| UPPER ENGINE OIL LEAKS |
Upper Engine Oil Leaks On
1989 Suzuki 1.3L DOHC (VIN 3) Engines
There have been instances of oil leaks on Suzuki 1.3L engines manufactured before February 10, 1989, caused by the front camshaft oil seal coming loose. Suzuki has found that this problem may be corrected by reducing the width of the seal. The original oil seal had a width of 8 mm and it has been replaced
with Part #09283-32026, which is 6 mm wide.
When installing the new seal, it is suggested that the front camshaft bearing cap be removed. The seal should be installed so that the outer seal surface is flush with the machined surface surrounding the seal bore. It is critical to ensure that the outer portion of the seal is not recessed in the seal housing bore (see illustration). Seal recession may restrict the oil return passage and cause premature oil seal failure. Re-torque the camshaft bearing cap bolts to 84-102 inch lbs. and the rocker cover bolts to 36-42 inch lbs.
Finally, inspect the timing belt for oil contamination. The belt should be replaced if there is any contamination or residue present. Operate the engine upon completion of this procedure and inspect for oil leaks.
The AERA Technical Committee |
| INTAKE MANIFOLD MODS IMPROVE COOLING |
Intake Manifold Modification Improves Cooling On
Suzuki 1.3L Engines
The AERA Technical Committee has recently become aware of a repair procedure on 1985-92 Suzuki 1.3L intake manifolds to improve engine cooling. Beginning in June 1992, a revised intake manifold went into production to supplement engine cooling. The change, effective VIN Code #JS4JC31C-N4102470 also involves a revised thermostat, which is not interchangeable with the older design.
It is possible to modify the older (1985-92) intake manifolds to take advantage of the revised thermostat and provide more effective engine cooling. The modification involves enlarging the water port opening to 1.890 and the thermostat mounting counterbore to 2.224. Refer to the illustrations below to
assist in the machining of the intake manifold.
The revised thermostat now incorporates a rubber O ring on the outside diameter to provide a more effective seal. There are currently two thermostats available, Part #17670-56B00 for 180 degree Fahrenheit opening, and Part #17670-56B10 for 190 degree opening.
The AERA Technical Committee |
| REVISED ENGINE SPECIFICATIONS |
Revised Engine Specifications On
1996-99 Suzuki 1.8L VIN 2 Engines
The AERA Technical Committee offers the following information on revised engine specifications for 1996-99 Suzuki 1.8L VIN 2 engines. Failure to use
these specifications may result in premature engine failure after assembly.
Apparently, Suzuki service manuals listed inaccurate information regarding connecting rod journal dimensions and torque values for the camshaft timing
sprocket bolts and the main bearing cap bolts. The dimension for the connecting rod journal is listed for a .010 (.25mm) undersize diameter. The correct specifications are listed below.
Engine Part Old Spec Revised Spec
.010 Undersize Rod Journal 1.9570-1.9591 1.9580-1.9586
Cam Timing Sprocket 43.5 ft/lbs 57.5 ft/lbs
Main Bearing Cap Bolt 18 ft/lbs 19.5 ft/lbs
The AERA Technical Committee |
| REVISED CYL. HEAD & ROCKER ARMS |
Revised Cylinder Head & Rocker Arms On
1992-96 Suzuki 1.6L SOHC Engines
AERA members have reported cylinder head and rocker arm modifications on 1992-96 Suzuki 1.6L SOHC engines. This design change occurred in June of 1992 and involved the spacing between the rocker arms. Intermixing of previous head, rocker arm and thrust springs should not be attempted. The changes affect the valve train geometry and could result in engine failure if the components are intermixed.
Cylinder heads may not be interchanged unless the rocker arms and spacer springs are also changed to the appropriate design. Currently both design heads are available from service parts under Part #111000-57B01 for the early head, and Part #111000-57B02 for the later.
Refer to the illustrations below to compare component differences.
The AERA Technical Committee |
| CON ROD CAUTION ON 1989-96 1.6L VIN O |
Connecting Rod Caution On
1989-96 Suzuki 1.6L VIN O Engines
The AERA Technical Committee offers the following information regarding a connecting rod caution on 1989-96 Suzuki 1.6L VIN O engines. It has been reported there are two styles of connecting rods used in these engines. One
uses a locked piston pin design and the other uses a full floating design. Using the incorrect rod for your application may lead to engine failure.
Apparently, engines were manufactured first for an interference fit between the connecting rod small end bore and their piston pin, thus locking the pin to the rod. That design evolved to a full floating design and the piston pin is maintained in the piston by clips.
The confusion started at the time the full floating assembly was introduced, as the rod did not incorporate a piston pin bushing. The pin is allowed to float within the small-end housing bore. It appears the manufacturing process only increased the small end diameter to create the desired clearances. All other aspects of the connecting rod remained similar.
Using a full floating rod on a locked style piston may cause an engine failure. Using a locked style rod on a full floating style piston may also cause an engine failure.
Some aftermarket piston suppliers are supplying only the full floating piston design. Some engine builders are using only that style piston and machining all 1.6L connecting rods to small end housing bore of .7481-.7485 (19.002-
19.012 mm). The desired piston pin to connecting rod small end housing bore oil clearance is .0001-.0005 (.0025-.0127 mm).
The AERA Technical Committee |
| CYL HEAD OIL RESTRICTOR |
Cylinder Head Oil Restrictor On
1989-95 GM 1.0L Engines
AERA members have reported some confusion on the cylinder head oil restrictor used on 1989-95 GM 1.0L engines. This engine uses hydraulic lash compensators in the cylinder head and the restrictor is used to control the amount of oil directed toward them. The confusion has been the correct location of the restrictor. Apparently some engines have it installed into the cylinder head and some in the cylinder block.
Regardless if the restrictor is screwed into the block or head, it also prevents excessive amounts of oil into the cylinder head area. If the oil control plug (restrictor) is not installed, the additional oil may overwhelm the PCV system and cause oil consumption.
When properly installed, this restrictor, Part #96051574, also acts as an anti-drainback valve and prevents lifter noise at start-up. This engine is made for GM by Suzuki and they also offer this restrictor under Part #11112-73001.
The AERA Technical Committee |
| TIMING CHAIN RATTL;ING NOISE ON 2.5L SUZUKI ENGINES |
Timing Chain Rattling Noise On
1999-2002 Suzuki 2.5L Engines
The AERA Technical Committee offers the following information regarding a timing chain rattling noise on 1999-2002 Suzuki 2.5L engines. This noise comes from the front of the engine behind the timing cover and is normally heard the loudest when the engine is cold. Vehicles that are affected are the Grand Vitara & XL-7.
There are 3 timing chain tensioners on this engine and causing this problem is the number 1 timing chain tensioner that is not properly adjusted. In order to fix this problem, Suzuki recommends replacement of the number 1 tensioner only as shown in the Figure 1 below. The new tensioner is being offered under Part #12831-85FA7. If there is a tensioner noise for the first 5 seconds of engine operation, Suzuki considers this normal under engine operation.
After installation of the tensioner, properly clean the sealing surface on the timing chain cover, crankcase, cylinder block and cylinder heads for installation. Apply sealant ?A" Suzuki Bond 1207F (Part #99000-31250) to the timing chain cover sealing surface as shown in Figure 2. Apply sealant ?B" Suzuki Bond 1207B (Part #99104-31140) to the mating surface of the cylinder block and head. Use a plastic scraper as a jig to force the sealer into the air gap formed between the cylinder block, head and head gasket as shown in Figure 2A.
NOTE: Failure to perform this step will result in an oil seepage that will migrate down the front of the block and be diagnosed as a crankshaft seal leak.
The AERA Technical Committee |
| FRONT ENGINE OIL LEAK ON 1999-2003 SUZUKI 2.5 & 2.7L ENGINES |
Front Engine Oil Leak On
1999-2003 Suzuki 2.5 & 2.7L Engines
The AERA Technical Committee offers the following information regarding a front engine oil leak on 1999-2003 Suzuki 2.5 & 2.7L engines. If oil is observed leaking from the left front of the engine resealing the timing cover may resolve those types of customer complaints.
To do so, two types of sealers are recommended from Suzuki to use at specific locations of the front cover. Refer to the illustrations below and follow the steps indicating the locations to use sealers ?A" or ?B".
1. Clean sealing surface on timing chain cover, crankcase, cylinder block and cylinder heads. Remove oil, old sealant, and dust from sealing surface.
2. Apply sealant A: Suzuki Bond 1207F (# 99000-31250) to timing chain cover sealing surface area as shown in the Figure 1. Ensure proper sealant bead. Do not over apply.
3. Apply sealant B: Suzuki Bond 1207B (# 99104-31140) to the mating surfaces of the cylinder heads and cylinder block as shown in Figure 2.
Figure 2
4. Use a plastic scraper as a jig to force the sealer into the air gap formed by the cylinder head, block and head gasket as shown in call-out A. There are four areas B where this must be performed.
5. NOTE: Failure to perform the step 4 will result in oil weepage/seepage that will migrate down the front side of the engine block. This may appear and be misdiagnosed as a crankshaft oil seal leak.
THE AERA TECHNICAL COMMITTEE |
| CAMSHAFT & CRANKSHAFT TIMING CHAIN ALIGNMENT FOR 2.5L SUZUKI |
Camshaft & Crankshaft Timing Chain Alignment For
1998-2003 Suzuki 2.5L, DOHC V-6 Engines
The AERA Technical Committee offers the following information regarding camshaft and crankshaft timing chain alignment on 1998-2003 Suzuki 2.5L, DOHC V-6 engines. These engines are used in the Grand Vitara vehicles. Suzuki uses an intricate timing chain arrangement, which is different from the right to left bank.
To correctly install the numerous chains and gears on this engine, start on the right hand bank or passenger side and follow the steps and diagrams listed below.
1. Install the right hand (RH) camshaft-to-camshaft timing chain tensioner adjustor as viewed in figure 1, torque bolts (a) to 8 ft/lbs.
2. Install the RH second timing chain, matching alignment marks of the yellow or silver links with camshaft sprockets as viewed in Figure 2.
3. Install the crankshaft sprocket and turn the crankshaft keyway up (12 o?clock position) as in Figure 3.
4. Align the RH intake camshaft timing mark as shown in Figure 4 and tighten the camshaft sprocket to 58 ft/lbs.
5. Install timing chain with silver plates to matching RH camshaft sprocket timing marks as in Figure 5.
6. Install the 1st chain around valley idler sprocket, then over the LH side idler sprocket, aligning the silver links of 1st chain to idler sprocket timing marks in Figure 6.
7. Install 1st chain matching with gold or yellow plates with crankshaft sprocket Figure 7.
8. Caution: turning crankshaft while the timing chain is off will bend valves.
9. Align timing marks on LH #2 idler and crankshaft sprocket as in Figure 8.
10. Align camshaft dowel pins with match marks on the cylinder head in Figure 9.
11. Install by aligning match marks (2) on yellow plate of LH 2nd timing chain and idler sprocket #2 as in Figure #10.
12. Hold the camshaft using a spanner wrench see figure #11 on the hexagonal section of the camshaft to hold it stationary. Install sprockets to intake and exhaust camshafts by aligning silver plate of LH #2 timing chain, match marks on intake sprocket and exhausts respectively in Figure #11. Torque the sprockets to 58 ft/lbs.
13. Caution: Do not turn camshafts more than necessary. If turned excessively, valve and piston may get damaged.
14. Install timing #3 chain tensioner compressed and plunger retained with a pin in Figure 12.
15. Tighten timing chain tensioner bolt c 18 ft/lbs, bolt d 32.5 ft/lbs tightening order 1, 2 & 3 see Figure 13.
16. Assembled front view as shown in Figure #14.
The AERA Technical Committee |
