| The following technical bulletins were published by AERA. |
| | INJECTOR SLEEVE INSTALLATION PROCEDURE FOR VOLVO TD 45 | Injector Sleeve Installation Procedure On
Volvo D45, TD45, D45B & TB45B Engines
The AERA Technical Committee offers the following procedure for installing Injector Sleeves On Volvo D45, TD45, D45B & TB45B engines. Volvo offers the following procedure to correctly install these injector sleeves.
1) With the old injector sleeve removed from the cylinder head, make sure that the sealing area in the cylinder head is free of rust and carbon deposits.
2) Check that the pressing drift, SVO6420 runs freely in the new injector sleeve and the steel ring. Polish off any burrs to avoid any difficulties when the pressing drift is removed.
3) Position the steel ring and the copper sleeve on the pressing drift and measure the clearance between the steel ring and the copper sleeve. Clearance should be .020-.040".
4) Oil the upper sealing ring for the copper sleeve and push it down into the cylinder head.
5) Position the lower sealing ring on the copper sleeve. Apply a thin coat of anti-corrosion fluid on the outside of the copper sleeve.
6) Position the steel ring and insert pressing drift down through the steel ring and the copper sleeve.
7) Check that the pressing tool, SVO6422 is positioned parallel to the cylinder head correctly according to the information below.
D45 & TD45 Figures 1-4
D45B & TD45B Figures 5-6
8) Press down the steel ring by tightening the pressing tool spindle to a torque of 50 ft/lbs.
9) Slacken the spindle and remove pressing tool & pressing drift.
10) Insert pressing drift, SVO6402 through the steel ring against the copper sleeve. Check that the drift moves freely in the sleeve. Position pressing tool, SVO6422 according to figures listed above.
11) Press down the copper sleeve by tightening the spindle of the pressing to a torque of 43 ft/lbs. This operation is done in two stages, first with the SVO6420 and then the SVO6402 in order to obtain the correct pressing force on the copper sleeve. This will also obtain correct clearance between the steel ring and the copper sleeve, which is .004-.018".
12) Remove the tools and check clearance which should be .004-.018". This is done using tool E1013 as shown if Figure 7.
13) Apply a thin coat of anti-corrosion fluid on the injector and inside of the copper sleeve and install the injector. Fit the yoke and the nut and tighten to 37 ft/lbs.
The AERA Technical Committee | | CYL HEAD OIL GALLERY MODIFICATION | Cylinder Head Oil Gallery Modification On
1976-85 Volvo 2.1 & 2.3L Engines
AERA members have reported a cylinder head oil gallery modification for Volvo 2.1& 2.3L engines. To enhance upper engine oiling, simply increase the diameter of the oil gallery hole to .563 (14 mm). To do so, requires the removal of the cylinder head and a drilling operation.
This engine design may allow sludge to accumulate in the oil gallery over a period of time if poor oil maintenance exists. To reduce the possibility of a seized camshaft from lack of lubrication at start-up, the following modification should be made to the cylinder head.
1. Remove cylinder head and locate the oil gallery feed hole on
the head gasket surface as shown in illustration below.
2. Obtain a .563 (14 mm) drill, and drill perpendicularly down
a distance of 1.770 (45 mm).
3. Do all other machine operations and clean thoroughly before
placing back in service.
4. Clean crankcase ventilation system and verify those
components are the manufacturer's current design.
The AERA Technical Committee | | CRANKSHAFT/CAMSHAFT SEAL OIL LEAKS | Volvo Crankshaft/Camshaft Seal Oil Leaks
Possible oil leaks around the crankshaft, camshaft or other engine gaskets may be due to a clogged flame trap in the PCV system. This does not seem to happen on turbocharged models.
The plastic Y-shaped flame trap is located in the PCV apparatus and may become clogged if engine oil is infrequently changed. Low grade or inexpensive oil may also cause stoppage which allows internal crankcase pressure to build, thus forcing an oil leak. In some cases, the pressure will force the oil dipstick to pop out.
A clogged flame trap should either be cleaned or replaced, says Volvo, and normal maintenance calls for routine cleaning of the trap every 15,000 miles.
The AERA Technical Committee | | CONNECTING ROD BOLT TORQUE CAUTION | Connecting Rod Bolt Torque Caution For
Allis Chalmers 201, 301 & 426 Cubic Inch Engines
The AERA Technical Committee offers the following information on connecting rod bolt torque specifications for Allis-Chalmers engines. This information applies to both early and late style engines, as several different hardware combinations have been used. Previously published TB-2018 should be discarded as TB-2018R contains updated information.
Two different connecting rod and cap mating surface finishes were used and identification can be made by visual inspection. Early style connecting rods have a serrated mating surface between the cap and the rod. Middle and Late style connecting rods can be identified by smooth/machined surfaces between the cap and the rod.
ALL MODELS
When installing, use a light amount of engine oil on capscrew threads and on the underside of the capscrew head at the mating surface. Tighten hardware using a minimum of two incremental torque steps, three on higher torque hardware (7.0L). Non-serrated connecting rod caps MUST be aligned with the rod during installation. To do so, install hardware finger tight, use two feeler gauges between the rod/cap assembly and the side of journal to hold assembly snug to one side of journal. Tighten hardware in multiple steps and then remove feeler gauges.
Allis-Chalmers engine models: 2000 series, 3.3 and 4.9-liter series (2200, 2800, 2900, 433 & 649 types, etc.)
Early style rods use hex-head capscrew with washer. The rod cap bolt holes have a 30° degree chamfer. Capscrew size used is .375" ? 24 x 2.00" long, grade 8, tighten those capscrews to 50 ft/lbs.
Later style rods have the rod cap chamfer deleted and a new 12-point capscrew introduced. Capscrew size used is .375 - 24 x 2.00 long, grade 100, tighten those capscrews to 45 ft/lbs.
Note: Do not use later 12-point capscrews in early rods with chamfered holes or loosening of capscrews will occur. Early rods may be machined and balanced to accept later capscrews.
Allis-Chalmers engine models: 3000 Series, 7.0 liter series (3400, 3500, 3700, 3750 & 670 types, etc.)
Early style rods use serrated rod caps with hexhead capscrews and washers. Capscrew size .437 20 x 2.25 grade 8, tighten those capscrews to 85 ft/lbs.
Middle style rods use smooth machined rod and cap mating surfaces. Socket head capscrew size .437 20 x 2.156 long, grade 100, tighten those capscrews to 70 ft/lbs.
Later style rods use smooth machined rod and cap mating surfaces. 12-point capscrew size .437 20 x 2.156 long, grade 100, tighten those capscrews to 70 ft/lbs.
Note: Do not use middle or later type hardware in early-serrated connecting rods.
The AERA Technical Committee | | REVISED CONNECTING ROD | Revised Connecting Rods On
1988-89 Volvo 2.3L B230 Engines
AERA members have reported connecting rod failures in 1988-89 Volvo B230 engines. Rod failures include both bending and actual breakage. Because of the frequency of these failures, Volvo has redesigned the connecting rod for additional strength (See illustration). Engines manufactured as of the 1990 model year use the revised connecting rod.
The revised rod features a thicker beam and has increased in weight by 40 grams. The revised rod should only be installed in complete sets of four, Volvo Part #0271451-7 (four matched rods). Substituting a revised rod, Volvo Part #3531260-2, for the former design will cause an out-of-balance condition and possible engine failure.
The AERA Technical Committee | | CYLINDER BLOCK & CRANKSHAFT CHANGES | Cylinder Block & Crankshaft Change On
Volvo 1988 2.3L B230 Engines
Volvo Motors has changed the cylinder block and crankshaft on 1988 and later 2.3L B230 engines. The changes are related to the crankshaft main journal size and thrust location. Volvo also identifies 1988 and newer blocks by stamping K externally on the front timing case.
Crankshaft main journal diameters have increased in diameter to 2.4798-2.4803 (62.987-63.000 mm). The thrust bearing has been relocated to the rear main and uses a flanged type bearing. The thrust length on the crankshaft was also increased to a length of 1.398 (35.5 mm). Connecting rod journals remain unchanged at 1.9285-1.9293 (48.984-49.005 mm) in diameter.
Revising the crankshaft required the block main bearing bores be increased to 2.6378-2.6383 (67.000-67.013 mm) in diameter.
Years Main Journal Rod Journal Thrust Main Brg.
Used Diameter Diameter Location Housing
& Length Bore
----------------------------------------------------------------
1985-87 2.1648- 1.9285- 1.142 2.3228-
2.1654 1.9293 @ #3 2.3236
1988-92 2.4798- 1.9285- 1.398 2.6378-
2.4803 1.9293 @ #5 2.6383
The AERA Technical Committee | | REVISED CONNECTING ROD BOLT FOR 3.0L VOLVO | Revised Connecting Rod Bolt For
1992-99 Volvo 3.0L Engines
The AERA Technical Committee offers the following information regarding revised connecting rod bolts for 1992-99 Volvo 3.0L engines. During engine manufacturing in 1998, Volvo introduced a revised rod bolt, which incorporated a different thread pitch. Intermixing of the two different design bolts is not desired. Note: Some service information references this engine as a 2.9L displacement.
These bolt designs are very similar and offer little visual identification where installed in production engines. The revised bolt has a closer pitch of thread. During the 1997 production year both bolt designs were used. It is important to note that both designs may be used but one design should be used within one engine.
Identifying bolt types:
1. Older bolts from the factory have M9 x 1.25 mm angle of thread and have no markings on the bolt head. Old bolts as replacement part (Part #1271900-1) have a circular stamp in the bolt head as shown below in Figure 1.
2. Revised screws in production engines from the factory have closer M9 x 1.0 mm angle of thread and have no markings on the screw head. New screws as replacement part (Part #9125471-4) have a triangular stamp in the screw head as shown below in Figure 1.
A thread gauge should be used to check which type of screw is used. This may be required, as no markings were used on production bolts. Volvo offers thread gauge M9 x 1.0 mm with Part #1158902-5 and thread gauge M9 x 1.25 mm with Part #1158901-7.
FIGURE 1.
Older screw to left in illustration REVISED screw to right in illustration
The AERA Technical Committee | | ROD SIDE CLEARANCE | Crankshaft & Connecting Rod Assembly Caution For
1980-1984 2.3L AQ151 & AQ171 Volvo Marine Engines
The AERA Technical Committee offers the following information regarding a connecting rod and crankshaft assembly caution for 1980-1984 2.3L AQ151 & AQ171 marine engines. This information is most useful when engine disassembly and reassembly personnel are different people.
These engines use a crankshaft and connecting rod combination that appears to be ?not right" when the connecting rods are assembled to the crankshaft. The reason for this concern is expressed in the photo below, as it appears there is excessive rod side-play. The view shown below is normal even though it shows approximately .125" clearance on each side of the rod.
Previous service information has been reported to be unclear as to the allowable side play for connecting rods. Illustrations? showing ?normal" rod side play is in most manuals has further confused the issue.
Volvo refers to this extra rod side clearance as a ?low friction" design and they use it in several of their automotive engines as well.
The AERA Technical Committee | | BLOCK & HEAD MACHINING SPECS FOR INDUSTRIAL ENG. | Block & Head Machining Specifications On
Volvo Industrial Diesel Engines
The AERA Technical Committee offers the following information on minimum machining dimensions for Volvo diesel engines. This information should be considered anytime a cylinder head or block is re-surfaced during engine rebuilding operations.
Engines Minimum Block Height (A) Minimum Head Thickness
TD42, D42 14.7165 (373.8 mm) 4.2776 (108.65 mm)
TD45, D45 14.7165 (373.8 mm) 4.2776 (108.65 mm)
TD50,60,61 15.5236 (368.9 mm) 3.9626 (100.65 mm)
TD63 14.5276 (369.0 mm) 3.9626 (100.65 mm)
TD70 15.8583 (402.8 mm) 4.2776 (108.65 mm)
TD71 15.8661 (403.0 mm) 4.2776 (108.65 mm)
TD73 15.8661 (403.0 mm) 4.2776 (108.65 mm)
TD100,101,102 17.2756 (438.8 mm) 4.5138 (114.65 mm)
TD120,121,122 18.2598 (463.8 mm) 4.9075 (124.65 mm)
The AERA Technical Committee |
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