| CYLINDER BLOCK IDENTIFICATION ON M60 ENGINE |
Cylinder Block Identification On
BMW 4.0L DOHC M60 Engines
The AERA Technical Committee offers the following information cylinder block identification on BMW 4.0L DOHC M60 Engines. BMW used two different cylinder wall-finishing processes during production, which are called Nikasil and Alusil. Each block is fit with pistons and piston rings especially for the cylinder bore finish and never should be interchanged.
Nikasil is an aluminum alloy block with nickel dispersion-coated cylinder bores and was used on the M60 engines and replacement blocks. Nikasil version incorporates crosshatch hone marks in the bore finish. Alusil is an aluminum silicon alloy used in M60 replacements and M62, M70 and M73 engines. Alusil version has smooth gray cylinder bore finish without cross hatch marks.
A quick way to know what type of cylinder block you have is by the casting number. Block casting numbers are located on the right side of the block next to the coolant drain bolt.
Casting Number Cylinder Block Version
1725970-1714212 M60 B30 Nikasil
1745871 M60 B30 Alusil
1725963-1742998 M60 B40 Nikasil
1745872 M60 B40 Alusil
1745873 M62 B44 Alusil
The AERA Technical Committee |
| OIL FILTER CAUTION FOR BMW EXTENDED OIL CHANGE ENGINES |
Oil Filter Caution For
BMW Extended Oil Change Interval Engines
The AERA Technical Committee offers the following information regarding an oil filter caution for extended oil change interval engines. These engines, the M52TU, M54, M62 and M73 may be affected if the proper oil filter element is not used when extended oil filter intervals are endured. BMW has offered this extended 15,000-mile interval service to certain high performance vehicles only if the service is implemented by a BMW dealer. This extended interval period also mandates the use of specifically formulated synthetic engine oil obtained from BMW.
A new oil filter element has been developed for all BMW models with extended service intervals (approximately 15,000 miles). This filter must be used whenever an oil service is performed on an extended oil change interval engine. The new oil filter element incorporates improved filter paper, which prevents filter deterioration caused by high engine oil temperatures over extended time. The new oil filter element was phased into production on M54 powered vehicles in September of 2000 and on all M62 and M73 powered vehicles in July 2000.
Using any other filter or engine oil in these engines may prove harmful to the engine if the filter paper deteriorates before filter replacement. At this time BMW approves no other filter or oils for use on these engines.
The AERA Technical Committee |
| COOLANT IN THE ENGINE OIL SUPPLY |
Coolant In The Engine Oil Supply On
1991-93 BMW 1.8L Engines
AERA members have reported coolant in the engine oil supply on 1991-93 BMW 1.8L engines. The cause of this condition may be the result of a deteriorated front cover gasket and/or the erosion of the timing cover mating surfaces. That leakage may allow engine coolant to pass around the gasket and enter the engines oil supply. This condition may also show evidence of external coolant leakage at the engine's front timing cover aera.
In most instances, if the cover is leaking externally, it is also leaking internally. Ignoring a slight amount of external leakage, may lead to extensive engine damage if it is also leaking internally.
Vehicles built after approximately 10/1/93, have a revised optimized rubber material composition and reduce the possibility of this problem occurring.
To repair a metal erosion condition, BMW authorizes the use of a metal epoxy type repair to the gasket mating surfaces of either the cylinder head or timing cover. Many AERA shops have been successfully welding those areas.
The AERA Technical Committee |
| OIL SEEPAGE FROM THE CYLINDER HEAD |
Oil Seepage from Cylinder Head On BMW 1991-93 1.8L Engines
The AERA Technical Committee offers the following information regarding oil seepage from cylinder head on BMW 1991-93 1.8L engines. This engine is referred to as M42 and is used in 318 I vehicles.
Oil seepage may occur from the left side of the cylinder head at the lower mounting bolt. The cause of the oil seepage is due to a casting shrinkage
cavity. It is located between the M6 threaded hole for the timing chain tensioning rail mounting and the M8 threaded hole for the intake manifold support
bracket, as shown in Figure 1.
To correct this problem on M42 engines produced since April 1993, the lower bolt for the intake manifold support bracket has been installed with 3 Bond 1209.
It is also marked with a black paint spot.
This repair procedure applies if oil seepage is evident coming from the lower mounting bolt # 1 as shown below. To repair, remove the bolt and degrease
the bolt threads (#2) and bolt hole threads. Then, apply liquid sealing compound 3 Bond 1209, BMW Part # 07 58 9 062 376 on the bolt, reinstall bolt and torque to 12-13 ft/lbs.
The AERA Technical Committee |
| VALVE CROSSHEAD CLEARANCE |
Valve Crosshead To Rocker Lever Clearance On
NH, NT & V-1710 Series Cummins Engines
Valve crosshead nose to rocker lever clearance on the subject engines must be checked during engine rebuild and at any time valve crossheads are replaced on engines using crossheads No. 123416 & 3000326. A minimum of .020 (.51 mm) clearance must be present as illustrated in Fig. 1, on the cylinder being checked with valves completely closed and crosshead in the upmost position. After installing rocker lever assemblies, check crosshead to rocker lever clearance as follows:
1. Turn crankshaft slowly in direction of rotation until the valves are closed on the cylinder being checked. With rocker lever held firmly against the stellite pad of the crosshead, a .020 (.51 mm) wire type feeler gauge must pass between the crosshead nose and the lower beam section of the rocker lever.
2. If the feeler gauge does not pass through:
a. Remove the rocker lever and/or crosshead and grind the nose of the crosshead or rocker lever beam in the area circled in Fig. 1 until enough clearance is obtained.
b. If the rocker is ground, grinding should cover the complete area illustrated in Fig. 2 in a continuous arc. Do NOT grind just the contact area.
Caution: A sharp depression in this area will cause a stress riser and eventual failure of the lever. Grind only enough material to achieve the required clearance. If grinding enters the oil passage, the rocker lever must be junked.
c. Grind sharp edges smooth.
The AERA Technical Committee |
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| CRANKSHAFTS INDUSTRIAL |
Crankshafts Used In Industrial Applications On
GM (Chevrolet) 5.7L (350 CID) Engines
When the GM (Chevrolet) 5.7L (350 CID) industrial engine is used in some applications such as lift trucks, the only crankshaft that is applicable has the forging number 1182. Dimension A of the rear flange is slightly smaller than that of other crankshafts used in General Motors 5.7L (350 CID) engines.
The larger flange crankshafts will not pass through the center hole of the bell housing. This is very critical when an oil clutch system is used.
The AERA Technical Committee |
| BURNED EXHAUST VALVES |
Burned Exhaust Valves, Low Power & Hard Starting On
Cummins NH & NT Engines With Jacobs Brake 25B & 30
Cummins Engine Co. reported that if the following complaints are experienced in the NH and NT engines equipped with Jacobs brakes, the slave piston clearance should be checked:
A. Exhaust valve burning
B. Low engine power when at operating temperature
C. Engine hard to start or will not start at operating temperature
A standard slave piston adjustment of .018 +/- .001 has been established. The .018 clearance setting is a cold setting which results in zero slave piston to crosshead clearance when the engine is at operating temperature.
Should the slave piston clearance setting be less than .018, the following conditions outlined in A, B or C above may result as well as affect breaking power.
If the slave piston clearance is greater than .018 +/- .001, the following problems may occur:
1. Engine injector train component problems
2. Injector carboning
3. Bent injector push rods
4. Worn injector adjusting screws
5. Decreased camshaft life
6. Cam follower and follower shaft failure
7. Delay in breaking action
If the above problems are experienced and the engine is equipped with a Jacobs brake, the slave piston clearance should be checked with the latest Cummins specifications.
The AERA Technical Committee |
| NEW CYLINDER LINER O-RINGS |
New Cylinder Liner O-Ring Seals On
Cummins NH/NT 6 Cylinder Engines
Cummins Engine Company has released new O-ring seals for the cylinder liners in NH/NT 6 cylinder engines. The new seals are made of an EP material and have a smaller diameter cross-section.
The new seal replaces both the old center seal #3008998 and the old lower seal #183049. The new seal carries Cummins part #3032874 and is black in color with one blue dot.
The new O-ring seals are not to be intermixed with the former seals on the same liner. Cylinder liner deformation will result. You can use the former seals and new seals in the same engine as long as they are used in the correct combinations on each liner. The illustration below shows the correct combinations.
The AERA Technical Committee |
| OIL IN COOLANT |
Oil in Cooling System on
VW 1.5L & 1.6L Diesel Engines
AERA members have reported instances of engine oil in the cooling system on VW 1.5L diesel engines. According to AERA sources, the problem is related to a crack in the cylinder head bolt hole located near the oil gallery feeding the cylinder head.
The oil feed gallery in the block is located on one side of the center head bolt hole and a coolant jacket is on the opposite side of the bolt hole. Pressurized engine oil is diverted through a slot in the head gasket and is feed up the side of the head bolt to the cylinder head. The oil also follows the bolt back down to the bottom of the bolt hole. Should the crack in the head bolt hole extend to the coolant jacket, oil can mix with engine coolant.
This problem is generally found on engines equipped with 11mm head bolt holes. Later design engines utilize 12mm head bolts and do not exhibit this defect. At the time of this writing no successful repair procedure is available.
The AERA Technical Committee |
