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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
##END## |
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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 |
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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
##END## |
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CYLINDER HEAD SPECS |
Cylinder Head Specifications on
Case 2870 Diesel Engines
The following cylinder head specifications should be considered when remanufacturing Case Model 2870, 674 CID diesel engine cylinder heads.
The minimum cylinder head thickness has been established at 4.898 (124.41mm). The cylinder head features a groove for fire ring retention that may need to be recut if the head has been surfaced. The groove should be .037 - .041 (.94 - 1.04mm) wide and .006 - .010 (.15 -.25mm) deep. The fillet of the groove should have a 10° chamfer.
Valve recession should be checked and adjusted if necessary to a maximum recession of .069 (1.75mm), below the deck surface, for both intake and exhaust valves.
The AERA Technical Committee |
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REVISED CONNECTING ROD CAP SCREWS ON E-7 ENGINES |
Revised Connecting Rod Cap Screws On
Mack E-Tech & E7 PLN Engines
AERA members have reported a revised connecting rod cap screw on Mack E-Tech & E7 PLN engines. This change occurred during production of these engines beginning September 14, 1999.
The fully threaded shank identifies this new cap screw. Previous connecting rod cap screws had a long neck down shank as shown at the top in Figure 1. As a positive means of identification, the part number suffix can be found on the head of each cap screw as well.
The two 14mm connecting rod cap screws shown in the lower portion of Figure 1 are to be used with connecting rods that have alignment sleeves in the rods. The 211M & 212M on the head of the bolts identifies them. The 16mm cap screw is used on early E7 PLN engines having connecting rods without alignment sleeves and are identified by the 24M on the head of the bolt.
To provide strict control of torque on these rods, an angle torque method has been added to the two 14mm cap screws. Torque values for the three connecting rod cap screws are as follows:
· 396GC24M ? 150 ft/lbs
· 396GC211M ? 30 ft/lbs + 90°
· 396GB212M ? 30 ft/lbs + 90°
The AERA Technical Committee |
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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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NEW ROCKER ARM SHAFTS |
New Rocker Arm Shaft Assembly Released On
Navistar (International) 3.2, 5.0, 5.6 & 6.4L
(196, V-304, V-345 & V-392 CID) Engines
A new rocker arm shaft assembly is now available for the 196 and small V-8 engines. The new shaft assembly has 4 less rocker arm shaft support brackets per cylinder head than the previous shaft assembly.
The four support brackets and their mounting bolts are replaced by springs, new shorter nylon patch bolts and hardened flat washers to seal the previous support bracket mounting bolt holes.
This change was incorporated into production starting with the following engine serial numbers:
Engine Model Starting Engine S/N
V-304, 345, 392 1492201
V-304A, 345A 280934
4-196 59231
The new rocker arm shaft assembly is serviced in a kit. The .312- 18 UNC x .500 bolts with nylon patches which are included should be torqued to 155-190 in.lbs. (18-20Nm).
The AERA Technical Committee |
