| 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 |
| THREAD REPAIR INFORMATION |
Thread Repair Information On
General Motors Aluminum Engine Components
The AERA Technical Committee offers the following information regarding a thread repair process on General Motors aluminum engine components. General Motors has developed an enhanced thread repair process to salvage threads that are damaged in aluminum components instead of complete engine replacement.
The thread repair kits used for this process represent a significant advancement in aluminum component thread repairs. This process will provide consistently repeatable high quality repairs which, when done properly, will meet or exceed the original specifications.
Kent-Moore has distributed these thread repair kits to the dealerships as part of their essential tool packages. The J 43965 Thread Repair Extension Kit has proven to be invaluable in the repair of difficult to access thread repair locations. Listed below is the Engine, Engine Vin Code and RPO numbers and the applicable Kent-Moore essential tool thread repair kits.
Engine VIN Code Engine RPO Kent-Moore Thread Repair Kit
5.7L G, S LS1, LS6 J 42385-100 Main Cap/Head Bolt Kit
J 42385-200 General Thread Repair Kit
J 42385-300 Fixture & Hardware Kit
4.0, 4.6L 9, Y, C L37, LD8, L47 J 42385-500 Main Cap/Head Bolt Kit
J 42385-2000 Thread Repair Kit
3.5L H LX5 J 42385-600 Thread Repair Kit
J 42385-625 Thread Repair Kit
J 42385-650 Thread Repair Kit
J 42385-675 Complete Thread Repair Kit
Important: J 42385-675 Contains the contents of 600, 625, and 650 Thread Repair Kits
2.2L F L61 J 42385-850 Thread Repair Kit
ALL ALL J 43965 Thread Repair Extension Kit
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 |
| CONNECTING ROD IDENTIFICATION |
Connecting Rod Identification On
1989-93 GM 2.8 & 3.1L Engines
AERA members should take special care when selecting connecting rods for 1989-93 GM 2.8L or 3.1L engines. There are two different rods with varying dimensional sizes. At first glance the rods look the same, but General Motors has assigned two part numbers for these rods. Though both part numbers are used in either engine, their model year application is inconsistent.
As with other GM engines, casting number identification for connecting rods is inconclusive, since some rods have numbers and others do not. For identification in this bulletin, we will list known casting numbers. However, the non presence of a casting number does not limit the connecting rod's application.
All of the connecting rods share the same big and small end housing bores and center-to-center distance. Differences are in the width of the small and big end of the rod. The small end of the first design 2.8L rod is 1.000 wide, while the newer rods are .850 wide. The width of the big end ranges from .850-.860.
In general, 3.1L rods are narrower than 2.8L rods.
The weight of all connecting rods has been varying from 600-606 grams. They should be replaced in similar weight categories within 3 grams to avoid possible vibration problems.
Matching connecting rods to a particular crankshaft becomes more critical since rod side play is specified at .014-.027 for both engines. Confirming sufficient clearance between the rod small end and piston pin boss is also necessary.
Engine Disp. Crank Cast # Rod Cast # Big Small
End End
Width Width
2.8L 481 ----- .850 .850
2.8L 481 ----- .860 1.000
2.8L 481 ----- .860 1.010
2.8L 526 ----- .850 .850
3.1L 981 966 or 996 .850 .850
3.1L 981 574 .855 .855
3.1L 981 ----- .850 1.000
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 |
| 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 |
