| The following technical bulletins were published by AERA. |
| | 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 | | SALVAGED OEM ENGINE PARTS | Salvaged O.E.M. Engine Part Caution
More new engine components are being salvaged O.E.M. than ever before. O.E.M. production lines can save a block by custom fitting, for example, an oversize rod or main bearing. By doing so, an otherwise rejected part will be restored.
It does present a problem, however, when the engine is to be rebuilt. The unsuspecting rebuilder or mechanic will discover too late, that standard parts will not work. The unfortunate thing is that the engine has to be disassembled to find the problem and additional time spent in securing the special part.
To illustrate more specifically - the following situations have een brought to our attention:
1. Integral valve guides having oversize ID with valve stems oversize to match.
2. One or more replaceable valve guides with oversize OD.
3. All main bearing bores oversize and bearings with thick walls to compensate.
4. One or more valve lifter (tappet) bores oversize. Body of tappet is oversize to
match.
5. One or more rod and main bearings undersize ID to fit undersize crankshaft
journals.
6. Cylinder bores honed slightly oversize and fitted with special high limit
service pistons.
7. Push rods of varied lengths. (Must be identified and returned to their original
position).
8. A small quantity of cylinder blocks with deck height .030 lower than specified.
A special thicker head gasket was employed to compensate.
Summary: The best preventative action is to make no assumption that parts are going to be standard. The exceptions are small in number, but they do exist and must be considered. At times the blocks will be identified when special parts are used, but the mark of a good technician is still that he makes a thorough dimensional check and knows that the parts he installs match those originally used.
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 | | FLYWHEEL RESURFACING CAUTION | Flywheel Resurfacing Caution
The AERA Technical Committee offers the following information regarding flywheel-resurfacing caution.
The clutch surface of the flywheel is a key bridge between the power generation source and the power transmission system. Problems that accompany the
flywheel into the shop fall into four major categories: Excessive wear, hard spots and metal discoloration, warping and runout. Below is a brief description of the four major categories.
1. Excessive Wear. Caused by grooves cut into the flywheel by a worn clutch
disc.
2. Hard Spots and Metal Discoloration. Caused by the slippage of the clutch
disc. The wasted energy transformed into heat causes nucleation and creation
of carbide hard spots in the flywheel surface. The heat caused by slippage
is localized in areas of the flywheel. Due to the mass of the flywheel acting as
a heat sink, localized heat of friction is drawn off rapidly which cools the hot
spots quickly and causes the to harden.
3. Warping. Caused by abnormal heating and cooling that a flywheel encounters.
This is accentuated by the fact that most of today's flywheels are made of
forged steel vs. cast iron. This forged steel, though more durable I subject to
greater warping due to its metallurgical makeup. A regular flat flywheel that
looks perfect may have .005-.010 dish.
4. Runout. May be caused by previously misaligned resurfacing methods. This
misalignment is most likely caused when the flywheel is resurfaced without
referencing the crankshaft flange.
SAE specification J618B notes that maximum runout for a flywheel surface is .0005 per inch of flywheel diameter. For instance if we had a flywheel with a
diameter of 13, take the 13 X .0005 = .0065 surface runout. Experience has shown that runout greater than .002 will most likely cause chatter and unbalance vibration. Excessive runout greater than .005 may cause severe vibration and self-destruction.
Flywheel grinders are used for resurfacing both flat and stepped (or recessed) flywheels. The flywheel machine achieves required flatness with minimum
amounts of material removed. Abrasive grinding processes will eliminate hard spots efficiently, creating a smooth and homogeneous surface. Alignment
or parallelism of the flywheel surface is maintained by referencing the crankshaft-mounting surface for the work piece. Critical centering of recessed flywheels is accomplished by using custom adapters or centering cones.
When confronted with resurfacing stepped or recessed flywheels, not only does the surfaces have to be parallel and correctly centered, but also the depth
relationship between steps must be maintained. Simply put, if .020 is removed from the lower step area, then .020 must be removed from the upper step area.
To assure that the correct dimension is to be used, measuring the clutch surface depth before and after grinding is done is recommended. Since grinding stones leave a radius on the corner of the clutch cover-mounting surface, squaring the radius to a perpendicular edge should finish the job. This will insure that the mating clutch pressure plate assembly will match up squarely when reinstalled.
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 | | EXHAUST MANIFOLD BOLT CAUTION | Exhaust Manifold Bolt Caution On
1998-2001 Chrysler 5.9L VIN 6 & 7 Diesel Engines
AERA members have reported an exhaust manifold bolt caution on 1998-2001 Chrysler 5.9L VIN 6 & 7 diesel engines. This information pertains to the 24-valve engine that are used in Dodge Ram Trucks built on or between engine serial number 564198738 and 56777585. Those engines carry a date of engine manufacture from January 01, 1998 to September 22, 2000.
Vehicles that are used for extended heavy trailer towing purposes may experience a loss or reduction of exhaust manifold bolt torque. When this happens, ?exhaust gas blow-by" is allowed to go past the exhaust manifold gasket(s) and even loss of exhaust manifold bolts may occur.
To reduce the likelihood of this condition reoccurring, Chrysler offers an exhaust manifold bolt retention strap. This strap will provide a means of locking the outboard exhaust manifold bolts in place. The strap will prevent bolt retention and torque loss during the thermal expansion process of the exhaust manifold.
If any bolts are missing, replace bolts before installation of the retention strap. Once all bolts are in place, verify that they are torqued to 32 ft/lbs. Install the retention strap on top of the bolt head, not underneath. The removal of the exhaust manifold bolt is not necessary when installing the retention strap.
The strap is a one-time use only. If damaged during installation, the strap must be replaced with a new one. Using a 14mm socket and hammer, install the strap over the head of the bolts until it just begins to contact the bottom of the bolt head. Installing the strap too far down onto the bolt head may cause the hole in the strap to expand too much and become loose.
The AERA Technical Committee | | OIL PUMP INSTALLATION | Oil Pump Installation On
1962-81 Chrysler (Plymouth Dodge) V-8
4.5L, 5.2L, 5.5L & 5.9L (273, 318, 340 & 360 CID) Engines
Improper oil pump installations in the subject engine shave
resulted in serious problems and damage. When installing the oil
pump, make sure the mounting neck is fully inserted in the
mounting hole in the block and remains fully inserted while
mounting bolts are being installed and fully tightened down.
This is particularly true of the outboard mounting bolt, as the
tendency is to let the pump slide out of position while the bolt
is being installed. This error causes the pump to be misaligned
in the block and results in fracture of the mounting neck. this,
in turn, can lead to other serious difficulties such as breakage
of the oil pump hex drive and may eventually cause complete oil
pump failure.
CAUTION: Be sure that the main cap bolt head next to the oil
pump housing is square with the side of the cap as shown in the
diagram below.
(Insert Illustration)
The AERA Technical Committee
April 1984 - SPB 112
##END## | | CAUTION ON CRANKSHAFT & BEARING I.D. | Caution On Crankshaft & Bearing Identification On
Chrysler, Dodge & Plymouth Engines
It has been reported that many of the subject crankshafts are being improperly identified as .020 undersize due to bearings having a marking of AT20. This marking does not indicate that the bearing or crankshaft is .020 undersize.
The correct bearing sizes other than standard are indicated by markings such as: .001, .002, etc. The marking AT20 does indicate the composition of the bearing (aluminum with 20% tin).
Chrysler Corporation will revise the AT20 marking to AT in the future to eliminate this source of misidentification.
The AERA Technical Committee | | BEARING KNOCK | Bearing Knock On
Chrysler Products Engines with Air Conditioning
Chrysler, Dodge and Plymouth vehicles equipped with air conditioning may develop a slight bearing knock due to the additional load placed on the front crankshaft main bearing by the drive belts.
The noise is most pronounced at idle, or slightly above idle, with the transmission in gear. The intensity can be increased or decreased by tightening or loosening the drive belts. This noise will not cause a bearing failure. However, should it be necessary to reduce the noise to satisfy a complaint, the condition can be minimized by select fitting of the No. 1 main bearing. Bearing clearance may be checked with plastigage (range .001 to .003) following the instructions included in the plastigage package.
CAUTION: Plastigage readings are only accurate within the .001 - .003 range specified.
(Insert Illustrations)
To avoid the noise associated with high belt loads, the No. 1 main bearing clearance should be .001 to .0015. The clearance can be checked with plastigage in the lower shell if the drive belts remain tight. (Plastigage instructions mention the weight of the crank will give an erroneous reading if the crank is not supported.)
Fitting The Main Bearing With Plastigage
If the No. 1 main bearing clearance is:
1. Over .0015: Replace with new standard upper and lower shells. (Loosen the drive belts to roll out the upper bearing shell.)
2. With new shells; still over .0015 but less than .0018: Install one .001 undersize shell (upper or lower) and recheck clearance.
3. Over .0018 but less than .0025: Install .001 undersize upper and lower shells and recheck.
The AERA Technical Committee |
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