1999 DODGE DURANGO Rear end

Downloaded from www.Manualslib.com manuals search engine OIL PUMP..............................69
ENGINE OIL PRESSURE SENDING UNIT......70
CRANKSHAFT OIL SEALÐFRONT............70
CRANKSHAFT OIL SEALÐREAR.............73
ENGINE CORE PLUGS....................74
DISASSEMBLY AND ASSEMBLY
OIL PUMP..............................74
CLEANING AND INSPECTION
INTAKE MANIFOLD.......................75
EXHAUST MANIFOLD.....................75CYLINDER HEADS........................75
PISTON AND CONNECTING ROD............76
OILPAN................................76
OIL PUMP..............................76
CYLINDER BLOCK........................76
SPECIFICATIONS
4.7L ENGINE............................78
TORQUE...............................81
SPECIAL TOOLS
4.7L ENGINE............................82
DESCRIPTION AND OPERATION
ENGINE
DESCRIPTION
The 4.7 liter (287 CID) eight-cylinder engine is an
90É single overhead camshaft engine. The cast ironcylinder block is made up of two different compo-
nents; the first component is the cylinder bore and
upper block, the second component is the bedplate
that comprises the lower portion of the cylinder block
and houses the lower half of the crankshaft main
bearings. The cylinders are numbered from front to
rear with the left bank being numbered 1,3,5 and 7,
and the right bank being numbered 2,4,6 and 8. The
9 - 2 4.7L ENGINEDN

Downloaded from www.Manualslib.com manuals search engine ENGINE LUBRICATION FLOW CHARTÐCYLINDER HEADS: TABLE 2
FROM TO
Cylinder Head Oil Port (in bolt hole) Diagonal Cross Drilling to Main Oil Gallery
Main Oil Gallery (drilled through head from rear to front)1. Base of Camshaft Towers
2. Lash Adjuster Towers
Base of Camshaft Towers Vertical Drilling Through Tower to Camshaft Bearings**
Lash Adjuster Towers Diagonal Drillings to Hydraulic Lash Adjuster Pockets
** The number three camshaft bearing journal feeds oil into the hollow camshaft tubes. Oil is routed to the intake
lobes, which have oil passages drilled into them to lubricate the rocker arms.
CYLINDER BLOCK
DESCRIPTION
The cylinder block is made of cast iron. The block
is a closed deck design with the left bank forward. To
provide high rigidity and improved NVH an
enhanced compacted graphite bedplate is bolted to
the block. The block design allows coolant flow
between the cylinders bores, and an internal coolant
bypass to a single poppet inlet thermostat is included
in the cast aluminum front cover.
CRANKSHAFT
DESCRIPTION
The crankshaft is constructed of nodular cast iron.
The crankshaft is a crosshaped four throw design
with eight counterweights for balancing purposes.
The crankshaft is supported by five select main bear-
ings with the number three serving as the thrust
washer location. The main journals of the crankshaft
are cross drilled to improve rod bearing lubrication.
The number eight counterweight has provisions for
crankshaft position sensor target wheel mounting.
The select fit main bearing markings are located on
the rear side of the target wheel. The crankshaft oil
seals are one piece design. The front oil seal is
retained in the timing chain cover, and the rear seal
is pressed in to a bore formed by the cylinder block
and the bedplate assembly.
PISTON AND CONNECTING ROD
DESCRIPTION
CAUTION: Do not use a metal stamp to mark con-
necting rods as damage may result, instead use ink
or a scratch awl.
EARLY BUILD
The pistons are made of a high strength aluminum
alloy with an anodized top ring groove and crown. Piston
skirts are coated with a solid lubricant (Molykote) to
reduce friction and provide scuff resistance. The connect-
ing rods are made of forged powdered metal, with a
ªfractured capº design. A pressed fit piston pin is used to
attach the piston and connecting rod.
LATE BUILD
The pistons are made of high strength aluminum
alloy. The top ring groove and crown areNotanod-
ized, instead the top ring is coated with an anti-scuff
coating to reduce friction on the top ring. The piston
skirts are coated with a solid lubricant (Molykote) to
reduce friction and provide scuff resistance. The con-
necting rods are made of forged powdered metal,
with a ªfractured capº design. A pressed fit piston pin
is used to attach the piston and connecting rod.
CYLINDER HEAD
DESCRIPTION
The cylinder heads are made of an aluminum alloy.
The cylinder head features two valves per cylinder
with pressed in powdered metal valve guides. The
cylinder heads also provide enclosures for the timing
chain drain, necessitating unique left and right cylin-
der heads.
VALVE GUIDES
DESCRIPTION
The valve guides are made of powered metal and
are pressed into the cylinder head. The guides are
not replaceable or serviceable, and valve guide ream-
ing is not recommended. If the guides are worn
beyond acceptable limits, replace the cylinder heads.
VALVES
DESCRIPTION
The valves are made of heat resistant steel and
have chrome plated stems to prevent scuffing. Each
valve is actuated by a roller rocker arm which pivots
on a stationary lash adjuster. All valves use three
bead lock keepers to retain the springs and promote
valve rotation.
VALVE STEM SEAL
DESCRIPTION
The valve stem seals are made of rubber and incor-
porate an integral steel valve spring seat. The inte-
gral garter spring maintains consistent lubrication
control to the valve stems.
DN4.7L ENGINE 9 - 5
DESCRIPTION AND OPERATION (Continued)
2000 DN Service Manual
Publication No. 81-370-0016
TSB 26-12-99 December, 1999

Downloaded from www.Manualslib.com manuals search engine VALVE SPRING
DESCRIPTION
The valve springs are made from high strength
chrome silicon steel. The springs are common for
intake and exhaust applications. The valve spring
seat is integral with the valve stem seal, which is a
positive type seal to control lubrication.
HYDRAULIC LASH ADJUSTER
DESCRIPTION
Valve lash is controlled by hydraulic lash adjusters
that are stationary mounted in the cylinder heads.
The lash adjusters have a hole in the ball plunger
that feeds oil through the rocker arm squirt holes for
rocker arm roller and camshaft lobe lubrication.
TIMING DRIVE SYSTEM
DESCRIPTION
The timing drive system has been designed to pro-
vide quiet performance and reliability to support a
non-free wheelingengine. Specifically the intake
valves are non-free wheeling and can be easily dam-
aged with forceful engine rotation if camshaft-to-
crankshaft timing is incorrect. The timing drive
system consists of a primary chain and two second-
ary timing chain drives.
OPERATION
The primary timing chain is a single inverted tooth
type. The primary chain drives the large fifty tooth
idler sprocket directly from a 25 tooth crankshaft
sprocket. Primary chain motion is controlled by a
pivoting leaf spring tensioner arm and a fixed guide.
The arm and the guide both use nylon plastic wear
faces for low friction and long wear. The primary
chain receives oil splash lubrication from the second-
ary chain drive and oil pump leakage. The idler
sprocket assembly connects the primary and second-
ary chain drives. The idler sprocket assembly con-
sists of two integral thirty tooth sprockets and a fifty
tooth sprocket that is splined to the assembly. The
spline joint is a non ± serviceable press fit anti rattle
type. A spiral ring is installed on the outboard side of
the fifty tooth sprocket to prevent spline disengage-
ment. The idler sprocket assembly spins on a station-
ary idler shaft. The idler shaft is press-fit into the
cylinder block. A large washer on the idler shaft bolt
and the rear flange of the idler shaft are used to con-
trol sprocket thrust movement. Pressurized oil is
routed through the center of the idler shaft to pro-
vide lubrication for the two bushings used in the
idler sprocket assembly.There are two secondary drive chains, both are
inverted tooth type, one to drive the camshaft in each
SOHC cylinder head. There are no shaft speed
changes in the secondary chain drive system. Each
secondary chain drives a thirty tooth cam sprocket
directly from the thirty tooth sprocket on the idler
sprocket assembly. A fixed chain guide and a hydrau-
lic oil damped tensioner are used to maintain tension
in each secondary chain system. The hydraulic ten-
sioners for the secondary chain systems are fed pres-
surized oil from oil reservoir pockets in the block.
Each tensioner also has a mechanical ratchet system
that limits chain slack if the tensioner piston bleeds
down after engine shut down. The tensioner arms
and guides also utilize nylon wear faces for low fric-
tion and long wear. The secondary timing chains
receive lubrication from a small orifice in the ten-
sioners. This orifice is protected from clogging by a
fine mesh screen which is located on the back of the
hydraulic tensioners.
CAMSHAFT
DESCRIPTION
The camshafts consist of powdered metal steel
lobes which are sinter-bonded to a steel tube. A steel
post or nose piece is friction-welded to the steel cam-
shaft tube. Five bearing journals are machined into
the camshaft, four on the steel tube and one on the
steel nose piece. Camshaft end play is controlled by
two thrust walls that border the nose piece journal.
Engine oil enters the hollow camshafts at the third
journal and lubricates every intake lobe rocker
through a drilled passage in the intake lobe.
ROCKER ARM
DESCRIPTION
The rocker arms are steel stampings with an inte-
gral roller bearing. The rocker arms incorporate a 2.8
mm (0.11 inch) oil hole in the lash adjuster socket for
roller and camshaft lubrication.
CYLINDER HEAD COVER
DESCRIPTION
The cylinder head covers are made of die cast mag-
nesium, and are not interchangeable from side-to-
side. It is imperative that nothing rest on the
cylinder head covers. Prolonged contact with other
items may wear a hole in the cylinder head cover.
9 - 6 4.7L ENGINEDN
DESCRIPTION AND OPERATION (Continued)

Downloaded from www.Manualslib.com manuals search engine SERVICE DIAGNOSISÐLUBRICATION
CONDITION POSSIBLE CAUSES CORRECTION
OIL LEAKS 1. Gaskets and O-Rings. 1.
(a) Misaligned or damaged. (a) Replace as necessary.
(b) Loose fasteners, broken or
porous metal parts.(b) Tighten fasteners, Repair or
replace metal parts.
2. Crankshaft rear seal 2. Replace as necessary.
3. Crankshaft seal flange.
Scratched, nicked or grooved.3. Polish or replace crankshaft.
4. Oil pan flange cracked. 4. Replace oil pan.
5. Timing chain cover seal,
damaged or misaligned.5. Replace seal.
6. Scratched or damaged vibration
damper hub.6. Polish or replace damper.
OIL PRESSURE DROP 1. Low oil level. 1. Check and correct oil level.
2. Faulty oil pressure sending unit. 2. Replace sending unit.
3. Low oil pressure. 3. Check pump and bearing
clearance.
4. Clogged oil filter. 4. Replace oil filter.
5. Worn oil pump. 5. Replace as necessary.
6. Thin or diluted oil. 6. Change oil and filter.
7. Excessive bearing clearance. 7. Replace as necessary.
8. Oil pump relief valve stuck. 8. Clean or replace relief valve.
9. Oil pump suction tube loose or
damaged.9. Replace as necessary.
OIL PUMPING AT RINGS; SPARK
PLUGS FOULING1. Worn or damaged rings. 1. Hone cylinder bores and replace
rings.
2. Carbon in oil ring slots. 2. Replace rings.
3. Incorrect ring size installed. 3. Replace rings.
4. Worn valve guides. 4. Ream guides and replace valves.
5. Leaking intake gasket. 5. Replace intake gaskets.
6. Leaking valve guide seals. 6. Replace valve guide seals.
INTAKE MANIFOLD LEAKAGE DIAGNOSIS
An intake manifold air leak is characterized by
lower than normal manifold vacuum. Also, one or
more cylinders may not be functioning.
WARNING: USE EXTREME CAUTION WHEN THE
ENGINE IS OPERATING. DO NOT STAND IN A
DIRECT LINE WITH THE FAN. DO NOT PUT YOUR
HANDS NEAR THE PULLEYS, BELTS OR THE FAN.
DO NOT WEAR LOOSE CLOTHING.
(1) Start the engine.(2) Spray a small stream of water at the suspected
leak area.
(3) If a change in RPM is observed the area of the
suspected leak has been found.
(4) Repair as required.
CYLINDER COMPRESSION PRESSURE TEST
The results of a cylinder compression pressure test
can be utilized to diagnose several engine malfunc-
tions.
Ensure the battery is completely charged and the
engine starter motor is in good operating condition.
DN4.7L ENGINE 9 - 11
DIAGNOSIS AND TESTING (Continued)

Downloaded from www.Manualslib.com manuals search engine CYLINDER COMBUSTION PRESSURE LEAKAGE DIAGNOSIS CHART
CONDITION POSSIBLE CAUSE CORRECTION
AIR ESCAPES THROUGH
THROTTLE BODYIntake valve bent, burnt, or not
seated properlyInspect valve and valve seat.
Reface or replace, as necessary
AIR ESCAPES THROUGH
TAILPIPEExhaust valve bent, burnt, or not
seated properlyInspect valve and valve seat.
Reface or replace, as necessary
AIR ESCAPES THROUGH
RADIATORHead gasket leaking or cracked
cylinder head or blockRemove cylinder head and inspect.
Replace defective part
MORE THAN 50% LEAKAGE
FROM ADJACENT CYLINDERSHead gasket leaking or crack in
cylinder head or block between
adjacent cylindersRemove cylinder head and inspect.
Replace gasket, head, or block as
necessary
MORE THAN 25% LEAKAGE AND
AIR ESCAPES THROUGH OIL
FILLER CAP OPENING ONLYStuck or broken piston rings;
cracked piston; worn rings and/or
cylinder wallInspect for broken rings or piston.
Measure ring gap and cylinder
diameter, taper and out-of-round.
Replace defective part as necessary
ENGINE OIL LEAK INSPECTION
Begin with a thorough visual inspection of the
engine, particularly at the area of the suspected leak.
If an oil leak source is not readily identifiable, the
following steps should be followed:
(1) Do not clean or degrease the engine at this
time because some solvents may cause rubber to
swell, temporarily stopping the leak.
(2) Add an oil soluble dye (use as recommended by
manufacturer). Start the engine and let idle for
approximately 15 minutes. Check the oil dipstick to
make sure the dye is thoroughly mixed as indicated
with a bright yellow color under a black light.
(3) Using a black light, inspect the entire engine
for fluorescent dye, particularly at the suspected area
of oil leak. If the oil leak is found and identified,
repair per service manual instructions.
(4) If dye is not observed, drive the vehicle at var-
ious speeds for approximately 24km (15 miles), and
repeat inspection.
(4)If the oil leak source is not positively
identified at this time, proceed with the air leak
detection test method.
Air Leak Detection Test Method
(1) Disconnect the breather cap to air cleaner hose
at the breather cap end. Cap or plug breather cap
nipple.
(2) Remove the PCV valve from the cylinder head
cover. Cap or plug the PCV valve grommet.
(3) Attach an air hose with pressure gauge and
regulator to the dipstick tube.
CAUTION: Do not subject the engine assembly to
more than 20.6 kpa (3 PSI) of test pressure.(4) Gradually apply air pressure from 1 psi to 2.5
psi maximum while applying soapy water at the sus-
pected source. Adjust the regulator to the suitable
test pressure that provide the best bubbles which
will pinpoint the leak source. If the oil leak is
detected and identified, repair per service manual
procedures.
(5) If the leakage occurs at the rear oil seal area,
refer to the section, Inspection for Rear Seal Area
Leak.
(6) If no leaks are detected, turn off the air supply
and remove the air hose and all plugs and caps.
Install the PCV valve and breather cap hose.
(7) Clean the oil off the suspect oil leak area using
a suitable solvent. Drive the vehicle at various
speeds approximately 24 km (15 miles). Inspect the
engine for signs of an oil leak by using a black light.
INSPECTION FOR REAR SEAL AREA LEAKS
Since it is sometimes difficult to determine the
source of an oil leak in the rear seal area of the
engine, a more involved inspection is necessary. The
following steps should be followed to help pinpoint
the source of the leak.
If the leakage occurs at the crankshaft rear oil seal
area:
(1) Disconnect the battery.
(2) Raise the vehicle.
(3) Remove torque converter or clutch housing
cover and inspect rear of block for evidence of oil.
Use a black light to check for the oil leak:
(a) Circular spray pattern generally indicates
seal leakage or crankshaft damage.
(b) Where leakage tends to run straight down,
possible causes are a porous block, distributor seal,
camshaft bore cup plugs oil galley pipe plugs, oil
DN4.7L ENGINE 9 - 13
DIAGNOSIS AND TESTING (Continued)

Downloaded from www.Manualslib.com manuals search engine filter runoff, and main bearing cap to cylinder
block mating surfaces.
(4) If no leaks are detected, pressurize the crank-
case as outlined in the, Inspection (Engine oil Leaks
in general)
CAUTION: Do not exceed 20.6 kPa (3 psi).
(5) If the leak is not detected, very slowly turn the
crankshaft and watch for leakage. If a leak is
detected between the crankshaft and seal while
slowly turning the crankshaft, it is possible the
crankshaft seal surface is damaged. The seal area on
the crankshaft could have minor nicks or scratches
that can be polished out with emery cloth.
CAUTION: Use extreme caution when crankshaft
polishing is necessary to remove minor nicks and
scratches. The crankshaft seal flange is especially
machined to complement the function of the rear oil
seal.
(6) For bubbles that remain steady with shaft
rotation, no further inspection can be done until dis-
assembled.
REAR SEAL AREA LEAKSÐINSPECTION
Since it is sometimes difficult to determine the
source of an oil leak in the rear seal area of the
engine, a more involved inspection is necessary. The
following steps should be followed to help pinpoint
the source of the leak.
If the leakage occurs at the crankshaft rear oil seal
area:
(1) Disconnect the battery.
(2) Raise the vehicle.
(3) Remove torque converter or clutch housing
cover and inspect rear of block for evidence of oil.
Use a black light to check for the oil leak:
(a) Circular spray pattern generally indicates
seal leakage or crankshaft damage.
(b) Where leakage tends to run straight down,
possible causes are a porous block, distributor seal,
camshaft bore cup plugs, oil galley pipe plugs, oil
filter runoff, and main bearing cap to cylinder
block mating surfaces. See Group 9, Engines, for
proper repair procedures of these items.
(4) If no leaks are detected, pressurized the crank-
case as outlined in the section, Inspection (Engine oil
Leaks in general)
CAUTION: Do not exceed 20.6 kPa (3 psi).
(5) If the leak is not detected, very slowly turn the
crankshaft and watch for leakage. If a leak is
detected between the crankshaft and seal while
slowly turning the crankshaft, it is possible thecrankshaft seal surface is damaged. The seal area on
the crankshaft could have minor nicks or scratches
that can be polished out with emery cloth.
CAUTION: Use extreme caution when crankshaft
polishing is necessary to remove minor nicks or
scratches. The crankshaft seal flange is specially
machined to complement the function of the rear oil
seal.
(6) For bubbles that remain steady with shaft
rotation, no further inspection can be done until dis-
assembled. Refer to the service DiagnosisÐMechani-
cal, under the Oil Leak row, for components
inspections on possible causes and corrections.
(7) After the oil leak root cause and appropriate
corrective action have been identified, Refer to Group
9, EnginesÐCrankshaft Rear Oil Seals, for proper
replacement procedures.
HYDRAULIC LASH ADJUSTER NOISE
DIAGNOSIS
A tappet-like noise may be produced from several
items. Check the following items.
(1) Engine oil level too high or too low. This may
cause aerated oil to enter the adjusters and cause
them to be spongy.
(2) Insufficient running time after rebuilding cylin-
der head. Low speed running up to 1 hour may be
required.
(3) Turn engine off and let set for a few minutes
before restarting. Repeat this several times after
engine has reached normal operating temperature.
(4) Low oil pressure.
(5) The oil restrictor in cylinder head gasket or the
oil passage to the cylinder head is plugged with
debris.
(6) Air ingested into oil due to broken or cracked
oil pump pick up.
(7) Worn valve guides.
(8) Rocker arm ears contacting valve spring
retainer.
(9) Rocker arm loose, adjuster stuck or at maxi-
mum extension and still leaves lash in the system.
(10) Faulty lash adjuster.
a. Check lash adjusters for sponginess while
installed in cylinder head and cam on camshaft at
base circle. Depress part of rocker arm over adjuster.
Normal adjusters should feel very firm. Spongy
adjusters can be bottomed out easily.
b. Remove suspected lash adjusters, and replace.
c. Before installation, make sure adjusters are at
least partially full of oil. This can be verified by little
or no plunger travel when lash adjuster is depressed.
9 - 14 4.7L ENGINEDN
DIAGNOSIS AND TESTING (Continued)

Downloaded from www.Manualslib.com manuals search engine locating dowel is recommended during assembly to
prevent smearing the material off location.
ENGINE OIL
WARNING: NEW OR USED ENGINE OIL CAN BE
IRRITATING 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 EXPOSED
SKIN WITH SOAP AND WATER. DO NOT WASH
SKIN WITH GASOLINE, DIESEL FUEL, THINNER, OR
SOLVENTS, HEALTH PROBLEMS CAN RESULT. DO
NOT POLLUTE, DISPOSE OF USED ENGINE OIL
PROPERLY.
ENGINE OIL SPECIFICATION
CAUTION: Do not use non-detergent or straight
mineral oil when adding or changing crankcase
lubricant. Engine failure can result.
API SERVICE GRADE CERTIFIED
Use an engine oil that is API Service Grade Certi-
fied. MOPARtprovides engine oils that conform to
this service grade.
SAE VISCOSITY
An SAE viscosity grade is used to specify the vis-
cosity of engine oil. Use only engine oils with multi-
ple viscosities such as 5W-30 or 10W-30 in the 4.7L
engines. These are specified with a dual SAE viscos-
ity grade which indicates the cold-to-hot temperature
viscosity range. Select an engine oil that is best
suited to your particular temperature range and vari-
ation (Fig. 4).
ENERGY CONSERVING OIL
An Energy Conserving type oil is recommended for
gasoline engines. The designation of ENERGY CON-
SERVING is located on the label of an engine oil con-
tainer.
CONTAINER IDENTIFICATION
Standard engine oil identification notations have
been adopted to aid in the proper selection of engine
oil. The identifying notations are located on the label
of engine oil plastic bottles and the top of engine oil
cans (Fig. 5).
OIL LEVEL INDICATOR (DIPSTICK)
The engine oil level indicator is located at the right
rear of the engine on the 4.7L engines. (Fig. 6).
Fig. 4 Temperature/Engine Oil ViscosityÐ4.7L
Engine
Fig. 5 Engine Oil Container Standard Notations
Fig. 6 Engine Oil Dipstick 4.7L Engine
1 ± TRANSMISSION DIPSTICK
2 ± ENGINE OIL DIPSTICK
3 ± ENGINE OIL FILL CAP
9 - 16 4.7L ENGINEDN
SERVICE PROCEDURES (Continued)

Downloaded from www.Manualslib.com manuals search engine (9) Install A/C compressor and fasteners.
(10) Install accessory drive belt.
(11) Install air cleaner assembly, resonator assem-
bly and air inlet hose.
(12) Install battery and connect cables.
(13) Fill cooling system.
LEFT EXHAUST MANIFOLD
REMOVAL
(1) Disconnect negative cable for battery.
(2) Hoist vehicle.
(3) Disconnect exhaust pipe at manifold.
(4) Lower vehicle.
(5) Remove the front two exhaust heat shield
retaining fasteners. Raise vehicle and remove the
fasteners at rear of heat shield.
(6) Remove heat shield (Fig. 53).
(7) Lower vehicle and remove the upper exhaust
manifold retaining bolts (Fig. 53).
(8) Raise vehicle and remove the lower exhaust
manifold retaining bolts (Fig. 53).
(9) Remove exhaust manifold and gasket (Fig. 53).
Manifold is removed from below the engine compart-
ment.
INSTALLATION
(1) Install exhaust manifold and gasket from below
engine compartment.
(2) Install lower exhaust manifold fasteners (Fig.
53). DO NOT tighten until all fasteners are in place.
(3) Lower vehicle and install upper exhaust mani-
fold fasteners (Fig. 53). Tighten all manifold bolts
starting at center and working outward to 25 N´m
(18 ft. lbs.).
CAUTION: Over tightening heat shield fasteners,
may cause shield to distort and/or crack.
(4) Install exhaust manifold heat shield (Fig. 53).
Tighten fasteners to 8 N´m (72 in. lbs.), then loosen
45 degrees.
(5) Connect exhaust pipe to manifold.
(6) Connect negative cable to battery.
CYLINDER HEAD COVER
REMOVAL
LEFT SIDE COVER
(1) Disconnect negative cable from battery.
(2) Remove the resonator assemble and air inlet
hose.
(3) Disconnect injector connectors and un-clip the
injector harness.
(4) Route injector harness in front of cylinder head
cover.(5) Disconnect the left side breather tube and
remove the breather tube.
(6) Remove the cylinder head cover mounting
bolts.
(7) Remove cylinder head cover and gasket.
NOTE: The gasket may be used again, provided no
cuts, tears, or deformation has occurred.
INSTALLATION
CAUTION: Do not use harsh cleaners to clean the
cylinder head covers. Severe damage to covers
may occur.
CAUTION: DO NOT allow other components includ-
ing the wire harness to rest on or against the cylin-
der head cover. Prolonged contact with other
objects may wear a hole in the engine cylinder head
cover.
(1) Clean cylinder head cover and both sealing sur-
faces. Inspect and replace gasket as necessary.
(2) Install cylinder head cover and hand start all
fasteners. Verify that all studs are in the correct loca-
tion shown in (Fig. 54).
(3) Tighten cylinder head cover bolts and double
ended studs to 12 N´m (105 in. lbs.).
(4) Install left side breather and connect breather
tube.
(5) Connect injector electrical connectors and injec-
tor harness retaining clips.
(6) Install the resonator and air inlet hose.
(7) Connect negative cable to battery.
REMOVAL
RIGHT SIDE COVER
(1) Disconnect battery negative cable.
(2) Remove air cleaner assembly, resonator assem-
bly and air inlet hose.
(3) Drain cooling system, below the level of the
heater hoses. Refer to COOLING SYSTEM.
(4) Remove accessory drive belt.
(5) Remove air conditioning compressor retaining
bolts and move compressor to the left.
(6) Remove heater hoses.
(7) Disconnect injector and ignition coil connectors.
(8) Disconnect and remove positive crankcase ven-
tilation (PCV) hose.
(9) Remove oil fill tube.
(10) Un-clip injector and ignition coil harness and
move away from cylinder head cover.
(11) Remove right rear breather tube and filter
assembly.
9 - 38 4.7L ENGINEDN
REMOVAL AND INSTALLATION (Continued)