAMAGE WILL OCCUR TO THE BEARING CAPS.
20. Using a permanent ink or paint marker, identify the location and position on each camshaft bearing cap.
21. Slowly remove the remaining intake and exhaust camshaft bearing cap bolts one turn at a time. Remove the camshaft bearing caps.
22. Using a plastic trim tool (special tool #C-4755, Trim Stick) roll the exhaust camshaft bearing out of the saddle. Carefully lower the camshaft into the saddle area. This will allow the necessary slack in the chain to facilitate chain removal from the camshaft sprocket.
23. Lift the timing chain (2) off of the sprocket (1).
24. Remove the camshaft.
25. Secure the timing chain with wire so that it does not fall into the timing chain cover.

Scheme 326

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-646216-S00174117082014072800000) .

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1. The front camshaft bearing cap (1) is numbered (2) either one, two, or three. This number corresponds to the select fit front exhaust camshaft bearing to use.
2. Install the corresponding select fit front exhaust camshaft bearing (1) into the cylinder head and the front camshaft bearing cap.
3. Oil all of the camshaft journals with clean engine oil.
4. If removed, install the camshaft phasers on the camshafts. Refer to «ASSEMBLY, VARIABLE VALVE TIMING, INSTALLATION»(ref-646216-S35855167842014072800000) .
5. Install the timing chain onto the intake camshaft sprocket making sure that the timing mark (4) on the sprocket aligns with the painted chain link.
6. Position the intake camshaft into the bearing journals on the cylinder head.
7. The intake camshaft SCRIBE LINE (3) should be parallel to the cylinder head cover mounting surface.
8. Install the exhaust camshaft by raising the rear of the camshaft upward and rolling the sprocket into the chain.
9. Align the timing marks (2) on the exhaust camshaft sprocket with the painted chain link.
10. Position the exhaust camshaft into the bearing journals on the cylinder head.
11. The exhaust camshaft SCRIBE LINE (3) should be parallel to the cylinder head cover mounting surface and there should be twenty-four chain pins (1) BETWEEN the exhaust camshaft sprocket marking (2) and the intake camshaft sprocket marking (4). CAUTION: Install the front intake and exhaust camshaft bearing cap last. Ensure that the dowels are seated and follow torque sequence or damage to engine could result. NOTE: If the front camshaft bearing cap is broken, the cylinder head MUST be replaced.
12. Install the intake and exhaust camshaft bearing caps and slowly tighten bolts to 9.5 N.m (85 in. lbs.) in the sequence shown in illustration. NOTE: Verify that the exhaust camshaft bearing shells are correctly installed, and the dowels are seated in the head, prior to tightening the bolts.
13. Install the front intake and exhaust bearing cap and tighten bolts to 15 N.m (11 ft. lbs.) in the sequence shown in illustration.
14. Install the cam chain guide (1) onto the alignment pin (2) and tighten the bolt (3) to 12 N.m (106 in. lbs.).
15. Verify that the SCRIBE LINES (3) on the camshaft sprockets point toward each other and are parallel to the cylinder head cover mounting surface and that there are twenty-four chain pins (1) BETWEEN the exhaust camshaft sprocket marking (2) and the intake camshaft sprocket marking (4).
16. Remove the pin (1/8 in. drill bit) from the timing chain tensioner.
17. Apply MOPAR® thread sealant to timing tensioner plug (1) and Install.
18. Rotate the crankshaft CLOCKWISE two complete revolutions until the crankshaft is again positioned at the top-dead-center position.
19. While maintaining this alignment, verify that the SCRIBE LINES (3) on the camshaft sprockets point toward each other and are parallel to the cylinder head cover mounting surface and that there are twenty-four chain pins (1) BETWEEN the exhaust camshaft sprocket marking (2) and the intake camshaft sprocket marking (4).
20. Install the frame cover portion of the right splash shield. Refer to «SHIELD, SPLASH, FRONT WHEELHOUSE, INSTALLATION»(ref-646233-S24910490662014072800000) .
21. Install the spark plugs. Refer to «SPARK PLUG, INSTALLATION»(ref-646264-S27190124152014072800000) .
22. Install the cylinder head cover, ignition coils and resonator. Refer to «COVER(S), CYLINDER HEAD, INSTALLATION»(ref-646216-S20861717392014072800000) .
23. Connect the negative battery cable and tighten nut to 5 N.m (45 in. lbs.).

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.

Scheme 333

The cylinder head cover is made of die cast aluminum. The cylinder head cover is sealed with press-in-place gaskets at the cylinder head and spark plug ports. RTV is used to seal the T-joint at the cylinder head cover, front timing cover and cylinder head. RTV is also used to seal the cylinder head cover to the rear camshaft bearing cap at the vacuum pump.

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1. Remove the engine cover assembly. Refer to «RESONATOR, AIR CLEANER, REMOVAL»(ref-646216-S00754484562014072800000) .
2. Disconnect and isolate the negative battery cable.
3. Remove the make up air hose from the cylinder head cover fitting.
4. Remove the positive crankcase ventilation (PCV) hose.
5. Disconnect and remove the ignition coils. Refer to «COIL, IGNITION, REMOVAL»(ref-646264-S36315389822014072800000) .
6. Use compressed air to blow dirt and debris off of the cylinder head cover prior to removal.
7. Unplug the intake and exhaust VVT solenoid connectors.
8. Remove the push pins that secure the coil harness to the cover. NOTE: If any of the push pins break off in the cover, use a pick to rotate the lodged portion counterclockwise to back the portion out of the hole.
9. Loosen twelve cylinder head cover mounting bolts (2) and six stud bolts (1).
10. Remove the cylinder head cover from the cylinder head. NOTE: With the help of an assistant, hold the coil harness up and spread open as the cover is removed through the area between the left and right harness runs.
11. Remove and discard the cylinder head cover gaskets (1 and 2).
12. Remove all residual sealant (1 and 2) from the cylinder head, timing chain cover, rear exhaust camshaft bearing cap and cylinder head cover mating surfaces. Refer to «ENGINE - STANDARD PROCEDURE»(ref-646216-S32430634582014072800000) .

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

Scheme 336

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

Scheme 337

Before deglazing, mask the crankcase area to keep abrasive materials from entering the engine lower end. Tape off the water jacket and any openings to the oil circuit to prevent abrasive material from entering the coolant and oil circuits.

1. Select an appropriate size flexible ball hone.
2. Deglazing of the cylinder walls may be done if the cylinder bore is straight and round. About 20-60 strokes, depending on the condition of the cylinder bore, will be sufficient to provide a satisfactory surface. Use a light honing oil, available from major oil distributors. CAUTION: DO NOT use engine or transmission oil, mineral spirits, or kerosene.
3. Deglazing should be done by moving the hone up and down fast enough to get a crosshatch pattern. The hone marks should intersect at 30° to 60° inclusive angle for proper seating of rings.
4. A controlled hone motor speed between 200 and 300 RPM is necessary to obtain the proper crosshatch angle (1). The number of up and down strokes per minute can be regulated to get the desired 30° to 60° inclusive angle (2). Faster up and down strokes increase the crosshatch angle.
5. After deglazing, it is necessary that the block be cleaned to remove all traces of abrasive. Use a brush to wash parts with a solution of hot water and detergent. Dry parts thoroughly. Use a clean, white, lint-free cloth to check that the bore is clean. Oil the bores after cleaning to prevent rusting. Upon completion, perform a visual inspection of the cylinder block passages to inspect for abrasive debris. If any debris is found, repeat the cleaning process. NOTE: Cylinder bore diameter should not increase more than 20 microns during deglazing process from original nominal bore diameter, if the maximum of 20 microns is exceeded, the cylinder block must be replaced. If deglazing the cylinder bore cannot remove the light scratches and scuffs the cylinder block should be replaced.

Scheme 338

Note. Typical crankshaft journal shown in illustration.

Engine crankshaft and connecting rod bearing clearances can be determined by the use of Plastigage or equivalent. The following is the recommended procedure for the use of Plastigage

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1. Remove the oil film from surface to be checked. Plastigage is soluble in oil.
2. Place a piece of Plastigage (1) across the entire width of the journal (In addition, suspected areas can be checked by placing the Plastigage in the suspected area). Plastigage must not crumble in use. If brittle, obtain fresh stock.
3. Torque the bearing cap bolts of the bearing being checked to the proper specification. Refer to «TORQUE SPECIFICATIONS»(ref-646216-S20608034552014072800000) . NOTE: DO NOT rotate the crankshaft. Plastigage will smear, causing inaccurate results. NOTE: Typical connecting rod cap shown in illustration.
4. Remove the bearing cap and compare the width of the flattened Plastigage (2) with the scale provided on the package (1). Locate the band closest to the same width. This band shows the amount of clearance. Differences in readings between the ends indicate the amount of taper present or the possibility of foreign material trapped under the bearing insert.
5. Record all readings taken. Compare clearance measurements to. Refer to «ENGINE SPECIFICATIONS»(ref-646216-S00174117082014072800000) . NOTE: Typical connecting rod journal shown in illustration. NOTE: Plastigage is available in a variety of clearance ranges. Use the most appropriate range for the specifications you are checking. Plastigage generally is accompanied by two scales. One scale is in inches, the other is a metric scale.
6. Install the proper bearings to achieve the specified bearing clearances.
7. Repeat the Plastigage measurement to verify your bearing selection prior to final assembly.

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1. Wipe the main bearing inserts (1 and 2) 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. Inspect the crankshaft thrust washers for scoring, scratches, wear or blueing.
6. Replace any bearing that shows abnormal wear. Refer to «BEARING(S), CRANKSHAFT, MAIN - STANDARD PROCEDURE»(ref-646216-S10380825622014072800000) .
7. Inspect the main bearing bores for signs of scoring, nicks and burrs.
8. If the cylinder block main bearing bores show damage the engine block must be replaced.
9. Use Cylinder Indicator (special tool #C-119, Cylinder Indicator) (2) to correctly measure the inside diameter of the cylinder bore (3). A cylinder bore gauge capable of reading in 0.003 mm (0.0001 in.) INCREMENTS is required. If a bore gauge is not available, do not use an inside micrometer.
10. Measure the inside diameter of the cylinder bore at three levels below the top of the bore (4). Start at the top of the bore, perpendicular (across or at 90 degrees) to the axis of the crankshaft at point A (1).
11. Repeat the measurement near the middle of the bore, then repeat the measurement near the bottom of the bore.
12. Determine taper by subtracting the smaller diameter from the larger diameter.
13. Rotate measuring device 90° to point B (1) and repeat the three measurements. Verify that the maximum taper is within specification. Refer to «ENGINE SPECIFICATIONS»(ref-646216-S00174117082014072800000) .
14. Determine out-of-roundness by comparing the difference between A and B at each of the three levels. Verify that the maximum out of round is within specification. Refer to «ENGINE SPECIFICATIONS»(ref-646216-S00174117082014072800000) .
15. If cylinder bore taper and out-of-roundness are within specification, the cylinder bore can be honed. Refer to «ENGINE BLOCK - STANDARD PROCEDURE»(ref-646216-S04839885642014072800000) . If the cylinder bore taper or out-of-round condition exceeds the maximum limits, the cylinder block must be replaced.

Note. A slight amount of taper always exists in the cylinder bore after the engine has been in use for a period of time.

Scheme 343

There are three different sizes of rod bearings available. Connecting rod bearing identification (4) can be found on the nose of the crankshaft (3). Use the table below for proper bearing selection.

CONNECTING ROD BEARING SELECTION

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1. For measuring connecting rod bearing clearance procedure and use of Plastigage. Refer to «ENGINE - STANDARD PROCEDURE»(ref-646216-S32430634582014072800000) . For bearing clearance. Refer to «ENGINE SPECIFICATIONS»(ref-646216-S00174117082014072800000) . NOTE: The rod bolts should not be reused.
2. Before installing the NEW rod bolts the threads and under the bolt head should be oiled with clean engine oil.
3. Install each bolt finger tight then alternately tighten each bolt to assemble the cap properly.
4. Tighten the connecting rod bolts using the 2 step torque-turn method. Tighten according to the following values: CAUTION: Do not use a torque wrench for the second step. Tighten the bolts to 20 N.m (15 ft. lbs.). Tighten the connecting rod bolts an additional 90°.
5. Using a feeler gauge, check connecting rod side clearance. For clearance specifications. Refer to «ENGINE SPECIFICATIONS»(ref-646216-S00174117082014072800000) .

Scheme 346

The connecting rod bearings (1) are serviced in-vehicle. They must be replaced one-at-a-time in order to prevent the pistons from contacting the valves. The connecting rod bearings are "select fit" to achieve proper oil clearances. Refer to BEARING(S), CONNECTING ROD - STANDARD PROCEDURE .

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1. Disconnect and isolate the battery negative cable.
2. Remove the spark plugs. Refer to «SPARK PLUG, REMOVAL»(ref-646264-S20945443012014072800000) .
3. Remove the oil pan, oil pump pick-up and engine oil pump. Refer to «PUMP, ENGINE OIL, REMOVAL»(ref-646216-S32370746852014072800000) .
4. Remove the eight main bearing cap bolts in the sequence shown in illustration. CAUTION: DO NOT use a number stamp or a punch to mark connecting rods or caps, as damage to connecting rods could occur NOTE: Connecting rods and bearing caps are not interchangeable and should be marked before removing to ensure correct reassembly.
5. Mark connecting rod and bearing cap positions (1) using a permanent ink marker or scribe tool. NOTE: Typical V6 engine configuration shown in illustration. CAUTION: Replace only one connecting rod bearing at a time while all other connecting rod bearing caps remain properly tightened. If all connecting rod bearing caps are removed, crankshaft rotation will result in valve and/or piston damage. CAUTION: Care must be taken not to damage the fractured rod and cap joint face surfaces, as engine damage may occur.
6. Remove the connecting rod cap bolts (5) and the connecting rod cap (4). Discard the cap bolts.
7. Remove the plastic guide plates (3) from the Guide Pins (special tool #8189, Guide Pins) (7) and install the Guide Pins to the connecting rod being removed. CAUTION: Care must be taken not to nick crankshaft journals, as engine damage may occur.
8. Rotate the crankshaft away from the connecting rod and remove the bearing shell.
9. If required, select and fit new bearings to the connecting rod. Refer to «BEARING(S), CONNECTING ROD - STANDARD PROCEDURE»(ref-646216-S19245603512014072800000) .
10. Install the bearing shell (8) on the connecting rod with the tang inserted into the machined groove in the rod. Lubricate the bearing surface with clean engine oil.
11. Rotate the crankshaft 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 (6) on the connecting rod cap (4) 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 (5).
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 (5) to 20 N.m (15 ft. lbs.) plus 90°.
14. If required, check the connecting rod side clearance. Refer to «ROD, PISTON AND CONNECTING - STANDARD PROCEDURE»(ref-646216-S39483599652014072800000) .
15. Repeat the previous steps for each connecting rod bearing being replaced. CAUTION: The main bearing cap 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.
16. Check the main bearing cap 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.
17. Install the eight main bearing cap bolts. Tighten the bolts in the sequence shown in illustration to 21 N.m (16 ft. lbs.) plus 90°.
18. Install the engine oil pump, oil pump pick-up and oil pan. Refer to «PUMP, ENGINE OIL, INSTALLATION»(ref-646216-S42682464182014072800000) .
19. Install the spark plugs and ignition coils. Refer to «SPARK PLUG, INSTALLATION»(ref-646264-S27190124152014072800000) .
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-646216-S42585434202014072800000) .
21. Connect the battery negative cable and tighten nut to 5 N.m (45 in. lbs.).
22. Operate the engine until it reaches normal operating temperature.

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

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

The oil pressure switch is located on the right front side of the cylinder head. The oil pressure switch is pressure sensitive that is affected by the engine's oil pressure (in the main oil galley). The switch is a two terminal device.

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

Scheme 352

1. Raise and support the vehicle. Refer to «HOISTING, STANDARD PROCEDURE»(ref-646211-S00664313032014072800000) .
2. Remove the belly pan. Refer to «BELLY PAN, REMOVAL»(ref-646214-S24731623582014072800000) .
3. Unlock the switch connector (2).
4. Disconnect the harness connector (3).
5. Unscrew the pressure switch from the cylinder head.