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While the Neon engine was criticized for being loud and somewhat uncouth, the 2.
Compared with the original the 2.
The compression ratio was fairly high at 9.
With the higher compression and more advanced features, the 2.
All PT Cruisers sold in the US carried this 2.
Some complained that it had poor economy and power, but when General Motors produced a car similar in most dimensions страница the PT Cruiser, it had almost identical economy and acceleration; the issue was most likely too much weight and not enough of a gear range.
While the turbo-four engine was used in the Neon SRT4, Chrysler engineer Garry W.
McKissick said it was created for the PT Cruiser GT.
They looked at superchargers first; the reason for the change was likely lack of space.
The main difference between the PT Cruiser GT and Neon SRT versions was the intake manifold, which had to fit within tight constraints; the SRT group created their own intake.
The development of the engine is detailed in.
In the PT Cruiser GT 215 hp 2003-2005; 5 hp and 245 lb.
It had forged C70-steel connecting rods supplied by Mahle.
The valve included angle is 48 degrees, allowing 5 valves.
Dual camshafts run in six bearings with machined-in removable caps.
Spark plugs thread into the center of the combustion chamber through wells cast into the head.
Ports from each valve merge in the head, leading to a single branch runner in their respective manifolds.
To provide turbulence, the ports cause incoming air to tumble from top to bottom.
The degree of tumbling action was 5 against the need источник статьи high air flow.
Made of die cast aluminum, the cylinder head cover has an isolated mounting with an O-ring type, silicone perimeter gasket, and an integral DIS coil mount and PCV system.
The one-piece, 5 aluminum intake manifold on first-generation cloud cars had a 5 length of 15.
Made of thin-wall cast nodular iron, the exhaust manifold had a four- into-one runner design.
The four-bolt outlet flange mated with посетить страницу источник sealed flex coupling flange on the exhaust pipe.
On the first models no turbosvalve diameters were 1.
Exhaust valves were on the right rearward side of the head.
Each valve was operated by an end-pivot rocker arm that has a 20 mm roller cam follower.
Rockers pivoted on inboard-mounted, fixed hydraulic lash adjusters.
Barrel-shaped single valve springs were good to 7200 rpm.
Post-hardened nodular cast iron camshafts provide a 236° intake duration and a 240° exhaust duration.
The intake cam centerline was 113° ATDC, the exhaust was 110° BTDC, with 15 degrees of overlap.
Intake valve lift was 0.
The intake and exhaust 5 had separate drive 5 a three-piece molded plastic cover, with inspection plate, completely enclosed the продолжение здесь />Electrical, injectors, and water pump The base of the water pump housing was part of the block; the body was die cast aluminum, driven by the timing belt.
Direct ignition eliminated the distributor.
The PCM used a stepper motor and valve https://megapixels.ru/100/plenka-dlya-laminirovaniya-paketnaya-lf-216-h-303-mm-60-mkm-glyantsevaya-100-sht.html the throttle body to change idle air flow.
A switch on the power steering hose increased idle speed when the steering wheel was turned.
Internals Single-size cast aluminum pistons приведу ссылку pop-up tops with valve cut 5 for broken-belt valve clearance which could be defeated if the two cams rotated independently.
Piston pins were held in place by press fit to the connecting rods, which differed from those in the 2.
The nodular iron crankshaft had eight counterweights and a 75% balance ratio.
Counterweights straddled each crank pin to balance the bearing loads for smooth operation, and to allow smaller, narrower bearings.
Smaller diameters reduced friction.
The main bearing diameter was 2.
The crankshaft main bearing journals were 1.
The engine had a torsional vibration damper is used, with two poly-V pulleys that drive accessories.
The two counter-rotating, eccentric balance shafts, interconnected by gears, were driven by a short chain from the crankshaft, at double the engine speed.
They were enclosed in an aluminum housing beneath the crankshaft, in the oil pan.
The housing was bolted to the 5 of the main bearing webs of the bedplate and 5 in the oil supply.
When the engine is running, the balance shafts pumped oil out of the housing to minimize parasitic drag.
The camshafts had no bearing inserts; main and rod bearings had bi-metal inserts.
Lubrication The powdered metal gerotor oil pump mounted in the front of the block, driven by the crankshaft.
The oil return system was designed to prevent aeration during high-rpm running.
The block здесь inclined to the right rearward in the car to allow the oil to drain from the head.
A half-quart oil filter mounted horizontally to an extension for access.
The oil pan was stamped of a sound-deadening metal-plastic-metal laminate material; a windage tray was integral with the oil-pan gasket.
The crankcase ventilation had an oil separator in the cylinder head 5 with baffles to inhibit the flow of oil to the intake manifold, a problem in some past engines.
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