2005 CHRYSLER CARAVAN gas type

DIAGNOSIS AND TESTING - COOLING SYSTEM
AERATION
Low coolant level in a cross flow radiator will
equalize in both tanks with engine off. With engine
at running and at operating temperature, the high
pressure inlet tank runs full and the low pressure
outlet tank drops, resulting in cooling system aera-
tion. Aeration will draw air into the water pump
resulting in the following:
²High reading shown on the temperature gauge.
²Loss of coolant flow through the heater core.
²Corrosion in the cooling system.
²Water pump seal may run dry, increasing the
risk of premature seal failure.
²Combustion gas leaks into the coolant can also
cause the above problems.
DIAGNOSIS AND TESTING - COOLING SYSTEM
DEAERATION
Air can only be removed from the system by gath-
ering under the pressure cap. On the next heat up it
will be pushed past the pressure cap into the coolant
recovery bottle by thermal expansion of the coolant.
It then escapes to the atmosphere in the coolant
recovery bottle and is replaced with coolant on cool
down.
To effectively deaerate the system, multiple ther-
mal cycles of the system may be required.
NOTE: Deaeration does not occur at engine idleÐ
higher engine speeds are required. Normal driving
will deaerate cooling system.
STANDARD PROCEDURE
STANDARD PROCEDURE - COOLING SYSTEM
DRAINING
WARNING: DO NOT REMOVE OR LOOSEN THE
COOLANT PRESSURE CAP, CYLINDER BLOCK
DRAIN PLUGS, OR THE DRAINCOCK WHEN THE
SYSTEM IS HOT AND UNDER PRESSURE
BECAUSE SERIOUS BURNS FROM THE COOLANT
CAN OCCUR.
(1)Without removing radiator pressure cap
and with system not under pressure, using a
screwdriver, open the draincock. The draincock is
located on the lower left side of radiator.
(2) After the coolant recovery/reserve container is
empty, then remove coolant pressure cap (Fig. 5).
(3) Remove the cylinder block drain plug(s).
STANDARD PROCEDURE - COOLING SYSTEM
FILLING
Remove radiator pressure cap (Fig. 5) and fill sys-
tem, using a 50/50 mix of MopartAntifreeze/Coolant,
5 Year/100,000 Mile Formula and distilled water.
Continue filling system until full.Be careful not
to spill coolant on drive belts or the generator.
For cooling system capacity, (Refer to LUBRICATION
& MAINTENANCE/FLUID CAPACITIES - SPECIFI-
CATIONS).
Fill coolant recovery/reserve container (Fig. 5) to at
least the MAX mark with 50/50 solution. It may be
necessary to add coolant to the recovery/reserve con-
tainer after three or four warm up/cool down cycles
to maintain coolant level between the MAX and MIN
mark. This will allow trapped air to be removed from
the system.
STANDARD PROCEDURE - ADDING
ADDITIONAL COOLANT
The radiator cap should not be removed.
When additional coolant is needed to maintain this
level, it should be added to the coolant recovery/re-
serve container (Fig. 5). Use only 50/50 mix of ethyl-
ene glycol type antifreeze and distilled water. For the
recommeded antifreeze/coolant type (Refer to LUBRI-
CATION & MAINTENANCE/FLUID TYPES -
DESCRIPTION).
CAUTION: Do not use well water, or suspect water
supply in cooling system. A 50/50 ethylene glycol
and distilled water mix is recommended. For the
recommeded antifreeze/coolant type (Refer to
LUBRICATION & MAINTENANCE/FLUID TYPES -
DESCRIPTION).
STANDARD PROCEDURE - COOLANT LEVEL
CHECK
NOTE: Do not remove radiator cap for routine cool-
ant level inspections.
The coolant reserve system provides a quick visual
method for determining the coolant level without
removing the radiator cap.With the engine cold
and not running,simply observe the level of the
coolant in the recovery/reserve container (Fig. 5). The
coolant level should be between the MIN and MAX
marks.
7 - 4 COOLINGRS
COOLING (Continued)

INSPECTION
Hold the cap in your hand,top side up(Fig. 19).
The vent valve at the bottom of the cap should open.
If the rubber gasket has swollen, preventing the
valve from opening, replace the cap.
Hold the cleaned cap in your hand,upside down.
If any light can be seen between vent valve and the
rubber gasket, replace the cap.Do not use a
replacement cap that has a spring to hold the
vent shut.
A replacement cap must be of the type designed for
coolant reserve systems. This design ensures coolant
return to the radiator.
RADIATOR FAN
DESCRIPTION
The dual radiator fans are mounted to the back
side of the radiator (Fig. 20). The radiator fan consist
of the fan blade, electric motor and a support shroud
which are all serviced as an assembly.
OPERATION
RADIATOR FAN OPERATION CHART
COOLANT TEMPERATURE A/C PRESSURE TRANSAXLE OIL
TEMPERATURE
Fan
Operation
Speeds:Initial Max Initial Max Initial Max
Fan On: 104ÉC
(220ÉF)110ÉC
(230ÉF) Fan
Speed
Duty-Cycles
(Ramps-up)
from 30% to
99%1,724 Kpa
(250 psi)2,068 Kpa
(300 psi) Fan
Speed
Duty-Cycles
(Ramps-up)
from 30% to
99%96ÉC (204ÉF) 111ÉC (232ÉF)
Fan Speed
Duty Cycles
(Ramps-up)
from 30% to
99%
Fan Off: 101ÉC
(214ÉF)Fan Speed
Duty-Cycles
(Ramps-
down) from
99% to 30%1,710 Kpa
(248 psi)Fan Speed
Duty-Cycles
(Ramps-
down) from
99% to 30%89ÉC (192ÉF) Fan Speed
Duty Cycles
(Ramps-down)
from 99% to
30%
Fig. 19 Cooling System Pressure Cap
1 - OVERFLOW NIPPLE
2 - MAIN SPRING
3 - GASKET RETAINER
4 - STAINLESS-STEEL SWIVEL TOP
5 - RUBBER SEALS
6 - VENT VALVE
7 - RADIATOR
8 - FILLER NECK
RSENGINE7-29
RADIATOR PRESSURE CAP (Continued)

CONVENTIONAL BATTERY - GASOLINE ENGINE
Low-maintenance batteriesare used on export
vehicles equipped with a gasoline engine, these bat-
teries have removable battery cell caps (Fig. 5).
Watercanbe added to this battery. Under normal
service, the composition of this battery reduces gas-
sing and water loss at normal charge rates. However
these batteries may require additional distilled water
after years of service.
Maintenance-free batteriesare standard facto-
ry-installed equipment on all domestic vehicles. Male
post type terminals made of a soft lead material pro-
trude from the top of the molded plastic battery case
(Fig. 6)to provide the means for connecting the bat-
tery to the vehicle electrical system. The battery pos-
itive terminal post is visibly larger in diameter than
the negative terminal post, for easy identification.
The lettersPOSandNEGare also molded into the
top of the battery case adjacent to their respective
positive and negative terminal posts for additional
identification confirmation.
This battery is designed to provide a safe, efficient
and reliable means of storing electrical energy in a
chemical form. This means of energy storage allows
the battery to produce the electrical energy required
to operate the engine starting system, as well as to
operate many of the other vehicle accessory systems
for limited durations while the engine and/or thecharging system are not operating. The battery is
made up of six individual cells that are connected in
series. Each cell contains positively charged plate
groups that are connected with lead straps to the
positive terminal post, and negatively charged plate
groups that are connected with lead straps to the
negative terminal post. Each plate consists of a stiff
mesh framework or grid coated with lead dioxide
(positive plate) or sponge lead (negative plate). Insu-
lators or plate separators made of a non-conductive
material are inserted between the positive and nega-
tive plates to prevent them from contacting or short-
ing against one another. These dissimilar metal
plates are submerged in a sulfuric acid and water
solution called an electrolyte.
Some factory-installed batteries have a built-in test
indicator (hydrometer). The color visible in the sight
glass of the indicator will reveal the battery condi-
tion. For more information on the use of the built-in
test indicator, refer toStandard Procedures. The
chemical composition of the metal coated plates
within the low-maintenance battery used in export
models reduces battery gassing and water loss at
normal charge and discharge rates. Therefore, the
battery should not require additional water in nor-
mal service. If the electrolyte level in this battery
does become low, distilled water must be added. How-
ever, rapid loss of electrolyte can be caused by an
overcharging condition. Be certain to diagnose the
charging system after replenishing the water in the
Fig. 5 BATTERY CELL CAP REMOVAL/
INSTALLATION - LOW-MAINTANANCE GASOLINE
ENGINE BATTERY - EXPORT
1 - BATTERY CELL CAP
2 - BATTERY CASE
Fig. 6 Maintenance-Free Battery - Domestic
1 - POSITIVE POST
2 - VENT
3 - CELL CAP
4 - VENT
5 - CELL CAP
6 - VENT
7 - NEGATIVE POST
8 - INDICATOR EYE (if equipped)
9 - ELECTROLYTE LEVEL
10 - PLATE GROUPS
11 - MAINTENANCE-FREE BATTERY
8F - 8 BATTERY SYSTEMRS
BATTERY (Continued)

The hybrid-type inflator for each airbag is secured
to the roof rail just behind the C-pillar. The inflator
bracket and the airbag cushion are secured with both
plastic push-in fasteners and screws to the roof rail.
A short pigtail wire harness connects the curtain air-
bag inflator to the body wire harness.
The curtain airbag cannot be adjusted or repaired
and must be replaced if deployed, faulty, or in any
way damaged. Once a curtain airbag has been
deployed, the complete airbag unit (Refer to 8 -
ELECTRICAL/RESTRAINTS - STANDARD PROCE-
DURE - SERVICE AFTER AN AIRBAG DEPLOY-
MENT), headliner, upper A/B/C and D-pillar trim,
and all other visibly damaged components must be
replaced (Refer to Section 23 - BODY/INTERIOR for
complete body interior Removal and Installation pro-
cedures). Refer to the appropriate diagnostic informa-
tion for complete diagnosis and testing or the curtain
airbags.The curtain airbags also contain Head Impact
Counter Measures (Fig. 14). These injection molded
plastic components help to reduce the likelihood of
injury or death in the event of a side impact event.
They are attached to the curtain airbag and are also
used to mount the curtain to the inside roof rail.
Their purpose is to maintain a flat surface in which
the deployed airbag to be pressed against when inte-
rior occupants/forces are pushing outwards.
OPERATION
Each curtain airbag is deployed individually by an
electrical signal generated by the Occupant Restraint
Controller (ORC) to which it is connected through
left or right curtain airbag line 1 and line 2 (or
squib) circuits. The hybrid-type inflator assembly for
each airbag contains a small canister of highly com-
pressed inert gas. When the ORC sends the proper
electrical signal to the airbag inflator, the electrical
energy creates enough heat to ignite chemical pellets
within the inflator. Once ignited, these chemicals
burn rapidly and produce the pressure necessary to
rupture a containment disk in the inert gas canister.
The inflator and inert gas canister are sealed and
connected to a tubular manifold so that all of the
released gas is directed into the folded curtain airbag
cushion, causing the cushion to inflate.
Fig. 11 CURTAIN AIRBAG
Fig. 12 SRS LOGO
RSRESTRAINTS8O-13
CURTAIN AIRBAG (Continued)

(11) Fill engine with specified amount of approved
oil.
(12) Connect negative battery cable.
(13) Start engine and check for any leaks.
FORM-IN-PLACE GASKETS AND SEALERS
There are numerous places where form-in-place
gaskets are used on the engine. Care must be taken
when applying form-in-place gaskets to assure
obtaining the desired results.Do not use form-in-
place gasket material unless specified.Bead size,
continuity, and location are of great importance. Too
thin a bead can result in leakage while too much can
result in spill-over which can break off and obstruct
fluid feed lines. A continuous bead of the proper
width is essential to obtain a leak-free gasket.
There are numerous types of form-in-place gasket
materials that are used in the engine area. Mopart
Engine RTV GEN II, MopartATF-RTV, and Mopart
Gasket Maker gasket materials, each have different
properties and can not be used in place of the other.
MOPARtENGINE RTV GEN IIis used to seal
components exposed to engine oil. This material is a
specially designed black silicone rubber RTV that
retains adhesion and sealing properties when
exposed to engine oil. Moisture in the air causes the
material to cure. This material is available in three
ounce tubes and has a shelf life of one year. After one
year this material will not properly cure. Always
inspect the package for the expiration date before
use.
MOPARtATF RTVis a specifically designed
black silicone rubber RTV that retains adhesion and
sealing properties to seal components exposed to
automatic transmission fluid, engine coolants, and
moisture. This material is available in three ounce
tubes and has a shelf life of one year. After one year
this material will not properly cure. Always inspect
the package for the expiration date before use.
MOPARtGASKET MAKERis an anaerobic type
gasket material. The material cures in the absence of
air when squeezed between two metallic surfaces. It
will not cure if left in the uncovered tube. The
anaerobic material is for use between two machined
surfaces. Do not use on flexible metal flanges.
MOPARtBED PLATE SEALANTis a unique
(green-in-color) anaerobic type gasket material that
is specially made to seal the area between the bed
plate and cylinder block without disturbing the bear-
ing clearance or alignment of these components. The
material cures slowly in the absence of air when
torqued between two metallic surfaces, and will rap-
idly cure when heat is applied.
MOPARtGASKET SEALANTis a slow drying,
permanently soft sealer. This material is recom-
mended for sealing threaded fittings and gasketsagainst leakage of oil and coolant. Can be used on
threaded and machined parts under all tempera-
tures. This material is used on engines with multi-
layer steel (MLS) cylinder head gaskets. This
material also will prevent corrosion. MopartGasket
Sealant is available in a 13 oz. aerosol can or 4oz./16
oz. can w/applicator.
SEALER APPLICATION
MopartGasket Maker material should be applied
sparingly 1 mm (0.040 in.) diameter or less of sealant
to one gasket surface. Be certain the material sur-
rounds each mounting hole. Excess material can eas-
ily be wiped off. Components should be torqued in
place within 15 minutes. The use of a locating dowel
is recommended during assembly to prevent smear-
ing material off the location.
MopartEngine RTV GEN II or ATF RTV gasket
material should be applied in a continuous bead
approximately 3 mm (0.120 in.) in diameter. All
mounting holes must be circled. For corner sealing, a
3.17 or 6.35 mm (1/8 or 1/4 in.) drop is placed in the
center of the gasket contact area. Uncured sealant
may be removed with a shop towel. Components
should be torqued in place while the sealant is still
wet to the touch (within 10 minutes). The usage of a
locating dowel is recommended during assembly to
prevent smearing material off the location.
MopartGasket Sealant in an aerosol can should be
applied using a thin, even coat sprayed completely
over both surfaces to be joined, and both sides of a
gasket. Then proceed with assembly. Material in a
can w/applicator can be brushed on evenly over the
sealing surfaces. Material in an aerosol can should be
used on engines with multi-layer steel gaskets.
STANDARD PROCEDURE - ENGINE GASKET
SURFACE PREPARATION
To ensure engine gasket sealing, proper surface
preparation must be performed, especially with the
use of aluminum engine components and multi-layer
steel cylinder head gaskets.
Neveruse the following to clean gasket surfaces:
²Metal scraper
²Abrasive pad or paper to clean cylinder block
and head
²High speed power tool with an abrasive pad or a
wire brush (Fig. 3)
NOTE: Multi-Layer Steel (MLS) head gaskets require
a scratch free sealing surface.
Only use the following for cleaning gasket surfaces:
²Solvent or a commercially available gasket
remover
²Plastic or wood scraper (Fig. 3)
RSENGINE 2.4L9-11
ENGINE 2.4L (Continued)

LUBRICATION
DESCRIPTION
The lubrication system is a full-flow filtration,
pressure feed type. The oil pump is mounted in the
front engine cover and driven by the crankshaft.
OPERATION
Engine oil drawn up through the pickup tube and
is pressurized by the oil pump and routed through
the full-flow filter to the main oil gallery running the
length of the cylinder block. A diagonal hole in each
bulkhead feeds oil to each main bearing. Drilled pas-
sages within the crankshaft route oil from main bear-
ing journals to connecting rod journals. Balance shaft
lubrication is provided through an oil passage from
the number one main bearing cap through the bal-
ance shaft carrier support leg. This passage directly
supplies oil to the front bearings and internal
machined passages in the shafts that routes oil from
front to the rear shaft bearing journals. A vertical
hole at the number five bulkhead routes pressurized
oil through a restrictor (integral to the cylinder head
gasket) up past a cylinder head bolt to an oil gallery
running the length of the cylinder head. The cam-shaft journals are partially slotted to allow a prede-
termined amount of pressurized oil to pass into the
bearing cap cavities. Lubrication of the camshaft
lobes are provided by small holes in the camshaft
bearing caps that are directed towards each lobe. Oil
returning to the pan from pressurized components
supplies lubrication to the valve stems. Cylinder
bores and wrist pins are splash lubricated from
directed slots on the connecting rod thrust collars
(Fig. 86).
DIAGNOSIS AND TESTING - CHECKING
ENGINE OIL PRESSURE
(1) Disconnect and remove oil pressure switch.
(Refer to 9 - ENGINE/LUBRICATION/OIL PRES-
SURE SENSOR/SWITCH - REMOVAL)
(2) Install Special Tools C-3292 Gauge with 8406
Adaptor fitting.
(3) Start engine and record oil pressure. Refer to
Specifications for correct oil pressure requirements.
(Refer to 9 - ENGINE - SPECIFICATIONS)
CAUTION: If oil pressure is 0 at idle, do not perform
the 3000 RPM test
(4) If oil pressure is 0 at idle. Shut off engine,
check for pressure relief valve stuck open, a clogged
oil pick-up screen or a damaged oil pick-up tube
O-ring.
(5) After test is complete, remove test gauge and
fitting.
Fig. 85 Right Mount to Rail and Engine
1 - BOLT - MOUNT TO RAIL 68 N´m (50 ft. lbs.)
2 - BOLT - MOUNT TO ENGINE 54 N´m (40 ft. lbs.)
3 - BOLT - MOUNT TO RAIL (HORIZONTAL) 68 N´m (50 ft. lbs.)
4 - RIGHT ENGINE MOUNT
5 - RIGHT FRAME RAIL
Fig. 86 Engine Lubrication System
RSENGINE 2.4L9-53
RIGHT MOUNT (Continued)

(6) Install oil pressure switch and connector. (Refer
to 9 - ENGINE/LUBRICATION/OIL PRESSURE
SENSOR/SWITCH - INSTALLATION)
OIL
STANDARD PROCEDURE
ENGINE OIL LEVEL CHECK
The best time to check engine oil level is after it
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 while the vehicle is on level
ground will improve the accuracy of the oil level
reading. Remove dipstick and observe oil level. Add
oil only when the level is at or below the ADD mark
(Fig. 87).
STANDARD PROCEDURE - ENGINE OIL AND
FILTER CHANGE
Change engine oil at mileage and time intervals
described in the Maintenance Schedule. (Refer to
LUBRICATION & MAINTENANCE/MAINTE-
NANCE SCHEDULES - DESCRIPTION)
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. CONTACT YOUR DEALER OR GOVERN-
MENT AGENCY FOR LOCATION OF COLLECTION
CENTER IN YOUR AREA.
Run engine until achieving normal operating tem-
perature.
(1) Position the vehicle on a level surface and turn
engine off.
(2) Remove oil fill cap.(3) Hoist and support vehicle on safety stands.
Refer to Hoisting and Jacking Recommendations.
(Refer to LUBRICATION & MAINTENANCE/HOIST-
ING - STANDARD PROCEDURE)
(4) Place a suitable drain pan under crankcase
drain.
(5) Remove drain plug from crankcase and allow
oil to drain into pan. Inspect drain plug threads for
stretching or other damage. Replace drain plug and
gasket if damaged.
(6) Remove oil filter. (Refer to 9 - ENGINE/LUBRI-
CATION/OIL FILTER - REMOVAL)
(7) Install and tighten drain plug in crankcase.
(8) Install new oil filter. (Refer to 9 - ENGINE/LU-
BRICATION/OIL FILTER - INSTALLATION)
(9) Lower vehicle and fill crankcase with specified
type and amount of engine oil. (Refer to LUBRICA-
TION & MAINTENANCE/FLUID TYPES -
DESCRIPTION)
(10) Install oil fill cap.
(11) Start engine and inspect for leaks.
(12) Stop engine and inspect oil level.
NOTE: Care should be exercised when disposing
used engine oil after it has been drained from a
vehicle engine. Refer to the WARNING listed above.
OIL FILTER
DESCRIPTION
The engine oil filter (Fig. 88) is a high quality full-
flow, disposable type. Replace the oil filter with a
Mopartor the equivalent.
REMOVAL
(1) Raise vehicle on hoist.
(2) Position an oil collecting container under oil fil-
ter location.
CAUTION: When servicing the oil filter avoid
deforming the filter can by installing the remove/in-
stall tool band strap against the can to base lock
seam. The lock seam joining the can to the base is
reinforced by the base plate.
(3) Using a suitable filter wrench, turn oil filter
(Fig. 88) counterclockwise to remove.
INSTALLATION
(1) Clean and check filter mounting surface. The
surface must be smooth, flat and free of debris or
pieces of gasket.
(2) Lubricate new oil filter gasket with clean
engine oil.
Fig. 87 Oil Level
1 - ENGINE OIL LEVEL DIPSTICK
9 - 54 ENGINE 2.4LRS
LUBRICATION (Continued)

Calibrate the tester according to the manufactur-
er's instructions. The shop air source for testing
should maintain 483 kPa (70 psi) minimum, 1,379
kPa (200 psi) maximum, with 552 kPa (80 psi) rec-
ommended.
Perform the test procedures on each cylinder
according to the tester manufacturer's instructions.
While testing, listen for pressurized air escaping
through the throttle body, tailpipe and oil filler cap
opening. Check for bubbles in the coolant.
All gauge pressure indications should be equal,
with no more than 25% leakage per cylinder.
FOR EXAMPLE:At 552 kPa (80 psi) input pres-
sure, a minimum of 414 kPa (60 psi) should be main-
tained in the cylinder.
STANDARD PROCEDURE
STANDARD PROCEDURE - MEASURING
BEARING CLEARANCE USING PLASTIGAGE
Engine crankshaft bearing clearances can be deter-
mined by use of Plastigage or equivalent. The follow-
ing is the recommended procedure for the use of
Plastigage:
(1) Remove oil film from surface to be checked.
Plastigage is soluble in oil.
(2) Place a piece of Plastigage across the entire
width of the bearing shell in the cap approximately
6.35 mm (1/4 in.) off center and away from the oil
holes (Fig. 3). (In addition, suspected areas can be
checked by placing the Plastigage in the suspected
area). Torque the bearing cap/bed plate bolts of the
bearing being checked to the proper specifications.
(3) Remove the bearing cap and compare the
width of the flattened Plastigage with the metric
scale provided on the package. Locate the band clos-est to the same width. This band shows the amount
of clearance in thousandths of a millimeter. Differ-
ences in readings between the ends indicate the
amount of taper present. Record all readings taken.
Compare the clearance measurements to specsifica-
tions found in the engine specifications table(Refer to
9 - ENGINE - SPECIFICATIONS).Plastigage gen-
erally is accompanied by two scales. One scale
is in inches, the other is a metric scale.
NOTE: Plastigage is available in a variety of clear-
ance ranges. Use the most appropriate range for
the specifications you are checking.
(4) Install the proper crankshaft bearings to
achieve the specified bearing clearances.
FORM-IN-PLACE GASKETS AND SEALERS
There are numerous places where form-in-place
gaskets are used on the engine. Care must be taken
when applying form-in-place gaskets to assure
obtaining the desired results.Do not use form-in-
place gasket material unless specified.Bead size,
continuity, and location are of great importance. Too
thin a bead can result in leakage while too much can
result in spill-over which can break off and obstruct
fluid feed lines. A continuous bead of the proper
width is essential to obtain a leak-free gasket.
There are numerous types of form-in-place gasket
materials that are used in the engine area. Mopart
Engine RTV GEN II, MopartATF-RTV, and Mopart
Gasket Maker gasket materials, each have different
properties and can not be used in place of the other.
MOPARtENGINE RTV GEN IIis used to seal
components exposed to engine oil. This material is a
specially designed black silicone rubber RTV that
retains adhesion and sealing properties when
exposed to engine oil. Moisture in the air causes the
material to cure. This material is available in three
ounce tubes and has a shelf life of one year. After one
year this material will not properly cure. Always
inspect the package for the expiration date before
use.
MOPARtATF RTVis a specifically designed
black silicone rubber RTV that retains adhesion and
sealing properties to seal components exposed to
automatic transmission fluid, engine coolants, and
moisture. This material is available in three ounce
tubes and has a shelf life of one year. After one year
this material will not properly cure. Always inspect
the package for the expiration date before use.
MOPARtGASKET MAKERis an anaerobic type
gasket material. The material cures in the absence of
air when squeezed between two metallic surfaces. It
will not cure if left in the uncovered tube. The
anaerobic material is for use between two machined
surfaces. Do not use on flexible metal flanges.
Fig. 3 Plastigage Placed in Lower ShellÐTypical
1 - PLASTIGAGE
9 - 86 ENGINE 3.3/3.8LRS
ENGINE 3.3/3.8L (Continued)