Cylinder Head Cam Cover Design Change On
                                     Chrysler 3.0L Eagle Premier Engines

AERA members should be aware of a design change to the cam opening cover on Chrysler 3.0L engines used in the Eagle Premier.  This is a running design change on the right side cylinder head only, used on engines manufactured as part of the 1992 model year.  The right and left cylinder heads are slightly different and should be marked as to their position during engine
disassembly.

The original design cam opening cover is mounted to the end of the cylinder head with two bolts (See Figure 1).
                 
The revised design cam opening cover is nothing more than a core plug (See Figure 2).  Unfortunately the diameter of the plug is unique and is currently only
available from Chrysler under Part #J8414080.  Replace the plug with a new one whenever it is removed from the cylinder head.  Chrysler has also eliminated the two previously used mounting holes from the cylinder head.
                 
The original and new design right side cylinder heads are completely interchangeable as long as the appropriate components are used to seal the cam opening hole. 

                                                                     The AERA Technical Committee

                                       Source Of Engine Vibration on
                                      1988 Chrysler 3.0L Premier Engines

A possible source for engine vibration on 1988 3.0L engines used in the Eagle Premier, is the torque converter drive plate assembly.  

The 1988 3.0L Premier engines built before engine serial number 54801 were built with a machined undercut at the rear crankshaft flange register (Figure 1).  The register is used as a pilot for the torque converter drive plate.  However, it is possible to locate the drive plate in the undercut resulting in radial run out.  Often such run out is diagnosed as engine imbalance or vibration.

During production of the vehicle this condition is prevented by bonding the drive plate to the flex plate prior to assembly.  Whenever the assembly is removed from the crankshaft, such as when the engine is remanufactured, it is important to bond the two components to each other prior to reassembly.

Required is Chrysler spacer tool Part #83505744, new crankshaft bolts Part #J0268734 and an all purpose bonding gel to complete the reinstallation of the assembly.

1.   Thoroughly clean all components, removing all bonding residue from the drive plate and flex plate.

2.   Slip the spacer tool over the register of the crankshaft.

3.   Apply bonding gel to the drive plate at the flex plate contact areas as indicated in Figure 2.

4.   Quickly assemble the drive and flex plate on the crankshaft. Use the old crankshaft bolts, tightened to 20 lbs.ft., to retain the assembly.

5.   Permit the bonding material to dry. Consult the manufacturer of the bonding gel for the necessary drying time.

6.   Remove the now bonded assembly and tool from the crankshaft.

7.   Using new bolts, Part #J0268734, remount the drive/flex plate assembly and reinforcement plate on the crankshaft.  Torque the bolts to 51 lbs.ft. (Figure 3). 

If the bond between the drive and flex plate is disturbed during assembly repeat all of the steps listed above.

 
                                                                       The AERA Technical Committee

 Revised Cylinder Head Gasket, Bolts & Cylinder Block Liners on
               1989 Chrysler 3.0L Premier Engines


Chrysler Corporation has revised the cylinder head gasket and
bolts, cylinder block liners and head bolt torque on 3.0L engines
used late in the 1989 model year in the Eagle Premier.  Engines
affected by these revisions have a build code of 89616 or later.

The new cylinder head gaskets are constructed of an asbestos free
material and can be identified by a notch on the outer edge
(Figure 1).  Furthermore the left and right bank head gaskets are
not interchangeable and may not be used on engines prior to build
code 89616.

These late model engines feature a revised cylinder liner that is
.003 shorter than the previous version.  The liner protrusion
specifications have been changed accordingly.  Engines prior to
build code 89616 should have .005-.008 of liner protrusions. 
Engines with build code 89616 and later should have .002-.005 of
liner protrusion (Figure 2)

Increased cylinder head bolt clamping loads require a material
change in the cylinder head bolts.  These new bolts must not be
used on the earlier style engines.  

When servicing the cylinder heads, torque the new bolts to 45
ft.lbs. in sequence (Figure 3) starting with the # 1 bolt.  Next,
in sequence loosen all of the bolts completely.  Now retighten
the bolts to 30 ft.lbs.  Finish by turning each cylinder head
bolt in sequence an additional 180o +0o/-20o.  Again, do not use
the new head bolts or this torque procedure on engines prior to
build code 89616.

                                     The AERA Technical Committee

January 1990 - TB 611

##END##

                                      New Cylinder Liner O-Ring Seals On
                                      Cummins NH/NT 6 Cylinder Engines

Cummins Engine Company has released new O-ring seals for the cylinder liners in NH/NT 6 cylinder engines.  The new seals are made of an EP material and have a smaller diameter cross-section.

The new seal replaces both the old center seal #3008998 and the old lower seal #183049.  The new seal carries Cummins part #3032874 and is black in color with one blue dot.

The new O-ring seals are not to be intermixed with the former seals on the same liner.  Cylinder liner deformation will result.  You can use the former seals and new seals in the same engine as long as they are used in the correct combinations on each liner.  The illustration below shows the correct combinations.

                                                                       The AERA Technical Committee

                                               Oil in Cooling System on
                                         VW 1.5L & 1.6L Diesel Engines

AERA members have reported instances of engine oil in the cooling system on VW 1.5L diesel engines.  According to AERA sources, the problem is related to a crack in the cylinder head bolt hole located near the oil gallery feeding the cylinder head.

The oil feed gallery in the block is located on one side of the center head bolt hole and a coolant jacket is on the opposite side of the bolt hole.  Pressurized engine oil is diverted through a slot in the head gasket and is feed up the side of the head bolt to the cylinder head.  The oil also follows the bolt back down to the bottom of the bolt hole.  Should the crack in the head bolt hole extend to the coolant jacket, oil can mix with engine coolant.

This problem is generally found on engines equipped with 11mm head bolt holes.  Later design engines utilize 12mm head bolts and do not exhibit this defect.  At the time of this writing no successful repair procedure is available.

                                                                       The AERA Technical Committee

                                        Cylinder Head Specifications on
                                              Case 207 Diesel Engines

The following cylinder head specifications should be considered when remanufacturing Case Model 207 diesel engine cylinder heads.

The minimum cylinder head thickness has been established at 3.968 with a new head measuring 4.000 +/- .005.  Heads are measured from the deck surface to the rocker cover rail.

Valve recession should be checked and adjusted if necessary to a maximum recession of .015, below the deck surface, for both intake and exhaust valves.  Valves on new cylinder heads are generally flush with a +/- .005 tolerance.

                                                                       The AERA Technical Committee

                                         Main Bearing Saddle Repair Kits

The Cummins Engine Company has made main bearing saddle repair kits available for several engines.  These kits can be used to salvage cylinder blocks when a main bearing has spun and the main bearing saddle has been damaged.

Each kit contains an 1/8 drill bit, two hold down bolts (one for the lock ring and one for the other side of the saddle), a quantity of rivets and the appropriate number of repair sleeves.  Semi-finished or good used main bearing caps are also needed to complete the repair.

A main bearing saddle can be successfully repaired by following this procedure.
                                                                                                                            Remove the main bearing cap from the saddle to be repaired.  Using the appropriate align bore tooling remove .050 of material out of the saddle.  This will enlarge the main bearing bore by .100.

Clean the saddle and lock tang area.  Install the repair sleeve and align the lock tang slot of the sleeve with the one in the block.

From the repair kit, install the washer marked L on the lock tang side of the saddle.  Install the second washer on the opposite side.  Install the hold down screws and torque to 20 lbs.ft. (Figure 1).

Mount the 1/8 drill bit in a right angle drill, so that the drill extends 1/4 beyond the chuck jaws.

Using the 4 holes in the repair sleeve as a guide, drill through each of the holes into the saddle.  The proper hole depth is achieved when the chuck jaws contact the repair sleeve.

Clean the 4 holes and install the supplied rivets (Figure 2).  Peen the rivets until they are flush with the repair sleeve.

Remove the temporary hold down bolts and trim the ends of the repair sleeve so they are flush with the main bearing saddle.

Clean the main bearing bolt holes and install a good used or semi-finished main bearing cap.  Torque the main bearing bolts to specifications.

Using the appropriate align boring tools, refinish the main bearing housing bore to specifications.  Approximately .050 of material should be removed from the repair sleeve.
                                                                             
Main bearing bore repair kits or sleeves may also be available from several aftermarket sources.

                                                                        The AERA Technical Committee