Searched for PT Cruisers recently as my daughter was looking for her first car. I found a lot with problems related to the timing belt maintaince. Seems like when the belt breaks it causes lots of issues. I was searching for one that had some maintaince history showing me the belt was changed within the last few years (10 - 20,000 miles), very hard to find. Seems like if it's running good, the person owning this vehicle isn't going to spend the kind of money they want just to do maintaince & change the belt. Around here any reputable shop wants $500 - $ 800 dollars to change the belt, pulleys and water pump, with the dealer being considerably more ($900-$1200). If it's running fine, it's hard to find someone that owns one that's willing to spend that much and not actually have it run any better. It's an old car, if it's running fine leave it alone is the attitude. If I could have found one for the right price, I would have bought it and had the belt changed immediately as they certainly seemed fun to drive and very practical. But, I just wasn't williing to "roll the dice" and let me daughter just drive one that seemed ok. That's just asking for problems. If you want to change the belt yourself, the parts are not terribly expensive, around $200 for the kit. In this area, these cars really cheap to buy. Good luck
Yes, the timing belt is a little spendy when it is time to replace, most cars are, belt or chain. Doing it at home is a long job but certainly can be done. The cars are not at all setup for easy access to that side of the engine.
The PT engine is NOT an interference engine though, many people for some reason seem to think it is. In fact thought I even read that in this thread. There will be no damage internally to the engine unless you are revving the hell out of it when it happens. I am years away from needing a belt change and will most likely just let it break.
Independent shops are notorious for doing this job wrong and then claiming something else when they have to do the job over because of blowing the cog placement. Best left to the dealer unless you really trust your mechanic.
[This message has been edited by Red88FF (edited 03-04-2016).]
The PT engine is NOT an interference engine though, many people for some reason seem to think it is. In fact thought I even read that in this thread. There will be no damage internally to the engine unless you are revving the hell out of it when it happens. I am years away from needing a belt change and will most likely just let it break.
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2.4 and 2.4 Turbo[edit]
EDZ n/a 2.4L DOHC engine The Neon itself never carried a naturally aspirated 2.4L engine in its lineup, but a 150 hp (110 kW), 167 lb·ft (226 N·m) N/A version was used in Chrysler's JA, JX, and JR platform cars from 1995 to 2006 along with the Jeep Liberty from 2002 to 2005 and the Dodge Caravan and Plymouth Voyager from 1996 to 2000. The code for this engine was EDZ. As with some other engines of various architecture used in Jeeps, EDZs used in the Liberty carried Chrysler's PowerTech name.
DOHC 2.4L is an interference design; should the timing belt break, the valves will bend.
The first 2.4L turbocharged engine was the EDZ turbo (variant of regular EDZ engine and developed by Mexicans Chrysler engeneer's), used on the mexican Dodge Stratus R/T & Cirrus since 1996 to 2000.
EDZ 2.4L DOHC turbocharged engine used in a Mexicans Stratus R/T & Cirrus (1996-2000) The SRT-4 performance variant utilized a 2.4L Turbo. The turbocharged EDV/EDT is similar to the regular EDZ. Output is 245 hp (183 kW) SAE (172 kW) at 5300 rpm with 260 lb·ft (339 N·m) of torque at 2200-4400 rpm. This engine, code A855, has a cast iron partially open deck block and split crankcase. It uses an 8.1:1 compression ratio with Mahle cast eutectic aluminum alloy pistons, forged connecting rods with cracked caps and threaded-in 9 mm rod bolts, and a cast high-hardness steel crankshaft. The cylinder head is cast aluminum, with the cylinder heads being a 48-degree pent-roof design with a partial cloverleaf between the intake valves. The valves are actuated by hydraulically adjusted rocker arms with roller cam followers.
The SRT-4, PT Cruiser Turbo, Cirrus LXi [México only] and Stratus R/T [México only] use the same engine block and heads
EDV 2.4L DOHC Turbocharged engine used in a Mexicans Stratus R/T & Cirrus (2001-2006) The intake manifold, the reverse rotación turbo, jet Oil Coolers, Oil pump, the manual transmission, special ecu tuning and intercooler size, the weight, are the only differences between those cars. The cast-aluminum 8-row Valeo intercooler is mounted in the front, and the reverse-rotation Mitsubishi TD04LR-16Gk turbocharger has a 6 cm2 (1 sq in) turbine inlet. The turbocharger compressor housing features a built-in bypass valve, and the turbo housing is cast into the exhaust manifold with a loop-around flow pattern. The stock SRT-4 has a maximum boost level of 15 psi (100 kPa)
Even the ECC, the 2.0 SOHC variant of the 2.4 above was an interference engine.
I had the cam placement pin shear on my Neon and when the timing slipped, I ended up with a lot of bent valves. So unless they did something special with that engine on the PT with the bump up to 2.4L? Even so, from looking around the opinions on this seem to come in on both sides but the side saying it's "not" seems to think valve to valve contact results in the valves being bent if the timing slips to far or the timing belt snaps. Essentially, if the belt breaks or the timing slips to far bent valves can happen although I don't see how valves that are no longer moving will obtain valve to valve contact?
[This message has been edited by Khw (edited 03-04-2016).]
