3.5L Engine - Service Information: Overview Dodge Magnum I

Scheme 199

The 3.5 Liter (214 Cubic Inches) 60 degree V-6 engine is a single overhead camshaft design with hydraulic lifters and four valves per cylinder. (Scheme 199) The engine does not have provisions for a free wheeling valve train.

Scheme 200

The cylinders are numbered from front to rear, with the right bank odd numbered, and the left bank even numbered. (Scheme 200) The firing order is 1-2-3-4-5-6.

Scheme 201

The engine identification number is located on the rear of engine block just below the left cylinder head. (Scheme 201)

DIAGNOSIS AND TESTING - INTRODUCTION

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

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

Refer to DIAGNOSIS AND TESTING - ENGINE MECHANICAL Chart and DIAGNOSIS AND TESTING - ENGINE PERFORMANCE Chart, 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 cannot be isolated with the Service Diagnosis charts. Information concerning additional tests and diagnosis is provided within the following

1. Cylinder Compression Pressure Test
2. Cylinder Combustion Pressure Leakage Test
3. Cylinder Head Gasket Failure Diagnosis
4. Intake Manifold Leakage Diagnosis
5. Lash Adjuster (Tappet) Noise Diagnosis
6. Engine Oil Leak Inspection

DESCRIPTION

The aluminum alloy cylinder heads feature cross- flow type intake and exhaust ports. Valve guides and seat inserts are powdered metal. Valves are arranged in a "V", with each camshaft on center. To improve combustion speed the chambers are a compact spherical design with a squish area of approximately 30 percent of the piston top area. The cylinder heads are common to either cylinder bank by reversing the direction of installation.

A single overhead camshaft per cylinder head provides valve actuation. The left camshaft accommodates a cam sensor pick-up wheel and is therefore longer. Each camshaft is supported by four bearing journals. A thrust plate attached to the rear of each cylinder head controls camshaft end play. Right and left camshaft driving sprockets support a timing mark, are keyed, and not interchangeable because of the cam sensor pick-up wheel on the left sprocket. Camshaft bearing lubrication is provided via a oil supply passage through each rocker shaft pedestal dowel.

OPERATION

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

Scheme 202

Note. Camshafts are removed from the rear of each cylinder head.

1. Remove the cylinder head (Refer to «CYLINDER HEAD(S)»(ref-246962-S35605467262007011000000) ). CAUTION: Care must be taken not to nick or scratch the journals when removing the camshaft.
2. Carefully remove the camshaft (3) from the rear of the cylinder head. (Scheme 202)

Scheme 203

1. Inspect camshaft bearing journals (4) for damage and binding. If journals are binding, check the cylinder head for damage. Also check cylinder head oil holes for clogging.
2. Check the cam lobe (5) and bearing surfaces for abnormal wear and damage. Replace camshaft if defective. NOTE: If camshaft is replaced due to lobe wear or damage, always replace the rocker arms.
3. Measure the lobe (5) actual wear. (Scheme 203)and replace camshaft if out of limit. Standard value is 0.0254 mm (0.001 in.), wear limit is 0.254 mm (0.010 in.).

Valves are made of highly heat-resistant steel and are chrome plated to prevent stem scuffing. The intake valve is a one-piece forging, while the exhaust valve has a forged head with a welded stem for lock groove hardness. The four valves (two intake and two exhaust) employ a three-groove lock design to help facilitate valve rotation.

The intake valve allows the air/fuel mixture to enter the combustion chamber. The exhaust valve allows the burned air/fuel mixture to exit the combustion chamber. Also, the intake and exhaust valves seal the combustion chamber during the compression and power strokes.

Scheme 204

The rocker arm is the pivot point between the camshaft lobe and the valve.

The valve spring returns the valve against its seat for a positive seal of the combustion chamber.

The crankshaft is constructed of a forged micro alloy steel. A six throw, nine counterweight crankshaft is supported by four select fit main bearings with number two serving as the thrust washer location. The six separate connecting rod throws are an even-firing design which reduces torque fluctuations while a torsional vibration damper is used to control torsion caused vibration of the crankshaft. Rubber lipped seals are used at front and rear. The front seal is retained in the oil pump case and the rear seal is retained in a block-mounted housing.

The crankshaft transfers force generated by combustion within the cylinder to the flywheel or flexplate.

Scheme 205

Scheme 206

1. Remove engine from vehicle (Refer to «ENGINE»(ref-246962-S19950147912007011000000) ).
2. Remove oil pan (Refer to «PAN - OIL»(ref-246962-S39659853432007011000000) ).
3. Remove oil pickup tube.
4. Remove front timing belt cover (Refer to «COVER-FRONT TIMING BELT»(ref-246962-S21856785262007011000000) ).
5. Remove timing belt and tensioner (Refer to «BELT-TIMING AND SPROCKETS»(ref-246962-S17586031852007011000000) ).
6. Remove crankshaft sprocket (Refer to «BELT-TIMING AND SPROCKETS»(ref-246962-S17586031852007011000000) ).
7. Tap dowel pin out of crankshaft.
8. Remove oil pump assembly (Refer to «PUMP - OIL»(ref-246962-S25922792022007011000000) ).
9. Remove crankshaft rear oil seal retainer (Refer to «SEAL - CRANKSHAFT OIL REAR»(ref-246962-S05900361702007011000000) ). CAUTION: Connecting rod bearing caps are not interchangeable and should be paint marked or scribed before removal to insure correct assembly. DO NOT use a metal stamp to mark the bearing caps.
10. Remove connecting rod bearing caps. (Scheme 205) (Scheme 205) WARNING: Main bearing caps are not interchangeable and should be paint marked or scribed before removal to insure correct assembly. DO NOT use a metal stamp to mark the bearing caps.
11. Remove main bearing caps (1). Main bearing caps (1) are not interchangeable and are marked to insure correct assembly. (Scheme 206) see scheme 1731 - MAIN CAPS 2 - BOLTS 3 - MAIN BEARING-LOWER 4 - CRANKSHAFT 5 - THRUST WASHERS 6 - MAIN BEARING-UPPER 7 - ENGINE BLOCK
12. Remove crankshaft (4) from cylinder block (7). see scheme 173

Note. Before installing crankshaft, refer to Fitting Main Bearings and Installation of Connecting Rod Bearings. (Refer to STANDARD PROCEDURE ) (Refer to STANDARD PROCEDURE )

The pistons are made of a high strength aluminum alloy. Top land height has been decreased to reduce emissions. Piston skirts are coated with a solid lubricant for scuff resistance. Connecting rod is forged steel with a fractured connecting rod cap design. The connecting rod is also equipped with a squirt hole and attaches to the piston with a full floating pin retained by lock rings.

The piston and connecting rod assembly is the link between the combustion force and the crankshaft.

Scheme 207

The pistons are machined to two different weight specifications and matched to rods based on weight. All piston and rod assemblies weigh the same to maintain engine balance.

Piston and cylinder wall must be clean and dry. Piston diameter should be measured 90 degrees to piston pin at size location (Scheme 207) Cylinder bores should be measured halfway down the cylinder bore and transverse to the engine crankshaft center line (Refer to SPECIFICATIONS ). Pistons and cylinder bores should be measured at normal room temperature, 70°F (21°C).

The engine mounting system are of molded rubber material and consist of two mounts; right and a left side support the powertrain, and control powertrain torque.

Scheme 208

Scheme 209

1. Disconnect the negative battery cable.
2. Raise and support the vehicle.
3. Remove both engine mount to cradle nuts and remove the left engine mount studs.
4. Using a suitable jack and a block of wood under the oil pan, raise the engine until the weight is off of the mounts (approximately 5mm).
5. Remove the engine mount heat shield. (Scheme 208) 1 - ENGINE MOUNT 2 - BOLT
6. Remove the engine mount bolts and remove the mount. (Scheme 209)

Engine oil stored in the oil pan (5) is drawn in and discharged by a gear rotor type oil pump (2, 3). see scheme 237 The oil pump is directly coupled to the crankshaft (1). Oil pressure is regulated by a relief valve (4). The oil is fed through an oil filter and to the crankshaft journals from the oil gallery (8) in the cylinder block. This gallery also feeds oil under pressure to the cylinder heads. Oil flows through each cylinder heads oil passage to the rocker shafts (10, 16). Oil then feeds the camshaft journals (12), rocker arms, and hydraulic lash adjusters.

Scheme 210

Check oil pressure using a gauge at oil pressure switch (1). (Scheme 210)

1. Remove the oil pressure switch (1) (Refer to «SWITCH-OIL PRESSURE SENSOR»(ref-246962-S05353265602007011000000) ).
2. Install oil pressure test gauge, Special Tool C-3292 with Adapter 8406. For Special Tool identification, (Refer to «SPECIAL TOOLS»(ref-246962-S19757794192007011000000) ). CAUTION: If oil pressure is 0 at idle, Do Not Run engine at 3000 RPM.
3. Warm engine to normal operating temperature.
4. Monitor gauge readings at idle and 3000 RPM. For specifications (Refer to «SPECIFICATIONS»(ref-246962-S09572668062007011000000) ).

For engine oil type and capacity (Refer to LUBRICATION & MAINTENANCE/FLUID TYPES - DESCRIPTION - ENGINE OIL)

Scheme 211

The best time to check engine oil level (2) is after the engine has sat overnight, or if the engine has been running, allow the engine to be shut off for at least 5 minutes before checking oil level.

Checking the oil (2) while the vehicle is on level ground will improve the accuracy of the oil level reading. Add oil (1) only when the level is at, or below, the ADD mark on the indicator (2).

Engine oil travels from the oil cooler and into the oil filter. Engine oil then exits the filter into the main gallery. Engine coolant flows into the cooler from the heater return tube and exits into the water inlet tube.