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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 | |
CYLINDER HEAD SPECIFICATIONS FOR 600 SERIES CUMMINS | Cylinder Head Specifications On
Cummins Signature 600 Series Engines
The AERA Technical Committee offers the following information for cylinder head specifications on Cummins Signature 600 Series engines. Trying to obtain this information from Cummins has been unsuccessful in the past.
Listed below is information obtained from a cylinder head that has never been worked on before. Currently, AERA is using these specs for the cylinder head.
Head Casting Numbers 4059222 & 4059246
Cylinder Head Thickness 8.875 Deck Of Head To Valve Cover Rail
Description Intake Exhaust
Valve Recession .040-.045 .020-.025
Head Diameter 1.870 1.790
Stem Diameter .375 .375
Face Angle 30° 45°
Overall Length 8.500 8.750
Valve Guide Height 1.775 1.775
Installed Spring Height 3.030 3.030
Valve Spring Free Length 3.800 3.800
Spring Pressure @ 3.030 145 lbs 145 lbs
The AERA Technical Committee | |
INJECTOR TUBE INSTALLATION PROCEDURE | Injector Sleeve Installation Procedure On
Komatsu 6D170 Diesel Engines
The AERA Technical Committee has recently become aware of new tooling that is required to successfully remove and install injector sleeves on Komatsu 6D170 diesel engines. With previous tooling it was possible for a sleeve to leak in service, though it did not initially when the cylinder head was pressure tested.
Along with the revised tooling, Komatsu now recommends burnishing the upper and lower inside diameters of the sleeve to 1.192-1.208 and .382-.388 respectively, during installation. Replacement injector tubes should be tested for leaks by installing the injector into the cylinder head. Apply 53-61 psi
air pressure to the casting and check for leaks.
Refer to the chart to select the new tooling required for removal and installation of the injector sleeves:
Tool Description Part Number Quantity
Upper Sleeve Expanding Tool 795-600-1151 1
Sleeve Removal Tool 795-600-1191 1
Sleeve Removal Tool 795-600-2110 1
Sleeve Driver Tool 795-600-2120 1
Lower Sleeve Expanding Tool 795-600-2140 1
Sleeve Expanding Tool 795-600-2150 1
Sleeve Cutter 795-600-2160 1
Installation Guide Bushing 795-600-2170 1
The AERA Technical Committee | |
CHANGE IN PISTON PIN TO PIN BOSS FIT | Piston Pin To Piston Fit Change On
Continental F-400, F-600 & Y-400 Engines
The piston pin bores have been changed as listed below:
Engine From To
-----------------------------------------------------------------
F400 .8597-.8595 .8594-.8592
F600 .8597-.8595 .8594-.8592
Y400 .7088-.7086 .7087-.7085
The AERA Technical Committee | |
GENERAL DATA ON HEAD GASKET LEAKAGE | General Data On
GM V-8 Diesel Cylinder Head Gasket Leakage
There a number of reasons why a diesel engine cylinder head
gasket may not seal and these can be detected before the gasket
is replaced. The pressure within the diesel engine is much
higher than a gasoline engine (1000 psi versus 600 psi). This
presents a unique challenge to the four bolts around each
cylinder to seal the increased pressure.
The sealing concept is to use most of the clamping load (about
70%) to seal the compression. This is accomplished by placing a
round wire ring inside a thin metal shield that surrounds each
cylinder bore. When the bolts are tightened, you literally have
line contact around the bore between the cylinder head and the
block. Because it is line contact, the pressure exerted by the
ring to the head and block is extremely high. The clamping load
is used to compress the metal ring, and the body of the gasket is
a few thousands of an inch thinner than the ring after it's
crushed. None of the clamping load is used to crush the body.
The colored ring around the various holes in the gasket is a RTV
sealer which is about .005 thick on each side so it gets crushed
between the head and the block. The sealer keeps combustion
gases from entering the coolant and obviously keeps coolant from
leaking out through the gasket.
The prechamber represents a special challenge because the wire
ring must cross over the prechamber, which may not be flush with
the head. If the prechamber is recessed, the clamping load in
that area will not be as great. In either case, leakage at the
prechamber area is expected to be greater than at any other area
on the gasket. The oblong hole in the shield and groove in the
gasket are designed to allow gases that leak in that area to be
vented outside.
It should be understood that the sealing surface is the wire ring
in the gasket where it contacts the head and block. Any damage
to these surfaces will result in gasket leaks. The use of a
powered wire brush or grinder could remove a few thousands of
metal. The head might then clamp the body of the gasket rather
than the sealing ring. One engine block returned for examination
was .018 lower at the bore than it was 1/4 away. A surface
grinder was used to clean the block, which had repeat head gasket
failure at 5,000 mile intervals.
Most machinists are aware of an indentation in the block and head
surface where the sealing ring contacts both parts. Measurements
show the groove is only one or two thousands deep and does not
affect sealing. New head gaskets are available for use with
.030 oversize pistons which will more the sealing bead outboard
of the existing groove. Another condition is to look at the
gasket once it is located on the block's dowel pins. The sealing
bead is only slightly larger in diameter than the bore. The bead
may extend into the chamfer at the top of the cylinder resulting
in an uneven wire crush, and after a few miles result in a leak.
To check for this, lay the old gasket on the block and look at
each cylinder. The gasket should be concentric with the bore.
It may help to pull the metal ring out of the gasket so the block
is more visible. If the gasket is not concentric with the bore,
look at the shield on the side next to the block. There will be
a crease line in the shield. If the line shows up on the shield,
you definitely have dowel pin shift; if you are unsure, play it
safe and correct the possible condition.
An option is to use a .030 larger gasket which will result in
the sealing ring moving outward .015 which may be enough to
correct the condition. Another method is to enlarge the dowel
pin holes in the gasket until it can be located with the ring
concentric with the bores. the gasket, however, will not stay in
the correct position when the cylinder head is installed. To
hold it in place, put a small daub of contact cement on each end
of the gasket between the bolt holes. Place the gasket on the
block, then remove it to allow the cement to become tacky. Then
set the gasket in the proper location on the block. Another
condition that might occur is to put a cylinder head on a block
without the aid of dowel pins. Service block so not contain
dowel pins, and it is essential that the pins be transferred from
the old block. If not, the head gasket will leak. New pins can
be ordered if needed.
You must also be sure that bolt holes in the block are drilled
and tapped deep enough. Just running a tap into all the holes
may not resolve any difficulties. This only cleans up the
threads, and does not deepen a hole which might be needed in some
cases. To check, place the head on the block without a head
gasket. Run a .005 feeler gauge around the edge of the head.
There should be no clearance, which indicates that dowel pins are
not holding the head off the block. Then, by hand, screw each
bolt in. They should screw in far enough for the bolt heads to
contact the cylinder head, indicating that the holes are drilled
deep enough.
Bolt threads should be wire brushed clean. Place oil on the
threads and under the bolt heads. Do not put oil in bolt holes
because an excessive amount of oil may cause hydraulic lock and
prevent the bolt from tightening up.
A continuing concern regards the hairline cracks in the valve
seat area of the cylinder head. General Motors says, These
cracks are very shallow and do no harm. They do not result in
valve leakage or in water leaks. Heads should not be replaced
because of these cracks, even if they extend into the valve seat
area.
Field reports show some cylinder heads are being removed by
bending up the injection lines without taking the intake manifold
off, as well as painting gaskets and using sealants. The
gasket's own RTV sealer may be attacked by the other sealer and
cause a leak. Some holes in the block or head are totally or
partially covered by the gasket and should not be tampered with.
Coolant in the head is controlled by the size and location of the
gasket holes. Enlarging these holes may upset the water flow and
result in uneven cooling.
The AERA Technical Committee
October 1985 - SB 124
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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 |
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