The 2.4 liter four cylinder engine (2023)

The 2.4 liter four cylinder engine

Developed by Chrysler, the 2.4-liter four-cylinder went into production in December 1994Minivansand cloud cars, essentially a long-stroke2,0-Liter-Neon-Motor. While the neon engine was criticized for being noisy and somewhat uncouth, the 2.4 appeared to be quieter and smoother, winning many fans.

There was some confusion with the launch of the "world machine," which also had 2.0 and 2.4 liter sizes; both were manufactured and sold for a number of years.

Compared to the original2.0,The 2.4 had a longer stroke, taller block, dual overhead cam cylinder head (optional on 1995-99 2.0 engines) and dual counter-rotating balancer shafts to reduce engine vibration. The compression ratio was quite high at 9.4:1, and the engine had a knock sensor to reset the timing when petrol wasn't up to the task

Like the 2.0, it had a partially open deck, powder metal baseplate and connecting rods; It shared the crankshaft design, sealing features, fuel injection system and direct ignition system of the 2.0.

With the higher compression and more advanced features, the 2.4 far outperformed the old oneChrysler 2.5in power and torque. Specifications of the first generation engine were (in the Plymouth Breeze compared to the 2.5 in the 1994 Spirit):

Later versions, used in theAvengers/SebringAndPT cruiser, had 150 hp - just like thatturbochargedVersion of the old 2.5 - and still uses regular gasoline.

All PT Cruisers sold in the US were equipped with this 2.4L engine. Some complained of poor economy and performance, but when General Motors made a car similar in most dimensions to the PT Cruiser, it had nearly identical economy and acceleration; The problem was most likely too much weight and not enough gear range.

The Turbo 2.4

Mexican engineers supercharged the 2.4-liter engine before Detroit got started; but the Mexican and American Turbo-Fours were apparently developed independently (thanks, Paul Holmgren).

While the turbo-four engine was used in the Neon SRT4, Chrysler engineer Garry W. McKissick said it was developed for the PT Cruiser GT. You first looked at compressors; The reason for the change was probably 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 confines; The SRT group created their own recording. The development of the engine is detailed inthis SAE paper.

The 2.4 Turbo in theNeon-SRT-4produced 215-235 hp and 245 lb-ft of torque. The PT Cruiser GT (215 hp 2003-2005; 230 hp and 245 lb.-ft. 2006-up) got 0-60 times in the low-to-mid 7s, compared to the lighter Neon 6s. It had forged C70 steel connecting rods supplied by Mahle.

The 2.4 Turbo was replaced by one2.4 turbo world engine with 300 hp.

General 2.4 liter engine repairs

The 2.4 was generally a reliable engine with no major flaws; oil seal was good

The head gaskets were well engineered and any basic design flaws (including fuel and spark systems) were believed to have been worked out on the earlier 2.0 Neon engines.

Cam sensor repair(on ptcruizer.com)

TWX wrote that in his 1997 Dodge Stratus, his oil light would come on and he would get a single drop of oil when he parked. He concluded that his oil pressure sender unit was bad; The part was only $10 and was on the back of the engine above the CV shaft and was difficult to reach.

“Ultimately I had to use the socket (1 1/6" deep, hex if I remember correctly), a pan head adapter, a 2" extension and a 1/2" ratchet. There wasn't much room to work and the wiring harness obscured the view of the connector; a flashlight is a must. ... The oil pressure sender sits so high that no oil has to be drained for it.”

Dimensions and Specifications

148.2 cubic inches / 2429 cm³
Bore x stroke: 3.44 x 3.98
Block Length x Height: 16.43 x 9.36
Bar Length: 5.94 (151)

The cylinder head is a flat cast aluminum with pent roof combustion chambers and four valves per cylinder. The included valve angle is 48 degrees, allowing for large valves.

Dual camshafts run in six bearings with removable caps incorporated. Valve seat rings and valve guides made of powdered metal are pressed into the head. Spark plugs thread into the center of the combustion chamber through indentations cast into the head.

(Video) Hyundai Crankshaft Position Sensor Replace Timing Belt Replace 2.4 Liter Four Cylinder

The ports of each valve converge at the head and lead to a single branch (runner) in their respective manifolds. To create turbulence, the openings cause incoming air to swirl from top to bottom. The degree of tumbling action has been balanced against the need for high airflow.

Manufactured from die-cast aluminum, the cylinder head cover features an O-ring type isolated attachment, silicone perimeter gasket and an integrated DIS coil mount and PCV system.

The one-piece cast aluminum intake manifold of the first generation Cloud cars had a barrel length of 15.7 inches, with matched individual impellers for each cylinder and an integrated plenum chamber. Made of thin-walled nodular iron, the exhaust manifold featured a four-in-one duct design. The four bolt outlet flange is connected to a sealed flexible coupling flange on the exhaust pipe.

Later vehicles used a plastic intake manifold.

On the first models (no turbos), the valve diameters were 1.40 inch (35.5 mm) intake and 1.20 inch (30.5 mm) exhaust, with 0.24 inch (6 mm) chrome stems. Exhaust valves were located on the right (rear) side of the head. Each valve was actuated by an end swing rocker arm which has a 20mm roller cam follower. The rocker arms are mounted on internally mounted, fixed hydraulic lash adjusters. Barrel-shaped single-valve springs were good up to 7200 rpm.

Post-hardened ductile iron camshafts offer 236° intake duration and 240° exhaust duration. The intake cam centerline was 113° ATDC, the exhaust was 110° BTDC, with 15 degrees of overlap. Intake valve lift was 0.33 inches (8.25 mm) and exhaust valve lift was 0.26 inches (6.5 mm).

The intake and exhaust cams had separate drive sprockets; a three piece molded plastic cover, with inspection panel, completely encloses the belt.

Electrics, injectors and water pump

The base of the water pump housing was part of the block; The body was made of die-cast aluminum and was driven by the timing belt. Four dual-spray injectors were used in sequential multi-port injection (SMPI). The engine's returnless fuel injection was safer and less complicated than traditional return systems.

Direct ignition eliminates the distributor. The PCM used a stepper motor and a valve in the throttle body to change the airflow at idle. A switch on the power steering hose increased the idle speed when the steering wheel was turned.

Interna

Single-size, cast-aluminum pistons had pop-up tops with valve cutouts for broken-belt valve clearance (which could be overcome if the two cams rotated independently). Piston pins were held by a press fit on the connecting rods, which differed only in length from those of the 2.0-litre engine.

The ductile iron crankshaft had eight counterweights and a 75 percent balance ratio. Counterweights spanned each crankpin to balance bearing loads for smooth operation and allow for smaller, narrower bearings. Smaller diameters reduced friction. The main bearing diameter was 60 mm (2.36 in) and the rod bearing diameter was 50 mm (1.97 in). The crankshaft main journals were 25.5 mm (1.0 in) wide for low friction. A torsional vibration damper was used in the engine, with two poly-V pulleys driving ancillaries.

The two counter-rotating, eccentric balancer shafts, which were connected to each other via gears, were driven by the crankshaft at twice the engine speed via a short chain. They were enclosed in an aluminum case under the crankshaft in the oil pan. The housing was bolted to the underside of the bedplate's main bearing pillars and rested in the oil supply. When the engine is running, the balancer shafts pump oil out of the case to minimize parasitic drag.

The camshafts had no bearing inserts; Main and connecting rod bearings had bimetallic inserts.

lubrication

The powder metal gerotor oil pump mounted on the front of the block and driven by the crankshaft. The oil return system is designed to prevent aeration while running at high RPM.

The block was tilted to the right (at the back of the car) to allow the oil to drain out of the head. SAE 5W-30 SG/SH grade oil is recommended. A half liter oil filter mounted horizontally on an access extension.

The oil pan was stamped from a sound deadening metal-plastic-metal laminate material; An oil scraper was integrated into the oil pan gasket.

The crankcase ventilation had an oil separator in the cylinder head cover with baffles to prevent oil flow to the intake manifold, a problem on some earlier engines.

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