The considered internal combustion engine, together with less voluminous “fours” for 1.8 and 2.0 liters, was developed by 2006 by a consolidated alliance – its participants were concerns Chrysler (USA), Hyundai (Korea) and Mitsubishi (Japan). The basis of the automatic transmission was the engineering development of specialists from Korea, but each manufacturer made its own contribution. By 2009, the collaboration ceased to exist, but the above-mentioned engines continued to be used by all three participants.
Today we will tell about the Chrysler engine with the index ED3 with a volume of 2.4 liters. Initially it was put on Sebring, as well as on Dodge Avenger. Then it was equipped with Caliber hatchback, Journey crossover, sedan and convertible Chrysler 200. This engine is also installed on Jeep Compass and Patriot SUVs. The engine was installed on clones of American cars Fiat Freemont, as well as Lancia Flavia.
A similar engine was installed on some Mitsubishi models under the code designation 4B12. Owners of cars of the Korean concern Hyundai-Kia know it very well by the index G4KE, as well as G4KC. There was no centralized production, so this internal combustion engine was assembled by different plants.
The basis of the motor is an aluminum cylinder block with cast iron liners. A chain drive of timing is used, and the camshafts of the cylinder block are equipped with phase shifters. Balancers and oil pump are driven by a separate chain.
A modification was produced – EDG, which meets enhanced requirements for environmental friendliness. It uses a system of secondary air supply, the pump of which blows the catalytic converter, forcing it to warm up faster. This version of the motor differs by the configuration of the inlet manifold and modified cylinder-head.
Dodge ED3 2.4 liter motor specifications
| Parameter | Value |
|---|---|
| Exact volume | 2360 cm³ |
| Power system | injector |
| Engine power | 170 – 175 hp |
| Torque | 220 – 225 Nm |
| Cylinder block | aluminum R4 |
| Cylinder head | aluminum 16v |
| Cylinder diameter | 88 mm |
| Piston stroke | 97 mm |
| Compression ratio | 10.5 |
| Engine Features | DOHC |
| Hydrocompensators | no |
| Transmission timing | chain |
| Phase regulator | Dual VVT |
| Turbocharger | no |
| Oil (volume and type) | 4.3 liters 5W-30 |
| Environmental class | Euro 4 |
| Example service life | 260,000 km |
| Weight of complete engine | 140 kg |
Vehicles on which the engine was used
| Car | Models and years |
|---|---|
| Chrysler 200 | 1 (JS) 2010 – 2014 |
| Sebring | 3 (JS) 2006 – 2010 |
| Jeep Compass | 1 (MK) 2006 – 2016 |
| Patriot | 1 (MK) 2006 – 2016 |
| Dodge Avenger | 1 (JS) 2007 – 2014 |
| Caliber | 1 (PM) 2006 – 2011 |
| Journey | 1 (JC) 2008 – 2020 |
| Fiat Freemont | I (JC) 2011 – 2016 |
| Lancia Flavia | III (JS) 2012 – 2014 |
Reliability assessment of the 2.4 ED3 engine
The reliability of this internal combustion engine is quite high, and with regular maintenance you can avoid problems with it and expensive repairs for a long time. As always, let’s consider its weak points, which are worth knowing about. By the way, many of the sore spots are eliminated by manufacturers under recall campaigns. It is also important to take this into account, since it is possible that you got a motor with uncorrected “sore spots”.
Fuel Pump
A characteristic feature of the American version of the internal combustion engine is the inaccessibility of some auto parts – both original and duplicates. For example, the service life of the fuel pump of Dodge and Chrysler is 8-10 years, and in case of its breakage it is impossible to buy a new one, or it costs from $1000 with delivery longer than a month. However, the pumps are available on autobody shops, and also fit some models from Mitsubishi and Hyundai, or the motor and fuel filter are bought separately.
The original is produced by Denso: it is equipped with both a filter and a regulator that sets the pressure within 4 bar.
Crankshaft sensor
In ED3 it was replaced under warranty, because over time it rusted due to an ill-conceived connector and stopped working. As a result, the engine would not start – this disease is typical for all engines produced in 2016.
The problems of the upper cooling system pipe
In this branch pipe there is a connecting tee made of plastic that deteriorates over the years. As a result, a coolant leak is formed, which is fraught with overheating of the internal combustion engine. Separately, the original tee is not on sale, but for an insane $100 or more you can buy it in a set with a tube (part number 05058566AD). But you can pick up a part from non-originals or dig around at car dealerships. Some craftsmen put instead of it a connector from the cooling system “Gazelle”, almost suitable and a part from VAG (part number 1114508500), however, it is slightly smaller in diameter.
Exhaust manifold
On ED3 the exhaust manifold is cast iron and with time it gets a crack (exactly between the channels for 2 and 3 cylinders). This is when exhaust gases enter the passenger compartment. Often the corrugated insert of the intake pipe of the exhaust route also bursts. In this case, there are errors associated with insufficient efficiency of the catalytic converter.
Eliminate the problem is capable of a competent welder, or you can buy a whole collector on a used one.
Throttle valve
The throttle from this motor is a sought-after spare part at the dismantling shop because of the irreparable wear of the teeth of the plastic gear and the teeth on the mating bar, which conducts the flap in motion.
Due to the wear, the throttle valve cannot open normally and the factory calibration of its position is broken. ECU switches on emergency mode, as a result it is simply impossible to accelerate the car faster than 20 km/h. The choke is replaced with a new or used one. A new one can be ordered (part-number 4891735AC) for about $200, but there are also much more affordable duplicates for $100.
Oil pressure sensor
It also fell under the recall campaign, because after some time oil leaked through it, and then the ECU had a sensor error. This disease is found on 2013 and 2014 model year internal combustion engines.
VAC valve
The valve cover of this engine is equipped with a VKG valve of a fairly simple design. The cost of the original part is only from $30, but it has to be replaced after 60-80 thousand kilometers of mileage, as it rarely works longer.
The VKG valve is connected to the intake manifold with a hose, through which the gases enter the intake. But there is a second hose connected to the cover, connected to the air filter, to deliver clean air masses to the crankcase – that’s how the ECG system is realized on this motor.
If the valve is stuck closed, crankcase gases and oil vapors will enter the motor through the hose, resulting in oil contamination of the throttle and air cleaner filter.
If it is jammed open, the crankcase vacuum will increase, which will result in increased oil consumption.
If the valve and the hose itself is blocked (for example, moisture or water-oil emulsion may freeze in it), the increasing pressure of the crankcase gases will simply squeeze the oil out through the oil seals, and them at the same time. Therefore, do not ignore the regular replacement or cleaning of the VKG valve.
Inlet manifold flaps
Both the Chrysler 2.4 and its smaller volume versions are equipped with flaps installed in the intake. But not all of them do: for example, on the ICE with MKPP and on the Fiat Freemont there are none. The flaps are normally closed to reduce the intake cross-section, which increases the velocity of airflow. When the flap is fully open and the engine speed approaches 4000 rpm, the flaps open. They are mounted on a single axis driven by an electric motor and their position is monitored by a potentiometer.
As the internal combustion engine is used, the flaps become jammed – this is caused by a dirty bearing mounted on the electric motor shaft. As a result, there are errors of incorrect position of the flaps, damage to the motor circuit or potentiometer.
You can buy a stepper motor separately, but its price is unreasonably high: the original costs from $330, and analogs – about $200. When jamming it is worth trying to disassemble the motor to clean and lubricate the bearing. If the potentiometer tracks are worn, you can try to restore them by applying a layer of graphite.
Thermostat housing
In motors of different years of production for “Americans” one or two thermostats are installed – earlier internal combustion engines, as a rule, were equipped with only one. The quality of thermostats is not at the top, so they do not last long. In addition, the motors, produced before the end of 2010, remained defective parts – thermostats in them did not open, as a result of which the internal combustion engine overheated.
The body of thermostats is made of plastic, but there are no problems with it. What can not be said about the wiring of the coolant sensor – on the motors produced before spring 2012 it is located extremely unsuccessfully. Wires are rubbed on the brake vacuum booster tube. After all, the sensor practically rests in it. There was even a recall campaign, on which the tube was replaced.
Phase shifter solenoids
Over time, the ED3 ECU reported camshaft synchronization errors: error codes P0016 and P0017 (for intake and exhaust shafts, respectively). Errors P000A and P000B also appeared, indicating slow camshaft response.
Usually the culprit of the problems was a failed solenoid controlling the phase shifter of a particular shaft. Original parts cost from $90 to $120, but the price of an intake shaft valve is noticeably higher today. There are also duplicates priced 2 to 3 times lower, but usually of questionable quality.
Camshaft errors can also indicate the stretching of the timing chain drive, and if replacing the solenoids did not solve the problem, you need to look at the chain. Therefore, do not immediately buy a new valve-solenoid, and it is better to take a used one on the dismantler to identify the real cause of the appearance of errors.
Note that solenoids for Japanese and Korean versions of this internal combustion engine are much cheaper, but do not fit the motors for “Americans”, since they differ in spools.
The timing chain
The chain drive of the timing mechanism of this engine includes a toothed-plate chain of the Morse system. All its elements: the chain, a set of guides with a hydraulic tensioner, are interchangeable between motors from all manufacturers. At the same time, the original chain for Chrysler is almost 3 times more expensive than for the Koreans Hyundai and Kia.
If the cylinder head shafts are constantly out of sync, you need to change the chain. That it is critically stretched is also indicated by the hydraulic tensioner rod coming out more than 20.5 mm. If the chain is critically stretched, errors occur – the degree of unsynchronization is assessed with a diagnostic scanner.
The elements of the drive have all the necessary marks for its correct installation. To replace the chain, the piston located in the first cylinder is set to the top dead center. Then the marks located on the pulleys are directed towards each other along the horizontal. Additionally, it is worth checking whether the 3 pairs of marks correspond. They are placed on the chain and pulleys.
According to the same scheme, the oil pump chain is changed – its alignment with the marks is necessary in order to synchronize the balancer shafts according to the crankshaft. To simplify installation, 2 pairs of marks are applied to the pulleys and chain.
The plastic timing cover is necessarily seated on the sealant, and it is also important during the procedure not to forget to replace the crankshaft oil seal, which is installed under it.
The average service life of the chain is about 200 thousand kilometers. It should be changed in time, as there is a risk of severe damage to the teeth of the pulleys or even its jumping – there have been cases.
Valve clearance
This motor is not equipped with hydrocompensators of valve drives – classic disc tappets are used. During the replacement of the chain, it is important to check the thermal clearances of valves – for intake and exhaust they are equal to 0.2 and 0.3 mm, respectively, with a tolerance of 0.03 mm.
The process of their adjustment is extremely inconvenient, as it is based on the selection of push washers of the right thickness. To do this, first the clearances are accurately measured, then the thickness of new washers is calculated, after which the camshafts are removed and new tappets are installed.
If the thermal clearances are reduced (usually the exhaust valves suffer from this), ignition misses occur and compression is reduced because the valves do not fit tightly to the seats or they simply burn out.
When you have to unscrew the camshaft covers to remove them, it is important to follow the correct sequence – otherwise the front common bar, pressing the shafts from the front, can easily break.
Crankcase gasket
On late-model engines, head gasket puncture is not uncommon. As a result, the coolant rushed outside, but sometimes gases penetrated into the cooling system circuit, which is accompanied by a characteristic bubbling in the expansion tank.
Piston knocking
Owners of cars of Kia-Hyundai concern are obviously looking for information in this review about whether cylinders scuff and knock pistons in “Americans”. However, the ED3, produced in Michigan, is completely devoid of these problems, unlike its Korean counterparts.
Liner rotation
The 2.4-liter engines are equipped with an oil pump with shaft-balancers. But only Korean versions are subject to oil starvation of connecting rod journals. Accordingly, crank liners rotate only on these engines – American or Japanese engines do not have this problem.