| RESTORING WORN CAM GEAR THRUST SURFACES |
Method To Restore Worn Cam Gear Thrust Area On
Some Engine Blocks
Many late model engines (Chevrolet small block and 6.5L (396
CID), Dodge & Plymouth 3.4L (225 CID), Oldsmobile 4.0 & 4.3L (425
& 455 CID), Buick 4.1L (401 CID) and others) do not have camshaft
thrust washers, but depend upon the mesh of the distributor drive
gear to retain the camshaft. Often the cam gear or sprocket
causes the front of the block to wear to such an extent that
repair is needed to return the block to service.
A relatively easy yet effective repair is suggested:
(1) Make a metal brush (similar to a cam bearing drive plug)
approximately 2 long with the outside diameter to fit the
cam bearing housing bore. Provide a slight taper on the
O.D. to prevent the bushing from going all the way through.
Drill an inner hole in the bushing to accept a valve seat
installation pilot. Modify a valve seat cutter shank to be
turned by 1/2 electric drill and attach a cutter head
proper diameter to match the O.D. of the worn circle.
(2) Cut the front of the block the depth of a Y91
Continental main bearing thrust washer. The O.D. of the
thrust washer should be machined to press fit in the
machined counterbore. The I.D. of the thrust washer should
be machined to fit freely over the cam bushing. The Y91
thrust washer should then be installed.
After tooling up for this operation, the entire procedure should
take no more then five minutes and the only cost is that of the
thrust washer.
NOTE: Depending upon your valve seat equipment, it may be
necessary to change the above tooling to accommodate your
equipment.
The AERA Technical Committee
April 1973 - SPB 18
##END## |
| 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 |
| KNOCKING SOUND -- COLT 2000CC ENGINE |
Knocking Sound On
1974-75 Chrysler (Dodge Colt) 2.0L Engines
1974-75 Chrysler (Dodge Colt) 2.0L engines may develop a low grade knocking noise when the engine is started after a long period of nonuse. The manufacturer reports the noise is caused by slack in the timing chain damper. The knocking sound, however, disappears as the engine reaches normal operating temperature in most cases.
A new and 3mm longer timing chain damper tensioner (Part Number MD-021227) is currently available form Chrysler. See diagram.
Caution: Members are cautioned against shimming the damper tensioner. Shimming may lead to possible engine damage.
The AERA Technical Committee |
| BEARING FAILURES |
Bearing Failures On
1973-74 Chrysler (Dodge) 3.7L (225 CID) Engines
Low mileage main and rod bearing failures have been reported in 1973-74 Chrysler (Dodge) 3.7L (225 CID) car and truck engines.
It appears that the failures were caused by the oil galleries to the main bearings being misdrilled or restricted by metal chips from machining.
When these failures occur, the following procedure is recommended:
If the crankshaft is still installed, loosen all main bearing cap screws on the right (camshaft side) finger loose. Remove the engine oil filter and apply 30 to 50 psi air pressure into the standpipe fitting. Check to be sure that air and oil are coming from the loose main bearing cap screws.
In cases where the crankshaft has been removed, detach the engine oil filter and direct 5 to 10 psi air pressure into the standpipe fitting. Check to be sure that air is coming from the oil gallery to main bearing hole at all main bearing locations.
The cylinder block oil passage from the main bearing to the oil gallery should be carefully checked for misdrilling or plugging with machine chips on any bolt that does not show a flow of air and oil.
The AERA Technical Committee |
| 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 |
| CAST CRANKSHAFT REPLACES FORGED CRANKSHAFT |
Crankshaft Identification Caution On
1972 Chrysler (Dodge) 5.6L (340 CID) Engines
A cast crankshaft replaced the forged shaft in 1972 Chrysler (Dodge) 5.6L (340 CID) engines with engine serial number HM340R- 3911-8000.
The cast crankshaft is not interchangeable with the forged shaft because it requires a counterbalanced damper and a torque converter and/or a flywheel with special balance. Severe engine vibration will result if the proper shaft is not used.
The cast crankshaft can be identified by the sharp corners of the counterweights and raised letters CFD on the #4 counterweight. The damper used with the cast shaft can be determined by Use with 340 Cast Crank Only cast on the front of the damper. (See illustration)
The torque converter has large balance weights and a decal on the front face. The flywheel, where used with manual transmissions, has a decal and a balance hole as shown below.
Note: Service parts will not have the decal.
The AERA Technical Committee |
| REVISED CYLINDER HEAD & ROCKER ARMS ON 1.6L ENGINE |
Revised Cylinder Head & Rocker Arms On
1987 Chrysler 1.6L (98 CID) Engines
The Chrysler Corporation has informed AERA that the late 1987
1.6L (98 CID) engines used in the Dodge Colt are now using a
revised cylinder head and rocker arms.
Engines carrying the number FK9798 and later utilize the
following part numbers: cylinder head #MD125062, intake rocker
arm #MD125217 and exhaust rocker arm #125218. The new rocker arms
may only be used in conjunction with the new cylinder head and
they do not interchange with any earlier components. Furthermore,
do not mix the new and former rocker arms on the same rocker
assembly or use the new rocker arms on the former cylinder head.
The revised components are assembled according to the
illustration below. The wave washers on the current rocker
assembly are positioned in front of the rocker arm, facing the
front of the engine.
(insert illustrations)
The AERA Technical Committee
November 1987 - TB 466
##END## |
| 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 |
| FLYWHEEL MACHINING DEPTHS |
Flywheel Depths For Heavy Duty Truck Applications
The AERA Technical Committee offers the following information on flywheel depths for heavy-duty truck applications. Many problems occur when machining
recessed flywheels (cup type) if the correct depth is not re-established. For proper clutch operation to occur, the correct flywheel depth and clutch components must be verified before installation.
Application Depth +/- .005
12 B&B 2 PI. Dodge 1.153
13 B&B 2 PI. Dodge 1.153
13 Ford 2 PI. 1.470
14 Lipe 1.187
14 Lipe M 1.812
14 Lipe PT 2.937
14 Long 1.187
14 Mack 1.595
14 Rockford 1.187
14 Spicer 1 P 1.812
14 Spicer 2 P 2.937
15 Lipe M 1.812
15 Lipe DP 1.750
15 Mack 1.595
15 Mack 2 P 2.796
15 Rockford 1.750
15 ? Lipe TC 1.225
15 ? Long 1.325
16 ? German Mack F&S .670
17 Lipe TC 1 P 1.218
17 Lipe TC 2 P 2.321
Riser Types
13 Lipe AK 204 1.062
13 Lipe AK 209 1.062
13 Lipe AK217 1.062
13 Long 1.250
14 Lipe AK 206 1.093
14 Lipe AK 208 1.093
The AERA Technical Committee |
