1988 dodge engine id number location


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NOTE: These settings will only apply to the browser and device you are currently using. A sequential serial number assigned by the vehicle manufacturer. Manual Seat Belts. Automatic Seat Belts.

Active Restraint,. Passenger Air Bag. Passenger Manual Seat Belt. Passenger Automatic Seat Belt. Concorde Intrepid.

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Breeze Cirrus Stratus. Avenger Sebring Cpe. Dual Front Air Bags. Dual Front Side Air Bags. LHS M — Sebring Coupe Stratus Coupe. Manufactured by Daimler Chrysler Corporation. Manufactured by Daimler Chrysler Canada, Inc. Without Air Bags. Intrepid Canada. Osnabrueck, Germany. Sebring or Stratus Coupe. Hemi Multiple Displacement. Mitsubishi Motors North America, Inc. Selecting the correct cam for an engine combination is dependent on a wide range of factors, so you should take a methodical and detailed approach when determining the specific cam for your engine.

Be sure your cam works in conjunction with and complements the entire engine package, including heads, intake, carb, and exhaust. If you put all that stuff into a chart, it would be so complicated that no one would ever figure it out. Instead, I have included my recommendations in two charts for each cam, the second one shows some of the engine hardware that will work. Properly orienting the cam with the crankshaft requires some detail work so the engine performs well. Often, an aftermarket cam must be installed in a different location.

To fi nd this installation location, you need a degree wheel and a dial indicator. As I recall, high school geometry says that a circle is divided into degrees. Engine builders use a degree wheel to install and centerline camshafts and to check camshaft locations relative to the crank. My recommendation is to use the version available from Mopar Performance because I prefer to think of the relationship of the crank to the camshaft in terms of the cam centerline, which is one number that defines one engine aspect.

The other version style is designed mainly to work with the four-event installation method, which has degrees for the four events: intake opens IO , intake closes IC , exhaust opens EO , and exhaust closes EC. Install the new offset key and slip the sprocket back into position. It is easier to adjust the centerline using the dial indicator than it is to calculate which direction it goes, offset to the left or offset to the right.

If you guess wrong and the offset is installed incorrectly, the dial indicator and degree wheel tell you. Each tooth in the cam sprocket is about 7. The installed centerline could be or , which is one tooth off in each direction. However, actually doing the lining-up-the-dots as the first step saves you a lot of time in the long run.

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It also catches a one-tooth-off error. Degreeing the cam centerline installation method requires a degree wheel. Always remember that the cam needs to have a specific relationship with the number-1 piston. So the zeroing process, which is the first step, is extremely important.

When degreeing a cam, the cam movement changing the centerline is called advancing or retarding the cam. If you start with a degree centerline, and you move the centerline toward degrees, you are advancing the cam. If you move the centerline away from degrees, you are retarding the cam. A tappet is about 1 inch in diameter and 2 to 3 inches long. The face of the tappet rides directly on the lobe of the cam. Therefore, the tappets must be the same as the cam design, that is, hydraulic to hydraulic, mechanical to mechanical, etc.

The most common mode of tappet failure is scuffing.

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Always replace the tappets when you replace the cam and keep the tappets matched to the lobenumber-1 intake tappet on the number-1 intake lobe. You should always replace all three pieces of the cam drive if it appears to be showing too much wear. You should replace the cam drive on high-mileage engines. Belt, gear, silent, and roller are the four cam drive types. The belt drive is made by Jesel and should be considered a drag racing part. Several companies make gear drives but I recommend Milodon because it fits under the stock front cover most gear drives replace the stock front cover.

The silent chain is the typical production version and should be replaced for any performance application. Crane, Comp Cams, Milodon, and Cloyes make roller or double-roller timing chains. Cloyes has several versions of the roller-chain cam drive with three or nine keyways for cam alignment, along with standard and billet gears.

Cloyes offers a hex-adjust option for the Mopar big-block but not the small-block yet, maybe soon. Any of the roller assemblies are fine for the street, but the special tensioner offered by Mopar Performance Mancini Racing in Detroit is a nice trick for the street: durability and accuracy over time.

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These mechanical roller tappets have been around racing for over 40 years and now, after a slow start, almost all race cams are based on the mechanical roller cam. The mechanical roller uses a guide bar, typically attached to the tappet body, which means that these tappets are installed in sets of two.

Cloyes makes a multi-keyed sprocket, which is a version of the roller chain. The difference is in the two sprockets because they have more than one keyway for installation.

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There are often three keyways but there can be as many as five. Each keyway has a unique dot for alignment. Magnum engines use special hardened gear on the intermediate shaft. Production A-engines use a cast-iron gear. Max-performance applications require the use of a hardened oil pump shaft and an upgraded oil pump gear.

A high-volume pump places a higher load on the oil pump shaft, so it needs a hardened tip. Mopar performance offers upgraded pump driveshafts and distributor gears. If you liked this article you will LOVE the full book. Click the button below and we will send you an exclusive deal on this book. Skip to content Skip to primary sidebar Selecting a camshaft is one of the most important decisions you make when building a max-performance engine because the cam controls crucial timing events. Production Cams Of the major parts within the short block, the camshaft is substantially different between A-engines and Magnum engines.

Cam selection is crucial for any engine build, and correct cam selection is critical for a max-performance engine because these timing events largely dictate the performance potential.

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The exception is the mechanical roller because the lobes are so large; the high lift and long duration make the lobes almost look square. Cams are often sold as cam kits that include the tappets. The hydraulic roller tappet can give you clues about the cam because the mechanical roller tappet looks different. See the hydraulic roller chart in Chapter 4. There are three levels and two specific cams per level listed by profile number. The main function of the camshaft is to open the valves. The tappet is the first part that helps transfer the cam movement toward the valves; the pushrods are the next part in the valvetrain.

This chapter covers the cam and tappets; the pushrods are covered with the rest of the valvetrain in Chapter 7. Common A mechanical cam requires adjustable rocker arms. The hydraulic cam does not require adjustable rockers. The stamped rockers shown can only be used with hydraulic cams. If you have tappets that operate with the cam, identifying your cam style is easier. Aftermarket Cams Comp, Crane, Isky, Bullet, Edelbrock, and other cam manufacturers offer a wide range of profiles for flat tappets, hydraulic rollers, mechanical rollers, etc.

Camshaft Technology All small-blocks are four-stroke engines, which have four phases to the engine cycle: intake, compression, power, and exhaust. There are many more aspects to the cam than lift and duration, but these two are important. This means that in a given engine, if you want a cam with more lift, the manufacturer must grind down the base circle to gain lift or lobe lift.