| HEAD GASKET SELECTION FOR 1.9L DIESEL |
Head Gasket Selection For
1982-99 Peugeot 1.9L XUD9 Diesel Engines
The AERA Technical Committee offers the following information for the head gasket selection for the 1982-99 Peugeot XUD9 diesel engines. This information should be considered anytime head gasket replacement is occurring.
Four different head gasket thickness options are currently available and they replace all previous head gasket selections. These gaskets provide a greater variety of gasket thickness options to choose from. Selecting the correct replacement head gasket will ensure proper engine specifications are maintained during engine repairs.
Selecting a replacement head gasket requires measuring the amount of piston protrusion above the deck of the block. After determining the piston height, select the appropriate replacement gasket from the chart below. The gaskets are further identified by a different number of notches on one end of each gasket.
Note: The charts in the original service manuals are no longer valid.
Part # Piston Protrusion Gasket thickness Notches
94-8132 .56mm-.0220/ .71mm-.0279 1.48mm-.0580 2
94-8133 .71mm-.0279/ .75mm-.0295 1.52mm-.0600 3
94-8134 .75mm-.0295/ .79mm-.0311 1.58mm-.0620 4
94-8135 .79mm-.0311/ .83mm-.0326 1.62mm-.0637 5
Add this chart to older Peugeot service and overhaul manuals (if applicable) and this information should also be used on Toro Reelmaster® 335-D/3500-D and Groundsmaster® 455-D units.
The AERA Technical Committee |
| EXHAUST AND INTAKE VALVE CLEARANCES |
Exhaust And Intake Valve Clearances On
Continental Engines
All valve tappets should be set to the following clearances at slow idle and approximately 135 degrees water temperature.
L-Head Gasoline Engines
Engine Intake Exhaust
N56 .015 .015
N62 .012 .012
M6271
M271
M6290
M290 .017 .020
M6330
M330
M6363
M363
Y69
Y91 .012 .012
Y112
B6371
B371
B6405
B405 .017 .022
B427
B6427ROTO
BS415
F124 .016
*F135 STATIC
F140 .014 .017
F162
*F163
F209 .016
F218 STATIC
F226 .014 .017
F224
*F227
*F245
Note: All Military L-Head Standardized Engines same as Standard.
* Important: Recent F135, F163, F227 and F245 engines, have a tappet setting of .012 for intake and .020 for exhaust. Please check your engine nameplate for the correct setting.
Caution! When using the following camshafts for service replacement, use the tappet settings shown below:
F601I-304, F601I-305, F601I-501, F601I-502, F401I-200, F400I-343,
F400I-502, F400I-403 and F400I-505.
(.012 intake - .020 exhaust)
Overhead Valve Gasoline Engines
Engine Intake Exhaust
Z120
Z129 .010 .012
Z134
Z145 .011 .013
T6371ROTO
T371 .018 .022
T6427
T427
Overhead Valve Gasoline Engines
Engine Intake Exhaust
R6602
R602
R6572 .020 .030
R572
R6513
R513
FO6226 .017 .023
G157 .014 .014
G198
G176
G206 .016 .018
GF193
*RS MILITARY .018 .024
H260
H277 .014 .014
S6749
S6820
S749 .020 .024
S820
J382
J403 .014 .014
V8603 .020 .028
L478
L6478 .014 .020
COA .015 .015
U501
U6501 .016 .024
* Note: All Military Overhead Valve S engines except RS same as standard.
Diesel Engines
Engine Intake Exhaust
ZD129 .010 .012
GD157-GD193 .014 .014
ED201-ED208 .014 .014
ED223 .016 .018
HD260-HD277 .014 .014
JD382-JD403 .014 .014
TD427-TD6427 .018 .022
RD572 .020 .024
SD802 .020 .024
Special Valve Clearances
L-Head Valve Gasoline Engines
Engine Intake Exhaust
Myers Sherman F244-FA244 .014 .020
Divco F400 & F600 Roto .014 .016
Brockway M6290 (Model 38B) .020 .022
Brockway M6330 (Model 40B) .020 .022
Brockway M6363 (Model 41BD) .016 .024
Special Valve Clearances
Overhead Valve Gasoline Engines
Engine Intake Exhaust
R6602 Specs. 69, 74, 77, 84, .018 .024
105, 108, 126
B600 Engine with B600I-414 Cam .014 .022
Brockway B6427 (Models 42BD,42BY, .016 .024
42BX)
Brockway R6513 (Models 46B,46BD) .020 .030
Brockway R6572 (Models 48B,48BD) .020 .030
The AERA Technical Committee |
| OVERSIZE CAMSHAFT HOUSING BORES ON 6.2L DIESEL |
Oversize Camshaft Housing Bores on
GM 6.2L (379 CID) Diesel Engines
AERA members have reported finding oversize camshaft bearing
housing bores on GM 6.2L (379 CID) diesel engines.
The cylinder blocks in question featured cam bearing bores that
were .005 (.013 mm) oversize. At this time no oversize bearings
are available from any manufacturer. Standard bearings can be
modified to be used in oversize bores by knurling or actually
plating metal to the outside diameter of the bearing. See AERA
Technical Bulletin TB 505 for additional information on this
topic.
Use the following chart of specifications to verify the cam
bearing housing bore diameter of the GM 6.2L (379 CID) diesel
cylinder block.
Bore Location US Diameter Metric Diameter
#1 2.3270 - 2.3290 59.106 - 59.157 mm
#2 2.3180 - 2.3200 58.877 - 58.928 mm
#3 2.3080 - 2.3100 58.623 - 58.674 mm
#4 2.2980 - 2.3000 58.369 - 58.420 mm
#5 2.1410 - 2.1430 54.381 - 54.432 mm
Oversize cam bearing bores are becoming more common as OE
manufacturers salvage castings that are not machined to
specifications the first time around. Be sure to inspect all
cylinder blocks to be remanufactured to safeguard against costly
mistakes.
The AERA Technical Committee
February 1989 - TB 545
##END## |
| VALVE CROSSHEAD CLEARANCE |
Valve Crosshead To Rocker Lever Clearance On
NH, NT & V-1710 Series Cummins Engines
Valve crosshead nose to rocker lever clearance on the subject engines must be checked during engine rebuild and at any time valve crossheads are replaced on engines using crossheads No. 123416 & 3000326. A minimum of .020 (.51 mm) clearance must be present as illustrated in Fig. 1, on the cylinder being checked with valves completely closed and crosshead in the upmost position. After installing rocker lever assemblies, check crosshead to rocker lever clearance as follows:
1. Turn crankshaft slowly in direction of rotation until the valves are closed on the cylinder being checked. With rocker lever held firmly against the stellite pad of the crosshead, a .020 (.51 mm) wire type feeler gauge must pass between the crosshead nose and the lower beam section of the rocker lever.
2. If the feeler gauge does not pass through:
a. Remove the rocker lever and/or crosshead and grind the nose of the crosshead or rocker lever beam in the area circled in Fig. 1 until enough clearance is obtained.
b. If the rocker is ground, grinding should cover the complete area illustrated in Fig. 2 in a continuous arc. Do NOT grind just the contact area.
Caution: A sharp depression in this area will cause a stress riser and eventual failure of the lever. Grind only enough material to achieve the required clearance. If grinding enters the oil passage, the rocker lever must be junked.
c. Grind sharp edges smooth.
The AERA Technical Committee |
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| CRANKSHAFTS INDUSTRIAL |
Crankshafts Used In Industrial Applications On
GM (Chevrolet) 5.7L (350 CID) Engines
When the GM (Chevrolet) 5.7L (350 CID) industrial engine is used in some applications such as lift trucks, the only crankshaft that is applicable has the forging number 1182. Dimension A of the rear flange is slightly smaller than that of other crankshafts used in General Motors 5.7L (350 CID) engines.
The larger flange crankshafts will not pass through the center hole of the bell housing. This is very critical when an oil clutch system is used.
The AERA Technical Committee |
| BURNED EXHAUST VALVES |
Burned Exhaust Valves, Low Power & Hard Starting On
Cummins NH & NT Engines With Jacobs Brake 25B & 30
Cummins Engine Co. reported that if the following complaints are experienced in the NH and NT engines equipped with Jacobs brakes, the slave piston clearance should be checked:
A. Exhaust valve burning
B. Low engine power when at operating temperature
C. Engine hard to start or will not start at operating temperature
A standard slave piston adjustment of .018 +/- .001 has been established. The .018 clearance setting is a cold setting which results in zero slave piston to crosshead clearance when the engine is at operating temperature.
Should the slave piston clearance setting be less than .018, the following conditions outlined in A, B or C above may result as well as affect breaking power.
If the slave piston clearance is greater than .018 +/- .001, the following problems may occur:
1. Engine injector train component problems
2. Injector carboning
3. Bent injector push rods
4. Worn injector adjusting screws
5. Decreased camshaft life
6. Cam follower and follower shaft failure
7. Delay in breaking action
If the above problems are experienced and the engine is equipped with a Jacobs brake, the slave piston clearance should be checked with the latest Cummins specifications.
The AERA Technical Committee |
| 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 |
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