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The following technical bulletins were published by AERA.
 NEW CYLINDER LINER O-RINGS
                                      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 COOLANT
                                               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 SPECS
                                        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
                                         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
 OVERHEATING OF ENGINES WITH ELECTRIC COOLING FANS
                          Overheating Of Engines With Electric Cooling Fans

Ever since gasoline prices have shot up, vehicle manufacturers have downsized cars and their engines.  One of the best ways of making a car smaller is to turn the engine sideways under the hood.  This has instituted the use of one or more electric cooling fans to move air through the radiator.  Diagnosing overheating conditions on engines with electric cooling fans requires a few extra steps to ensure that the electrical control system for the fan is operating properly.

o    Perform all of the tests associated with normal
     installations, for example:  check antifreeze level,
     thermostat, water pump and hoses.

o    Check that the cooling fan is moving air through the
     radiator.  With the fan turned on air should never blow out
     through the front of the vehicle.  If there is more than one
     fan, be sure to check both.  It's possible for the
     electrical leads to be reversed during installation causing
     the fan to move air in the opposite direction.

o    If the vehicle is equipped with two fans, be sure that both
     of them work.  If the vehicle is equipped with air
     conditioning, one of the fans may only operate when the air
     conditioning is on.  Consult the service manual if you are
     not sure.

o    Fans are controlled by a temperature sending unit.  Check a
     suspected faulty sensor by bridging the two connections.  If
     the fan comes on, then the sensor is at fault.

o    Verify that the fan comes on at the temperature listed in
     the service manual.  Replace the sensor if the proper
     temperatures are not maintained.

For additional information see AERA Technical Bulletins: TB 706,
SB 158 & SB 137

                                                                         The AERA Technical Committee
 GLASS BEAD CLEANING CAUTION
                   Glass Bead Cleaning Caution


Almost every machine shop has a Glass Bead machine in their shop
and most of them see a fair amount of use every day.  Glass
beading a part makes it appear more acceptable to the customer,
even when it may not require it.  According to several shops,
there are also parts that should not be glass beaded because of
media retention. 

Glass bead often remains in internal passages where it can travel
into cylinders or the crankcase when the engine is started.  Some
of these are: baffled rocker covers or oil pans, the ring grooves
of pistons and any part that is not completely clean and dry
externally and internally.  The cleaning media is retained in
nooks and crannies and is only released when the engine is
started, when it causes either piston ring or bearing damage.  
Prevent this type of comeback by double checking engine
components for residual glass bead before assembly.

When disposing of the dust from your glass bead cabinet consider
that it may be hazardous waste depending on what has been
cleaned.


                                     The AERA Technical Committee


August 1991 - TB 799

##END##
 CRACKED FLYWHEEL HOUSING
                                         Cracked Flywheel Housings On
                                               Cummins Diesel Engines

A cracked flywheel housing can be caused by several conditions not all of which are directly related to the remanufacture of cylinder blocks or crankshafts.  Some of those reasons are:

Loose flywheel housing to cylinder block bolts.
Missing dowel pins or worn dowel pin holes.
Worn flywheel housing or cylinder block mating surfaces.
Run-out between the crankshaft and the flywheel housing.
Improper flywheel housing to transmission alignment.

Worn or damaged driveline components may start orbiting which can result in high out-of-balance forces working on the flywheel housing.  Usually this will cause the housing to start cracking from the bottom cap screw holes and work its way around the bolt pattern (see Illustration).  Common causes are:

Driveline imbalance
Worn driveline components
Too severe operating angles 
Improper phasing of U-Joints
Loose transmission yoke
Worn differential components

                                                                       The AERA Technical Committee