engine builder-tech solutions guide 2013

SUPPLEMENT TO: MAGAZINE2013

FEBRUARY

EngineBuilderMag.com

Circle 101 on Reader Service Card for more information

1996-2005 Ford 3.0L Duratec Identifying 3.0L Duratec Blocks 2

All Ford (General) Ford Valve Spring Tips 2

All Ford, GM, Chrysler Three-Keyway Crank Sprocket Installation 4

1997-2008 Ford 3.8L, 3.9L or 4.2L Spark Knock Under Light Load and Acceleration 5

1993-’99 GM 4.0L, 4.6L Cylinder Head Tightening Specification Clarified 5

2007-’09 GM Gen IV New Family Of VVT Gen IV Cam Cores 5

All GM 454, 8.1L Big Block Chevy Camshaft Identification 6

All 302, 318/360, 3.1L, 3800 7 Shop Survival Tips: Ford 302, Chyrsler 318/360, GM 3.1L, 3800 6

2002-’03 Acura 3.2L Revised Timing Belt Tensioner 8

All Audi 1.8T Sealing Valve Cover Gasket At Critical Points 8

1996-’98 Audi 1.8L 20V Installing Revised Drive Belt Kit 8

All Mercedes M112, M113 Cylinder Head Caution For All M112 and M113 Engines 8

1989-2004 Nissan 2.4L KA24 Finding The Weak Link In Nissan KA24 Engines 10

1996-2009 Subaru 2.5L Solving Sealing Issues On 2.5L “Boxer” Engines 10

1988-’95 Toyota 3.0L 3VZ Toyota Cylinder Head Installation Procedures 11

2000-’03 Toyota 4.7L 2UZ-FE Installers Notice 4.7L 2UZ-FE Oil Pressure Gauge Reads Low 11

n/a Installation Valve Seat Installation Tips 14

n/a Tooling How to Properly Dress Crankshaft Grinding Wheels 14

All Lubrication Olds V8 Distributor Gear Lubrication Problems 15

n/a Gasket Tip Another Way To Keep Gaskets In Place 15

n/a Fasteners Identifying Six Common Fastener Failures 16

n/a Pistons Making Combustion Chamber Molds 16

n/a Valve Springs Most Important Factors In Selecting Valve Springs 18

n/a Camshaft Moving Up To A Hydraulic Roller Camshaft 19

n/a Valve Springs Recommended Valve Spring Pressures 19

2003-’12 CAT C7 A Brief Overview of Caterpillar C7 Engines 20

-- CAT 3114, 3116 Determining The Correct Head Gasket On 3114, 3116 and 3126 20

-- CAT 3400 Lower Cylinder Bore Damage Caution for 3400 C15, C18 Engines 22

-- Cummins ISX, QSX Inspecting, Reusing Cummins Connecting Rods 23

-- General Connecting Rod Reconditioning Procedures 24

1982-’89 GM 6.2L Sheared Crankshaft Sprocket Keys Reported 24

2001-’04 GM 6.6L Duramax Oil Cooler Leak Found on Some Duramax Engines 24

ADVERTISER CIRCLE NUMBERS PAGES AMERICAN CYLINDER HEAD 104, 110, 114, 121 4,10, 14, 21

APEX AUTOMOBILE PARTS 113 12-13

CLOYES GEAR & PRODUCTS 101 Cover 2

ENGINE & PERFORMANCE WAREHOUSE 105, 111, 118, 128 5, 11, 18, C4

HASTINGS PISTON RINGS 103 3

MOTOR STATE DISTRIBUTING 106, 115, 117 123 6, 15, 17, 23

MOTOVICITY DISTRIBUTION 107, 109, 119 7, 9, 19

QUALITY POWER PRODUCTS 125 Cover 3

Tech Solutions Guide

2013IN

DEX

Year Engine/Make Problem Page #

Note: Tech bulletins have been provided by Automotive Production Remanufacturers Association (APRA). Other sources include ARP, CompCams, Summit Racing, IPD, Foley Industrial Engines, Diamond Pistons, United Engine & Machine, Goodson Tools & Supplies and Engine Pro.

IMPORT

SHOP TIPS

DIESEL

PERFORMANCE

DOMESTIC

EngineBuilderMag.com 1

2 February 2013 | EngineBuilder Tech Solutions Guide

DO

MES

TIC

Tech

Sol

utio

ns G

uide

2013

Identifying Ford Duratec 3.0LCylinder BlocksThe 3.0L DOHC V6 engine known asthe Duratec 30 or Mazda AJ was in-troduced by Ford in 1996 as a re-placement for the 3.8L 232 Essex inthe Taurus/Sable, but the Duratecnever matched the performance ofthe pushrod engine.

The Duratec 30 is an alu-minum block with cast iron lin-ers, aluminum DOHC cylinderhead with four valves per cylin-der, fracture-split (cracked) forgedpowder metal connecting rods, anda forged steel crankshaft. There aretwo versions of the Duratec 30:

DAMB – found in the Lincoln LS,Jaguar, Mazda 6 and MPV, whichuse direct-acting mechanical bucket(DAMB) tappets. Here the camshaftsits directly above the valves withdifferent thickness pucks for adjust-ment. Output is 232 hp.

RFF – the Taurus/Sable/Escape/Tribute engine uses roller finger fol-lowers (RFF) with the camshaftoffset acting on the roller, whichpivots on a hydraulic lash com-pensator. Output is 208 hp.

Knowing the look of the two dif-ferent styles of heads helps distin-guish between Taurus/Sable -Escape/Tribute or Lincoln LS/Jaguar.

Production numbers of the 3.0LDuratec started out slowly in 1996through 1999 but increased signifi-cantly once it became theTaurus/Sable base engine and thenfor the Escape and Tribute in 2001.One half a million of these engineshave been produced per year, put-ting total production at about 3.5 mil-lion 3.0L Duratec enginesmanufactured. With that fleet nowapproaching 14 years old, they willstart showing up for reman/build inrespectable numbers soon, if not al-ready.

As always, the Ford BroadcastCode sticker is the most valuabletool in determining the exact con-figuration and application identifica-tion. Unfortunately, it is still a papersticker usually located on thecam/rocker cover and, in somecases, the front cover. These stickers

are often damaged, unreadable orgone, which makes it nearly impos-sible to purchase an engine corewhen you cannot properly identifythat engine. Our intent is for you tobe able to avoid that problem withthe information provided in thisComprehensive Progression (Com-Pro) of the 3.0L Duratec engine.

1996-’98 Taurus/SableF5DE is the casting number for thefirst generation of the 3.0L Duratec,which, in reality, is not much morethan an overgrown 2.5L. There have

been reports of an F7DE block aswell, but it would be identical so wewon’t fuss over it.

This is an all aluminum blockwith cast iron liners. Boring this en-gine oversize is not a problem, andoversize pistons are readily available.Let’s start at the top (Figure 1) andwork our way around to the frontand rear. There is a single water out-let tube at the back with an “IndyTrack” shape opening for the earlystyle PCV oil separator about in thecenter of the block. Note that there isnot another coolant flange towardthe front.

If the PCV oil separator is not in-stalled on the block prior to the in-stallation of the cylinder heads, itcannot be installed without one headbeing removed. If you find yourselfin this situation the right side headeasiest to remove. It can also be in-stalled backwards, so always installwith the hose outlet to the rear of theengine. There are also two typeswith different PCV flow and hosesizes.

In the trans-mount area at theback of the block the F5 block hasonly one bolthole (Figure 2, left) justabove the dowel on the right side.Moving to the front of the block(Figure 3) the F5DE has two dowelpins mounted in the front, both ofwhich are eliminated in all subse-quent blocks. This block has a 12mmthread detonation sensor boss.

1999 Taurus/SableXW4E - AE, AG is the casting num-ber for 1999 only because it’s theonly XW block with a 12mm det sen-sor boss. It has a provision for the oilfeed to the right side cylinder headto use with variable valve timing(VVT) although it’s not being used.There are also coolant port changesthat occurred on the right side thatrequired a new design head gasket.A coolant port flange with two bolt-holes can be found on the top of theblock used in the Lincoln LS andMazda MPV. This flange is pluggedfor all other applications. This blocknow has two boltholes in the transmount flange area on the right sideabove the dowel (Figure 2, right).

Fig. 1 Ford Duratec block

Fig. 2 Duratec block boltholes

Fig. 3 Duratec block dowel pins

Typically you will find the castingnumber for this block in the lowerarea just above the bedplate.

2000-’05 Taurus/Sable, Escape/Tribute, Lincoln LS, Jaguar S & X,Mazda MPV and 6XW4E- BA is the casting numberfor 2000-’02 and you will find thecasting number high on the blockjust under the cylinder head deckor along the top of the trans mountflange on the right side.

In 2003-’05 casting number 3W4Ecame on the scene. We have seenBroadcast Code engines that were2003 and 2004 and had XW4E blocks.If you’re a purist, leave it to yourown heart; otherwise consider theblocks to be fully interchangeable.

In fact, the blocks are identical tothe 1999 block except the det sensornow has 8mm threads. Since this isnearly identical to the det sensor sit-uation with the 4.6L Ford, we wouldassume that the same companiesthat provide those adaptors andtooling are able to do the same forthe 3.0L Duratec.

Ford Valve Spring ProblemsThe most common problem encoun-tered when installing a new highperformance camshaft is the incom-patibility of the existing valvesprings to the new cam.

Ford valve springs are designed

to work with acertain liftcam, and sincemost aftermar-ket cams havehigher lift, thespring must beaddressed.

It is highly recommended and arequirement of most warranties thatthe suggested springs be installedalong with a cam manufacturer’srecommended camshaft.

Most Ford cylinder heads utilizeda step cast into the head that acted asthe valve spring locator. When in-stalling a dual spring, it is highlyrecommended that this step be re-moved by machining to minimize

the possibility of coil binding theinner spring (Figure 4).

Whenever installing a high-liftracing cam in any engine, the cylin-der heads must be equipped withthe correct valve springs, screw-instuds, guide plates and hardened

pushrods. The in-creased loads andultra high speeds ofthe racing enginesmake this a necessityfor valve train stabil-ity.

Three-Keyway Crank Sprocket InstallationThe Cloyes patented3-keyway cranksprocket allows ad-

justment of the crankshaft timing by± 4°. The camshaft angle is half ofthe crankshaft angle, therefore thecamshaft will correspondingly ad-vance or retard by ± 2°. By changingthe cam timing, enhancements to thecamshaft characteristics can beachieved.

For example, retarding the camtiming will increase high rpm horse-power, and advancing the cam tim-ing will increase low-end torque.The following examples illustratewhich timing mark is used with itscorresponding keyway:

To retard the camshaft timing, usethe ❏ timing mark on the cranksprocket and the retard keywayshown in Figure 5.

For factory specified timing, usethe Ο timing mark on the cranksprocket and the factory keyway.

To advance the camshaft timing,use the ∆ timing mark on the cranksprocket and the advance keyway.

After determining which settingto use, we advise marking (withwhite marker or similar) the corre-sponding timing mark and keyway.This will make them easier to iden-tify during installation.


DO

MES

TIC

Tech

Sol

utio

ns G

uide

2013

Circle 104 for more information

Fig. 4 Ford valve springsmust be addressed if usinga new performance cam.

Some high performancecamshafts are ground with advanceor retard built in. In this case thecam manufacturer intends the cam tobe set at the factory specified timing.

Also, during and after installa-tion, look for any interference be-tween the timing set and engineblock. If interference is found, re-move or grind that area of the blockso adequate clearance is obtained.When removing a press fit cranksprocket, a proper pulling toolshould be used.

Ford Engine Spark Knock UnderLight Load And AccelerationSome 1997-2008 Ford vehiclesequipped with 3.8L, 3.9L or 4.2L en-gines with Split Port Intake Mani-fold Runner Control (IMRC) mayexhibit spark knock under light loadand acceleration.Inspect for disconnected IMRC actu-ator rods. Follow the service steps tocorrect this condition.

Service Procedure:1) Check both right hand and left

hand side IMRC rods to be sure theyare properly attached to the actuatormotor and intake manifold runner.

2) If the IMRC actuator rods arefound to be connected properly, donot continue with these steps.

3) If any IMRC actuator rods aredisconnected, refer to service manual.

4) If any IMRC actuator rod link-ages are found disconnected, re-place all four linkage rod retainers.

GM Cylinder Head TighteningSpecification ClarificationThis bulletin was issued to clarifyGM 4.0L and 4.6L cylinder headtightening specifications found in

previously published service manuals.

Affects:1993 Cadillac Allante, Sixty Special (FWD)1993-’96 Cadillac Fleetwood1993-’99 Cadillac DeVille, Eldorado, Seville1994-’99 Cadillac Concours1995-’99 Oldsmobile Aurora with

4.0 L or 4.6 L Engine (VINs C, Y, 9 -RPOs L47, LD8, L37)

Cylinder Head InstallationTorque specification and sequencefor the cylinder head bolts (1-10)using a torque angle meter

(J 36660-A, see Figure 6):1. First Pass - 30 ft.lbs. (40 N-

m)2. Second Pass - 70 degrees

3. Third Pass - 60 degrees4. Fourth Pass - 60 degrees (190

Degrees total)The torque specification for the

three front M6 cylinder head bolts is106 in.lbs. (12 N-m).

(103074) GM’s New Family ofVVT Gen IV Cam CoresGM introduced a second style VVTcam actuator (aka phaser) in 2007and ran two different cam actuatorsthrough 2007 and newer. The newstyle became the exclusive unit inmost 2009 and newer engines.

• Original (old style) GM p/n12585994: 2007-2008 (uses cam core156-family);

•Current (new style) GM p/n12606358: 2007-2009 and newer en-gines (use cam core 189-family).

The difference in the camshaftcore is the pin to centerline position.The difference in the pin between156 and 189 works out to 13 degreescam retard (if a 156 is used where a189 is required).



2013D

OM

ESTIC


Fig. 5 Cloyes patented 3-keywaycrank sprocket allows adjustment ofthe crankshaft timing by ± 4°. To re-tard, use the ❏ timing mark on thecrank sproket and retard keyway.

Fig. 6 GM 4.0L and 4.6L cylinderhead tightening sequence.

Big Block Chevy Cam IdentificationEditor’s note: The following tip is from acolumn by contributor Roy Berndt.

Imagine getting a call from a cus-tomer who has just received a meticu-lously remanufactured 454 Chevroletengine but who claims it only runs onfour cylinders.

While turning the distributor dur-ing diagnosis process your customernoticed the other four cylinders wouldstart running and the original four godead. Now, since it is a big blockmaybe you will truly understand thephrase, “There is no substitute forcubic inches,” because it did actuallyrun on either of the four cylinder sets.

In your mind you’re thinking,“Great, I'm dealing with another guywho is certainly not the sharpest toolin the work shed,” but in the interestof customer service you entertain thebizarre possibility that there is some-thing wrong with the engine and notthe ignition system. Finally after whatseemed like enough time to grow abeard on the phone with the customeryou agree to take the engine back intoyour facility and provide the customerwith another one, certainly expectinghim to have the same problem as the

original.A few days and hundreds of tasks

later your customer calls and says thenew engine runs great. You wonderhow that can be possible and realizethat it is time to get the returned en-gine on the bench and pull out the CSItools and find out what happened.Heads are perfect, cylinders good, pis-tons and rings fine, all the bearingslook great, the timing gear’s in time –

there is absolutelynothing wrong!You see thecamshaft lying onthe bench andknow there’s noth-

ing wrong there…or is there? You pullout another new camshaft and lay itnext to the one you just removed andscratch your head, because the two arevery different. First thought, this issimple. Somehow a reverse rotationmarine camshaft was incorrectly pack-aged, right? Wrong! Finally you justwalk away and right it off to a bizarreanomaly. Then weeks later you read ashort blurb about how the firing orderon 8.1L big block engines is differentthan a normal big block. The 8.1L FOis 1-8-7-2-6-5-4-3 where a 454/7.4L is1-8-4-3-6-5-7-2 as seen in Figure 7.

Despite the differences, however,an 8.1L camshaft will drop right intoa 454 like it belongs there – but itwill only run four cylinders.

So guess who had the elevatorthat didn't get to the top floor? Itwasn’t the guy who called up sayingthat his engine only ran on fourcylinders, that’s for certain. If you’rein the engine business long enoughyou’ll have those days when youfeel like one of those suckers thatyou used to get after a shot at thedoctor’s office.

7 Shop Survival Tips To Keep Rebuilders Out of TroubleThese tips were compiled fromaward-winning Engine Builder con-tributor Doug Anderson on how toavoid pitfalls during the followingengine builds:

Ford 5.0L/302 “Cobra” CamsFord made a limited number of theMustang Cobras with a “super-high-output” 5.0L in ’93, ’94 and ’95. Theyall had a unique roller cam (p/nF3ZZ-6250-A) that can be identifiedby the “GT” stamped on the barrel,right behind the distributor gear.This cam was designed to work withthe specific combination of heads,intake, throttle body and injectorsfound on the Cobra engine, so it haddifferent centerlines (115/121.5 forthe Cobra vs. 116/115 for the H.O.),less overlap and slightly more lift.

This profile produced a smooth,stable idle, reduced hydrocarbonemissions, and gave the Cobra morelow-end torque at the expense ofsome top end power. This cam was


Fig. 7 Big block Chevy camshaftidentification. Be sure to havethe correct one for 8.1L and 454.

DO

MES

TIC

Tech

Sol

utio

ns G

uide

2013


also used in some late ’93 5.0L Thun-derbirds to “improve idle stabilityand reduce hydrocarbon emissions.”

Rebuilders should throw this camaway unless they’re building a gen-uine Cobra engine. It doesn’t do agood job in the Mustang 5.0L be-cause it doesn’t have the right pro-file for this combination, so it affectsdriveability and gives away somehorsepower, too. It can also createproblems if it’s used in any other5.0L application except the 1993Thunderbird that came with theunique, restrictive intake that wasrequired to make the 302 fit underthe hood of the Thunderbird.

Chrysler 318/360 Blocks CrackedAround The Head Bolt HolesMany of these blocks are crackedaround the head bolt holes. Mostthread repair inserts won’t work be-cause the cracks extend out too farfrom the threads; some don’t work be-cause they can’t take the torque re-quired for a head bolt, and others leakcoolant through the insert itself if youdo try to use them. Some rebuilders"vee" out the cracks, weld them up,and deck the block, but that’s a time-consuming process that doesn’t al-ways work out as planned.

Rebuilders can make a permanentrepair by using the Spiralhook threadrepair insert made by Lock-N-Stitch,Inc. (Figure 8). It’s easy to install witha drill, a tap, a spot face tool and a fileor a deck machine. They will take therequired torque; they don’t leakcoolant through the threads and theyeliminate the crack forever.

Chevy 3.1L/191 Cam Bearing BoresSome of the later roller cam 3.1Lblocks for the ’93-’94 Chevy VIN Mare showing up with oversize cambearing bores that appear to havebeen caused by spun cam bearings. Ifa new cam bearing is installed in a

bore that has been damaged, itwill spin in the block, cut off theoil to the cam, and cause an im-mediate failure.

Inspect the cam bores in allof the late 3.1L castings(10137093/ 10191737/24504089/ 24504150/10224227) very carefully, pay-ing special attention to the #2bore that seems to be the mostprone to failure. If the cam boreis oversize, there are only twochoices: You can either knurl

the O.D. of the cam bearing to getenough press fit, or you can junk theblock.

Buick 3800 VIN K Cam ProblemsSome of the 1995-’99 Buick 3800 VINK cores have been seen with the key-way in the snout of the cam all wal-lowed out. When this happens, thecam gear rotates back and forth onthe snout which not only ruins thecam, but also changes the valve tim-ing and leads to abnormal combus-tion. We have seen valves that arebent because they collided with thepistons and heads that are crackedfrom the excessive heat.

Watch for bad cams, bent valves,broken guides and cracked heads onthese engines and anticipate the ad-ditional cost of parts and repairswhen pricing them.

Buick 3800 VIN K Rear Seal HolderThe rear seal holder for the 1995 andup Buick 3800 VIN K also functionsas the cover for the coolant passagesand oil galleries on the back of theblock. This can cause problems, be-cause the coolant passages are prettyclose to the oil passages, and the orig-inal covers (c/n 24503969) tend tocorrode around the coolant holes.Once the gasket gets saturated withcoolant and the cover ends up cor-roded around the coolant passages,you can end up with either water inthe oil or oil in the water.

Inspect these covers carefullyand discard them if they are badlycorroded. Replacing the early coverwith the later, revised version (c/n24507385) that has a more distinctridge around the coolant holes toprovide a better sealing surface forthe gasket is cheap insurance. Thisupdated cover is available from GM(p/n 24507386). ■


Fig. 8 (Left) This Lock-N-Stitch thread insert isused to repair the cracked deck surfacearound the head bolt holes of the Chrysler318, 360 blocks. (Right) Once this insert is in-stalled and has been filed or decked, it pro-vides a permament repair that will not crack.


2013D

OM

ESTIC


Revised Timing Belt Tensioner for Acura 3.2L EngineInstallers should note that the re-vised tensioner should be identifiedby a punched mark above the sixthdigit of the engine compartment VINcode.

A revised timing belt auto-ten-sioner for 2002-2003 Acura 3.2L en-gines is now available (p/n14520-P8E-A01). This tensioner ispart of a product improvement byAcura.

The original design timing belttensioner is filled with oil to dampenoscillation. Due to a manufacturingsituation, the tensioner oil can leak. Ifenough oil is lost, the timing beltloosens and causes engine noise. Theworst-case scenario is the belt maylose tension and allow the loss ofcam timing. Refer to the chart aboveto determine which vehicles are af-fected.

Do not replace the timing belt be-cause it has oil on it from the auto-tensioner or because you see beltdust after removing the engineupper covers. Residual oil from theauto-tensioner and dust from minorbelt contact with the inner edge ofthe camshaft pulleys does not affecttiming belt performance.

Secure the timing belt to both campulleys using plastic wire ties. Thishelps to keep the timing belt in placewhile you replace the auto-tensioner.

(83710) Sealing Audi 1.8T ValveCover Gasket at Critical PointsTo prevent oil leaks on Audi 1.8T en-gines after the valve cover gasket hasbeen replaced you must use the fol-lowing procedure.

Cylinder Head Cover Gasket In-stallation: Before installing a newcylinder head cover gasket, it is nec-essary to apply a small amount ofsealant on six critical transition pointsof the sealing surface of the cylinderhead.

Before new sealant is applied oldsealant and oil residues must be re-moved (sealing surface must be thor-oughly cleaned).

Seal the transition points betweendouble bearing cap and cylinderhead (2 points):

• Apply a small quantity ofsealant p/n AMV 174 004 01 to sidesof joints (arrows) on upper sealingsurface of cylinder head.

Sealing camshaft adjuster/cylin-der head transition (4 points):

• Apply a small quantity ofsealant p/n AMV 174 004 01 to sidesof joints (arrows) on upper sealingsurface of cylinder head.

• Apply sealant before installingany gaskets.

Installing Drive Belt Kit On 1.8L 20V Audi A4 EngineWhen refitting engines built beforeand during 1998, the old version studbolt must be removed. The new ver-sion is then screwed into the samehole with a pre-mounted spacer.(Retrofitting hydraulic damper on vehi-cles built before 1998)

Problem: The belt drive makesnoise after operating for a short time.

Cause: The newly installed ten-sion roller is not the correct distancefrom the engine and allows the belt torub on the side of the inner flangedwheel

Solution: When refitting vehiclesbuilt before and during 1998, the oldversion stud bolt (See Figure 1) mustbe removed. The new version is thenscrewed into the same hole with apre-mounted spacer (See Figure 2).The problem here is that the manu-facturer has two different thicknessesof the spacer (3.1) + (3.2) which de-fine the distance from the roller to theengine. Despite the vehicle identifica-tion number or (production month:01/96) it is still not absolutely defini-tive which kit must be used. Assureproper belt alignment after tensionroller is replaced. If misalignment oc-curs, there will be noises and cata-strophic damage to the engine.

Cylinder Head Caution for Mer-cedes M112 and M113 EnginesAffects all models with M112 andM113 engines. Sealing surfaces of the

crankcase and cylinder headsare provided with an 0.8 mmthick silicone layer (Loctite5900) during standard fac-tory assembly. Silicone

sealant should be applied during re-pair assembly only if sink holes existin the sealing area.

When cleaning sealing surfaces ofthe factory applied silicone sealant,during cylinder head reassembly, ex-treme care must be taken in order notto scratch or damage the sealing sur-faces.

DO NOT use any gasket removalmaterials that are abrasive. Failure tofollow this procedure could result in


IMPO

RTTe

ch S

olut

ions

Gui

de20

13

Fig. 1 & 2 Install new stud boltwith new Audi 1.8L tensioner kit.

severe and permanent en-gine damage.

Finding the Weak Link inNissan KA24 SOHC EnginesThe KA24 engine is actually a prettydarn good engine (which com-pounds the problem) yet if it has aweak link it is the big long timingchain and tensioner system in thefront of the block.

Many of you may have not seenthis issue, but once it bites you, youwill always remember the NissanKA24 engine series in the SOHCconfiguration.

When the timing chain, guidesand tensioner get high miles andwear, the chain can actually startrubbing against the front of theblock (Figure 3).

The wear actually looks asthough it is a machined area andyou may overlook the big groovedarea. But when the chain cut/rubsinto the block long enough it mayactually break into the water pas-sage.

More often than not when thissituation occurs the chain hastrashed the front cover as well and

if there was coolant in the oil thecover gets the blame.

So take heed when you en-counter the KA24, 2.4L SOHC Nis-san engine for remanufacturing:there may be a hidden problem thatcan easily get overlooked. Make cer-tain that you inspect the front of theblock and if there is any chain rubgroove you better make certain thatenough casting thickness remainsnot to end up with a coolant breach.

Solving Sealing Issues on 2.5L Subaru ‘Boxer’ EnginesThousands of these engines mightbe susceptible to sealing problemsrelated to the use of original equip-ment-style composite or early-gen-

eration multi-layer-steel head gas-kets.

Federal-Mogul has introducedtwo next-generation Fel-Pro Perma-Torque MLS head gaskets that helpeliminate sealing concerns on thefull range of Subaru 2.5L SOHC andDOHC “boxer” engines dating backto the 1996 model year (Figure 4).

The new MLS head gaskets com-bine Federal-Mogul’s aftermarketmulti-layer-steel gasket technologieswith a “LaserWeld” stopper layerdesign, developed in partnershipwith NASCAR Sprint Cup enginebuilders. Each gasket also includes aproprietary coating technology that

accom-modatesa wide range of surface finishes en-countered in the aftermarket repairenvironment.

Many of today’s more powerfulyet lighter-weight engines presentdifficult sealing challenges for con-ventional head gaskets. In particu-lar, increased casting motionbetween the head and block sur-faces can quickly cause scrubbingand/or crushing damage to com-posite-style gaskets.

“Using a replacement compositestyle head gasket on these engineswill very likely lead to repeat seal-ing failure,” said Jim Daigle, Fel-Proproduct manager. “The only solu-tion is to use a modern, high-qualityMLS gasket engineered specificallyfor the repair environment. Whilethe MLS gasket might cost morethan a composite gasket, the overallcost will be much lower when com-pared to an expensive sealing fail-ure.”

The new Fel-Pro PermaTorqueMLS gaskets are available in com-plete head gasket sets for the follow-ing applications:

• 1999-2009 Subaru 2.5L SOHC(EJ251, EJ252 and EJ253) - Fel-Prohead set: #HS26170PT1


Fig. 3 Timing chain wear on Nis-san KA24 shown here.

IMPO

RTTe

ch S

olut

ions

Gui

de20

13


Fig. 4 New Subaru head gas-ket solves sealing issues.

• 1996-1999 Subaru 2.5L DOHC(EJ25D) - Fel-Pro head set:#HS26167PT; HS26167PT-1;HS26167PT-2

• 2004-2009 Subaru 2.5L DOHCTurbo (EJ25T, EJ255 and EJ257) - Fel-Pro head set: #HS26259PT;HS26259PT-1

The LaserWeld stopper layernow featured in many Fel-Pro Per-maTorque MLS head gaskets helpsmaximize combustion sealing byprecisely controlling the compres-sion of each gasket’s layers. Thishelps reduce head lift, prevent gas-ket damage and ensure a superiorcombustion seal over a broaderrange of operating conditions.

Toyota 3VZ Cylinder Head Installation ProceduresToyota 3VZ cylinder head bolts arereusable in most cases. To preventunnecessary replacement of cylin-der head bolts, the following proce-dures must be used during cylinderhead installation.

Affected Models/Engines: 1988-1995 Toyota Trucks, 4Run-

ners and T100s equipped with the3VZ V6 engine.

The cylinder head bolts are tight-ened in three progressive steps:

1. Install cylinder heada. Place a new cylinder head gas-

ket on the engine block and installcylinder head.

b. Apply a light coat of engine oilon the threads and washer face ofthe cylinder head bolts.

c. Install the plate washer to thecylinder head bolt.

d. Using a 12-point socket, installand uniformly tighten the (8) 12-point bolts in several passes, in thesequence shown in the illustration(Figure 5). Torque: 33 ft.lbs. (44 N-m).

e. Repeat for the other head.2. Proceed with final tightening

sequences:a. Mark the front side of the top

of the bolt wlth'a drop of paint..b. Uniformly torque the bolts an

additional 90 degrees following thesame sequence as before.

c. Check that the painted mark isnow facing sideways.

d. Uniformly torque the bolts anadditional 90 degrees again usingthe same tightening sequence.

e. Check that the painted mark isnow facing rearward.

Impor-tant: If anyone of the

bolts do not meet the torque specifi-cation, replace only that bolt. It isnot necessary to replace bolts insets. Only the bolt(s)that do notmeet the torque specification shouldbe replaced.

3. Apply a light coat of engine oilon the threads and washer face ofthe hex type cylinder head bolts. In-stall and torque the hex type headbolts to each cylinder head. Torque:30 ft.lbs. (41 N-m).

2000-2003 Toyota 4.7L Tundraand Sequoia Oil Pressure GaugeReads LowInstaller customers with Sequoia orTundra vehicles with 4.7L enginesmay be concerned to encounter anoil pressure gauge that reads abnor-mally low at idle. An updated oilpressure sender has been created toaddress this condition.

Affects 2000-’03 model year Se-quoia and Tundra vehicles producedBEFORE the VINs shown below:

Model/Starting VIN:Tundra

5TBBT44112S314095Sequoia

5TDZT38AOZS117526

1. Verify that the NEW parts arebuilt after the manufacturer’ssender case production date, asidentified above.

2. Replace the oil pressure sender.3. Verify proper operation of the

oil pressure gauge. ■


Fig. 5 Toyota 3VZ head installation procedures.


2013IM

PORT



SHO

P TI

PSTe

ch S

olut

ions

Gui

de20

13

Valve Seat Installation TipsInterference fit is one of the mainconcerns when installing valveseats. You want the seat to fit tightlyso it doesn’t fall out, even if the en-gine overheats. But you don’t wantit so tight that there’s a danger ofcracking either.

On passenger car and light truckengines with aluminum heads, valveseats are usually factory installedwith about .002˝ to .003˝ of interfer-ence fit. Some say powder metalseats require a little more interfer-ence fit than cast iron alloys, whilecobalt alloy seats require a little lessbecause of their higher coefficient ofthermal expansion.

Keep in mind these numbers arefor brand new heads with brand newseats. After tens of thousands ofmiles, seat counterbores can becomedistorted and eroded, requiring anincrease in interference to keep theseat tight.

The most common recommenda-tion from valve seat suppliers forcast seats being installed in alu-minum heads is .003˝ to .005˝ of in-terference fit. If you are installingpowder metal seats, use .005˝ to .007˝of interference. If you are usingberyllium-copper seats, go with .004˝to .0045˝ of interference fit.

Many valve seats have a radius

or chamfer on the outside bottomedge to make installation easier.Seats with square cut corners aremore difficult to install and maydamage the counterbore if they snagany metal or become cocked whilethey are being driven in.

Chilling the valve seats in afreezer and preheating the head areoften recommended to make instal-

lation easier, especially if you areusing a lot of interference fit. Usinga lubricant also helps. When heat-ing the head, don’t get carried away.You only need about 160° to 180° F.If you get the head too hot, say 200°to 250° F, things can start to movearound and change the alignmentbetween the valve guide and seat.

How to Properly Dress Crankshaft Grinding WheelsManual dressing of the grindingwheel is an important factor in pro-ducing satisfactory work on yourcrankshaft grinder.

The grinding wheel must bedressed each time it is placed on themachine, even though it may nothave been removed from the wheelcenter.

Mount the wheel dresser on thegrinder table. Bring the rotatinggrinding wheel up close to the dia-mond and start the coolant flow.Never dress without coolant. Fric-tional heat buildup can cause the di-amond to come loose or separatefrom its mount. Lack of lubricating


Manually dressing your grindingwheel is important for produc-ing quality work.

properties, along with cooling,needlessly abrades the diamond.

Face DressingBest results will be obtained if thediamond is brought into contactwith the center of the wheel, fed in amaximum of .002˝, then traversedeach direction (left and right) off theedge of the wheel. Learning the besttraverse rate for dressing the wheelis a matter of trial and error for eachoperator. You have to be fast enoughto prevent glazing, but slow enoughto minimize spiral lead marks.Dressing from the center of thewheel out to each edge helps mini-mize the effect of the spiral leadmarks on the finish of the work-piece. Do not remove over .002˝ perpass. Excessive in-feed will causethe wheel to act like it’s loaded. Thisresults from wheel material being“pasted” into new exposed wheelporosity.

The type of dress applied to thegrinding wheel may be changed tosuit different grinding needs. Arapid traverse will remove largeamounts of material quickly. Aslower traverse will produce a moredesirable finish, but won't removematerial as rapidly.

Side DressingWhenever the sides of a grindingwheel are found to run out, theyshould be dressed. With the dressermounted to a table, bring the dia-mond into contact with the grindingwheel near its front corner, feed in amaximum of .002˝. The wheel is thenfed in and out until the necessaryamount has been dressed from eachside of the wheel.

Radius DressingWhen regrinding a crankshaft, everyeffort should be made to duplicatethe original corner radii to preventthe crankshaft from being weakened.Position the diamond in the holderfacing out the front. Slide the holderback, position and lock the radiusadjuster at the desired dimension.Then slide the diamond holder for-ward until the diamond contacts theradius adjustment stop. Tighten thediamond holder, unlock and retractthe adjustment stop. Feed the wheelinto position fully forward. Usingfine feed, bring the diamond intocontact with the front face of thewheel and dress the full width. Then

back the wheel away from the dia-mond .004˝, loosen the swivel lockand remove one of the stop pins sothe upper swivel can be rotated 90°of travel. While pivoting the dia-mond through its 90° arc, bring thewheel into contact and dress of therequired amount from one corner.Repeat this process forthe opposite corner byreplacing the first stoppin and removing thesecond pin to provide 90° rotationin the opposite direction.

Be sure to keep your diamonddresser tools sharp. Rotate the dia-mond 30 to 45° after each dressingoperation.

Olds V8 Distributor Gear Lubrication ProblemsWhen building an OldsmobileV8, especially a performance enginewith a high volume oil pump, it is amust to drill a small squirter hole inthe rear galley plug by the distribu-tor gear. A hole .025˝ to .050˝ in di-ameter will do wonders for gearlubrication and save a lot ofheadaches in the future.

Another Way To Keep Gaskets In PlaceFor gaskets that won’t stay in place,especially oil pan and intake mani-fold gaskets, some engine buildersrecommend using a glue stick. Anadvantage of using a glue stick isthat it is neat, so you won’t end up

with a mess.

Keeping Files CleanTo keep your files clean, rub themwith white chalk (or any color forthat matter) to fill up the grooves.This will keep out the dirt thatcauses files to be less effective. Theywill work just fine even with thechalk on them. ■


Use a glue stick or adhesiveto help keep gaskets in place. Tech Solutions G

uide2013

SHO

P TIPS


Identifying Six Common Fastener FailuresThere are six types of metallurgicalfailures that affect fasteners. Eachtype has unique identifying physicalcharacteristics. The following exam-ples are designed to be used like aspark plug reading chart to help an-alyze fastener failures(Figure 1).

While few enginebuilders have access tosophisticated analysisequipment, a standard Bausch andLomb three lens magnifying glasswill generally show 98% of whatyou want to see. Several of thephotos have been taken utilizing ascanning electron microscope(SEM) and are presented to simplyillustrate typical grain configura-tions after failure, according to fas-tener manufacturer ARP.

1. Typical Tensile OverloadIn a tensile overload failure the

bolt will stretch and “neck down”prior to rupture (Photo 1). One ofthe fracture faces will form a cupand the other a cone. This type offailure indicates that either the boltwas inadequate for the installationor it was preloaded beyond thematerial’s yield point.

2. Torsional Shear (Twisting)Fasteners are not normally sub-

jected to torsional stress. This sortof failure is usually seen in driveshafts, input shafts and outputshafts (Photo 2). However, ARP hasseen torsional shear failure whengalling takes place between themale and female threads (alwaysdue to using the wrong lubricant orno lubricant) or when the male fas-tener is misaligned with the femalethread. The direction of failure isobvious and, in most cases, failureoccurs on disassembly.

3. Impact ShearFracture from impact shear is

similar in appearance to torsionalshear failure with flat failure facesand obvious directional traces(Photo 3). Failures due to impactshear occur in bolts loaded in singleshear, like flywheel and ring gearbolts. Usually the failed bolts werecalled upon to locate the device aswell as to clamp it and, almost al-ways, the bolts were insufficiently

preloaded on installation.Fasteners are designed to clamp

parts together, not to locate them.Location is the function of dowels.Another area where impact failuresare common is in connecting rodbolts, when a catastrophic failure,elsewhere in the engine (debris from

failing

camshaft or crankshaft) impacts theconnecting rod.

4. Cyclic Fatigue FailureSome of the high strength

“quench and temper” steel alloysused in fastener manufacture aresubject to “hydrogen embrittle-ment.” L-19, H-11, 300M, Aeromet

and other similar alloys popular indrag racing, are particularly suscep-tible and extreme care must be exer-cised during manufacturing. Thespot on the first photo (Photo 4) istypical of the origin of this type offailure. The second is a SEM photoat 30X magnification.

5. Cyclic Fatigue CracksAgain, many of the high strength

steel alloys are susceptible to stresscorrosion. The photos (Photo 5) il-lustrate such a failure. The first pic-ture is a digital photo with an arrowpointing to the double origin of thefatigue cracks. The second photo-graph at 30X magnification shows athird arrow pointing to the junctureof the cracks propagating from therust pits.

L-19, H-11, 300M and Aeromet,are particularly susceptible to stresscorrosion and must be kept welloiled and never exposed to moistureincluding sweat. Inconel 718, ARP3.5 and Custom age 625+ are im-mune to both hydrogen embrittle-ment and stress corrosion.

6. Insufficient PreloadMany connecting rod bolt fail-

ures are caused by insufficient pre-load. When a fastener isinsufficiently preloaded during in-stallation the dynamic load may ex-ceed the clamping load resulting incyclic tensile stress and eventualfailure. The first picture (Photo 6) isa digital photo of such a failure withthe bolt still in the rod. The arrowsindicate the location of a cut madeto free the bolt.

The third arrow shows the originof the fatigue crack in the secondpicture – an SEM photo at 30X mag-nification that clearly shows the ori-gin of the failure (1), and the telltale“thumbprint” or “beach mark” (2).Finally (3) tracks of the outwardlypropagating fatigue cracks, and thepoint where the bolt (unable tocarry any further load) breaks-away.

How To Make Combustion Chamber MoldsThere are several different methodsused for producing combustionchamber molds of cylinder heads.Engine builders who need to digi-tize a chamber or determine pistonto valve clearance often use one of

PER

FOR

MA

NC

ETe

ch S

olut

ions

Gui

de20

13

Fig. 1 The six most common fas-tener failures are illustrated here.


these methods.Ross Pistons recommends the fol-

lowing process to make a combus-tion chamber mold (Figure 2):

• Clean both the chamber andhead surface; chamber must be freeof all dirt, oil and grease, and valvesmust be installed.

• Place cylinder head properlyon the block using no head gaskets.Snug cylinder head bolts or studswith dowel pins installed. Turnblock over until cylinder head is fac-ing downward toward the floor.Cylinder head deck must be levelbefore pouring mold.

• Insert plastic plug, or otherstopper, into spark plug hole on thechamber side. Tap in if needed.

• Spray both the chamber andcylinder bore with WD40 or wipedown with a light coat of oil or sili-cone spray.

• Mix epoxy or “Bondo” as permanufacturer’s instructions.

• Pour mixture into combustionchamber from the bottom of blockuntil epoxy covers at least .250” (6.5mm) up of the cylinder bore fromthe head surface.

• Let epoxy or Bondo cure as perinstructions that came with product.Once epoxy or Bondo has hardened,flip engine right side up and removecylinder head.

• Before removing chamber moldfrom cylinder head, install dowelpins into cylinder head. Place astraight edge parallel with thedowel pins; using a razor blade,scribe a line on the back side of themold. Scribe line must be on thechamber mold to be scanned. Scribeline is required to be parallel to thepiston pin only. It is not required tobe on the pin center line (see photo-graph).

Note: Care must be taken to en-sure that the scribed line is ab-solutely parallel with the dowel

pins.Remove mold from chamber. If

mold sticks, lightly tap with a plas-tic hammer or lightly pry with ascrewdriver. Use alcohol to removeany WD40 or silicone spray left onchamber mold and cylinder head.

Most Important Factors forChoosing Valve SpringsThe three most common factors thatshould be considered are installedheight, camshaft type, and cylinderhead valve spring pocket dimen-sions. Each consideration is equallycritical to choosing the correct valvespring for your application.

To begin, your installed heightshould always be measured (Figure3). This is important because theheight at which a valve spring is in-stalled can dramatically increase ordecrease its rated coil bind clearanceand opened/closed pressures. Asthis can lead to valve spring orcamshaft failure, it is vital that youchoose the correct spring for the in-stalled height that your cylinderheads can accommodate.

The next consideration iscamshaft type. In short, your valvespring pressure rating must be ap-propriate to the type of camshaftthat you are using. Failure to runthe correct pressure for the cam typewill almost certainly result in enginedamage. See the table below forgeneral spring pressure guidelinesbased on cam type.

Finally note the physical diame-ter of the spring. Cylinder headshave pockets that can only acceptcertain diameter valve springs with-out machine work. To help circum-vent the need for machine work,some manufacturers offer a wide se-lection of valve springs, as well asvalve spring locators and shim kitsto simplify the installation process.


PER

FOR

MA

NC

ETe

ch S

olut

ions

Gui

de20

13


Fig. 3 Factors in choosing valve springsinclude cam type, cylinder head valvepocket dimensions and more.

Fig. 2 Use one of these moldmethods if you need to digitizea combustion chamber.

Swapping To HydraulicRoller CamshaftsOne of the quickest ways togain a significant performance boostis to move up to a hydraulic rollercamshaft. This conversion gives youa lot of advantages over a standardhydraulic cam (Figure 4).

The advantages of a roller caminclude: no need to break-in the camon initial startup, the lifters can bereused if you change cams, the openand close ramps of the lobes arefaster, giving you more torque andhorsepower for any given grind,roller cams wear at a fraction of therate of standard cams, and rollercams can use the latest blends ofmotor oil with out the zinc, so noadditives are needed.

A few things are different about aroller cam installation. A standardcam is ground in a way that causesthe lifters to rotate during operationto minimize wear. This designcauses the cam stay in place by itselfas the engine turns. The roller camdesign does not need to rotate thelifters, so it will “float” in place dur-ing operation.

To keep the roller cam from mov-ing too much, you need to use acam button between the cam coverand the cam gear to hold it in place,and a Torrington bearing behind thecam gear to keep the cam gear fromdamaging the block. You will needto set a camshaft end play by usingshim washers (similar to settingcrankshaft end play). Lastly, youneed to make sure that your distrib-utor drive gear on the cam, and thedrive gear on your distributor arecompatible.

Roller cams are hardened steel,and if mated to a soft iron distribu-tor gear, it would wear out the dis-tributor gear quickly. Most cammakers press on a soft iron gear onthe camshaft at the factory, so inmany cases you need to do nothing.However, if your roller cam has ahardened gear, the cam manufac-turer usually sells a matching hard-ened steel distributor gear for youto use.

If you are retrofitting an older en-gine that did not use a roller camfrom the factory, you will need touse a retro fit roller cam and retro fitroller cam lifters. These parts havethe correct geometry to go into anolder engine and have their own

unique part numbers. Also, you willneed to use shorter pushrods for aroller cam, and the manufacturerwill have the correct length readyfor you. If your engine is newer andhas a roller cam from the factory,you will use a roller cam and liftersthat are designed as direct replace-ments. Roller cams will work withany rocker arm design.

Going to a roller cam upgrade isone of those few times where youcan really tell the difference it makeswhen you drive. Roller cams aremore expensive, but if you can con-vince your customer to come up

with a few extra bucks, it will reallybe worth the investment.

Recommended Valve Spring PressuresPlease note, the valve spring pres-sure figures given here are guide-lines only. Some special applicationsmay require different pressures.When in doubt, please contact yourcamshaft supplier.

The following recommendationsare from Erson Cams. Reach theirtech department at 800-641-7920.

• Hydraulic Flat TappetCamshaft: 110 lbs. seat pres-sure/250-280 lbs open pressure;

• Solid Flat Tappet Camshaft:130 lbs. seat pressure/300-325 lbs.open pressure;

• Hydraulic Roller Camshaft:130 lbs. seat pressure/300- 325 lbs.open pressure;

• Solid Roller Camshaft (mini-mum safe pressures) as follows:

• Up to .600˝ valve lift: 200-235lbs. seat pressure/600 lbs. openpressure; and

• Over .600˝ valve lift: 250-280lbs. seat pressure /100 lbs. pressurefor every .100˝ of valve lift. ■


Fig. 4 Hydraulic roller cams canboost performance for you customer


2013PER

FOR

MA

NC

E


A Brief Overview of Caterpillar C7 EnginesThis popular engine was released in2003, and now has a total produc-tion of over 300,000 units. With arange from 190hp to 360hp, thismid-range six cylinder engine isvery versatile (Figure 1).

This popular engine can often befound in on-highway trucks, andalso in off-highway applicationssuch as loaders, skidders, excava-tors, motor graders, and industrialand marine units. It is actually a 7.2liter (439 cid) engine with a 4.33˝bore (110mm) and 5.0˝ stroke(127mm).

Cylinder Head: The single cylin-der head is similar to the late 3126Bheads, with 3 valves per cylinder (1exhaust valve & 2 intakevalves). The electronicallyactuated injectors are lo-cated between the threevalves. A common pushrod and rocker arm design operatesthe valves, driven from a camshaftlocated in the cylinder block. Thehead is a cross flow design, with theintake ports located on the left side,and the exhaust ports on the right.

Cylinder Block: The cylinderblock has “parent” bore cylinders,meaning it does not have replace-able liners, but the cylinders can besleeved if necessary. Before boringthe cylinder block to accept repairsleeves, follow the OE guidelines toensure that the block is salvageable.One guideline in particular explainsthat the cylinder block should bemeasured with a digital disc brakecaliper to determine if the cylinderwall thickness is thick enough to ac-cept a cylinder repair sleeve.

Insert the thinner leg of thecaliper approximately 1.25˝ into thewater passage at the front betweenof each cylinder. The block must bea minimum of 0.170˝ (4.3mm) forthe block to be salvageable. The useof a stress plate is also recom-mended for measuring & honingthe cylinder diameters.

Pistons: Although several differ-ent piston part numbers are used inthese engines, two distinct designdifferences are important to note.Depending on the application, theengine may have aluminum or steel(one-piece) pistons. The one-piece

steel pistondesign isproduced by

inertia/friction welding a steelcrown to a steel piston skirt. Thisdesign creates a piston with an in-ternal oil cooling gallery in thecrown, and increased structuralstrength and resistance to fatigue.

Gear Train: The front gear traindrives the camshaft, oil pump, ac-cessory drives, and the high pres-sure fuel pump for the common railfuel system.

Fuel System: The common railfuel system operates under extremepressure. The transfer pump that

draws fuel from the fuel tank andsupplies the fuel pump, produces280 psi (+/- 15psi). The high pres-sure fuel pump delivers fuel to thefuel rail at approximately 27,500 psi,and supplies the hydraulic elec-tronic injectors.

Overall, C7 engines are growingin popularity within the rebuildingor repair markets.

Determining the Correct HeadGasket on Cat 3114, 3116 &3126 EnginesWhile other engine manufacturershave utilized thicker head gaskets tohelp salvage cylinder blocks theyare not so common to Caterpillarengines.

Oversized head gaskets may notbe something you would normallythink about when repairing or re-building a Caterpillar engine.

As the 3114, 3116 and 3126 (2-valve) engines age you may en-counter engines that have or willrequire thicker (oversized) headgaskets. IPD says it does not yetoffer these oversized head gaskets atthe time of publication, but their in-tent for this bulletin is to help in-form you of issues within the engineranges of their products.

Items that could cause issues in-clude the block deck surface tocrankshaft center line measure-ments decreasing due to machiningof the deck or the line bore of bear-ing journals. Be aware that the last


DIE

SEL

Tech

Sol

utio

ns G

uide

2013

Fig. 2-3 CAT 3114, 3116 and 3126engines may require oversize headgaskets. Use the chart on the rightto determine the correct gasket.

Fig. 1 The Cat C7 has a rangefrom 190hp to 360hp and is avery versatile engine.

machine shop may not havestamped the block, so you mayneed to do your own inspection totell which head gasket is correct.There are a number of ways to de-termine whether a standard or over-sized (thick) head gasket is correct.

• Measure the block height;cylinder block deck to crankshaftcenterline.

• Measure the thickness of theexisting head gasket.

• Standard gaskets have an as-sembled thickness of approx 1.5mm(.060”)

• Thicker oversized gaskets havean assembled thickness of approx.1.75mm (.070”)

• You may be able to identify theold gasket by a remaining part num-ber or by the gaskets profile. Stan-dard gasket have a straight edge,whereas the thicker oversized gas-ket should have a series of notchescut in the area shown in Figure 2.

• Look for previous machine shopstamping to indicate block height.According to OE publications, if theblock has been remanufactured bythem there will be a “TG” stampedon the remanufacture tag located on

the upper rear corner of the block oron the center tab on the top surfaceof the block (Figure 3).

3126B – 3 valve engines are notaddressed in this bulletin and todate the OE has not released over-sized gaskets for those applications.

Lower Cylinder Bore DamageCaution for CAT 3400, C15And C18 enginesAn area on the cylinder block thattoo often gets overlooked during

overhauls is the lower receiver borearea that supports the bottom of thecylinder liner.

The wear is an example of thedamage that can result on a worncylinder block. The cylinder blockshould be repaired prior to in-stalling a new cylinder liner.

With newer engines developinghigher cylinder pressures and horse-power, and older engines possiblyhaving been overhauled a few timesalready, making sure the liner isproperly supported is even moreimportant. Some engines are beingupgraded from an older aluminumpiston to the newer steel piston de-signs and this can increase the de-mand for performance of cylindercomponents as well. Clearances inthe newer technology steel pistonsare much tighter than those of theirolder aluminum predecessors, socontrolling the liner movementcould head off an expensive failure.

The process to repair the lowerreceiver bore is done with a “step”bore machining technique and a4W6061 lower repair sleeve. To dothis the cylinder block is machinedto a specific oversized diameter andto a specific depth to create theproper press fit and a step in theblock bore. The “Step,” as shown inFigure 4 helps retain the sleeve andcreates a good seal when the sleevebottoms out against it.

The oversized dimensions to bemachined into the cylinder block(shown in Figure 4) to accept the4W6061 repair sleeve and create theproper press fit are:

• Depth of machining is 8.826˝+/-.010˝ (224.19 +/- 0.25mm);

• Diameter is 6.2205˝ +/- .001˝(158.00 +/- 0.025mm).

To install the repair sleeve theblock and sleeve must be clean anddry. Apply high strength threadlockto the block and freeze the repairsleeve. Install the sleeve with theI.D. taper upward and hold in placeuntil seated. Allow adequate timefor the threadlock to dry before fin-ish machining.

Finish machining the I.D. of theinstalled repair sleeve to 6.059˝ +/-.002˝ (153.90 +/- 0.05mm).

As engines evolve and compo-nents improve it is always best touse the latest specifications andtechnical information before begin-ning the machining processes. Theseinstructions and dimensions are the


Fig. 4 Remaining “step” to beleft in cylinder block casting ofCAT 3400 C15 and C18 engines.

DIE

SEL

Tech

Sol

utio

ns G

uide

2013

most current available as of thisprinting.

On CAT 3400 and C15 series en-gines you might also consider in-stalling a unique “Crevice Seal”liner to help reduce liner movement.

How Do You Reuse Cummins ISXand QSX Connecting Rods?Because of the differences in theconnecting rods, they require differ-ent connecting rod bearings, whichcannot be interchanged between thetwo rod types

There are two types of ISX &QSX connecting rods; “Drilled” and“Non-Drilled”. A drilled connectingrod has an oil passage drilled upthrough the shank of the rod to sup-ply lubrication to the connection atthe piston pin. A drilled rod can beused with either two piece articu-lated or one piece steel pistons.There is no oil passage in a non-drilled rod, and this type of rod canonly be used with two piece articu-lated pistons. Because of the differ-ences in the connecting rods, theyrequire different connecting rodbearings, which cannot be inter-changed between the two rod types.

Reusability Guidelines:Thoroughly checking a connect-

ing rod and connecting rod bolts re-quires sophisticated equipment andfixtures found in engine machineshops. Machine shops have the ca-pabilities to “Mag” test the rodand/or bolts to indentify cracks,check the rod to see if it is bent ortwisted, and check the length fromcenter-to-center.

• Maximum allowance for bendis 0.0008˝ (0.021mm);

• Maximum allowance for twistwith the bushing installed is 0.002˝(0.05mm); and

• The length specification of theconnecting rod from center to centeris 10.293˝ to 10.297˝ (261.45mm to261.55mm).

Often, connecting rods removedfrom non-failed running engines arevisually inspected and checked di-mensionally to assure the bores arewithin specifications, and thenreused. Once the rod & bolts arecleaned and dried, including the oilpassage of drilled rods, the remain-der of this tech bulletin outlines thesteps commonly performed by thetechnicians at the repair or rebuildfacilities (Figure 5).

• Visually inspect the rods and

bolts;• There should not be any dam-

age to the shank or I-beam of therod or to the cap;

• There should not be any dam-age to the thrust face or chamferedareas of the rod or cap;

• The mating surfaces at the part-ing line of the cap and rod must notbe fretted or damaged;

• The bearing surfaces must freeof nicks and burrs (small imperfec-tions can be removed with emerycloth);

• The rod pin bushing must notbe damaged or have indications thatit has turned in the rod;

• Some amount of discolorationis acceptable, but if the rod & caphave a bluish color, the rod assem-

bly shouldbe replaced;

• Assurethat thealpha codesmatch be-tween therod & cap;

• Thebolts cannothave dam-aged treads,

or be pitted from rust or corrosion;• The bolts cannot be bent or

galled; and• The bolt seat and mating seat-

ing area of the cap must not be fret-ted or damaged.

Dimensional Specifications• Connecting rod bearing bore

(big end) specification is 3.890˝ to3.891˝ (98.801mm to 98.839mm)Note that the torque procedures aredifferent between new rod bolts andused rod bolts;

• The procedure for used rodbolts is to tighten the bolts in nu-meric sequence to 52 ± 4 ft.lbs., andthen in sequence, add an additional60 ± 5 degrees turn;

• The procedure for new rod


Fig. 5 With careful inspecition ofCummins connecting rods, theycan often be reused.


2013D

IESEL


bolts is to tighten the bolts in nu-meric sequence to 29 ± 4 footpounds, loosen the bolts in numericsequence, retighten the bolts in nu-meric sequence a second time at 52± 4 foot pounds, and then, in se-quence, add an additional 60 ± 5 de-grees turn;

•Connecting rod bushing (smallend) bore specification for the insidediameter of the bushing to acceptthe piston pin is 2.502” to 2.503”(63.55mm to 63.57mm); and

• Note, at the time of this bul-letin, replacement bushings and theprocedure for replacing them wasnot available.

The drilled connecting rod wasintroduced in late 2002, and hassince replaced the earlier non-drilled rod. As stated above, thedrilled rod can be used with bothtwo piece articulated and one piecesteel pistons. It can also be mixedwith non-drilled rods in engineswith two piece articulated pistonsonly. Again, a drilled rod must beused in all one piece steel piston ap-plications.

More detailed information can befound in the O.E. service bulletins.Always consult the latest O.E. serv-ice bulletins and publications for theupdates and current information.

General Diesel Connecting RodReconditioning ProceduresOne key operation in rebuilding anengine is to recondition the connect-ing rods. Because diesel engines ig-nite by compression, the connectingrod dimensions are very important.

As a result, connecting rod recon-ditioning is a critical part of alldiesel overhauls. Upon teardown,the old connecting rods are in-spected, magnafluxed, checked foralignment, parting surfaces re-ma-chined, and new rod bushings in-stalled and pin-fit. At the same time,the rod bolts are measured forstretch. This is all normal, day in,day out activity at any heavy dutyengine facility.

Pin Bushing Failure:Piston pin bushings can turn and

spin in their housing bores. Enginefailure quickly results. To preventthis we suggest that when new rodbushings are installed in the recon-ditioned rod that they be expandedto contact and conform to the smallend bore. To expand this bushingsimply press a hardened steel ball

through the ID ofthe pin bushing.

We adviseusing a ball .005˝ larger than the IDand an old piston pin smaller thanthe inside diameter of the bushingto push the oversize ball through.This broaching operation will en-large the bushing OD to follow thecontour of the housing bore. Thiswill lock it in and prevent spinning.If you heat the rod to install the newbushing, we recommend that youallow the rod to cool before pressingin the steel ball. For Perkins 4236,4248 and 6354 engines you can use ahardened ball 1.366" in diameter tobroach these piston pin bushings.

Serrated Mating Surfaces:Often in connecting rod recondi-

tioning the rods are disassembledand the rod caps are cut on a capgrinder. Perkins rods present prob-lems though because their rods haveserrated surfaces where the capmates to the rod. They can not beground on a cap grinder. Some peo-ple have suggested hand filing thesesurfaces to recondition them. We feelthat this is slow and inexact in a crit-ical area. (Remember: diesels fire bycompression and rod heights or cen-ter-to-center distance is critical.)

Sheared Crankshaft SprocketKeys Found on Some GM 6.2LDiesel EnginesThis bulletin affects 1982-1989Light-Duty Trucks and vans with6.2L diesel engines

A new hardened washer, p/n23504011, is available for improvedclamp load of the crankshaftsprocket to the crankshaft by thecrankshaft bolt. Installation torquesfor the hardened washer have beenincreased to 177 to 185 ft.lbs. (240N.m /250 N.m).

Parts are currently available from

GM and other suppliers shoulddamper loosening occur, resulting inthe crankshaft sprocket shearing thelead alignment key. Repairs shouldbe made using the new washer andtorque value.

Examine the crankshaft sprocketand be sure before reassembly thatthere is no damage to the keyway.During the assembly of the crank-shaft sprocket to the crankshaft, GM

Goodwrench ThreadLocker 272, p/n12345492 or equiva-lent should be ap-plied to thecrankshaft post for360 degrees at the

rear' crankshaft key area only.Thread Locker 272 material shouldnot be applied to the sprocket insidediameter (see Figure 6).

Oil Cooler Leak Reported OnSome GM 6.6L Diesel EnginesSome engine builders have reportedan oil cooler leak on 2001-’04 GM6.6L VIN 1 & 2 Duramax diesel engines.

The oil leak is caused by minorimperfections in the engine blockmachine surfaces at the oil cooler in-terface that may allow engine oilseepage past the oil cooler O-rings.To cure this problem, GM offers thefollowing information:

1. Inspect for other oil leaks thatmay be perceived as an oil coolerleak. An oil leak from one of themain bearing cap side bolts may appear to be coming from the oilcooler.

2. If the oil cooler is leaking oil,remove the oil cooler from the en-gine. Use care to remove only thefive bolts that hold the oil cooler tothe engine block.

3. Remove the O-rings from theoil cooler and discard them.

4. Clean the mating surfaces ofthe engine block and the oil cooler.

5. Install new O-rings (2) to theoil cooler.

6. Apply sealant (p/n 97720043)to the oil cooler. Do not applysealant to the O-ring grooves on theoil cooler.

7. Install the oil cooler to the en-gine block. Torque five oil cooler as-sembly bolts to 18 ft.-lbs.

8. Allow the vehicle to sit foreight hours at room temperature toallow the sealant to fully cure beforeinitial startup. ■


Fig. 6 Examine the crankshaftsproket for damage to the key-way befor reassembly on GM6.2L diesel engines.

DIE

SEL

Tech

Sol

utio

ns G

uide

2013

engine builder-tech solutions guide 2013

Documents