1995 DODGE INTREPID Service and Repair Manual

ENGINES CONTENTS page page 3. 3L ENGINE .......................... 12 3. 5L ENGINE .......................... 48 ENGINE DIAGNOSIS ...................... 7 STANDARD SERVICE INFORMATION ........ 1 STANDARD SERVICE INFORMATION INDEX page page GENERAL INFORMATION CHECKING ENGINE OIL LEVEL ............. 3 ENGINE OIL SERVICE .................... 4 ENGINE PERFORMANCE ................. 2 FORM-IN-PLACE GASKETS ................ 1 MEASURING MAIN BEARING AND CONNECTING ROD BEARING CLEARANCES ........................ 2 SERVICE PROCEDURES ENGINE CORE PLUGS ................... 6 HONING CYLINDER BORES ............... 5 HYDROSTATIC LOCKED ENGINE ........... 5 REPAIR OF DAMAGED OR WORN THREADS .. 5 GENERAL INFORMATION FORM-IN-PLACE GASKETS There are numerous places where form-in-place gaskets are used on theengine. 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. T oo 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 toobtain a leak-free gaskets. There are numerous types of form-in-place gasket materials are used in the engine area. Mopar Sili- cone Rubber Adhesive Sealant and Mopar Gasket Maker gasket materials, eachhave different proper- ties and cannot be used in place of the other . MOPAR SILICONE RUBBER ADHESIVE SEALANT Mopar Silicone Rubber Adhesive Sealant or equivalent, normally black in color , is available in three ounce tubes. Moisture in the air causes the Mopar Silicone Rubber Adhesive Sealant material tocure. This material is normally used on flexible metal flanges. It has a shelf life of one year and will not properly cure ifover age. Always inspectthe package for theexpiration date before use. MOPAR GASKET MAKER Mopar Gasket Maker is 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. GASKET DISASSEMBLY 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. Aflat gasket scraper may also be lightly tapped into the joint but care must be takennotto damage the mating surfaces. SURFACE PREPARATION Scrape clean or wire brush all gasket surfaces removing all loose material. Inspect stampedparts to assure gasket rails are flat. Flatten rails with a hammer on a heavy steel plate if required. Gasket surfaces must be free of oil and dirt. Make sure old gasket material is removed from blind attaching holes. LH ENGINES 9 - 1

FORM-IN-PLACE GASKET APPLICATION Assembling parts using a form-in-place gasket requires care but it’s easier thenusing precut gaskets. Mopar Gasket Maker material should be applied sparingly 1 mm (0.040 inch.) diameter or less of seal- anttoone gasket surface. Be certain the material surrounds each mounting hole. Excess material can easily be wiped off. Componentsshould be torqued in place within 15 minutes. The use of a locating dowel is recommended during assembly to prevent smearing material off the location. The Mopar Silicone Rubber Adhesive Sealant gasket material or equivalent should be applied in a continuous bead approximately 3 mm (0.120 inch) in diameter . All mounting holes must be circled. For corner sealing, a 3.17 or 6.35 mm (1/8 or 1/4 inch.) drop is placed in the center of the gasket contact area. Uncured sealant may be removed with a shop towel. Componentsshould be torqued in place while the sealant isstill wetto the touch (within 10 minutes). The usage of a locating dowelis recommended during assembly to prevent smearing material off the location. ENGINE PERFORMANCE If a loss of performance is noticed, ignition timing should be checked. If ignition timing is retarded by 9, 18 or 27° “it indicates” 1, 2 or 3 (timing belt or chain) teeth may have skipped. The camshaft and crank- shafttiming should be checked. Refer to Engine Tim- ing Sprockets and Oil Seals of the Engine Section. T o provide best vehicle performance and lowest vehicle emissions, it is most important that the tune-up be done accurately . Use the specifications listed on the V ehicle Emission Control Information label found in theengine compartment. (1) T est cranking amperage draw. See Starting Motor Cranking Amperage Draw ElectricalSection of this manual. (2) Tighten the intake manifold bolts to specifications. (3) Perform cylinder compression test. See diagnosis and testing in thissection. (4) Clean orreplace spark plugs as necessary and adjust gap asspecified in Electrical Group 8. Tighten to specifications. (5) T est resistance of spark plug cables. Refer to Ignition System Secondary Circuit Inspection Electri- calSection Group 8. (6) Inspectthe primary wire. T est coil output volt- age, primary and secondary resistance. Replace parts as necessary . Refer to Ignition System and make necessary adjustment. (7) T est fuel pump for correct pressure. Refer to FuelSystem Group 14, Specifications. (8) The air filter elements should be replaced as specified in Lubrication and Maintenance, Group 0. (9) Inspect crankcase ventilation system as out lined in Lubrication and Maintenance, Group 0. For emission controlssee Emission Controls Group 25 for service procedures. (10) Inspect and adjust accessory belt drives refer- ring to Accessory Belt Drive in Cooling System, Group 7 for proper adjustments. (11) Road test vehicle as a final test. MEASURING MAIN BEARING AND CONNECTING ROD BEARING CLEARANCES PLASTIGAGE METHOD Engine crankshaft bearing clearances can be determined by use of Plastigage or equivalent. The following is the recommended procedure for the use of Plastigage: NOTE: The total clearance of the main bearings can only be determined by removing the weight of the crankshaft. This can be accomplished by either of two methods: PREFERRED METHOD Shimming the bearings adjacentto the bearing to be checked in order to remove the clearance between upper bearing shell and the crankshaft. This can be accomplished by placing a minimum of 0.254 mm (0.010 in.) shim (e. g. cardboard, matchbook cover , etc.) between the bearing shell and the bearing cap on the adjacent bearings and tightening bolts to 14-20 N·m (10-15 ft. lbs.). The number of main bearing will vary from engine to engine. ENGINE WITH 5 MAIN BEARINGS • When checking #1 main bearing shim #2 main bearing. • When checking #2 main bearing shim #1 & 3 main bearing. • When checking #3 main bearing shim #2 & 4 main bearing. Fig. 1 Plastigage Placed in Lower Shell PLASTIGAGE 9 - 2 ENGINES LH GENERAL INFORMATION (Continued)

• When checking #4 main bearing shim #3 & 5 main bearing. • When checking #5 main bearing shim #4 main bearing. ENGINE WITH 4 MAIN BEARING • When checking #1 main bearing shim #2 main bearing. • When checking #2 main bearing shim #1 & #3 main bearing. • When checking #3 main bearing shim #2 & #4 main bearing. • When checking #4 main bearing shim #3 main bearing. NOTE: REMOVE ALL SHIMS BEFORE REASSEM- BLING ENGINE ALTERNATIVE METHOD The weight of the crankshaft can be supported by a jack under the counterweight adjacentto the bearing being checked. PLASTIGAGE PROCEDURE (1) Remove oil film from surface to be checked. Plastigage issoluble 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. 1). (In addition, suspected areas can be checked by placing the Plastigage in the suspected area). T orque the bearing cap bolts of the bearing being checked to the proper specifications. (3) Remove the bearing cap and compare the width of the flattened Plastigage (Fig. 2) with the metric scale provided on the package. Locate the band closestto the same width. This band shows the amount of clearance in thousandths of a millimeter . Differences in readings between theends indicate the amount of taper present. Record all readings taken. Refer to Engine Specifications. Plastigage generally is accompanied by two scales. Onescale is in inches, the other is a metric scale. NOTE: Plastigage is available in a variety of clearance ranges. Use the most appropriate range for the specifications you are checking. CONNECTING ROD BEARING CLEARANCE Engine connecting rod bearing clearances can be determined by use of Plastigage or equivalent. The following is the recommendedprocedure for the use of Plastigage: (1) Rotate the crankshaft until the connecting rod to be checked is atthe bottom of itsstroke. (2) Remove oil film from surface to be checked. Plastigage issoluble in oil. (3) Place a piece of Plastigage across the entire width of the bearing shell in the bearing cap approximately 6.35 mm (1/4 in.) off center and away from the oil hole (Fig.1). In addition, suspect areas can be checked by placing plastigage in the suspect area. (4)Assemble the rod cap with Plastigage in place. Tighten the rod cap to the specified torque. Do not rotate the crankshaft while assembling the cap orthe Plastigage may besmeared, giving inac- curate results. (5) Remove the bearing cap and compare the width of the flattened Plastigage (Fig. 2) with the scale provided on the package. Locate the band clos- est to the same width. This band indicates the amount of oil clearance. Differences in readings between the ends indicate the amount of taper present. Record all readings taken. Refer to Engine Specifications. Plastigage generally is accompanied by two scales. Onescale is in inches, the other is a metric scale. If the bearing clearance exceeds 0.076 mm (0.003 in.) replace bearing. NOTE: Plastigage is available in a variety of clearance ranges. Use the most appropriate range for the specifications you are checking. CHECKING ENGINE OILLEVEL The besttime tocheck engine oil levelis after it hassat overnight, or if theengine has been running, allow theengine 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. Add only when the levelis at or below the ADD mark. Fig. 2 Clearance Measurement LH ENGINES 9 - 3 GENERAL INFORMATION (Continued)

ENGINE OIL SERVICE 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. CONTACTYOUR DEALER OR GOVERN- MENT AGENCY FOR LOCATION OF COLLECTION CENTER IN YOUR AREA. API SERVICE GRADE CERTIFIED Use an engine oil that is API Service Grade Certi- fied or an oil that conforms to the API Service Grade SH or SH/CD. MOPAR provides engine oils that con- form to all of these service grades. SAE VISCOSITY An SAE viscositygrade is used to specify the viscosity of engine oil. SAE 30 specifies a single viscosity engine oil. Engine oils also have multiple viscosities. These are specified with a dualSAE viscositygrade which indicates the cold-to-hottempera- ture viscosity range. Select an engine oil that is best suited to your particular temperature range and vari- ation (Fig.3). ENERGY CONSERVING OIL An Energy Conserving type oil is recommended for gasoline engines. They are designated as either ENERGY CONSERVING or ENERGY CONSERV- ING II. 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.4). ENGINE OIL CHANGE Change engine oil at mileage and time intervals described in the Maintenance Schedule. TO CHANGEENGINE OIL Run engine until achieving normal operating temperature. (1) Position the vehicle on a level surface and turn engine off. (2) Hoist and support vehicle on safety stands. Refer to Hoisting and Jacking Recommendations. (3) Remove oil fill cap. (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) Install drain plug in crankcase. (7) Lower vehicle and fill crankcase with specified type and amount of engine oil described in thissection. (8) Install oil fill cap. (9) Start engine and inspect for leaks. (10) Stop engine and inspect oil level. ENGINE OIL FILTER CHANGE FIL TERSPECIFICATION All engines areequipped with a high quality full- flow, disposable type oil filter . Chrysler Corporation recommends a Mopar or equivalent oil filter be used. OIL FIL TERREMOVAL Refer to Removal and Installation Section in Group 9, Engine for procedure. USED ENGINE OIL DISPOSAL Care should be exercised when disposing used engine oil after it has been drained from a vehicle engine. Refer to the WARNING listed above. Fig. 3 Temperature/Engine Oil Viscosity ENGINE OIL VISCOSITY GRADES Tem erature range antici ated before next oil change Fig. 4 Engine Oil Container Standard Notations 9 - 4 ENGINES LH GENERAL INFORMATION (Continued)

SERVICE PROCEDURES REPAIR OF DAMAGED OR WORN THREADS Damaged or worn threads (including aluminum head spark plug threads)can be repaired. Essen- tially , this repair consists of drilling out worn or damaged threads, tapping the hole with a special Heli-Coil Tap, (or equivalent) and installing an insert into the tapped hole. This brings the hole back to its original thread size. CAUTION: Be sure that the tapped holes maintain the original centerline. Heli-Coil tools and inserts are readily available from automotive parts jobbers. HONING CYLINDER BORES (1) Used carefully , the cylinder bore resizing hone C-823 equipped with 220 grit stones, is the besttool for this job. In addition to deglazing, it will reduce taper and out-of-round as well as removing light scuffing, scoring or scratches. Usually a few strokes will cleanup a bore and maintain the required lim- its. (2) Deglazing of the cylinder walls may be done using a cylinder surfacing hone, T ool C-3501, equipped with 280 grit stones, if the cylinder bore is straight and round. 20-60 strokes depending on the bore condition, will be sufficientto provide a satisfactory surface. Inspect cylinder walls after each 20 strokes, using a light honing oil. Do not use engine or transmission oil, mineral spirits or kerosene. (3) Honing should be done by moving the hone up and down fast enough to get a cross-hatch pattern. When hone marks intersect at 50-60 degrees, the cross hatch angle is most satisfactory for proper seat- ing of rings (Fig.5). (4) A controlled hone motor speed between 200-300 RPM is necessary toobtain the proper cross- hatch angle. The number of up anddown strokes per minute can be regulated to get the desired 50-60 degree angle. Faster up and down strokes increase the cross-hatch angle. (5) After honing, it is necessary thatthe block be cleaned again to remove all traces of abrasive. CAUTION: Ensure all abrasives are removed from engine parts after honing. It is recommended that a solution of soap and hot water be used with a brush and the parts then thoroughly dried. The bore can be considered clean when it can be wiped clean with a white cloth and cloth remains clean. Oil the bores after cleaning to prevent rusting. HYDROSTATIC LOCKED ENGINE When an engine issuspected to be hydrostatically locked, regardless of what caused the problem, these stepsshould be used. CAUTION: Do Not Use Starter Motor To Rotate Engine, severe damage may occur. (1) Inspect air cleaner , induction system and intake manifold to insure system is dry and clear of foreign material. (2) Remove negative battery cable. (3) Place a shop towel around the spark plugs when removing them from theengine. This will catch any fluid that may possibly be in the cylinder under pressure. (4) With all spark plugs removed, rotate engine crankshaft using a breaker bar and socket. (5) Identify the fluid in the cylinder(s)(i.e., coolant, fuel, oil or other). (6) Make sure all fluid has been removed from the cylinders. Inspect engine for damage (i.e., Connecting Rods, Pistons, V alves etc.) (7) Repair engine or components as necessary to preventthis problem from occurring again. CAUTION: Squirt approximately 1 teaspoon of oil into cylinders, rotate engine to lubricate the cylinder walls to prevent damage on restart. (8) Install new spark plugs. (9) Drain engine oil and remove oil filter . (10) Fill engine with specified amount of approved oil and install new oil filter . (11) Connect negative battery cable. (12) Start engine and check for any leaks. Fig. 5 Cylinder Bore Cross-Hatch Pattern CROSS-HATCH PATTERN LH ENGINES 9 - 5

ENGINECORE PLUGS REMOVAL Using a blunttool such as a drift or a screwdriver and a hammer , strike the bottom edge of the cup plug (Fig.6). With the cupplug rotated, grasp firmly with pliers or other suitable tool and remove plug (Fig.6). CAUTION: Do not drive cup plug into the casting as restricted cooling can result and cause serious engine problems. INSTALLATION Thoroughly remove all rust and clean inside of cup plug hole in cylinder block or head. Be sure to remove old sealer . Lightly coat inside of cupplug hole with sealer . Make certain the new plug is cleaned of all oil or grease. Using proper drive plug, drive plug into hole so thatthe sharp edge of the plug is at least 0.5 mm (0.020 inch.) inside the lead in chamfer (Fig.6). It is innot necessary to wait for curing of the sealant. The cooling system can be refilled and the vehicle placed in service immediately . Fig. 6 Core Hole Plug Removal 9 - 6 ENGINES LH SERVICE PROCEDURES (Continued)

ENGINE DIAGNOSIS INDEX page page DIAGNOSIS AND TESTING CYLINDER COMBUSTION PRESSURE LEAKAGE TEST ....................... 8 CYLINDER COMPRESSION TEST ........... 7 ENGINE DIAGNOSIS—MECHANICAL ........ 11 ENGINE DIAGNOSIS—PERFORMANCE ..... 10 GENERAL INFORMATION ................. 7 INSPECTION (ENGINE OIL LEAKS IN GENERAL) ........................... 8 INTAKE MANIFOLD LEAKAGE DIAGNOSIS .... 7 LASH ADJUSTER (TAPPET) NOISE DIAGNOSIS ....................................... 8 DIAGNOSIS AND TESTING GENERAL INFORMATION Engine diagnosis is helpful in determining the causes of malfunctions not detected and remedied by routine tune-ups. These malfunctions may be classified as either mechanical (e.g., a strange noise), or performance (e.g., engine idles rough and stalls). Refer to the Service Diagnosis—Mechanical Chart and the Service Diagnosis—Performance Chart, for possible causes and corrections of malfunctions. Refer to Group 14, FuelSystem, for the fuel system diagnosis. Additional tests anddiagnostic procedures may be necessary for specific engine malfunctions that cannot be isolated with the Service Diagnosis charts. Information concerning additional tests and diagnosis is provided within the following: • Cylinder Compression Pressure T est • Cylinder Combustion Pressure Leakage T est • Engine Cylinder Head Gasket Failure Diagnosis • Intake Manifold Leakage Diagnosis 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) Starttheengine. (2) Spray a small stream of water (Spray Bottle) at the suspected leak area. (3) If a change in RPM’S, the area of the suspected leak has been found. (4) Repair as required. CYLINDER COMPRESSION TEST (1) Before performing a cylinder compression test. Ensure the battery is completely charged and the engine starter motor is in good operating condition. Otherwise the indicated compression pressures may not be valid for diagnosis purposes. (2) Check engine oil level and add oil if necessary . (3) Drive the vehicle until engine reaches normal operating temperature. (4) Select a route free from traffic and other forms of congestion, observe all traffic laws, and accelerate through the gearsseveral times briskly . CAUTION: Do not overspeed the engine. The higher engine speed may help clean out valve seat deposits which can prevent accurate compression readings. a. Clean the spark plug recesses with compressed air . b. Remove all spark plugs from engine. Asspark plugs are being removed, check electrodes for abnor- mal firing indicators fouled, hot, oily , etc. Record cylinder number of spark plug for future reference. c. Disconnectthe coil connector for Direct Ignition System (DIS). d. Be sure throttle blade is fully open during the compression check. e. Insert compression gage adaptor into the #1 spark plug hole in cylinder head. Crank engine until maximum pressure is reached on gage. Record this pressure as #1 cylinder pressure. f. Repeat Step e for all remaining cylinders. g. Compression should not be less than (689kPa) 100 psi and not vary more than 25 percent from cylinder tocylinder . h. Ifone or more cylinders have abnormally low compression pressures, repeat steps 4e through 4g. i. If the same cylinder or cylinders repeat an abnormally low reading on the second compression test, it could indicate the existence of a problem in the cylinder in question. LH ENGINES 9 - 7

NOTE: The recommended compression pressures are to be used only as a guide to diagnosing engine problems. An engine should not be disassembled to determine the cause of low compression unless some malfunction is present. (5) Clean orreplace spark plugs as necessary and adjust gap asspecified in Electrical Group 8. Tighten to specifications. CYLINDER COMBUSTION PRESSURE LEAKAGE TEST The combustion pressure leakage test provides an accurate means for determining engine condition. Combustion pressure leakage testing will detect: • Exhaust and intake valve leaks (improper seat- ing). • Leaks between adjacent cylinders or into water jacket. • Any causes for combustion/compression pressure loss. WARNING: DO NOT REMOVE THE RADIATOR CAP WITH THE SYSTEM HOT AND UNDER PRESSURE BECAUSE SERIOUS BURNS FROM COOLANT CAN OCCUR. Check the coolant level and fill as required. DO NOT install the radiator cap. Start and operate the engine until it attains normal operating temperature, then turn the engine OFF . Clean spark plug recesses with compressed air . Remove the spark plugs. Remove the oil filler cap. Remove the air cleaner . Calibrate the tester according to the manufacturer’s instructions. The shop air source for testing should maintain 483 kPa (70 psi) minimum, 1 379 kPa (200 psi) maximum and 552 kPa (80 psi) recommended. 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 radiator coolant. All gauge pressure indications should be equal, withno more than 25% leakage. FOR EXAMPLE: At 552 kPa (80 psi) input pressure, a minimum of 414 kPa (60 psi) should be main- tained in the cylinder . LASH ADJUSTER (TAPPET) 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 afterrebuilding cylinder head. Low speed running up to 1 hour may be required. (3) During this time, turn engine off and let set for a few minutes before restarting. Repeatthisseveral times after engine has reached normal operating temperature. (4) Low oil pressure. (5) The oil restrictor pressed into the vertical oil passage to the cylinder head is plugged with debris. (6)Air ingested intooil due to broken or cracked oil pumppickup. (7) Worn valve guides. (8) Rocker arm ears contacting valve spring retainer . (9) Rocker arm loose, adjuster stuck or at maximum extension and still leaves lash in the system. (10) Faulty lash adjuster . a. Check lash adjusters for sponginess while installed in cylinder head. Depress part of rocker arm over adjuster . Normal adjustersshould feel very firm. Spongy adjusters can be bottomed out easily . NOTE: 3.5L Engine the lash adjuster is serviced with the rocker arm, do not disassemble. b. Remove suspected lash adjusters, anddisassem- ble Do notreuse retainer caps . Do not inter- change parts and make sure that care and cleanliness is exercised in the handling of parts. c. Clean out dirt and varnish with solvent. d. Reassemble with engine oil. e. Check for sponginess. f. If still spongy , replace withnew adjuster . INSPECTION (ENGINE OILLEAKS INGENERAL) Begin with a through visual inspection of the engine, particularly atthe area of the suspected leak. If an oil leak source is not readily identifiable, the following stepsshould 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, inspectthe entire engine for fluorescent dye, particularly atthe suspected area of oil leak. If the oil leak is found and identified, repair per service manualinstructions. 9 - 8 ENGINES LH DIAGNOSIS AND TESTING (Continued)

(4) If dye is not observed, drive the vehicle at var- iousspeeds for approximately 24km (15 miles), and repeat inspection. (5) If the oil leak source is not positively identified atthis time , proceed with the air leak detection test method as follows: (6) Disconnectthe fresh air hose (makeup air) at the cylinder head cover andplug or cap the nipple on the cover . (7) Remove the PCV valve hose from the cylinder head cover . Cap or plug the PCV valve nipple on the cover . (8)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. (9) Gradually apply air pressure from 1 psi to 2.5 psi maximum while applying soapy water atthe suspected source. Adjustthe 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. (10) If the leakage occurs atthe rear oil seal area, refer to the section, Inspection for Rear Seal Area Leak. (11) If no leaks are detected, turn off the air sup- ply and remove the air hose and all plugs and caps. Install the PCV valve and breather cap hose. Proceed to next step. (12) Clean the oil off the suspect oil leak area using a suitable solvent. Drive the vehicle at various speeds approximately 24 km (15 miles). Inspectthe 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 atthe crankshaft rear oil seal area: (1) Disconnectthe 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 lighttocheck for the oil leak. If a leak is present in this area remove transmission for further inspection. (a) Circular spray pattern generally indicates sealleakage or crankshaft damage. (b) Where leakage tends to run straight down, possible causes are a porous block, oil galley cup plug, bedplate tocylinder block mating surfaces and seal bore. See proper repair procedures for these items. (4) If no leaks are detected, pressurized the crankcase 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, nofurther inspection can be done until disassembled. (7) After the oil leak root cause and appropriate corrective actionhave been identified. Refer to Rear Crankshaft Seals, for properreplacement procedures. LH ENGINES 9 - 9 DIAGNOSIS AND TESTING (Continued)

ENGINE DIAGNOSIS—PERFORMANCE CONDITION POSSIBLE CAUSE CORRECTION ENGINE WILL NOT START 1. Weak battery. 1. Test battery specific gravity. Charge or replace as necessary. 2. Corroded or loose battery connections. 2. Clean and tighten battery connections. Apply a coat of light mineral grease to the terminals. 3. Faulty starter. 3. Refer to Group 8A, Battery/Starter/Charging System Diagnostics. 4. Moisture on ignition wires. 4. Wipe wires clean and dry. 5. Faulty ignition cables. 5. Replace any cracked or shorted cables. 6. Faulty coil or control unit. 6. Test and replace, if necessary (refer to Group 8D, Ignition system). 7. Incorrect spark plug gap. 7. Set gap (refer to Group 8D, Ignition System). 8. Dirt or water in fuel system. 8. Clean system and replace fuel filters. 9. Faulty fuel pump. 9. Install new fuel pump (refer to Group 14, Fuel System). ENGINE STALLS OR ROUGH IDLE 1. Idle speed set too low. 1. Refer to Group 14, Fuel System. 2. Idle mixture too lean or too rich. 2. Refer to Group 14, Fuel System. 3. Leak in intake manifold. 3. Inspect intake manifold gasket and vacuum hoses. Replace, if necessary (refer to Group 11), Exhaust System & Intake Manifold. 4. Incorrect ignition wiring. 4. Install correct wiring. 5. Faulty coil. 5. Test and replace, if necessary (refer to Group 8D, Ignition System). ENGINE LOSS OF POWER 1. Dirty or incorrectly gapped spark plugs. 1. Clean plugs and set gap (refer to Group 8D, Ignition System). 2. Dirt or water in fuel system. 2. Clean system and replace fuel filter. 3. Faulty fuel pump. 3. Install new fuel pump. 4. Incorrect valve timing. 4. Correct valve timing. 5. Blown cylinder head gasket. 5. Install new cylinder head gasket. 6. Low compression. 6. Test compression of each cylinder. 7. Burned, warped or pitted valves. 7. Install new valves. 8. Plugged or restricted exhaust system. 8. Install new parts, as necessary. 9. Faulty ignition cables. 9. Replace any cracked or shorted cables. 10. Faulty coil. 10. Test and replace, as necessary (refer to Group 8D, Ignition System). ENGINE MISSES ON ACCELERATION 1. Dirty or gap set too wide in spark plug. 1. Clean spark plugs and set gap (refer to Group 8D, Ignition System). 2. Dirt in fuel system. 2. Clean fuel system. 3. Burned, warped or pitted valves. 3. Install new valves. 4. Faulty coil. 4. Test and replace if necessary, (refer to Group 8D, Ignition System). ENGINE MISSES AT HIGH SPEED 1. Dirty or gap set too wide in spark plug. 1. Clean spark plugs and set gap (refer to Group 8D, Ignition System). 2. Faulty coil. 2. Test and replace, as necessary (refer to Group 8D, Ignition System). 3. Dirty injector. 3. Clean injectors. 4. Dirt or water in fuel system. 4. Clean system and replace fuel filter. 9 - 10 ENGINES LH DIAGNOSIS AND TESTING (Continued)

1995 DODGE INTREPID Service and Repair Manual

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