| | FASTENER REPLACEMENT WARNING |
Replacement Warning On Connecting Rod & Flywheel Or Driveplate Fasteners
Certain Chrysler (American Motors Corporation) products use fasteners that must be replaced when reassembling the engine. In particular use caution when working on Eagle, Jeep and Renault engines.
The following chart outlines the replacement of connecting rod and flywheel or driveplate fasteners for Chrysler Eagle, Jeep and Renault engines if the engine was disassembled.
COMPONENT: Flywheel/Driveplate bolts
ENGINE TYPE: C2J, C3J, F3N, 843, A7L J8S, J7T, 2.46L, 2.8L, 4.2L, 5.9L
COMPONENT: Connecting rod bolts/nuts
ENGINE TYPE: C2J, C3J, F3N, 843, A7L, J8S, J7T
The AERA Technical Committee | | EXHAUST MANIFOLD LEAKS | Exhaust Manifold Leaks On
Chrysler/Jeep 4.0L Engines
Chrysler Corporation has revised the exhaust manifold gasket and exhaust manifold installation procedure on 4.0L engines used in Jeep Cherokee, Wagoner and Comanche Trucks. The gasket and installation procedure should guard against exhaust manifold leaks on these vehicles.
The revised combination exhaust/intake manifold gasket carries Part #53006244 and should be installed with the following procedure:
Remove any remaining gasket material from the mating
surfaces of the cylinder head or manifolds.
Since the two manifolds are to be mounted as a unit, loosen
the EGR crossover tube that connects the two of them.
Place the new gasket over the alignment dowels of the
cylinder head and mount the manifold.
Install all fasteners finger tight.
Using the torque sequence outlined in the illustration,
torque fasteners #1 through #5 to 23 lbs.ft.
Torque fasteners #6 and #7 to 17 lbs.ft.
Torque fasteners #8 through #11 to 23 lbs.ft.
Tighten the EGR crossover tube nuts to 30 lbs.ft. of torque.
Advise the mechanic who will install the engine, to loosen
the clamp that fastens the exhaust header pipe to the
manifold, if the vehicle is so equipped, before mounting the
pipe to the manifold. This prevents stress in the manifold
itself. The clamp may be tightened after the pipe has been
secured to the manifold.
This procedure is different from the one outlined in most service manuals, but should yield better results in preventing exhaust manifold leaks.
The AERA Technical Committee | | CYLINDER HEAD BOLT INSTALLATION CAUTION | Cylinder Head Bolt Installation Caution On
1980-87 Chrysler 4.0 & 4.2L Engines
Chrysler (AMC Jeep) 4.2L (258 CID) engines manufactured from 1973 through 1980 use 1/2 diameter cylinder head bolts that are torqued to 105 lbs.ft. The number 11 bolt requires thread sealer to prevent external coolant leaks.
As of the 1981 production year, all 4.2L (258 CID) engine head bolts have been reduced to 7/16 in diameter. These smaller bolts should be torqued in sequence to 85 lbs.ft except for the number 11 bolt which requires only 75 lbs.ft. Again, sealer is required on the number 11 bolt to guard against external
coolant leaks.
The 4.0L (242 CID) engine introduced in 1987 and used in Jeep trucks uses the same torque pattern, but require 110 lbs.ft. of torque for all but the number 11 bolt. Torque this bolt to 100 lbs.ft. after applying a pliable sealer.
For additional information see AERA Technical Bulletin: SB 112
The AERA Technical Committee | | CAMSHAFT POSITION SENSOR | Camshaft Sensor Caution For
2000 Chrysler 4.0L VIN S Engines
The AERA Technical Committee offers the following information regarding camshaft sensor caution for 2000 Chrysler (Jeep) 4.0L VIN S engines. Customer complaints of the engine not running and no-start conditions have been heard. This bulletin concerns instances caused by no impulse signal coming from the cam sensor.
I some situations the camshaft sensor has seized and requires replacement. When replacing the camshaft sensor pay particular close attention that cam sensor/oil pump drive gear on the camshaft is not damaged. If there are signs of sensor damage or camshaft gear damage, be sure to pull the oil pan and check for debris. Replacement of the cylinder block is not generally necessary when this condition occurs.
If the camshaft sensor assembly is being replaced, remember to lubricate the shaft before installation. To perform this pre-lube, turn the assembly upside down and squirt clean engine oil into the lubrication hole. It is located just below the mounting flange on the side of the housing, see Figure 1. Also, rotate the shaft to insure the upper bearing surfaces are lubricated properly. Failure to pre-lube the shaft and upper bearing may result in a repeat no-start condition.
The AERA Technical Committee | | OIL LEAKS ON 1984-86 GM 2.8L ENGINES USED IN AMC | Oil Leaks On
1984-86 Chrysler (AMC) 2.8L (173 CID) Engines Used In Jeep
Applications
Chrysler (AMC) says there are three possible oil leak locations
on its 2.8L (173 CID) engines: the valve covers, intake manifold
and rear cradle area of the oil pan.
Replace leaking valve cover gaskets with AMC part #8983 503 179
or aftermarket equivalent. The seam where the intake manifold
and cylinder head mate must have a small amount of RTV sealer
applied to eliminate gaps or steps that will allow leaks. Gasket
over-crush is prevented by metal pins located on the side of each
bolt hole.
Intake manifolds usually leak at the rear manifold-to-block
mating surface. After removing the manifold and thoroughly
cleaning it, use a 3/16 (4.7mm) diameter spherical cutter
(Figure 1) to cut a 3/16 (4.7mm) wide groove that's 1/16
(3.1mm) to 1/8 (1.5mm) deep.
(Insert Illustration)
Fill the groove with RTV sealer when reinstalling the manifold
(Figure 2).
(Insert Illustration)
For 1984 engines, Chrysler (AMC) supplies an oil pan gasket kit
AMC part #8983 500 853 (or use an aftermarket equivalent), which
should be installed in place of the RTV sealer used at the
factory. It is important, however, to seal the rear cradle
corners with RTV sealant.
1985-86 engines should be closely inspected for deformed oil pans
(Figure 3). Replace deformed oil pans with AMC part #8953 001
840. Engines built after January 21, 1986 should not have
deformed oil pans.
(Insert Illustration)
The new, recommended method is to remove the stand-offs on the
oil pan rails (Figure 4) with a file or small hand-grinder. Use
AMC oil pan gasket kit #8983 500 853 or aftermarket equivalent.
(Insert Illustration)
The rear cradle seal is installed in the groove in the main cap
and a small amount of RTV is applied to the corners of the seal
where it contacts the block. Please note that once the stands
have been removed, RTV can no longer be used in place of the
gasket.
The AERA Technical Committee
August 1986 - SB 134
##END## | | VALVE SEAT INSTALLATION CAUTION | Valve Seat Installation Caution On
Chrysler 4.0L Engines
AERA members have reported coolant loss on Chrysler 4.0L engines used in the Jeep vehicles. This loss occurs shortly after cylinder head remanufacture and can vary in amounts.
If exhaust valve seats are installed during cylinder head rebuild process, the counterbore tool may break into the coolant passages of the head. A valve seat counterbore as small as 1.500 outside diameter by .218 deep may create a through passage. Although each individual head casting may vary in casting thickness in this area, caution should be used in seat selection. Pressure
checking the head after seat installation is advised.
If a seat is installed into the number one cylinder, you may be able to see the newly created passage by looking through the thermostat housing opening at the very front of the head (see illustration).
The AERA Technical Committee | | CAMSHAFT THRUST CONTROL | Camshaft Thrust Control On
Chrysler 2.5, 4.0 & 4.2L (Jeep) Engines
AERA membership has reported a mysterious knocking noise on Chrysler 2.5, 4.0 and 4.2L engines used in various Jeep utility vehicles. The noise is loudest at the lower front area of the engine and has, on occasion, been reported in all of the above listed engines. The noise will disappear if the engine is operated at higher than idle speed.
Disassembly of the engine revealed that the camshaft gear was making contact with the timing cover. Recalling the engine's assembly, several machinists remembered encountering a bolt that had an 1/8 hole in it. Most were unsure where to install the bolt.
As of the 1991 production year, Chrysler has updated the engine to a new method of retaining the camshaft in the block. Prior model year engines were equipped with a camshaft thrust plate. This has been superseded by a special bolt, spring, plunger and front cover (see illustration). The plunger assembly maintains constant pressure on the camshaft, preventing it from moving
forward. Camshaft chucking will result if this thrust control assembly is not reinstalled. The pin rests against a small protruding pad in the front cover that is reported to be 1.000 from the gasket mounting surface.
A replacement Pin Package is available from Chrysler under the Part #83502890.
The AERA Technical Committee | | REAR MAIN ROPE SEAL ALTERNATIVE | Rear Main Rope Seal Alternative
The AERA Technical committee supplies the following information on a rear main rope seal alternative. The information provided below was collected over many years. This information is feedback from people like you. People tell us these seals have worked fine for them but will they work for you? AERA expresses no guarantee that they will work 100% of the time but the seals listed below have proven to be the most successful.
During installation, offset or rotate each seal half ? to 3/8 from the main cap parting line. Place dab of anaerobic gel on the ends of the seals that will butt together. Lubricate the seal lip with straight 50 W oil or a bearing assembly lube as those lubes that will stay in place until the engine is started. Seal manufacturers do not recommend white grease alone, because they have seen too many failures from dry startups. This is especially true in rebuilt engines that sit on the shelf for long periods of time before being put into service. This is why you may have seen chunks torn out of the contact face of the seals that have
leaked. If you have ever seen a Ford 390 or 460 tear the whole lip off the seal, it happened because it was dry started and stuck to the crankshaft.
Engine to Detroit Enginetech FM ROL Victor Actual
Be repaired Application
Buick 231 17200 S-1389 BS-40613 RS-29470 JV-742-V Jeep 225
Buick 350 17043 N/A BS-40032 RS-29130 JV-618 Ford 460
Buick 455 17042 N/A BS-30135 RS-29050 JV-730 Ford 200
GM 265/283 17053 S-0629 BS-13241 RS-29005 JV-728 Chev 250*
Caddy 365 17032 S-1196 BS-40245 RS-29040 JV-606 Dodge 318
Ford 312 17032 S-1196 BS-40245 RS-29040 JV-606 Dodge 318
Olds 260 307
330 350 403 17175 N/A BS-6141 RS 29310 N/A Ford 292
Olds 350D
400 425 455 17043 N/A BS-40032 RS-29130 JV-618 Ford 460
Pontiac 301 17091 N/A BS-40048 N/A JV-616 GMC 637
Pontiac 350 17043 N/A BS-40032 RS-29130 JV-618 Ford 460
Pontiac 455 17008 N/A BS-40012 RS-29115 JV-600 Caddy 500
* Install a .090 (2.290 mm) diameter wire in the groove, behind the seal.
It has also been reported that replacing the timing case rope seal with a National seal Part #450446 has proven effective on 455 Buick engines. On engines which use rope anti-rotation holes in the block and cap, fill them with RTV and let dry over night.
The AERA Technical Committee | | VALVE RETAINER & KEEPERS MAY CAUSE CLATTER NOISE | Valve Clatter Noise On
1984-86 American Motors 2.5L (150 CID) Engines
American Motors Corporation reports that a loud valve clatter may develop in the 2.5L (150 CID) engine found in some late 1984 to early 1986 Chrysler (Jeep) vehicles. This noise may be caused by the rocker arm contacting the valve spring retainer due to deformed valve locks. See Figure 1.
When replacing deformed valve locks, replace the valve spring retainer as well to prevent this condition from reoccurring.
AERA members should also be aware that two styles of valve stem grooves were used on the 2.5L (150 CID) engine during this time period. One valve has a chamfered groove bottom while the other does not have a chamfer (see Figure 2). Both styles of valve stem grooves are acceptable and use the same valve locks. The style of the valve stem grooves is not a factor in the deformed
valve lock condition.
Replace the valve locks with AMC part #324 2664 and the valve spring retainer with AMC part #324 2661 or use aftermarket equivalents.
The AERA Technical Committee |
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