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REVISED CRANKSHAFT DESIGN ON 1.8 & 2.0L HYUNDAI |
Revised Crankshaft Design For
1996-2000 Hyundai 1.8 & 2.0L Engines
The AERA Technical Committee offers the following information on 1996-2000 Hyundai 1.8 & 2.0L engines. Several other components including the flexplate/flywheel required changes to accommodate the new crankshaft designs. These engines are used in the Elantra and Tiburon car models.
The new crankshafts, Part #23110-23710 for the 2.0L and Part #23110-23510 for the 1.8L, were released July 8, 1999 and have the following dimensional changes as illustrated in Figure 1.
A. The flywheel mounting flange (pilot) diameter has been reduced from 1.614(41 mm) to 1.3780 (35 mm).
B. The flywheel mounting flange (pilot) height has been increased from .1575 (4 mm) to .2560 (6.5 mm).
C. The crankshaft rear flange thickness has been reduced from .8071 (20.5 mm) to .7087(18 mm).
D. The crankshaft rear flange bolt hole depth has been reduced from .5315-.6496 (13.5-16.5 mm) to .4528-.5512 (11.5 mm -14 mm).
NOTE: The new crankshafts are not interchangeable with the previous ones. However, a crankshaft spacer (Part #23112-23900) can be attached to the new crankshafts to make them interchangeable with the older crankshafts.
The flywheel and flex plate assemblies have also been changed to fit the new crankshaft. The new flywheel and flex plate assemblies are not backward compatible with the older crankshaft. However, the older flywheel and flex plate can be made interchangeable by mounting a crankshaft spacer (Part #23112-23900) onto the new style crankshaft.
· The flywheel and flex plate assembly pilot bore diameter has been reduced from 1.6142 (41 mm) to 1.3780 (35 mm).
· The flywheel pilot bore depth has been increased from .1969 (5.0 mm) to .2953 (7.5 mm).
Each crankshaft and flywheel / flexplate combination necessitates that specific mounting bolts to the crankshaft are used. Tables 1 and 2 identify the different combinations for manual and automatic transaxles.
The AERA Technical Committee |
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CAM TO CAM TIMING FOR 2.0L DOHC HYUNDAI ENGINES |
Camshaft-To-Camshaft Timing Caution On
Hyundai Elantra, Tiburon 2.0L DOHC 2001-2003
AERA members report that an error was made in the Hyundai OEM engine shop manual covering 2001-2002 Elantra and the 2003 Tiburon vehicles. The diagram used to show camshaft-to-camshaft timing is incorrect in the manuals for the above-mentioned vehicles. If the camshaft-to-camshaft timing is wrong the vehicle will run rough and set a DTC P0340 code.
Note that the CORRECT timing diagram shows that the keyway positions are located approximately at the 2:30 O?clock position and the blue colored timing chain links line up with both timing marks on the gears.
The incorrect diagram shows the left cam timing mark on the cam gear to be 1/2 link to the left of the blue timing link.
The AERA Technical Committee |
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INTERFERENCE ENGINES |
Interference Engines
The AERA Technical Committee would like to offer the following information on engines that present the possibility of interference between pistons and valves. The interference or contact may bend valve(s) when the timing between the camshaft and crankshaft is interrupted. This is generally the result of a timing belt or chain breaking or slipping.
The following list are engines that AERA is currently aware of that have exhibited interference. There may be other engines that are not listed below that have the possibility of piston to valve contact. If the engine you are working on is not listed, do not assume that it is a freewheeling design. It is suggested to add to this listing as additional information is obtained.
ACURA
1986-89 1.6L Integra
1991-95 1.7L Integra
1990-95 1.8L Integra
1986-89 2.5L Legend
1992-94 2.5L Vigor
1986-89 2.7L Legend
1990 2.7L Legend
1991-95 3.0L NSX
1991-95 3.2L Legend
AUDI
1970-93 All Except 1970-77
1.9L & 1970-73 1.8L
BMW
1987-95 2.5L 325I 525I
1994-95 4.0L 740I
CHRYSLER
1993-95 1.5L Colt
1987-88 1.5L Colt
1992-95 1.5L Eagle Summit
1987-88 1.6L Colt
1989-92 1.6L Eagle Summit
1994-98 2.0L Neon Stratus
1990-95 2.0L Eagle Talon
DAIHATSU
1988-92 1.0L Charade
1988-92 1.3L Charade
1990-92 1.6L Rocky
FIAT
1974-79 1.3L 128 Series
1979-82 1.5L Stranda
1974-78 1.6L 124 Series
1974-78 1.8L 124 Series
1974-78 1.8L 131 Series, Brava
1979-82 2.0L Brava, Spider
FORD
1981-85 1.6L Escort, EXP
1981-83 1.6L LN7, Lynx
1984-85 2.0L Escort, Tempo
1993-95 2.0L Probe
1986-88 2.0L Ranger
1984-87 2.0L Lynx, Topaz Diesel
1985 2.2L Ranger
1989-92 2.2L Probe
1986-88 2.3L Ranger
1986-87 2.3L Diesel Ranger
1991-98 4.6L Crown Victoria
GM
1986-95 1.0L Geo Metro
1989-91 1.0L Firefly (CANADA)
1985-88 1.5L Sunburst (CANADA)
1985-89 1.5L Spectrum
1990-93 1.6L Prizm, Storm
1981-84 1.8L Diesel (CANADA)
1982-86 1.8L Buick Skyhawk
1990-98 1.9L Saturn
1987-88 2.0L Buick Skyhawk
1988-95 2.3L Quad Four
1985-87 3.0L Buick
1979-95 3.8L Buick
HONDA
1986-87 1.0L Prelude
1973-78 1.2L All
1973-78 1.3L All
1980-84 1.3L All
1973-78 1.5L All
1985-89 1.5L Civic
1988-95 1.5L Civic, CRX
1993-95 1.5L Civic Del Sol
1979-84 1.5L All
1985-87 1.5L CRX
1993-95 1.6L Civic Del Sol
1973-78 1.6L All
1980-82 1.6L All
1988-95 1.6L Civic, CRX
1984-87 1.8L Prelude, Accord
1979-83 1.8L All
1986-91 2.0L Prelude
1990-91 2.1L Prelude
1990-95 2.2L Prelude, Accord
1992-95 2.2L Prelude
1995 2.7L Accord
HYUNDAI
1984-95 1.5L Excel Scoupe
1995-98 1.5L Accent
1992-95 1.6L Elantra
1993-95 1.8L Elantra
1992-95 2.0L Sonata
1989-91 2.4L Sonata
1990-95 3.0L Sonata
INFINITI
1990-92 3.0L M30
ISUZU
1987-89 1.5L I-Mark
1990-93 1.6L Stylus Impulse
1987-89 2.0L Impulse
1981-87 2.2L Diesel Truck
1986-95 2.3L Truck Trooper
1988-95 2.6L Truck Rodeo Amigo
1991-96 3.2L Trooper Rodeo Amigo
KIA
1995 2.0L Sportage
MAZDA
1984-85 2.0L 626
1988-92 2.2L 626 MX6
1989-93 2.2L Pickup
1988-95 3.0L 929 MPV
MITSUBISHI
1985-95 1.5L Mirage Precise
1990-92 1.6L Mirage
1989-95 2.0L Galant Eclipse
1983-86 2.3L Diesel Pickup
1994-95 2.4L Galant
NISSAN
1982 1.5L Centra
1983-88 1.6L Sentra Pulsar
1987-89 1.8L Pulsar
1982-89 2.0L Stanza 300ZX
1984-95 3.0L Maxima 300ZX Pathfinder
PORSCHE
1976-83 2.0L 924
1976-89 2.5L 944 Series
1989 2.7L 944 Series
1989-91 3.0L 944 Series
1976-83 4.5L 928
1984 4.7L 928
1985-91 5.0L 928
1992-95 5.4L 928
SUZUKI
1985-94 1.3L Samurai Sidekick
1989-94 1.3L Swift
TOYOTA
1986-95 1.5L Tercel
1981-83 2.2L Pickup
1984-87 2.4L Pickup
1982-88 2.8L Celica Cressida
1987-94 3.0L 4-Runner
VOLKSWAGEN
1976-91 All Except 1.9 2.1L Engine
1990-92 1.6L Golf (CANADA) Jetta
1990-95 2.0L GTI Jetta GLI Passat
VOLVO
1991 2.3L Coupe 940
1986-94 2.3L 240 740 940
The AERA Technical Committee |
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HEADBOLT TIGHTING SEQUENCE FOR 2001 HYUNDAI 2.0L ENGINES |
Head Bolt Tightening Sequence For
2001 Hyundai 2.0L Engines
The AERA Technical Committee offers the following information regarding the correct cylinder head tightening sequence for 2001 Hyundai 2.0L DOHC engines. Previously published information inadvertently showed the head bolt removal sequence.
To install the head on this engine refer to the following steps and also note Hyundai does not recommend reusing any head bolt more than once.
·Clean all gasket surfaces of the cylinder block and cylinder head and blow-dry with compressed air.
·Install a new cylinder head gasket; do not use any type of sealer or lubricant.
·Place the head onto engine and install all head bolts and tighten finger tight.
·Tighten all M10 bolts = 22 ft/lbs (30 Nm) and all M12 bolts to 26 ft/lbs (35 Nm) in sequence.
·Rotate all bolts in sequence 60°.
·Rotate all bolts again in sequence an additional 60° turn.
The AERA Technical Committee |
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REVISED LASH ADJUSTMENT FOR 2001-03 HYUNDAI 2.0L ENGINES |
Revised Valve Lash Adjustment For
2001-2003 Hyundai 2.0L G4GF, VIN F Engines
The AERA Technical Committee offers the following information regarding a revised valve lash adjustment on 2001-2003 Hyundai 2.0L G4GF VIN F engines. Previous to 2001, these engines used a non-adjustable hydraulic lash compensator within the valve train. The current, revised, cam follower (non-hydraulic adjuster) requires an adjustment inspection every 60,000 miles or 48 months. The 2004 manuals have this updated information.
Valve lash adjustment should be made with a cold engine at 59°F-77° F. The cold valve lash for intake valves is .007-.009 (.178-.287 mm), while exhaust valve is .010-.012 (.254-.305 mm). If the correct valve lash cannot be set with the original hardened shims as shown in Figure 1, obtain a different thickness shim until the correct lash is present.
During disassembly of the camshafts and lash adjusters, mark their location for proper installation during re-assembly. During cylinder head repairs, such as grinding of the valves and seats, proper stem heights should be maintained. The valve stem height measurements for both intake and exhaust valves is 1.9200-1.9500 (48.768-49.53 MM).
Figure 1. Locations to measure Clearance.
The AERA Technical Committee |
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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 |
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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 |
