Chrysler ECC Specifications
| Engine Model: Chrysler ECC |
| Engine Type: 4-cycle inline 4-cylinder DOHC 16-valve liquid-cooled gasoline |
| Total Displacement: 121.8 cu.in (1.99 L) |
| Rated Engine Power: 136-150 Hp (100-112 kW) at 6500 rpm |
| Fuel System Type: Sequential multi-point fuel injection (MPI) |
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The Chrysler ECC engine, designated internally as the
2.0-liter DOHC (Dual Overhead Cam), represents a significant chapter in
Chrysler’s powertrain history. Developed as the performance-oriented variant
within the Chrysler 1.8, 2.0, and 2.4 engine family, it was engineered to
deliver a high-revving, naturally aspirated driving experience. Debuted in the
mid-1990s for the Dodge and Plymouth Neon, the ECC engine was distinguished by
its dual overhead camshaft cylinder head, a feature that set it apart from the
single overhead cam (SOHC) versions of the same displacement.
Its design emphasizes a robust cast iron block for durability and an aluminum
cylinder head for efficient thermal management and reduced mass. While later
applications saw its power output adjusted for various markets and vehicle
platforms, the ECC engine remains notable for its free-revving nature,
fracture-split connecting rods - a technologically advanced feature for its era
- and its role as the foundation for the more potent turbocharged variants that
followed. This engine balanced everyday drivability with a distinct performance
character, making it a key powerplant for Chrysler’s compact and mid-size
offerings throughout the late 1990s and early 2000s.
Engine Configuration
Type: Inline 4-cylinder, 4-stroke, naturally aspirated, gasoline.
Valvetrain: DOHC (Dual Overhead Cam), 16 valves, chain-driven camshafts.
Displacement: 1,996 cc (121.8 cu.in).
Bore: 87.5 mm (3.44 in).
Stroke: 83.0 mm (3.27 in).
Compression Ratio: 9.6:1.
Firing Order: 1-3-4-2.
Fuel System: Sequential multi-port fuel injection (MPI).
Maximum Power (North American Neon): 150 hp (112 kW) @ 6,500 rpm.
Maximum Torque (North American Neon): 133 lb-ft (180 Nm) @ 5,200 rpm.
Maximum Power (Export Variants / PT Cruiser): 136-141 hp (100-104 kW) @
5,700-6,400 rpm.
Maximum Torque (Export Variants / PT Cruiser): 130-133 lb-ft (176-180 Nm) @
4,500-5,200 rpm.
Engine Redline: 7,000 rpm.
Rev Limiter: 7,200-7,500 rpm, subject to ECU programming.
The cylinder block is constructed from cast iron,
providing a rigid foundation designed to minimize vibrational harmonics and
ensure long-term durability under sustained high-rpm operation. The block
features an open-deck design at the cylinder head interface, allowing for
efficient coolant flow around the cylinder bores. Cylinder bores are
precision-machined with a plateau-honed finish to optimize piston ring sealing
and reduce oil consumption. The structural rigidity of the block supports the
engine’s high specific output.
The main bearing caps are manufactured from high-strength cast iron and utilize
a cross-bolted design for the center two bearings in some variations, enhancing
bottom-end strength. Internally, the block houses a forged steel crankshaft with
induction-hardened bearing surfaces, supported by five main bearings. Connecting
rods are constructed using a fracture-split forging process from powdered metal,
a method that ensures precise cap-to-rod alignment without the need for
machining. Pistons are lightweight, aluminum-alloy castings with a slipper-skirt
design to reduce friction, each fitted with three piston rings: two compression
rings and one oil-control ring.
The cylinder head is manufactured from cast aluminum
alloy, contributing to a reduction in overall engine mass and facilitating rapid
heat dissipation. The DOHC configuration operates two separate camshafts - one
for intake, one for exhaust - driven by a single, maintenance-free timing chain.
The valvetrain utilizes roller finger followers (roller rocker arms) that pivot
on hydraulic lash adjusters. This design eliminates the need for manual valve
clearance adjustments, reduces valvetrain friction, and allows for the high
engine speeds characteristic of this powerplant.
Valve Configuration: 16 valves total; 4 valves per cylinder (2 intake, 2
exhaust).
Intake Valve Diameter: 33.5 mm (1.32 in).
Exhaust Valve Diameter: 28.0 mm (1.10 in).
Valve Stem Diameter: 6.0 mm (0.236 in).
Valve Seat Material: Powdered metal inserts for wear resistance.
Camshaft Drive: Single-stage, silent-type timing chain with automatic hydraulic
tensioner.
Valve Timing (Intake): Opens at 8° before top dead center (BTDC).
Valve Timing (Intake): Closes at 44° after bottom dead center (ABDC).
Valve Timing (Exhaust): Opens at 48° before bottom dead center (BBDC).
Valve Timing (Exhaust): Closes at 4° after top dead center (ATDC).
The fuel system is a sequential multi-point injection
(MPI) arrangement, where each cylinder receives an individual fuel injector
mounted in the intake manifold runner. This system provides precise fuel
delivery by timing the injector pulse to coincide with the intake valve opening
event, optimizing combustion efficiency, throttle response, and emissions
control. Fuel is delivered from an in-tank electric pump at a regulated pressure
of 49 psi ± 5 psi (338 kPa ± 34 kPa) for the majority of applications.
The intake manifold is a two-piece composite (nylon) design with long, tuned
runners to enhance low-end torque production without sacrificing high-rpm power.
The throttle body is equipped with an idle air control (IAC) motor and a
throttle position sensor (TPS) to manage air intake precisely. The engine
control unit (ECU) manages fuel delivery based on inputs from the manifold
absolute pressure (MAP) sensor, oxygen sensors, coolant temperature sensor, and
camshaft position sensor.
The lubrication system is a full-pressure, forced-feed
design employing a gerotor-type oil pump mounted within the timing cover, driven
directly by the crankshaft. The pump draws oil from a baffled, stamped-steel oil
pan to ensure consistent supply under dynamic driving conditions.
Oil Capacity (including filter): 4.3 liters (4.5 qt).
Oil Pressure (at operating temperature): 30-80 psi (207-552 kPa) @ 3,000 rpm.
Oil Type: SAE 5W-30 or 10W-30, API-rated for gasoline engines.
Oil Filter: Full-flow, spin-on type with integral anti-drainback valve.
The system incorporates a full-flow oil filter mounted externally for ease of
service. Passages drilled into the cylinder block and cylinder head direct
pressurized oil to the crankshaft main bearings, connecting rod bearings, and
camshaft journals. A dedicated oil gallery supplies the hydraulic lash adjusters
located in the cylinder head. The engine is also equipped with an oil jet
system; jets positioned in the cylinder block direct a stream of oil to the
underside of each piston to aid in cooling the piston crown during high-load
operation.
The cooling system is a pressurized, liquid-cooled
design utilizing a centrifugal water pump driven by the engine’s accessory drive
belt. Coolant circulation is managed by a wax-element thermostat housed in the
water outlet neck.
Coolant Capacity (Engine only): 2.8 liters (3.0 qt).
Coolant Capacity (Total system, dependent on vehicle): 6.2-7.5 liters (6.5-7.9
qt).
Thermostat Opening Temperature: 92°C (198°F).
Radiator Cap Pressure: 14-16 psi (97-110 kPa).
Coolant Type: Ethylene-glycol based, phosphate-free (HOAT or OAT formulation).
The system employs a cross-flow radiator with an electric cooling fan controlled
by the ECU via a coolant temperature sensor. The water pump circulates coolant
through the engine block, cylinder head, and heater core. The cylinder head
gasket is a multi-layer steel (MLS) design, providing robust sealing between the
aluminum head and cast iron block. A coolant crossover passage is integrated
into the intake manifold to accelerate engine warm-up and improve fuel
vaporization in cold conditions.
The engine utilizes a direct ignition system (DIS) with
a coil-on-plug (COP) arrangement for each cylinder, eliminating spark plug
wires. This system provides high-energy spark, reduces electromagnetic
interference, and allows for precise ignition timing control by the ECU based on
the crankshaft position sensor and knock sensor input. Spark plugs are
resistor-type, with a specified gap of 0.035-0.039 in (0.89-0.99 mm).
Exhaust System: A tubular stainless-steel exhaust
manifold is designed to maximize gas flow. The system includes a heated oxygen
sensor upstream of the catalytic converter and a second oxygen sensor downstream
for monitoring catalyst efficiency. The exhaust manifold integrates a heat
shield to reduce under-hood temperatures.
Engine Management: The ECU is a 16-bit microprocessor managing fuel injection,
ignition timing, idle speed, and emissions control systems. It utilizes
speed-density (MAP sensor-based) air metering and features OBD-II (On-Board
Diagnostics, second generation) compliance, allowing for comprehensive
self-diagnostics.
Overall Length (front to rear): 620 mm (24.4 in).
Overall Width (including manifolds): 610 mm (24.0 in).
Overall Height (from crank centerline to top of cylinder head): 648 mm (25.5
in).
Engine Weight (without accessories): 140 kg (309 lb).
Engine Weight (with fluids, starter, alternator, and manifolds): 162 kg (357
lb).
Spark Plug Replacement Interval: 48,000 km (30,000 mi).
Timing Chain Inspection: 160,000 km (100,000 mi). Engine Oil and Filter Change
Interval: 8,000 km (5,000 mi) under normal service; 5,000 km (3,000 mi) under
severe service.
Coolant Replacement Interval: 80,000 km (50,000 mi) or 5 years. Drive Belt
(Accessory) Inspection: Inspect every 16,000 km (10,000 mi) for cracking or
glazing; replace as required. Compression Pressure (minimum): 1,000 kPa (145
psi) with no more than 25% variation between cylinders.
Cylinder Head Bolts: 34 Nm (25 lb-ft).
Connecting Rod Cap Bolts: 28 Nm (21 lb-ft).
Main Bearing Cap Bolts: 68 Nm (50 lb-ft).
Camshaft Bearing Cap Bolts: 12 Nm (106 lb-in).
Intake Manifold to Cylinder Head: 23 Nm (200 lb-in).
Exhaust Manifold to Cylinder Head: 23 Nm (200 lb-in).
Spark Plugs: 20 Nm (15 lb-ft).
Crankshaft Damper Bolt: 100 Nm (74 lb-ft).
Flywheel / Flexplate Bolts: 68 Nm (50 lb-ft).
Oil Pan Bolts: 12 Nm (106 lb-in).
Water Pump Bolts: 12 Nm (106 lb-in).
Timing Chain Tensioner Bolt: 28 Nm (21 lb-ft).
1995-1999 Dodge Neon (all trim levels, primarily in
North American markets).
1995-1999 Plymouth Neon (all trim levels, primarily in North American markets).
2000-2005 Chrysler PT Cruiser (export markets including Europe, Asia, and
Australia; certain model years in Mexico).
2001-2006 Chrysler Sebring (JR chassis coupe model; shared with the Dodge
Stratus coupe, primarily as the 2.0L DOHC base engine).
2001-2005 Dodge Stratus (JR chassis coupe model; base engine option).
1996-2000 Chrysler Voyager / Plymouth Voyager (select export markets where the
2.0L DOHC was offered as a base engine).
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