|
WATER PUMP IDENTIFICATION |
Water Pump Identification On
1997-99 GM 5.7L VIN G Engines
The AERA Technical Committee offers the following information on water pump and pulley identification on 1997-99 GM 5.7L VIN G engines. The water pumps and pulleys during the above period underwent design changes that took place at various stages during production.
1997-98 water pumps have longer legs (the area used for attaching the water pump to the cylinder block) as shown in Figure 1. It also uses paper gaskets and a bolt on pump pulley assembly. The first design pump in 1999 has shorter legs, carrier type gaskets and a bolt on pump pulley. Second design pumps used in 1999, as shown in Figure 2, have the shorter legs, carrier type gaskets and a press-on type pulley. This pump design can be used on all model year LS1 aluminum engines.
When servicing the water pump, the appropriate model year kit should be used from GMSPO or aftermarket equivalent. The longer legged pump shown in Figure 1, will be phased out of service parts and the second design pump will supercede it. The 1999 first design pump is no longer available and the second design pump with the press-on pulley will be necessary for pump replacement. To determine which application takes what pump and gasket, refer to the chart below that GM has supplied.
Application Water Pump Water Pump Kit* Water Pump Gasket
1997-98 Y, 98 FLong Leg Pump 12369537 125568887, Paper Gasket
Bolt On Pulley
1999 F & Y Short Leg Pump 12456112 12559271, Carrier Gasket
Press On Pulley
* Pump Mounting Gasket is included in the Kit.
When replacing the water pump, it is important that the correct gasket is used. Use of an incorrect type gasket will cause misalignment of the serpentine belt on the water pump pulley and belt damage may occur.
The AERA Technical Committee |
|
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 |
|
ENGINE TICKING NOISE ON 5.7L VIN R ENGINES |
Engine Ticking Sound On
1998-99 GM 5.7L VIN R Engines
The AERA Technical Committee offers the following information regarding an engine ticking sound on 1998-99 GM 5.7L VIN R engines. This noise may be described as similar to valve train noise or detonation and most noticeable when the engine is completely warmed up and driven under a load.
The noise may be due to an exhaust pressure wave that is migrating past the secondary A.I.R check valves into the hose plumbing. The pressure wave produces an objectionable noise similar to valve train noise or detonation.
To cure this problem, GM offers a baffle under Part #12562714. To successfully fix this problem, three of the baffles will be required. These locations are shown in Figure 1. These baffles are installed into the A.I.R hoses and should be 1.5-2.0 from the end of the hose.
The AERA Technical Committee |
|
VALVE SEAL USAGE |
Valve Seal Usage For
1982-99 GM 6.2 & 6.5L VIN C, J, F, P, S & Y Diesel Engines
The AERA Technical Committee offers the following information regarding valve stem seal usage for 1982-99 GM 6.2 & 6.5L diesel engines. These engines? overhaul and head gasket sets contain 24 valve stem seals, 16 O-ring type and 8 positive guide mounted type.
The correct location of the guide mounted positive type seal may have an effect on the future oil usage of that engine. The 8 positive seals are intended for use with the exhaust valve assembly, not the intake as is common for other engines.
It has been reported that cylinder heads have been received in machine shops for valve jobs with the 8 positive seals on the intake valve locations. Reassembling those heads in that manner may cause excessive oil to pass down the exhaust guide. This is especially true for turbo-charged engines.
The AERA Technical Committee |
|
HARMONIC DAMPER CAUTION |
Harmonic Damper Caution For
1992-2002 GM 6.5L Diesel Engines
The AERA Technical Committee has become aware of complaints of harmonic damper loosening, key shear and crankshaft damage on 1992-2002 GM 6.5L Diesel engines. This condition has been reported on engines that have been in service a long time and on engines shortly after re-installation of the vibration damper.
Over time, the single bolt retaining the harmonic damper may lose its clamping load. The loose harmonic damper will eventually shear the alignment key. Further damage of the crankshaft snout, keyway and damper mating surfaces may occur. Continued engine operation may allow the damper to spin and relocate it?s position relative to the crankshaft keyway. This damper is balanced according to a specific location and will cause a severe vibration if relocated 180° from the keyway location.
Since the crankshaft-timing sprocket uses its own key, the loose damper may not affect engine performance even when a seemingly engine vibration starts. If continued engine operation is allowed component failure may occur.
GM uses a hardened washer, Part #23504011, under the damper retaining bolt head to assist maintaining the clamping load of the bolt. It is common practice for AERA members to replace this washer every time the damper bolt is removed from the crankshaft. This bolt is a 5/8 fine thread and requires an applied torque of 200 ft/lbs to secure the damper to the crankshaft. . According to one AERA member, it is actually good insurance to replace the bolt and damper as well anytime this engine is rebuilt.
Description Part Number
Damper Bolt 14022672
Hardened Washer 23504011
Damper 1992-93 14022671
Damper 1994-99 10154688
The AERA Technical Committee |
|
REVISED CYLINDER HEAD STRESS PLATE |
Revised Cylinder Head Stress Plate For
Caterpillar 3126 Diesel Engines
The AERA Technical Committee offers the following information regarding a revised cylinder head stress plate for Caterpillar 3126 Diesel engines. Previously AERA published Technical Bulletin TB 1561 concerning a stress plate for this engine.
The previously made plates were a single cylinder coverage, which required multiple relocations of the plate to bore/hone all six cylinders. The revised stress plate covers all six cylinders and does not require removal until all honing operations have been completed. This stress plate should also be used in conjunction with a standard thickness head gasket with the cylinder head mounting bolts torqued to the values listed below.
Stress Plate Installation Procedures
1. Verify the top of the cylinder block is clean, dry and free of nicks, burrs and flat.
2. Torque all M20 bolts in numbered sequence to 99-121 ft/lbs.
3. Tighten large M20 bolts in numbered sequence to 305-335 ft/lbs.
4. Re-tighten large M20 bolts in numbered sequence to 305-335 ft/lbs.
As a reminder, it is also acceptable to install a repair sleeve for damaged or oversize bores on this engine. AERA is unaware of a company other than Caterpillar supplying this revised stress plate Part #125-2064.
#1-14, 20 mm bolts # 15-20 small bolts
THE AERA TECHNICAL COMMITTEE |
|
CRANKSHAFT CAUTION FOR 2.2L GM VIN 4 |
Crankshaft Caution On
1996-99 GM 2.2L VIN 4 Engines
The AERA Technical Committee offers the following information regarding crankshaft caution on 1996-99 GM 2.2L VIN 4 engines. There seems to be one casting number that is used, 4618, but two different crankshaft designs. Members are advised not to mix these crankshafts up, as it will cause a drivability problem with the vehicle.
Both versions of this crankshaft casting number came with timing notch in the crankshaft reluctor wheel. The difference in the crankshafts is that in 1998 the crankshaft was manufactured with the advanced timing notch by approximately 10° more than previous years.
To distinguish the difference between the two crankshafts, place both crankshafts with the nose of the crankshaft toward you and the keyway in the 12 o?clock position. Note the location of the notch at the top of the reluctor wheel compared to the casting line in the crankshaft shown in the figure below.
If the right edge of the timing notch on the reluctor wheel is approximately .500" to the left side of the casting line on the crankshaft and located roughly at the 11 O?clock position, then you have the early retarded crankshaft shown on the right in Figure 1 below. If the right edge of the crankshaft is directly next to the casting line and almost straight up at the 12 o?clock position, then you have the advanced later crankshaft show on the left and introduced in 1998.
The AERA Technical Committee |
|
ABNORMAL COMBUSTION |
Abnormal Combustion On
Saab 2.0L B201 & B202 Engines
AERA members have reported engine damage from abnormal combustion in Saab automobiles equipped with the 2.0L B201 and B202 engines. The resulting damage has ranged from premature head gasket failure to piston damage shortly after remanufacture of the engine.
After machining the deck surface of the cylinder head, it is important to chamfer the combustion chamber edges. If left unchamfered, the sharp edges may act as a heat sink during the normal combustion process and start to glow. This glowing or hot spot may increase the possibility of abnormal combustion, in
particular premature ignition of the air/fuel mixture, leading to a component failure.
Removing burrs, nicks and sharp edges from the combustion chamber
will result in longer engine service.
The AERA Technical Committee |
|
REVISED CLYINDER BLOCK & MAIN BEARING |
Revised Cylinder Block & Main Bearings For
1989-99 3116 Caterpillar Engines
The AERA Technical Committee offers the following information concerning a revised cylinder block for the 1989-99 3116 Caterpillar diesel engines. The
revised cylinder block went into effect during 1998. The machining process of the lubrication groove in each main saddle was eliminated.
Along with the block groove elimination, the bearing tang locator slots in the main housing bore were also relocated. Blocks without a grooved main bearing
housing bore will now require an entire bearing set with a radial groove on the bearing inside diameter. See Figure 1 for cylinder block groove changes.
With those modifications to the main saddles on the 3116 block, the manufacturing process becomes identical to that of the 3126 block. Doing so allows similar main bearing inserts for both engines. This modification also allows for single main bearings design for locations 1-5 and number 7. The thrust bearing remains unchanged for both engines. Caterpillar does not recommend using the revised bearings with the older block, as locator lugs are
different.
Block With Groove Block Part Number
Yes 149-5401
No 7C-3346
No 101-3242
No 101-4496
No 129-1094
The cylinder block part number is stamped on the right hand side of the block casting. AERA is currently unaware of an aftermarket supplier of main bearings for these engines, but bearings are available from Caterpillar. One aftermarket supplier indicated they intend supplying the original design bearing before the end of 1999.
The AERA Technical Committee |
