1996 CHRYSLER VOYAGER compression ratio

Cylinder Block
Diameter................20.998 - 21.003 mm
(0.8267 - 0.8269 in.)
End Play............................None
Length.....74.75 - 75.25 mm (2.943 - 2.963 in.)
Piston Rings
Ring Gap Top Compression Ring . . 0.23 - 0.52 mm
(0.009 - 0.020 in.)
Ring Gap 2nd Compression Ring . . 0.49 - 0.78 mm
(0.019 - 0.031 in.)
Ring Gap Oil Control
(Steel Rails) . . . 0.23 - 0.66 mm (0.009 - 0.026 in.)
Ring Side Clearance Both Compression
Rings....0.025 - 0.065 mm (0.0010 - 0.0026 in.)
Oil Ring (Pack).............0.004 - 0.178 mm
(0.0002 - 0.0070 in.)
Ring Width Compression Rings . . . 1.17 - 1.19 mm
(0.046 - 0.047 in.)
Oil Ring (Pack).............2.854 - 3.008 mm
(0.1124 - 0.1184 in.)
Connecting Rod
Bearing Clearance...........0.026 - 0.059 mm
(0.001 - 0.0023 in.)
Piston Pin Bore Diameter.....20.96 - 20.98 mm
(0.8252 - 0.8260 in.)
Large End Bore Diameter . . . 50.991 - 51.005 mm
(2.0075 - 2.0081 in.)
Side Clearance . 0.13 - 0.38 mm (0.005 - 0.015 in.)
Total Weight (Less Bearing) . 543 grams (1.20 lbs.)
Crankshaft
Connecting Rod Journal
Diameter . .
47.9924 - 48.0076 mm (1.8894 - 1.8900 in.)
Out-of-Round (Max.).....0.0035 mm (0.0001 in.)
Taper (Max.)...........0.0038 mm (0.0001 in.)
Main Bearing Diametrical Clearance
No.1-5 ..0.022 - 0.062 mm (0.0008 - 0.0024 in.)
End Play....0.09 - 0.24 mm (0.0035 - 0.0094 in.)
Main Bearing Journals
Diameter..............51.9924 - 52.0076 mm
(2.0469 - 2.0475 in.)
Out-of-Round (Max.).....0.0035 mm (0.0001 in.)
Taper (Max.)...........0.0038 mm (0.0001 in.)
ENGINE 2.0L SOHC
Rocker Arm Shaft
Rocker Arm Shaft Diameter . . 19.996 ± 19.984mm
(0.786 ± 0.7867 in.)
Rocker Arm Shaft Retainers (Width)
Intake (All)...............28.46 mm (1.12 in.)
Exhaust.............1&529.20 mm (1.14in.)
2, 3, and 4 - 40.45 mm (1.59 in.)
Rocker Arm/Hydraulic Lash Adjuster *
Rocker Arm Inside Diameter . . 20.00 ± 20.02 mm
(0.787 ± 0.788 in.)Rocker Arm Shaft Clearance . . . 0.016 ± 0.054 mm
(0.0006 ± 0.0021 in.)
Body Diameter...........22.949 ± 22.962 mm
(0.9035 ± 0.9040 in.)
Plunger Travel Minimum (Dry).........2.2mm
(0.087 in.)
Rocker Arm Ratio...................1.4to1
Cylinder Head Camshaft Bearing Diameter
No.1 ....41.20 ± 41.221 mm (1.622 ± 1.6228 in.)
No.2 ......41.6 ± 41.621 mm (1.637 ± 1.638 in.)
No.3 ......42.0 ± 42.021 mm (1.653 ± 1.654 in.)
No.4 ......42.4 ± 42.421 mm (1.669 ± 1.670 in.)
No.5 .....42.8 ± 42.821 mm (1.685 ± 1.6858 in.)
Camshaft Journal Diameter
No. 1 . . . 41.128 ± 41.147 mm (1.619 ± 1.6199 in.)
No.2 ....41.528 ± 41.547 mm (1.634 ± 1.635 in.)
No.3 ....41.928 ± 41.947 mm (1.650 ± 1.651 in.)
No.4 ....42.328 ± 42.374 mm (1.666 ± 1.668 in.)
No. 5 . . . 42.728 ± 42.747 mm (1.682 ± 1.6829 in.)
Diametrical Bearing Clearance . 0.053 ± 0.093 mm
(0.0027 ± 0.003 in.)
Max. Allowable...........0.12 mm (0.0047 in.)
End Play..........0.05 ± 0.39 mm (0.0059 in.)
Lift (Zero Lash )
Intake...................7.2mm(0.283 in.)
Exhaust.................7.03 mm (0.277 in.)
Valve Timing Exhaust Valve**
Closes (ATDC)........................5.4É
Opens (BBDC).......................43.7É
Duration...........................229.1É
Valve Timing Intake Valve **
Closes (ABDC).......................41.1É
Opens (ATDC)........................13.9É
Duration...........................207.2É
Valve Overlap..........................0É
Cylinder Head
Material....................Cast Aluminum
Gasket Thickness (Compressed).......1.15 mm
(0.045 in.)
Valve Seat
Angle................................45É
Runout (Max.)..............0.050 mm (0.002)
Width (Finish) Intake and
Exhaust.....0.75 ± 1.25 mm (0.030 ± 0.049 in.)
Valve Guide Finished
Diameter I.D. . 5.975 ± 6.000 mm (.235 ± .236 in.)
Guide Bore Diameter (Std.).....11.0±11.02 mm
(0.4330 ± 0.4338 in.)
Valves
Face Angle Intake and Exhaust.....45±45-1/2É
Head Diameter Intake.......32.12 ± 33.37 mm
(1.303 ± 1.313 in.)
Head Diameter Exhaust......28.57 ± 28.83 mm
(1.124 ± 1.135 in.)
NS/GSENGINE 9 - 35
SPECIFICATIONS (Continued)

2.5L VM DIESEL
INDEX
page page
GENERAL INFORMATION
ENGINE IDENTIFICATION................ 41
GENERAL SPECIFICATION............... 40
DESCRIPTION AND OPERATION
LUBRICATION SYSTEM.................. 41
DIAGNOSIS AND TESTING
ENGINE DIAGNOSISÐMECHANICAL....... 44
ENGINE DIAGNOSISÐPERFORMANCE..... 43
HYDRAULIC TAPPETS................... 47
SERVICE PROCEDURES
CHANGING ENGINE OIL AND FILTER....... 47
CHECKING OIL LEVEL................... 47
CRANKSHAFT END PLAY................ 50
FITTING PISTON RING.................. 50
TIMING PROCEDURE................... 49
VALVE AND SEAT REFACING............. 49
REMOVAL AND INSTALLATION
CAMSHAFT........................... 62
CAMSHAFT BEARINGS.................. 63
CRANKSHAFT MAIN BEARINGS........... 63
CRANKSHAFTÐREMOVAL............... 72
CYLINDER HEAD....................... 55
CYLINDER HEAD COVER................ 54
CYLINDER LINER...................... 72
ENGINE ASSEMBLY..................... 53
ENGINE MOUNTÐFRONT................ 51
ENGINE MOUNTÐREAR................. 52
ENGINE MOUNTÐRIGHT................ 51
HYDRAULIC TAPPETS................... 60
INJECTION PUMP...................... 61
MOUNTÐLEFT SIDE.................... 51
OIL FILTER ADAPTER AND OIL COOLER.... 68
OILPAN .............................. 66OIL PUMP............................ 67
OIL PUMP PRESSURE RELIEF VALVE...... 67
PISTONS AND CONNECTING ROD......... 68
REAR CRANKSHAFT OIL SEAL............ 72
ROCKER ARMS AND PUSH RODS......... 54
TIMING GEAR COVER................... 61
TIMING GEAR COVER OIL SEAL........... 61
VACUUM PUMP........................ 68
VALVE SPRINGSÐCYLINDER HEAD NOT
REMOVED.......................... 55
VALVES AND VALVE SPRINGSÐHEAD OFF . . 60
VIBRATION DAMPER.................... 61
DISASSEMBLY AND ASSEMBLY
HYDRAULIC TAPPETS................... 73
CLEANING AND INSPECTION
CRANKSHAFT......................... 77
CRANKSHAFT MAIN BEARING............ 77
CYLINDER HEAD....................... 75
CYLINDER HEAD COVERS............... 74
CYLINDER LINER...................... 78
HYDRAULIC TAPPETS................... 76
OILPAN .............................. 78
OIL PUMP............................ 76
PISTON AND CONNECTING ROD.......... 76
ROCKER ARMS AND PUSH RODS......... 74
TIMING GEAR COVER................... 75
VALVES AND VALVE SPRINGS............ 76
SPECIFICATIONS
2.5L VM DIESEL........................ 78
TORQUE............................. 80
SPECIAL TOOLS
2.5L VM DIESEL........................ 81
GENERAL INFORMATION
GENERAL SPECIFICATION
Type ........................425CLIEE (36B)
Displacement...................2.5L (2499 cc)
Bore.............................92.00 mm
Stroke............................94.00 mm
Compression Ratio....................20.95:1
Vacuum at Idle..........600mm/Hg (23.6 In/Hg)
Thermostat Opening................80ÉC62ÉC
Generator Rating............Bosch 50/120 Amp
Cooling System Capacity..............9.5Liter
Power Steering Capacity.............0.75 LiterType ........................425CLIEE (36B)
Engine Oil Capacity.....6.5Liters With Oil Filter
Change
Timing System . Pushrod Operated Overhead valves,
With Gear-Driven Camshaft.
Air Intake........................DryFilter
Fuel Feed...........Vacuum Pump Incorporated
in Injection Pump.
Fuel System.............Indirect Fuel Injection
(Precombustion Chamber)
Combustion Cycle....................4Stroke
Cooling System..................Water Cooled
Injection Pump.......Rotary Pump Electronically
Controlled.
9 - 40 ENGINENS/GS

DIAGNOSIS AND TESTING
ENGINE DIAGNOSISÐPERFORMANCE
CONDITION POSSIBLE CAUSES CORRECTION
ENGINE WILL NOT
CRANK OR CRANKS
SLOWLY1. Starting motor operating, but not cranking the
engine.1. Remove the starter motor. Check for broken
flywheel teeth or a broken starter motor spring.
2. Crankshaft rotation restricted. 2. Rotate the engine to check for rotational
resistance.
3. Starting circuit connections loose or corroded. 3. Clean and tighten connections.
4. Neutral safety or starter relay inoperative. 4. Check starter relay supply voltage and proper
operation of neutral safety switch (if equipped).
Replace defective parts.
5. Battery charge low. 5. Check Battery voltage. Replace battery if a
charge cannot be held.
6. No voltage to starter solenoid. 6. Check voltage to solenoid. If necessary, replace
the solenoid.
7. Solenoid or starter motor inoperative. 7. Replace starter motor.
ENGINE CRANKS, BUT
WILL NOT START, NO
SMOKE1. No fuel in supply tank. 1. Fill fuel supply.
2. Electrical fuel shutdown solenoid not operating. 2. Check for loose wires and verify that the fuel
shutdown solenoid is functioning. Check for fault
codes in the ECU.
3. Fuel injection system defective: Cranking speed
sensor. Loose connection between ECU and
harness. No power supply to the ECU. Loose
connection between injection pump and harness.3. Check for fault codes at ECU. Refer to Group 14,
Fuel System for repairs procedures.
4. Air intake or exhaust plugged. 4. Remove the obstruction.
5. Fuel filter plugged. 5. Drain fuel/water separator and replace fuel filter.
6. Excessive fuel inlet restriction. 6. Check for restriction. Correct cause.
7. Injection pump not getting fuel or fuel is aerated. 7. Check fuel flow/bleed fuel system.
8. One or more injectors worn or not operating
properly.8. Check/replace bad or improperly operating
injectors.
9. Camshaft out of time. 9. Check/correct timing chain sprocket alignment.
ENGINE HARD TO
START, OR WILL NOT
START, SMOKE FROM
EXHAUST1. Incorrect starting procedure. 1. The fuel shutoff solenoid control must be in the
run position. Ensure the proper procedure is being
used.
2. Cranking speed to slow. 2. Check the battery, starter motor and look for
loose or corroded wiring connections.
3. Cylinder head heater plugs defective. 3. Verify system is working. Verify connection
between heater plug relay and ECU. Repair/replace
inoperative parts.
4. Insufficient intake air 4. Inspect or replace air filter and check for
obstruction in air supply.
5. Air in fuel system or the fuel supply is
inadequate.5. Check the fuel flow through the filter and bleed
system. Locate and eliminate the air source.
6. Contaminated fuel. 6. Verify by operating the engine with clean fuel
from a temporary tank. Check for the presence of
gasoline. Drain and flush fuel supply tank. Replace
fuel/water separator filter.
7. Fuel screen plugged. 7. Check fuel screen.
8. One or more injectors worn or not operating
properly.8. Check/replace improperly operating injectors.
9. Injector pump out of time. 9. Check pump timing. Refer to Group 14, Fuel
System for procedure.
10. Engine compression low. 10. Check compression to identify the problem.
11. Fuel injection system defective. 11. Vacuum modulator defective causing EGR to
open in cold condition. Check for fault codes in the
ECU.
NS/GSENGINE 9 - 43

VALVE STAND DOWN
Valve stand down is to maintain the adequate com-
pression ratio.
(1) Invert cylinder head.
(2) Fit each valve to its respective valve guide.
(3) Using a straight edge and feeler gauge (Fig. 9),
check valve head stand down: Inlet valve head stand
down .80 to 1.2 mm (.031 to .047 in.) and exhaust
valve stand down .79 to 1.19 mm (.031 to .047 in).
(4) If valve head stand down is not in accordance
with above, discard original valves, check stand down
with new valves and recut valve seat inserts to
obtain correct stand down.
VALVE GUIDE HEIGHT
(1) Valve Guides height requirement.
(2) Measurement A (Fig. 10): 13.50 - 14.00 mm.
VALVE STEM-TO-GUIDE CLEARANCE
MEASUREMENT
(1) Measure and record internal diameter of valve
guides. Valve guide internal diameter is 8.0 to 8.015
mm (.3149 to .3155 in.).
(2) Measure valve stems and record diameters.
Intake valve stem diameter 7.94 to 7.96 mm (.3125 to
.3133 in). Exhaust valve stem diameter 7.92 to 7.94
mm (.3118 to .31215 in).(3) Subtract diameter of valve stem from internal
diameter of its respective valve guide to obtain valve
stem clearance in valve guide. Clearance of inlet
valve stem in valve guide is .040 to .075 mm (.0015
to .0029 in). Clearance of exhaust valve stem in valve
guide is .060 to .095 mm (.0023 to .0037 in).
(4) If valve stem clearance in valve guide exceeds
tolerances, new valve guides must be installed.
FITTING PISTON RING
(1) Wipe cylinder bore clean. Insert ring and push
down with piston to ensure it is square in bore. The
ring gap measurement must be made with the ring
positioning at least 12 mm (0.50 in.) from bottom of
cylinder bore (Fig. 11). Check gap with feeler gauge.
Top compression ring gap .25 to .50mm (.0098 to
.0196 in.). Second compression ring gap .25 to .35mm
(.0098 to .0137 in.). Oil control ring gap .25 to .58mm
(.0098 to .0228 in.).
(2) If ring gaps exceed dimension given, new rings
or cylinder liners must be fitted. Keep piston rings in
piston sets.
(3) Check piston ring to groove clearance (Fig. 12).
Top compression ring gap .08 to .130mm (.0031 to
.0051 in.). Second compression ring gap .070 to
.102mm (.0027 to .0040 in.). Oil control ring gap .040
to .072mm (.0015 to .0028 in.).
CRANKSHAFT END PLAY
(1) Attach dial indicator to engine block (Fig. 13).
(2) Move crankshaft toward front of engine and
zero indicator.
(3) Move crankshaft toward the rear of engine and
record measurement.
(4) Subtract specified crankshaft end float from
figure obtained. Crankshaft end float 0.08 to
0.21mm.
(5) Select thrust washer which will give correct
end float.
Fig. 9 Checking Valve Stand Down
Fig. 10 Valve Guide Height
Fig. 11 Ring Gap Measurement
9 - 50 ENGINENS/GS
SERVICE PROCEDURES (Continued)

assembly, determined by the numbers stamped on
the crown of individual pistons. Engine cylinders are
numbered starting from gear train end of the engine.
Face chamber recess side of piston towards
camshaft. Therefore, the numbers stamped on con
rod big end should also face in the same direction. To
insert piston into cylinder, use a ring compressor as
shown in (Fig. 63).
PISTON PINÐINSTALLATION
(1) Secure connecting rod in soft jawed vice.
(2) Lubricate piston pin and piston with clean oil.
(3) Position piston on connecting rod.CAUTION: Ensure combustion recess in piston
crown and the bearing cap numbers on the con-
necting rod are on the same side.
(4) Install piston pin.
(5) Install clips in piston to retain piston pin.
(6) Remove connecting rod from vice.
PISTONÐINSTALLATION
(1) Before installing pistons, and connecting rod
assemblies into the bore, be sure that compression
ring gaps are staggered so that neither is in line with
oil ring rail gap (Fig. 62).
(2) Before installing the ring compressor, make
sure the oil ring expander ends are butted and the
rail gaps located as shown in (Fig. 62).
(3) Immerse the piston head and rings in clean
engine oil, slide the ring compressor, over the piston
and tighten with the special wrench (Fig. 63).
Ensure position of rings does not change dur-
ing this operation.
Fig. 60 Piston Ring Side Clearance
Fig. 61 Piston Ring Identification
Fig. 62 Piston Ring Gap Location
Fig. 63 Installing Piston
NS/GSENGINE 9 - 71
REMOVAL AND INSTALLATION (Continued)

(3) If internal diameter of original bearing is being
checked and figures are not within specifications,
new bearings must be used.
(4) Check crankshaft main bearing journals to
bearing clearances. Clearances of main bearings is
.03 to .088mm (.0011 to .0035 in.).
OIL PAN
Remove all gasket material from cylinder block. Be
careful not gouge pan sealing surface.
CYLINDER LINER
INSPECTION
The cylinder walls should be checked for out-of-
round and taper with dail bore gauge. The cylinder
bore out-of-round is 0.100 mm (.0039 inch) maximum
and cylinder bore taper is 0.100 mm (0.0039 inch)
maximum. If the cylinder walls are badly scuffed or
scored, new liners should be installed and honed, and
new pistons and rings fitted.
Measure the cylinder bore at three levels in direc-
tions A and B (Fig. 79). Top measurement should be
10 mm (3/8 inch) down and bottom measurement
should be 10 mm ( 3/8 inch.) up from bottom of bore.
SPECIFICATIONS
2.5L VM DIESEL
DESCRIPTION...........SPECIFICATIONS
Type ......................425CLIEE (36B)
Number of Cylinder......................4
Bore..............................92mm
Stroke............................94mm
Capacity.......................2499.5 cm3
Injection Order.....................1-3-4-2
Compression Ratio...............21:1 (60.5)
Crankshaft
Front Journal Diameter....................
Nominal.................62.985±63.000 mm
±0.25....................62.735±62.750 mm
±0.125...................62.860±62.875 mm
Front Bearing Diameter....................
Nominal.................63.043±63.088 mm
±0.25....................62.793±62.838 mm
±0.125...................62.918±62.963 mm
Clearance Between Journal and Bearing:
0.043±0.103 mm..........................
Center Journal Diameter...................
Fig. 77 Piston, Connecting Rod and Pin
Fig. 78 Bearing Clearance
Fig. 79 Liner Inspection
9 - 78 ENGINENS/GS
CLEANING AND INSPECTION (Continued)

The injectors are positioned in the intake manifold
with the nozzle ends directly above the intake valve
port (Fig. 38).
The fuel injectors are operated by the PCM. They
are energized in a sequential order during all engine
operating conditions except start up. The PCM ini-
tially energizes all injectors at the same time. Once
PCM determines crankshaft position, it begins ener-
gizing the injectors in sequence.
The Automatic Shutdown (ASD) relay supplies bat-
tery voltage to the injectors. The PCM provides the
ground path for the injectors. By switching the
ground path on and off, the PCM adjusts injector
pulse width. Pulse width is the amount of time the
injector is energized. The PCM adjusts injector pulse
width based on inputs it receives.
IGNITION COILÐPCM OUTPUT
The coil assembly consists of independent coils
molded together (Fig. 39) or (Fig. 40) or (Fig. 41).
The coil assembly is mounted on the intake manifold.High tension leads route to each cylinder from the
coil. The coil fires two spark plugs every power
stroke. One plug is the cylinder under compression,
the other cylinder fires on the exhaust stroke. The
PCM determines which of the coils to charge and fire
at the correct time.
The Automatic Shutdown (ASD) relay provides bat-
tery voltage to the ignition coil. The PCM provides a
ground contact (circuit) for energizing the coil. When
the PCM breaks the contact, the energy in the coil
primary transfers to the secondary causing the
spark. The PCM will de-energize the ASD relay if it
does not receive the crankshaft position sensor and
camshaft position sensor inputs. Refer to Automatic
Fig. 37 Fuel Injector
Fig. 38 Fuel Injector LocationÐTypical
Fig. 39 Ignition CoilÐ2.4L
Fig. 40 Ignition CoilÐ3.0L
NSFUEL SYSTEM 14 - 45
DESCRIPTION AND OPERATION (Continued)

Actual electric fuel timing (amount of advance) is
accomplished by the fuel timing solenoid mounted to
the bottom of the injection pump (Fig. 5). Fuel timing
will be adjusted by the PCM, which controls the fuel
timing solenoid.
An overflow valve is attached into the fuel return
line at the rear of the fuel injection pump (Fig. 4).
This valve serves two purposes. One is to ensure that
a certain amount of residual pressure is maintained
within the pump when the engine is switched off.
This will prevent the fuel timing mechanism within
the injection pump from returning to its zero posi-
tion. The other purpose is to allow excess fuel to be
returned to the fuel tank through the fuel return
line. The pressure values within this valve are preset
and can not be adjusted.
The fuel injection pump supplies high±pressure
fuel of approximately 45,000 kPa (6526 psi) to each
injector in precise metered amounts at the correct
time.
For mechanical injection pump timing, refer to
Fuel Injection Pump Timing in the Service Proce-
dures section of this group.
FUEL INJECTORS
Fuel drain tubes (Fig. 6) are used to route excess
fuel back to the overflow valve (Fig. 4) at the rear of
the injection pump. This excess fuel is then returned
to the fuel tank through the fuel return line.
The injectors are connected to the fuel injection
pump by the high± pressure fuel lines. A separate
injector is used for each of the four cylinders. An
injector containing a sensor (Fig. 7) is used on thecylinder number one injector. This injector is called
instrumented injector #1 or needle movement sensor.
It is used to tell the PCM when the #1 injector's
internal spring-loaded valve seat has been forced
open by pressurized fuel being delivered to the cylin-
der, which is at the end of its compression stroke.
When the instrumented injector's valve seat is force
open, it sends a small voltage spike pulse to the
PCM. This tells the PCM that the engine is at TDC
on the number one cylinder. It is not used with the
other three injectors.
Fuel enters the injector at the fuel inlet (top of
injector) and is routed to the needle valve bore. When
fuel pressure rises to approximately 15,000±15,800
kPa (2175±2291 psi), the needle valve spring tension
is overcome. The needle valve rises and fuel flows
through the spray holes in the nozzle tip into the
combustion chamber. The pressure required to lift
the needle valve is the injector opening pressure set-
ting. This is referred to as the ªpop-offº pressure set-
ting.
Fuel pressure in the injector circuit decreases after
injection. The injector needle valve is immediately
closed by the needle valve spring and fuel flow into
the combustion chamber is stopped. Exhaust gases
are prevented from entering the injector nozzle by
the needle valve.
A copper washer (gasket) is used at the base of
each injector (Fig. 7) to prevent combustion gases
from escaping.
Fuel injector firing sequence is 1±3±4±2.
FUEL TUBES/LINES/HOSES AND CLAMPSÐLOW-
PRESSURE TYPE
Also refer to the proceeding section on Quick±Con-
nect Fittings.
Inspect all hose connections such as clamps, cou-
plings and fittings to make sure they are secure andFig. 6 Fuel Injectors and Drain Tubes
Fig. 7 Fuel Injector Sensor
14 - 6 FUEL SYSTEMÐ2.5L DIESEL ENGINE/2.0L GAS ENGINENS/GS
DESCRIPTION AND OPERATION (Continued)