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NEW HEAD BOLT INSTALLATION PROC. 9.0L DIESEL ENG. | Revised Head Bolt & Installation Procedure On
Navistar 9.0L Diesel Engines
Navistar International has introduced improved cylinder head bolts and washers for the 9.0L diesel engine. Engines prior to engine serial number 17158 use the old design bolts which should be replaced with the now serviced parts. Cylinder head bolts from later engines should be inspected for damage at the threaded and mating surface areas may be reused. Discard all damaged fasteners.
The following chart details the various cylinder head bolts and washers available through Navistar:
Description Qty. New Part # Old Part #
Bolt, .500-13NCx5.25 20 258195C2 259195C1
Bolt, .500-13NCx2.75 8 1701218C1 N/A
Bolt, .500-13NCx3.50 8 1701219C1 N/A
Hardened Washer 28 1701230C1 N/A
Note: Do not use the washer with the 3.50 bolt #1701219C1.
These new fasteners are to be installed using the following procedure: Mount the cylinder head in a manner that will prevent sliding the head on the head gasket, taking care not to distort the hollow locator dowels. Torque the cylinder head bolts using the following procedure:
Lubricate bolt threads and mating surfaces with clean engine oil before installation. Tighten all bolts to 50 ft.lbs. using the sequence detailed in the illustration below. Tighten all bolts to 110 ft.lbs. on all engines carrying a serial number of 14929 and higher. Prior engines' cylinder heads bolts should be tightened to 100 ft.lbs.
Tighten all bolts to 120 ft.lbs. in the following sequence: 11, 3, 5, 13, 17, 9, 1, 7, 15, 16, 8, 2, 10, 18, 14, 6, 4 and 12 on engines with serial number of 14929 and higher. Prior engines' bolts are to be tightened to 110 ft.lbs. using the same sequence as later engines. After the final torque has been reached, wait 15 minutes and retorque the cylinder head bolts to 120 ft.lbs. on engines with a serial number of 14929 and higher. Retorque the cylinder head bolts on prior engines to 110 ft.lbs. using the same sequence listed in the preceding step.
Note: Should bolt chatter develop at any time during the tightening procedure, the bolt should be backed off 90^ and retightened. Replace the bolt if chatter persists.
The AERA Technical Committee | |
REVISED FLYWHEEL BOLT TORQUE METHOD | Revised Flywheel Bolt Torque Method On
DDC 71 & 92 Series Engines
The AERA Technical Committee offers the following information on
flywheel mounting bolt torque for DDC 71 & 92 series diesel engines.
The flywheel mounting bolt torque turn method has been revised to
provide more consistent clamping load on the fasteners. DDC also
recommends replacing those bolts anytime the flywheel is installed.
Depending on the application, several different length bolts may be
used and the applied torque depends upon the length of the bolts.
All new bolts should have a small amount of International Compound
#2 applied to the bolt threads and underside of the bolt head, prior
to installation. Refer to the chart and illustration below to
determine the correct bolt torque and procedure.
Bolt Length Step 1 Step 2
Bolts 2.750 Long + less 50 ft/lbs. Turn 90-100^
Bolts Over 2.750 50 ft/lbs. Turn 150-180^
The AERA Technical Committee
June 1996 - TB 1352
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INTERCHANGEABILITY OF CRANKS, CAMS & TIMING GEARS | Caution On Interchangeability Of Crankshafts,
Camshafts & Timing Gears On
International DV-462, DV-550, DV-462, & DV-550B Engines
Note: The above engine models differ in designation only in that the later engines have a suffix B.
The suffix B engines are equipped with Holley fuel injection pumps and require Tufftrided gear trains.
In manufacture it was found that the tufftriding process increased the bore diameters of camshaft and crankshaft gears to the point that there were insufficient interference fits when installed. Therefore, camshafts and crankshafts intended to be used in suffix B engines had to be manufactured with larger gear receiving diameters. It is for this reason they are not interchangeable.
Crankshafts and camshafts removed from or intended for DV-462 and DV-550 engines must not be used in conjunction with Tufftrided gear trains in engines with suffix B.
It is suggested that interference fits should be verified by measurement before applying timing gears. If the use of new crankshafts and camshafts is prohibitive, rebuilding of the gear receiving diameters is required to ensure proper interference fits.
In addition to the above, on all suffix B engines the camshaft gear nut torque has been increased from 100 to 200 ft.lbs.
Crankshaft pulley nut torque has been increased from 150 to 325 ft.lbs.
The AERA Technical Committee | |
CYLINDER HEAD BOLT TORQUE CHANGES | Cylinder Head Bolt Torque Specification Change
And Revised Tightening Procedure On
International Truck 400 Series Engines
A new cylinder head torque of 225 N·m (165 ft-lb) has been
adopted for proper assembly of the new style cylinder head bolts
with integral washers as well as old style head bolts with
hardened washers for International Truck 400 Series engines.
The former spec. of 203 N·m (150 ft-lb) should be disregarded for
head bolts with integral washers.
A revised tightening procedure has been developed for both old
and new style cylinder head bolts as follows:
Tighten cylinder head bolts using these steps:
1. Lubricate bolt threads, bolt head seating areas and washers
where applicable with clean engine oil.
2. Tighten bolts in 3 stages referring to the diagram below.
Stage 1 - Following sequence A, tighten bolts to 150 N·m
(110 ft-lb).
Stage 2 - Following sequence A, tighten bolts to 210 N·m
(155 ft-lb).
Stage 3 - Following sequence B, tighten bolts in rows to
225 N·m (165 ft-lb).
CAUTION: DO NOT BACK BOLT OFF. PULL UP TO TORQUE LEVEL
INDICATED.
(Insert 2 Illustrations)
The AERA Technical Committee
April 1983 - SPB 100
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MAINTENANCE OF AIR COMPRESSORS | Maintenance Of Air Compressors
An air compressor, like other shop equipment, is a valuable labor
saving piece of machinery. Too often, however, compressors are
abused or neglected until they break down. A few simple
precautions will ensure the reliability of your compressor for
years to come.
A compressor should be housed in a relatively cool, dry
enviroment. If possible, the temperature of the intake air
should not exced 100^. In addition, for larger shops most
compressor manufacturers recommend having two compressors of
smaller capacity rather than one large one. This is because, in
the event of a breakdown, the shop will not be without at least a
partial air supply. Moreover, in slack times, you may be able to
operate only one compressor without losing efficiency.
The following routine maintenance procedures are recommended:
WEEKLY MAINTENANCE
1. Check crankcase oil level. Make sure you are using
recommended oil. Don't use engine oil unless specified.
2. Drain air reciever.
3. Check safety valve manually.
MONTHLY MAINTENANCE
1. External cleaning, especially cylinder and intercooler fns
with an air gun.
2. Clean intake air filters. Clean or replace element.
3. Check compressor valves for tightness. Clean as needed.
4. Use an air gun to blow off the electric motor windings.
Lubricate the motor if necessary.
500 HOUR MAINTENANCE
1. Change crankcase oil every 500 hours or every 3 months.
2. Check and tighten all bolts, especially head and mounting
bolts.
3. Remove, inspect and clean suction and discharge vlaves.
4. Check and adjust belt tension.
The AERA Technical Committee
January 1973 - SPB 16
##END## | |
HIGH OIL CONSUMPTION ON 2001-2002 GM 8.1L ENGINES | High Oil Consumption On
2001-2002 GM 8.1L VIN G Engines
The AERA Technical Committee offers the following information regarding higher than expected oil consumption for 2001-2002 GM 8.1L VIN G GM engines. That amount to consider would be a quart or more of oil to 100 gallons of fuel used. Engines use various amounts of oil depending upon the severity of their duty and load conditions.
It has been determined that in this engine there may be oil vapor entering the intake manifold due to insufficient intake gasket applied load. To resolve this condition new service intake manifold bolts have been developed. Those bolts are available with Part #12561518 and ten are required. Additional torque has also been added to the installation procedure shown below.
Step 1. In the order of sequence shown in Figure1 below, loosen and replace one bolt at a time. Insert a new bolt and torque it immediately to 44 inch pounds (5 Nm)
Step 2. After all ten bolts have been replaced with new bolts tighten each bolt in sequence to 71 inch pounds (12 Nm).
Step 3. Tighten all bolts in sequence to a final torque of 106 inch pounds (12 Nm).
This procedure should also be used anytime the intake manifold gaskets are being installed and older service manuals should be updated with this current information.
The AERA Technical Committee | |
MAIN BEARING BOLT TORQUE CAUTION | Main Bearing Bolt Torque Caution For
GM High Performance Engines
The AERA Technical Committee offers the following information regarding a main bearing bolt torque caution for GM high performance engines. The information in this bulletin pertains to big and small block Chevrolet racing engines that use splayed main bearing studs and nuts. The torque value used to secure the splayed main bearing caps is not the same as other conventional big and small block engines. Main bearing housing bore distortion will result if conventional values are used.
These blocks are available in both aluminum and cast iron alloys and the torque values and procedures are unique to the alloy used. Refer to the illustrations and steps listed below to torque main bearing caps.
Use 30 weight engine oil on all studs and nuts, bottom all studs to 10 ft/lbs prior to installation. Apply FULL TORQUE nuts 1-10 before applying any torque to 11-20 (Except on Cast Iron Big Block Chevy).
Big Block Aluminum
Torque nuts 1-10 to 95 ft/lbs.
Torque nuts 11-20 to 80 ft/lbs.
Small Block Aluminum
Torque nuts 1-10 to 65 ft/lbs.
Torque nuts 11-18 to 60 ft/lbs.
Torque nuts 19-20 to 45 ft/lbs.
Cast Iron Small Block
Torque nuts 1-10 to 65 ft/lbs.
Torque nuts 11-16 to 60 ft/lbs.
Torque nuts 17-20 to 40 ft/lbs.
Cast Iron Big Block
Torque nuts 1-10 to 110 ft/lbs.
Torque nuts 11-20 to 100 ft/lbs.
The AERA Technical Committee | |
CONNECTING ROD CAUTION | Connecting Rod Caution For
John Deere 6-404 Diesel Engines
The AERA Technical Committee offers the following information on a connecting rod caution for 1970-80 John Deere 6-404 diesel engines. The information contained in this bulletin should be considered any time connecting rod bolts for this engine are being torqued. Several different torque values have been used for this engine during manufacturing, depending upon when the engine was manufactured. It is important to determine which value to use as bore distortion or inadequate clamping force may occur if the wrong torque value is used.
Early engines (no serial number break) used a torque value that ranged from 100-140 ft/lbs for the connecting rod bolts. Later engines were built using a connecting rod bolt torque of 55 ft/lbs plus a 90° turn. As much as .003 bore distortion has been reported if the later torque is used where the lower value was originally applied.
It is important to note on any engine rebuild which torque applies or engine damage will result. It is therefore suggested that all connecting rods be torqued and checked for size before reusing as many early rods have been reconditioned while using the later torque value. It is also recommended to use the later torque value of 55 ft/lbs plus a 90° turn, any time the rods are reconditioned. Those reconditioned rods should then be labeled with a tag indicating the 55 ft/lbs plus a 90° turn to prevent possible confusion during assembly.
The AERA Technical Committee | |
NEW GASOLINE ENGINE OIL CLASSIFICATION SH | New Gasoline Engine Oil Classification SH
The American Petroleum Institute (API) has released a new gasoline engine oil category SH. Engine oils meeting this classification should be used in all 1994 and later gasoline engines. This oil may also be used in gasoline engines
manufactured before the 1994 model year.
As EPA emission laws continue to evolve, manufacturers of gasoline engines have been forced to follow tougher standards with lower total emissions. As those demands continue, engine oils have also required improvements. The oil classification SH, provides better protection against rust, oxidation, sludge,
varnish and extended component life expectancy.
Oils branded with the SH moniker are tested under the tougher Engine Oil Licensing and Certification System (EOLCS). This new system requires oil to pass either the first time tested, or pass on an average score of multiple samples tested. Previously oils could continue to be tested until passing results were generated.
Oils that pass the SH test and meet Energy Conserving II (ECII) requirements may use a new starburst logo indicating certification from the International Lubrication Standardization & Approval Committee (ILSAC). This new symbol is designed to allow consumers to readily identify oils that conform to the latest engine oil standards. Along with the starburst logo, the familiar API donut will display the oil's viscosity and SH classification. Oils not conforming to the ECII requirements may display the SH rating without the new starburst symbol.
The AERA Technical Committee |
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