2000 DODGE DURANGO change wheel

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 DIAGNOSISÐMECHANICAL
CONDITION POSSIBLE CAUSES CORRECTIONS
NOISY VALVES 1. High or low oil level in
crankcase.1. Refer to Group 0, Lubrication and
Maintenance.
2. Thin or diluted oil. 2. Change oil and filter.
3. Low oil pressure. 3. Check oil pump, if Ok, check rod
and main bearings for excessive
wear.
4. Dirt in lash adjusters. 4. Clean lash adjusters.
5. Bent push rods. 5. Replace as necessary.
6. Worn rocker arms. 6. Replace as necessary.
7. Worn tappets 7. Replace as necessary.
8. Worn valve guides. 8. Refer to Valve Service in this
section.
9. Excessive runout of valve seats
on valve faces.9. Service valves and valve seats.
Refer to Valve Service in this
section.
CONNECTING ROD NOISE 1. Insufficient oil supply. 1. Refer to Group 0, Lubrication and
maintenance.
2. Low oil pressure. 2. Refer to Group 0, Lubrication and
maintenance.
3. Thin or diluted oil. 3. Change oil and filter.
4. Excessive bearing clearance. 4. Replace as necessary.
5. Connecting rod journal
out-of-round.5. Service or replace crankshaft.
6. Misaligned connecting rods. 6. Replace bent connecting rods.
MAIN BEARING NOISE 1. Insufficient oil supply. 1. Refer to Group 0, Lubrication and
maintenance.
2. Low oil pressure. 2. Refer to Group 0, Lubrication and
maintenance.
3. Thin or diluted oil. 3. Change oil and filter.
4. Excessive bearing clearance. 4. Replace as necessary.
5. Excessive end play. 5. Check No. 3 main bearing for
wear on flanges.
6. Crankshaft journal out-of round. 6. Service or replace crankshaft.
7. Loose flywheel or torque
converter.7. Tighten to correct torque
9 - 10 4.7L ENGINEDN
DIAGNOSIS AND TESTING (Continued)

Downloaded from www.Manualslib.com manuals search engine CRANKSHAFT MAIN BEARINGS
DESCRIPTION
Main bearings are located in the cylinder block.
One half of the main bearing is located in the crank-
shaft main bore the other half of the matching bear-
ing is located in the main bearing cap (Fig. 9). There
are five main bearings. Number three main bearing
is flanged, this flange controls crankshaft thrust.
OPERATION
The main bearings encircle the crankshaft main
bearing journals, this aligns the crankshaft to the
centerline of the engine and allows the crankshaft to
turn without wobbling or shaking therefore eliminat-
ing vibration. The main bearings are available in
standard and undersizes.
CRANKSHAFT
DESCRIPTION
The crankshaft is of a cast nodular steel splayed
type design, with five main bearing journals. The
crankshaft is located at the bottom of the engine
block and is held in place with five main bearing
caps. The number 3 counterweight is the location for
journal size identification (Fig. 10).
OPERATION
The crankshaft transfers force generated by com-
bustion within the cylinder bores to the flywheel or
flexplate.
SERVICE PROCEDURES
FORM-IN-PLACE GASKETS
There are several places where form-in-place gas-
kets are used on the engine.DO NOT use form-in-place gasket material unless specified.Care
must be taken when applying form-in-place gaskets.
Bead size, continuity and location are of great impor-
tance. Too thin a bead can result in leakage while too
much can result in spill-over. A continuous bead of
the proper width is essential to obtain a leak-free
joint.
Two types of form-in-place gasket materials are
used in the engine area (Mopar Silicone Rubber
Adhesive Sealant and Mopar Gasket Maker). Each
have different properties and cannot be used inter-
changeably.
MOPAR SILICONE RUBBER ADHESIVE SEALANT
Mopar Silicone Rubber Adhesive Sealant, normally
black in color, is available in 3 ounce tubes. Moisture
in the air causes the sealant material to cure. This
material is normally used on flexible metal flanges.
It has a shelf life of a year and will not properly cure
if over aged. Always inspect the package for the expi-
ration date before use.
MOPAR GASKET MAKER
Mopar Gasket Maker, normally red in color, is
available in 6 cc tubes. This anaerobic type gasket
material cures in the absence of air when squeezed
between smooth machined metallic surfaces. It will
not cure if left in the uncovered tube. DO NOT use
on flexible metal flanges.
SURFACE PREPARATION
Parts assembled with form-in-place gaskets may be
disassembled without unusual effort. In some
instances, it may be necessary to lightly tap the part
with a mallet or other suitable tool to break the seal
between the mating surfaces. A flat gasket scraper
may also be lightly tapped into the joint but care
must be taken not to damage the mating surfaces.
Fig. 9 Main Bearing Orientation
Fig. 10 Crankshaft with Journal Size Identification
DN5.2L ENGINE 9 - 91
DESCRIPTION AND OPERATION (Continued)

Downloaded from www.Manualslib.com manuals search engine CONDITION POSSIBLE CAUSES CORRECTION
CONNECTING
ROD NOISE1. Insufficient oil supply 1. Check engine oil level. (Refer to group 0, Lubrication and
Maintenance)
2. Low oil pressure 2. Check engine oil level. If ok, Perform oil pressure test. Refer to
this group for engine oil pressure test/specifications
3. Thin or diluted oil 3. Change oil to correct viscosity. Refer to this group for correct
procedure/engine oil specifications
4. Excessive connecting
rod bearing clearanceMeasure bearings for correct clearance with plasti-gage. Repair
as necessary
5. Connecting rod
journal out of round5. Replace crankshaft or grind journals
6. Misaligned
connecting rods6. Replace bent connecting rods
MAIN BEARING
NOISE1. Insufficient oil supply 1. Check engine oil level. (Refer to group 0, Lubrication and
Maintenance)
2. Low oil pressure 2. Check engine oil level. If ok, Perform oil pressure test. Refer to
this group for engine oil pressure test/specifications
3. Thin or diluted oil 3. Change oil to correct viscosity. Refer to this group for correct
procedure/engine oil specifications
4. Excessive main
bearing clearance4. Measure bearings for correct clearance. Repair as necessary
5. Excessive end play 5. Check crankshaft thrust bearing for excessive wear on flanges
6. Crankshaft main
journal out of round or
worn6. Grind journals or replace crankshaft
7. Loose flywheel or
torque converter7. Inspect crankshaft, flexplate/flywheel and bolts for damage.
Tighten to correct torque
LOW OIL
PRESSURE1. Low oil level 1. Check oil level and fill if necessary
2. Faulty oil pressure
sending unit2. Install new sending unit
3. Clogged oil filter 3. Install new oil filter
4. Worn oil pump 4. Replace worn gears or oil pump assy
5. Thin or diluted oil 5. Change oil to correct viscosity. Refer to this group for correct
procedure/engine oil specifications
6. Excessive bearing
clearance6. Measure bearings for correct clearance
7. Oil pump relief valve
stuck7. Remove valve to inspect, clean and reinstall
8. Oil pump suction
tube loose, broken, bent
or clogged8. Inspect suction tube and clean or replace if necessary
9. Oil pump cover
warped or cracked9. Install new oil pump
9 - 144 5.9L ENGINEDN
DIAGNOSIS AND TESTING (Continued)