| REAR MAIN ROPE SEAL ALTERNATIVE |
Rear Main Rope Seal Alternative
The AERA Technical committee supplies the following information on a rear main rope seal alternative. The information provided below was collected over many years. This information is feedback from people like you. People tell us these seals have worked fine for them but will they work for you? AERA expresses no guarantee that they will work 100% of the time but the seals listed below have proven to be the most successful.
During installation, offset or rotate each seal half ? to 3/8 from the main cap parting line. Place dab of anaerobic gel on the ends of the seals that will butt together. Lubricate the seal lip with straight 50 W oil or a bearing assembly lube as those lubes that will stay in place until the engine is started. Seal manufacturers do not recommend white grease alone, because they have seen too many failures from dry startups. This is especially true in rebuilt engines that sit on the shelf for long periods of time before being put into service. This is why you may have seen chunks torn out of the contact face of the seals that have
leaked. If you have ever seen a Ford 390 or 460 tear the whole lip off the seal, it happened because it was dry started and stuck to the crankshaft.
Engine to Detroit Enginetech FM ROL Victor Actual
Be repaired Application
Buick 231 17200 S-1389 BS-40613 RS-29470 JV-742-V Jeep 225
Buick 350 17043 N/A BS-40032 RS-29130 JV-618 Ford 460
Buick 455 17042 N/A BS-30135 RS-29050 JV-730 Ford 200
GM 265/283 17053 S-0629 BS-13241 RS-29005 JV-728 Chev 250*
Caddy 365 17032 S-1196 BS-40245 RS-29040 JV-606 Dodge 318
Ford 312 17032 S-1196 BS-40245 RS-29040 JV-606 Dodge 318
Olds 260 307
330 350 403 17175 N/A BS-6141 RS 29310 N/A Ford 292
Olds 350D
400 425 455 17043 N/A BS-40032 RS-29130 JV-618 Ford 460
Pontiac 301 17091 N/A BS-40048 N/A JV-616 GMC 637
Pontiac 350 17043 N/A BS-40032 RS-29130 JV-618 Ford 460
Pontiac 455 17008 N/A BS-40012 RS-29115 JV-600 Caddy 500
* Install a .090 (2.290 mm) diameter wire in the groove, behind the seal.
It has also been reported that replacing the timing case rope seal with a National seal Part #450446 has proven effective on 455 Buick engines. On engines which use rope anti-rotation holes in the block and cap, fill them with RTV and let dry over night.
The AERA Technical Committee |
| REVISED CYLINDER HEAD GASKET ON 3406B ENGINES |
Revised Cylinder Head Gasket On
Caterpillar 3406B Diesel Engines
Caterpillar Tractor has released an improved cylinder head gasket for all 3406B truck engines.
The revised cylinder head gasket carries part #7E6000 and replaces part #2W7983, 9Y7786 and 7E3240. Several improvements have been made to the gasket in the armor (fire ring) and front and rear edges of the gasket. A thicker stainless steel armor compensates for the non-asbestos facing material. This should ensure better crush when the cylinder head is torqued in place.
Reducing the armor overlap increases loading of the gasket body while reducing the possibility of fluid leaks. The front and rear edges of the gasket body are filled in between the bolt holes.
This provides increased support for the armor.
The revised gasket is coated with single layer of black Teflon (PTFE) on the spacer plate side. The Teflon prevents sticking of the gasket to the aluminum spacer plate. There is no coating on the opposite side.
Torque the cylinder head bolts in several steps using the torque sequence diagram show below.
Step 1 Tighten bolts 1 through 20 in sequence to 200 +/- 20
lbs.ft.
Step 2 Tighten bolts 1 through 20 in sequence to 330 +/- 15
lbs.ft.
Step 3 Retighten bolts 1 through 20 in sequence to 330 +/- 15
lbs.ft.
Step 4 Install the rocker arm shaft assembly.
Step 5 Tighten bolts 21 through 26 in sequence to 200 +/- 20
lbs.ft.
Step 6 Tighten bolts 21 through 26 in sequence to 330 +/- 15
lbs.ft.
Step 7 Retighten bolts 21 through 26 in sequence to 330 +/- 15
lbs.ft.
Step 8 Tighten the twelve 3/8 bolts to 32 +/- 5 lbs.ft.
Installing the revised headgasket eliminates retorqueing of the head bolts as part of the first service completely. Only the new gasket is being service by Caterpillar. All former designs have been discontinued.
The AERA Technical Committee |
| ENGINE OIL LEAK ON 2000 CHRYSLER 5.9L DIESEL ENGINES |
Engine Oil Leak On
2000 Chrysler 5.9L VIN 6, 7 & 8 Diesel Engines
The AERA Technical Committee offers the following information regarding an engine oil leak on 2000 Chrysler 5.9L VIN 6, 7 & 8 diesel engines. These engines affected are the 24 Valve diesel engines made by Cummins for Dodge Trucks.
Oil seepage may become noticeable in the area of the oil fill cap. Causing this oil leak may be due to paint overspray around the oil fill opening of the cylinder head valve cover. This overspray may cause an uneven sealing surface with the cap to the valve cover.
Another possible cause of the oil leak might be a damaged oil fill cap o-ring. The o-ring may be cut or damaged due to the presence of a sharp corner around the edge of the cylinder head cover oil fill opening.
To repair this type of leak, Chrysler suggests removing the valve cover and cleaning the oil fill cap area with fine grit sandpaper. Sand the top edge of the valve cover around the oil fill hole opening and verify that the entire top edge circumference of the oil fill opening is smooth and rounded.
When we have finished sanding, clean the valve cover of all debris and oil residue. The cylinder head gasket cover is reusable if there are no signs of cuts or damage to the gasket. If gasket needs to be replaced, it can be purchased under Part #05016356AB.
Install the valve cover and torque the bolts to 18 ft/lbs and replace the engine oil fill cap. If the cap needs to be replaced, it can be purchased under Part #0514704AA. Verify the proper engine oil and run engine to check for leaks.
The AERA Technical Committe |
| VALVE STEM SEAL INSTALLATION |
Caution On Installing Valve Stem Seals On
Chrysler, Dodge, Plymouth 5.2, 5.5, 5.8, 6.6 & 7.2L Engines
When installing intake valve stem seals in the subject engines, often the seals are crushed if the valve springs are excessively compressed during installation of valve keepers. Using the valve stem as a guide, the intake valve stem seals should be pressed firmly and squarely over the valve guides.
CAUTION: When installing valve retainer locks, compress the springs just enough to complete the operation. Do not force the seals against the top of the guides.
The AERA Technical Committee |
| SPARK KNOCK (DETONATION) |
Reducing Spark Knock (Detonation)
Chrysler Corporation has authorized a field fix for the purpose of reducing the possibility of spark knock (detonation) on 1979 passenger cars equipped with Federal 3.7L (225 CID) engines, 2BBL carburetor and automatic transmissions; and 1979 passenger cars and light-duty trucks equipped with 5.9L (360 CID) engines, 4BBL carburetor, California Emission Package and automatic
transmissions.
The recommendation is to change the timing as follows:
Passenger cars with Federal 3.7L (225 CID) engines -- From 12° to 8° BTDC
Passenger cars with 5.9L (360 CID) engines -- From 16° to 12° ± 2°
Light-duty trucks with 5.9L (360 CID) engines -- From 10° to 6° BTDC
After resetting the timing; idle set speed, propane idle speed, and hot fat idle speed should be checked and reset, if necessary, to conform to the specification on the vehicle emission label.
NOTE: It is mandatory that a new emission label be applied over the existing lain the engine compartment. Labels are available from your local Chrysler and Dodge dealers.
The AERA Technical Committee |
| CRANKSHAFT DAMPER BOLT INSTALLATION FOR 5.7L GM |
Crankshaft Damper Bolt Installation For
1997-2002 GM 5.7L VIN G & S Engines
The AERA Technical Committee offers the following information regarding the crankshaft damper bolt installation for 1997-2002 GM 5.7L VIN G & S engines.
These engines require using a NEW crankshaft damper bolt during engine assembly. This bolt has a special pre-applied sealer on it that does not allow reuse.
These engines do not have a mark on either the front cover or crankshaft damper to indicate position for reassembly. The crankshaft does not provide a keyway for the damper installation either. Marking the cover and damper for re-assembly may prevent possible vibration complaints after the engine is started up. The balancer may have a balance weight that was added at the factory.
The old crankshaft damper bolt should be retained for use during the installation process of this harmonic damper. The crankshaft balancer installation and bolt tightening involves a four stage tightening process. The first pass ensures that the balancer is installed completely onto the crankshaft. The third, and fourth passes tighten the new bolt to the proper torque. Follow the steps below to correctly install the crankshaft damper.
1. If a new damper is installed, install a new balance pin in a similar location as the old damper as shown in Figure 1. A properly installed balance weight will be either flush or below flush with the face of the balancer.
2. Using the J 41665 tool, install the crankshaft balancer and install the used damper bolt. Torque that bolt to 240 ft/lbs. (330 Nm) and then remove the bolt.
3. The end of the crankshaft should be recessed .094-.176" (2.40 - 4.48 mm) into the balancer bore as shown in Figure 2. If not, remove the damper using J 41665 and repeat the steps 2 and 3.
4. Install the NEW crankshaft balancer bolt; do not use any lubricant or sealer.
5. Tighten the new crankshaft balancer bolt on first pass to 37 ft/lbs (50 Nm).
6. Tighten the new crankshaft balancer bolt a second pass an additional 140° using an electronic torque angle gauge.
The AERA Technical Committee |
| CYLINDER HEAD SPECIFICATIONS |
Cylinder Head Specifications on
Waukesha VHP/VRD155 - 330S Diesel Engines
The following cylinder head specifications should be considered
when remanufacturing Waukesha VHP or VRD155, 220(S), 232, 265,
283, 310, 330(S) turbo and non-turbocharged diesel engine
cylinder heads.
The minimum cylinder head thickness for all engines has been
established at 4.470 with a new head measuring 4.500. Cylinder
heads are measured from the deck surface to the rocker cover
rail.
On VHP series diesel engines valve recession should be checked
and adjusted if necessary to .034 - .054 below the cylinder head
deck face for both intake and exhaust valves.
On VR series diesel engines both the intake and exhaust valves
protrude above the cylinder head deck face. The protrusion
specification for the intake valves are .014 - .029, for the
exhaust valve .026 - .041.
The AERA Technical Committee
May 1990 - TB 656
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