EJCP.PARTS

MOPAR 2.0 SOHC NON TURBO

The 1,996 cc (1.996 L; 121.8 cu in) version of the engine was the first offered. Production began in 1994 in Trenton, MI, and it was used in many Chrysler Corporation vehicles. It is available in both SOHC and DOHC 4-valve versions. The engine features a cast iron block, with pistons with shallow crowns to save weight. The block uses a bedplate featuring a perimeter wall with transverse webbings for durability and quiet operation at high rpm's. The pistons are attached to fracture-split forged powdered metal connecting rods using semi-floating press-fit pins. A gerotor oil pump is driven directly from the crankshaft on the front of the engine. A reinforced rubber timing belt is used to drive the valvetrain. Early production 2.0 L engines used a hydraulic tensioner to tension the timing belt. 2000 and 2001 engines received a mechanical spring-loaded tensioner that tended to wear out prematurely, causing serious valve and piston damage upon belt failure due to the interference design of the engine. 2002+ engines utilized a different mechanical tensioner. The water pump is driven from the timing belt, with the water pump housing cast partially into the engine block itself. 1995 model year engines had three features that set them apart from later model year engines. The positive crankcase ventilation (PCV) system utilized a plastic oil separator box that was vented directly to the block itself; the breather hose and PCV valve hoses attached to the box, and connected to the induction system. Later model year engines featured a PCV system that was molded to the cylinder head valve cover. The second feature was internal in nature - the crankshaft main bearings were keyed into the bedplate on the right rear of each transverse web. Later model years featured keys machined on the right front of each web. These considerations are important when considering a rebuild or replacement of this engine in a given vehicle. The third feature would be a slightly bigger cam that was changed on 1996 and up SOHC vehicles due to a rough idle when the A/C was on. This 1995 cam is now being sold by dealers as a power upgrade for 1996 and up SOHC engines, but it can also easily be found at auto recyclers or salvage yards for a cheap price. 2002 and earlier model year engines featured a one-piece cast nodular iron crankshaft with counterweights present on either side of each crank pin. A crankshaft tone wheel was present between number 1 and number 2 connecting rod pins, and was machined such that a Hall-effect magnetic pickup mounted to the engine block could read the position of the crankshaft as it rotates during normal operation. 2003 and later model year engines switched to a two-piece crankshaft. The tone wheel was re-engineered to attach to the crankshaft using three bolts, had a tone pattern that was substantially different from previous model year engines, and was moved to the rear of the crankshaft. For this reason, these engines are generally not interchangeable between the 2002- and 2003+ model years. Up to late 1999, this engine type suffered from oil leaks between the block and cylinder head. The threads for the head bolts near the 4th cylinder were bored too shallow at the factory, preventing the head from properly sealing. The oil restrictor in the composite gasket would separate from the gasket causing a leak. Chrysler Corporation used several different designs of composite material head gasket in an attempt to solve this problem. In 1998, a thicker multi-layer steel head gasket was introduced that eliminated this oil leak. It can be identified by a small metal tab with a hole through its center sticking out between the block and head between the 2nd and 3rd cylinders.The A588 is the SOHC version found in most post 2001 Chrysler products. The ECB SOHC version, found in earlier models, is identical except for the crank trigger wheel. When equipped with the newer crank wheel for the new NGC engine computer, the A588 version cannot be directly transplanted into a vehicle originally equipped with the earlier style engine using an SBEC (Single Board Engine Controller). Output is 132 hp (98 kW) SAE (98 kW) at 5600 rpm with 130 lb·ft (177 N·m) of torque at 4600 rpm. It has an aluminum SOHC cylinder head. It uses a reinforced plastic intake manifold (although a few of the 1995 and 1996 engines received an aluminum intake manifold due to a shortage of the plastic parts). They were painted black, but it's easy to see the casting marks and prints on the manifold. The aluminum version is prized among enthusiasts as it's easy to port and polish for increased flow characteristics.[WIKI]

SIZES BLOCK MATERIAL HEAD MATERIAL CAM TYPE FUEL SYSTEM
2.0 CAST IRON ALUMINUM SOHC MPFI

ITEMS

BRACKETS EXHAUST MANIFOLD INTAKE MANIFOLD OIL PAN PISTON
SENSORS TIMING COVER TIMING SET VALVE COVER VALVE INFORMATION

LISTING TEMPLATES

SIZES COMPATABILITY ENGINE TEMP HEAD TEMP CRANK TEMP NOTES
2.0 SOHC 95 NEON STRATUS 2.0A SAME AS ENGINE **** ****
2.0 SOHC 96-97 BREESE STRATUS 2.0B 2.0A **** ****
2.0 SOHC 96-99 NEON 2.0C 2.0A **** ****
2.0 SOHC 98-00 BREESE STRATUS 2.0D 2.0A **** ****
2.0 SOHC 00-02 NEON 2.0E WITH EGR 2.0A
WITHOUT 2.0B
**** ****
2.0 SOHC 03 NEON 2.0F 2.0B **** ****
2.0 SOHC 04-05 NEON 2.0G 2.0B **** ****

VALVE INFORMATION 3 GROOVE

MAKE MODEL YEAR RANGE
CRYSLER CIRRUS 2000
CRYSLER NEON 2000-2002
DODGE NEON 1995-2005
DODGE STRATUS 1995-2000
PLYMOUTH BREEZE 1996-2000
PLYMOUTH NEON 1995-2001
TYPE HEAD DIAMETER STEM DIAMETER O.A.L. GROOVES LOCATION
EXHAUST 28.7 6 117.2 3 *MOP20BU
INTAKE 30 5.5 92 3 *MOP20BU

VALVE INFORMATION 1 GROOVE

MAKE MODEL YEAR RANGE
CRYSLER CIRRUS 2000
CRYSLER NEON 2000-2002
DODGE NEON 1995-2005
DODGE STRATUS 1995-2000
PLYMOUTH BREEZE 1996-2000
PLYMOUTH NEON 1995-2001
TYPE HEAD DIAMETER STEM DIAMETER O.A.L. GROOVES LOCATION
EXHAUST 28.7 6 117.2 1 *MOP20CU
INTAKE 30 5.5 92 1 *MOP20CU

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