| 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Note: The charts in the original service manuals are no longer valid.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 |
| CYL. HEAD REPLACEMENT CAUTION |
Cylinder Head Replacement Caution On
1990-93 GM 1.6L VIN 5 & 1.8L VIN 8 DOHC Engines
The AERA Technical Committee advises members of a caution when
replacing the cylinder head on 1990-93 1.6L VIN 5 & 1.8L VIN 8 DOHC
engines. This engine uses two internal oil control valves located
below the intake camshaft. Those valves are not included in a new
cylinder head assembly.
The valves must be either replaced, or cleaned and transferred from
the old head to the new head casting. The oil flow check valve Part
#94325538 and the oil control valve Part #94360288 are currently
available from GM. As shown in the illustration below, both valves
are in the oil galley directly below the intake cam between the # 3
& 4 cylinders.
The function of the oil flow check valve (#603), is to prevent oil
from draining out of oil galleys in the head when the engine is
stopped. The oil control valve (#604), meters the amount of engine
oil going to the cylinder head.
The AERA Technical Committee
May 1996 - TB 1341
##END## |
| IDENTIFYING ONE PIECE REAR MAIN SEAL CRANKSHAFTS |
Identifying One Piece Rear Main Seal
GM 5.0 & 5.7L (305 & 350 CID) Crankshafts
Identifying the Chevrolet 5.0 & 5.7L (305 & 350 CID) crankshaft used in various GM cars and trucks has not been made any easier since the introduction of the one piece rear main seal crankshaft.
Currently AERA is aware that casting numbers 14088526 and 14088535 are cast iron crankshafts used in either 5.0L (305 CID) or 5.7L (350 CID) engines. Again, GM is using the same crankshaft castings in two differently balanced engines. A steel crankshaft with the forging number 14088532 is used in the 5.7L (350 CID) Corvette engines.
Both engines are externally balanced and use the same counterweighted flexplate or flywheel and a non-counterweighted damper. Equally shared are the connecting rods which weigh 603-604 grams. The rotating (big) end of the connecting rod weighs 424 +/- 2 grams while the reciprocating (pin) end weighs
179 +/- 2 grams.
The weight for a 5.0L (305 CID) piston and pin is 646 +/- 3 grams, whereas a 5.7L (350 CID) piston and pin come in at 743 +/- 3 grams. The total bob weight for the 5.0L (305 CID) engine is 1815 grams in comparison to the 5.7L (350 CID) engine at 1916 grams.
AERA mrmbers have visually differentiated the crankshafts by the balance holes drilled into the front and rear counterweights. Machinists using these specifications should be aware that all of the measurements are approximate and may vary slightly from crankshaft to crankshaft.
The holes drilled in the 5.0L (305 CID) crankshaft front counterweight vary somewhat. There are either two 1 holes drilled to a combined depth of 2.563, or two similarly drilled 1 holes along with a third .750 hole drilled to a depth of
.125-.313. The rear counterweight is much the same with either two 1 holes drilled to a combined depth of 2.250, or two similarly drilled 1 holes along with a third .750 hole drilled to a depth of .188-.313
The 5.7L (350 CID) crankshaft's front counterweight has two 1 holes drilled to a combined depth of 1.188. The rear counterweight also has two 1 holes drilled to a combined depth of 1.563.
To-date visually separating the crankshafts using the specifications outlined above has been validated by later balancing.
The AERA Technical Committee |
| 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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