1993 CHEVROLET PLYMOUTH ACCLAIM oil type

ENGINE INDEX
page page
Engine Oil Filter .......................... 9
Battery ................................ 15
Crankcase Ventilation System ............... 13
Drive Belts ............................. 14
Emission Control System ................... 14
Engine Air Cleaner ....................... 11
Engine Cooling System .................... 10 Engine Oil
............................... 8
Frequency of Engine Oil and Filter Changes ..... 8
Fuel Filter .............................. 14
Fuel Recommendations .................... 14
Ignition Cables, Distributor Cap, and Rotor ..... 14
Rubber and Plastic Component Inspection ...... 15
Spark Plugs ............................ 14
FREQUENCY OF ENGINE OIL AND FILTER
CHANGES
ENGINE OIL
Road conditions as well as your kind of driving af-
fect the interval at which your oil should be changed.
Check the following to determine if any apply to you:
² Frequent short trip driving less than 8 kilometers
(5 miles)
² Frequent driving in dusty conditions
² Frequent trailer towing
² Extensive idling (such as vehicle operation in stop
and go traffic)
² More than 50% of your driving is at sustained
high speeds during hot weather, above 32ÉC (90ÉF) If any of these apply to you then change your en-
gine oil every 4 800 kilometers (3,000 miles) or 3
months, whichever comes first. If none of these apply to you then change your oil
every 12 000 kilometers (7,500 miles) or 6 months,
whichever comes first. If none of these apply and the vehicle is in com-
mercial type service such as, Police, Taxi or Limou-
sine and principally used for highway driving of 40
kilometers (25 miles) or more between stations, the
engine oil should be changed every 8 000 kilometers
(5,000 miles) or 6 months, whichever comes first.
FLEXIBLE FUEL VEHICLES
Flexible fuel is corrosive and contributes to engine
oil contamination. When flexible fuel is being used,
the engine oil should be changed every 8 000 kilome-
ters (5,000 miles) or 6 months, whichever comes first.
OIL FILTER
The engine oil filter should be replaced with a new
filter at every second oil change.
ENGINE OIL
WARNING: NEW OR USED ENGINE OIL CAN BE IR-
RITATING TO THE SKIN. AVOID PROLONGED OR
REPEATED SKIN CONTACT WITH ENGINE OIL.
CONTAMINANTS IN USED ENGINE OIL, CAUSED
BY INTERNAL COMBUSTION, CAN BE HAZARDOUS TO YOUR HEALTH. THOROUGHLY WASH EX-
POSED SKIN WITH SOAP AND WATER. DO NOT WASH SKIN WITH GASOLINE, DIESEL
FUEL, THINNER, OR SOLVENTS, HEALTH PROB-
LEMS CAN RESULT. DO NOT POLLUTE, DISPOSE OF USED ENGINE
OIL PROPERLY. CONTACT YOUR DEALER OR
GOVERNMENT AGENCY FOR LOCATION OF COL-
LECTION CENTER IN YOUR AREA.
BREAK-IN PERIOD
CAUTION: Wide open throttle operation in low
gears, before engine break-in period is complete,
can damage engine.
On a Chrysler Corporation vehicle an extended
break-in period is not required. Driving speeds of not
over 80-90 km/h (50-55 mph) for the first 100 km (60
miles) is recommended. Hard acceleration and high
engine rpm in lower gears should be avoided.
SELECTING ENGINE OIL
CAUTION: Do not use non-detergent or straight
mineral oil when adding or changing crankcase lu-
bricant. Engine or Turbocharger failure can result.
The factory fill engine oil is a high quality, energy
conserving, crankcase lubricant. The Recommended
SAE Viscosity Grades chart defines the viscosity
grades that must be used based on temperature in
the region where vehicle is operated and optional
equipment.
NON-FLEXIBLE FUEL VEHICLES Chrysler Corporation recommends that Mopar mo-
tor oil, or equivalent, be used when adding or chang-
ing crankcase lubricant. The API symbol (Fig. 1) on
the container indicates the viscosity grade, quality
and fuel economy ratings of the lubricant it contains.
Use ENERGY CONSERVING II motor oil with API
SERVICE SG or SG/CD classification.
0 - 8 LUBRICATION AND MAINTENANCE Ä

² SG service engine oil is a high quality crankcase
lubricant designed for use in all naturally aspirated
engines. If SG service engine oil is used in turbo-
charged engine, change engine oil at every 4 800
km (3,000 miles) or three months.
² SG/CD service engine oil is a high quality crank-
case lubricant designed for use in most naturally as-
pirated and turbocharged gasoline or diesel engines.
FLEXIBLE FUEL VEHICLES
Vehicles operated using Flexible Fuel (M85) re-
quire engine oil that meet or exceed Chrysler Stan-
dard MS-9214. Mopar Flexible Fuel engine oil or
equivalent should be used when adding or changing
crankcase lubricant. The API symbol (Fig. 1) on the
container indicates the viscosity grade, quality and
fuel economy ratings of the lubricant it contains. Use
ENERGY CONSERVING II motor oil with API SER-
VICE SG or SG/CD classification.
ENGINE OIL ADDITIVES
Chrysler Corporation recommends that Mopar En-
gine Oil Supplement or equivalent be used when fric-
tion and corrosion reducing materials added to the
crankcase lubricant is desired.
CRANKCASE OIL LEVEL INSPECTION
CAUTION: Do not overfill crankcase with engine oil,
oil foaming and oil pressure loss can result.
Inspect engine oil level approximately every 800
kilometers (500 miles). Position vehicle on level sur- face. With engine OFF, allow enough time for oil to
settle to bottom of crankcase, remove engine oil level
indicator (dipstick) and wipe clean. Install dipstick
and verify it is seated in the tube. Remove dipstick,
with handle above tip, take oil level reading (Fig. 2).
Add oil only if level is below MIN or ADD mark on
dipstick.
ENGINE OIL CHANGE
Change engine oil at mileage and time intervals
described in Lubrication and Maintenance Schedules.
Position the vehicle on a level surface. Hoist and
support vehicle on safety stands. Refer to Hoisting
and Jacking Recommendations in this group. Place a
suitable 3.8 liter (4 qt.) drain pan under crankcase
drain. Remove drain plug from crankcase. Inspect
drain plug threads for stretching or other damage.
Replace drain plug and gasket if damaged. Install
drain plug in crankcase. Lower vehicle and fill
crankcase with specified type and amount of engine
oil described in this section. Start engine and inspect
for leaks. Stop engine and inspect oil level.
ENGINE OIL FILTER
SELECTING OIL FILTER
Chrysler Corporation recommends a Mopar or
equivalent oil filter be used when replacement is re-
quired. A replacement filter must be designed to
withstand 1756 kPa (256 psi) of internal pressure.
OIL FILTER REPLACEMENT
Position a drain pan under the oil filter. Using a
suitable oil filter wrench (Fig. 3) loosen filter. When
filter separates from adapter nipple, tip gasket end
upward to minimize oil spill. Remove filter from ve-
hicle. With a wiping cloth, clean the gasket sealing
surface (Fig. 4) of oil and grime. Wipe off oil residue
from below oil filter adapter.
TO INSTALL NEW OIL FILTER: Lightly lubricate oil filter gasket with engine oil or
chassis grease. Thread filter onto adapter nipple.
When gasket makes contact with sealing surface,
tighten filter one full turn. If necessary use a filter
wrench, do not over tighten. Add oil, verify crank-
case oil level and start engine. Inspect for oil leaks.
RECOMMENDED VISCOSITY GRADES
Fig. 1 API Symbol
Fig. 2 Oil Level Indicator DipstickÐTypical
Ä LUBRICATION AND MAINTENANCE 0 - 9

should be above ADD mark. Add fluid only if level is
below ADD mark on dipstick when transaxle is
warm.The automatic transaxle does not require periodic
maintenance when used for general transportation. If
the vehicle is subjected to severe service conditions,
the automatic transaxle will require fluid/filter
change and band adjustments every 24 000 km
(15,000 miles). For additional information, refer to
Severe Service paragraph and Lubrication and Main-
tenance Schedules in General Information section of
this group. The fluid and filter should be changed
when water contamination is suspected. If fluid has
foamy or milky appearance, it is probably contami-
nated. If the fluid appears brown or dark and a foul
odor is apparent, the fluid is burned, transaxle re-
quires maintenance or service. A circular magnet lo-
cated in the transaxle pan, collects metallic particles
circulating in the oil. For proper diagnostic and ser-
vice procedures, refer to Group 21, Automatic Tran-
saxle.
SELECTING AUTOMATIC TRANSAXLE FLUID
Chrysler Corporation recommends Mopar ATF Plus
(automatic transmission fluid type 7176) be used to
add to or replace automatic transaxle fluid. If ATF
Plus is not available use Mopar Dexron II tAuto-
matic Transmission Fluid or equivalent.
DRIVE SHAFT CV AND TRIPOD JOINT BOOTS
The front drive shaft constant velocity and tripod
joint boots (Fig. 5) should be inspected when other
under vehicle service is performed. Inspect boots for
cracking, tears, leaks or other defects. If service re-
pair is required, refer to Group 2, Suspension.
FRONT WHEEL BEARINGS
The front wheel bearings are permanently sealed,
requiring no lubrication. For proper diagnostic and
service procedures refer to Group 2, Suspension.
TIRES
The tires should be inspected at every engine oil
change for proper inflation and condition. The tires
should be rotated at the distance intervals described
in the Lubrication and Maintenance Schedules of the
General Information section in this group. For tire
inflation specifications refer to the Owner's Manual.
A Tire Inflation sticker is located in the driver door
opening. For proper diagnostic procedures, see Group
22, Wheels and Tires.Fig. 2 3-speed Automatic Transaxle Fill hole
Fig. 3 4-speed Automatic Transaxle Fill tube
Fig. 4 Automatic Transaxle DipstickÐTypical
Fig. 5 Drive Shaft Boots
Ä LUBRICATION AND MAINTENANCE 0 - 17

FRONT SUSPENSION
FRONT SUSPENSION MAJOR COMPONENTS (FIG. 2)
STRUT SUPPORT
The system is supported by coil springs positioned
offset around the struts. The springs are contained
between an upper seat, located just below the top
strut mount assembly (Fig. 2) and a lower spring
seat on the strut lower housing. The top of each strut assembly is bolted to the up-
per fender reinforcement (shock tower) through a
rubber isolated mount. The bottom attaches to the top of the steering
knuckle with two through bolts. On some vehicles,
one bolt has an eccentric cam located below the head
of the bolt for camber adjustment. On the other ve-
hicles the camber adjustment is done by manually
moving the steering knuckle within the strut assem-
bly. Caster is a fixed setting on all vehicles and is
not adjustable.
STEERING KNUCKLE
The steering knuckle is a single casting with legs
machined for attachment to the strut damper, steer-
ing linkage, brake adaptor, and lower control arm
ball joint. The knuckle also holds the front drive hub
bearing. The hub is positioned through the bearing
and knuckle, with the constant velocity stub shaft
splined through the hub.
LOWER CONTROL ARM
The lower control arm is a steel casting with 2
large spool type rubber pivot bushings. The lower
control arm is bolted to the crossmember with pivot
bolts through the center of the rubber pivot bush-
ings. The ball joint is pressed into the control arm and
has a non-tapered stud with a notch for clamp bolt
clearance. The stud is clamped and locked into the
steering knuckle leg with a clamp bolt. The lower control arms are inter-connected through
a rubber isolated sway bar (Fig. 2).
DRIVESHAFTS
A left and right driveshaft is attached inboard to
the transaxle differential side gears, and outboard to
the driven wheel hub. To deliver driving force from the transaxle to the
front wheels during turning maneuvers and suspen-
sion movement. Both shafts are constructed with con-
stant velocity universal joints at both ends. Both shafts have a Tripod (sliding) joint at the
transaxle end and Rzeppa joints (with splined stub
shafts) on the hub ends. Due to the transaxle loca-
tion the connecting shafts between the C/V joints are
of different length and construction. The right shaft
is longer and of tubular construction. The left shaft
is solid.
2 - 2 SUSPENSION AND DRIVESHAFTS Ä

FRONT SUSPENSION SERVICE PROCEDURES INDEX
page page
Ball Joints .............................. 13
Hub and Bearing Assembly ................. 20
Knuckle (Front Suspension) ................. 16
Lower Control Arm ....................... 10
Lower Control Arm Pivot Bushings ........... 11 Shock Absorbers (Strut Damper)
............. 10
Strut Damper Assembly ..................... 7
Suspension Coil Springs .................... 9
Sway Bar .............................. 14
Wheel Alignment .......................... 5
WHEEL ALIGNMENT
Front wheel alignment is the proper adjustment of
all interrelated front suspension angles. These angles
are what affects the running and steering of the
front wheels of the vehicle. The method of checking front alignment will vary
depending on the type of equipment being used. The
instructions furnished by the manufacturer of the
equipment should always be followed. With the ex-
ception that the alignment specifications recom-
mended by Chrysler Corporation be used. There are six basic factors which are the founda-
tion to front wheel alignment. These are height,
caster, camber, toe-in, steering axis inclination and
toe-out on turns. Of the six basic factors only camber
and toe in are mechanically adjustable (Fig. 1)
CAUTION: Do not attempt to modify any suspen-
sion or steering components by heating or bending
of the component.
Wheel alignment adjustments and checks should be
made in the following sequence. (1) Camber
(2) Toe
Camber is the number of degrees the top of the
wheel is tilted inward or outward from true vertical.
Inward tilt is negative camber. Outward tilt is posi-
tive camber. Excessive camber is a tire wear factor: negative
camber causes wear on the inside of the tire, while
positive camber causes wear to the outside. Toe
is measured in degrees or inches and is the
distance the front edges of the tires are closer (or far-
ther apart) than the rear edges. See Front Wheel
Drive Specifications for Toesettings.
PRE-ALIGNMENT
Before any attempt is made to change or correct
the wheel alignment factors. The following inspection
and necessary corrections must be made on those
parts which influence the steering of the vehicle. (1) Check and inflate tires to recommended pres-
sure. All tires should be the same size and in good
condition and have approximately the same wear.
Note type of tread wear which will aid in diagnosing,
see Wheels and Tires, Group 22. (2) Check front wheel and tire assembly for radial
runout. (3) Inspect lower ball joints and all steering link-
age for looseness. (4) Check for broken or sagged front and rear
springs. Front suspension must only be checked after the
vehicle has had the following checked or adjusted.
Tires set to recommended pressures, full tank of fuel,
no passenger or luggage compartment load and is on
a level floor or alignment rack. Just prior to each alignment reading. The vehicle
should be bounced (rear first, then front) by grasping
bumper at center and jouncing each end an equal
number of times. Always release bumpers at bottom
of down cycle.
Ä SUSPENSION AND DRIVESHAFTS 2 - 5

(a) Severe deterioration of rubber isolator; re-
tainers for cracks and distortion and bond failure of
retainers and rubber isolators. (b) Bearings for binding.
(c) Shock Absorber for flat spots over full stroke
also see, Shock Absorbers, (strut damper).
ASSEMBLE (STRUT DAMPER)
(1) Mount the strut assembly in a vertical position.
(2) Place the compressed spring onto the strut as-
sembly, so the end of the coil is seated in the seat re-
cess in lower spring mount (Fig. 9). (3) Install the dust shield, isolator (if so equipped)
jounce bumper, spacer (as required), and spring seat
onto the top of the strut shaft (Fig. 8). (4) Position top spring seat alignment tab correctly
with respect to bottom bracket (Fig. 9). (5) Install the rebound retainer and shaft nut (Fig.
8). (6) Tighten the strut shaft nut using, Strut Rod
Socket And Holder, Special Tool L-4558. Torque strut
shaft nut to 75 N Im (55 ft. lbs.) plus 1/4 turn (Fig. 10).
WARNING: THIS STEP MUST BE DONE BEFORE
SPRING COMPRESSOR, SPECIAL TOOL C-4838 IS
RELEASED FROM THE COIL SPRING.
(7) Verify coil spring is aligned correctly with respect
to bottom bracket (Fig. 9). (8) Release Spring Compressor Tool C-4838.
SUSPENSION COIL SPRINGS
Springs are rated separately for each side of vehicle
depending on optional equipment and type of service.
During service procedures where both springs are
removed, mark springs (Chalk, Tape, etc.) (Fig. 11) to
ensure installation in original position. If the coils
springs require replacement. Be sure that the
springs needing replacement, are replaced with
springs meeting the correct load rating for the
vehicle and its specific options. During service procedures requiring the re-
moval or installation of a coil spring with Spring
Fig. 7 Loosening Strut Assembly Shaft Nut
Fig. 8 Mount Assembly
Fig. 9 Spring Seat Alignment Notch Position to Bracket
Fig. 10 Tighten Strut Rod Nut with Tool
Ä SUSPENSION AND DRIVESHAFTS 2 - 9

(3) Swing the bracket into position on the engine and
loosely install the screws through the slotted holes. (4) Push the intermediate shaft assembly into the
transaxle as far as it can travel. Hold the assembly in
this position and tighten the screws (bracket to engine
block) to 54 N Im (40 ft. lbs.) torque. This will ensure
full seal engagement between the journal on the
intermediate shaft and the seal in the transaxle
extension. (5) Distribute a liberal amount of grease in side
spline and pilot bore on bearing end of intermediate
shaft. Use MOPAR Multi-Purpose Lubricant, or
equivalent. (6) Install speedometer pinion (Fig. 9).
(7) Install right driveshaft. See Driveshaft Assem-
blies Install.
C/V JOINT BOOTS Handling and Cleaning
It is vitally important during anyservice procedures
requiring boot handling. That care be taken not to
puncture or tear the boot by over tightening clamps,
misuse of tool(s) or pinching the boot. Pinching can
occur by rotating the C/V joints (especially the tripod)
beyond normal working angles.
The driveshaft boots are not compatible with oil, gaso-
line, or cleaning solvents. Care must be taken that boots
never come in contact with any of these liquids. The only
acceptable cleaning agent for driveshaft boots is
soap and water. After washing, boot must be thor-
oughly rinsed and dried before reusing.
BOOTS INSPECT
Noticeable amounts of grease on areas adjacent to or
on the exterior of the C/V joint boot. Is the first
indication that a boot is punctured, torn or that a
clamp has loosened. When a C/V joint is removed for
servicing of the joint. The boot should be properly
cleaned and inspected for cracks, tears and scuffed
areas on interior surfaces. If any of these conditions
exist, boot replacement is recommended.
BOOTS INSTALL
THE HARD PLASTIC BOOTS REQUIRE APPROXI-
MATELY 100TIMES THE CLAMPING FORCE OF THE
RUBBER BOOT. THE CLAMPS USED ON THE RUB-
BER BOOTS DO NOT HAVE THE TYPE OF LOAD
CAPACITY REQUIRED. TO SEAL THE HARD PLASTIC
BOOTS AND SHOULD NOT BE USED FOR THIS PUR-
POSE.
Rubber boots appear only on the inner joints of
certain driveshafts.
Fig. 9 Install Speedometer PinionFig. 1 C/V Joint Boot Positioning G.K.N.
Fig. 8 Installing Intermediate Shaft Assembly
2 - 44 SUSPENSION AND DRIVESHAFTS Ä

REAR SUSPENSION INDEX
page page
Coil Springs and Jounce Bumper ............ 51
General Information ....................... 50
Pivot Bushing AC AG AJ AP Body ........... 55
Pivot Bushing AC and AY Body ............. 52 Rear Axle Assembly
...................... 57
Shock Absorbers ......................... 51
Track Bar-Brace-Bracket ................... 52
GENERAL INFORMATION
All front wheel drive passenger cars. Utilize a
Trailing Arm Twist Beam type rear axle in conjunc-
tion with coil (or air) springs (Fig. 1). The blade type
Trailing Arms, attached to body mounted pivots, pro- vide fore and aft location of the suspension while a
Track Bar provides lateral location. Located in line with the spindles. An open channel
section beam axle assures that the rear tires remain
parallel to each other, and essentially perpendicular
Fig. 1 Trailing Arm Rear Suspension
2 - 50 SUSPENSION AND DRIVESHAFTS Ä