NOTE: ‘‘LDL TFE’’ (Lay-down Lip, Teflon) oil seals for service replacement have an assembly tool which protects the seal lip during shipment and installation. The ‘‘LDL TFE’’ oil seal must be installed with the lip of the seal and the crankshaft clean and dry. Do not use any kind of lubricant. The use of lubricant will result in oil leakage at the seal.
Use hand pressure to push the oil seal from the assembly tool onto the crankshaft as far as possible. Remove the assembly tool.
Install top plate, Part No. ST-1259-1, (from oil seal puller/installer, Part No. ST-1259) on the crankshaft; and use three vibration damper mounting capscrews and flat washers.
Tighten the three capscrews alternately in 1/2 turn increments until top plate, Part No. ST-1259-1, seats against the crankshaft nose.
Remove the oil seal puller/installer, Part No. ST-1259.
Install one 7/16-20 X 4-inch guide stud in each side of the gear cover mounting flange to align the cover.
Install the gear cover gasket over the guide studs and the dowel pins.
NOTE: Use a film of Lubriplateா 105 or its equivalent or grease to hold the gear cover gasket in place, if necessary.
Install the gear cover. Install and tighten the mounting capscrews in the sequence shown.
Torque Value: 68 N•m [50 ft-lb]
Cut off the ends of the gasket even with the cylinder block oil pan mounting flange.
Mount a dial indicator on the front face of the crankshaft. Put the indicator plunger against the oil seal bore, and set the dial indicator to ‘‘0’’ (zero).
Rotate the crankshaft one complete revolution while monitoring the indicator. The total indicator reading must not exceed 0.38 mm [0.015-inch].
If the total indicator runout exceeds 0.38 mm [0.015 inch], remove the gear cover. Check the cover and the housing for nicks or burrs.
Clean the gear cover and the housing surfaces thoroughly.
Repeat the gear cover installation procedure, and check the total indicator runout again. If the total indicator read out is not within specifications, the gear cover must be replaced.
Install a new gasket on the mounting trunion of the lubricating oil pump.
Install the lubricating oil pump in the mounting hole in the cylinder block gear flange.
Install and tighten the five mounting capscrews.
Torque Value: 54 N•m [40 ft-lb]
Use a dial indicator to check the backlash between the lubricating oil pump and the camshaft gear.
Install the tip of the dial indicator against a tooth on the lubricating oil pump drive gear as shown.
Turn the lubricating oil pump drive gear by hand as far as it will freely move, and set the dial indicator to ‘‘0’’ (zero).
Turn the lubricating oil pump drive gear by hand in the opposite direction as far as it will freely move, and read the dial indicator.
If the backlash is not within specifications, the lubricating oil pump drive gear must be replaced.
Install a new EPS in the mounting hole in the block. Make sure a new o-ring is present and in place. Use service tool, Part No. 3822747. Tighten the EPS.
Torque Value: 34 N•m [25 ft-lb]
Rotate the crankshaft until the accessory drive timing marks on the camshaft gear are at approximately the 1:00 o’clock position.
Install a new gasket on the accessory drive assembly.
Put the accessory drive shaft dowel pin at approximately the 11:30 o’clock position when facing the shaft from the pulley end.
Install the accessory drive assembly in the gear housing accessory drive mounting hole.
Check the alignment of the camshaft gear and the accessory drive gear timing marks.
NOTE: The accessory drive shaft dowel pin will be at the 12:00 o’clock position after the accessory drive is installed.
Install and tighten the five accessory drive mounting capscrews.
Torque Value: 61 N•m [45 ft-lb]
Use a dial indicator to check the backlash between the accessory drive gear and the camshaft gear.
Install the tip of the dial indicator against a tooth on the accessory drive gear as shown.
Push the accessory drive gear against the accessory drive thrust washer or thrust face.
Hold the gear against the thrust washer or thrust face when checking the backlash.
Turn the accessory drive gear by hand as far as it will freely move, and set the dial indicator to ‘‘0’’ (zero).
Turn the accessory drive gear by hand in the opposite direction as far as it will freely move, and read the dial indicator.
The injection timing is the relative measurement of the distance remaining between the injector plunger and the injector cup when the piston is 5.161 mm [0.2032-inch], or 19 degrees before top dead center (TDC) on the compression stroke.
Injector timing is expressed by the amount of push tube travel remaining.
The injection timing code appears on the engine dataplate. Codes are alphabetic letters that relate to a numerical specification.
Specifications can be found in the Control Parts List (CPL) Manual, Bulletin No. 3379133.
Advanced timing (1) means the fuel is injected earlier into the cylinder during the compression stroke. Retarded timing (2) means the fuel injection occurs closer to TDC in the cylinder.
The amount of push rod travel determines the time of fuel injection in relation to the piston position.
A low numerical value of the push rod travel remaining indicates a greater degree of advanced (1) or fast timing.
A high numerical value of the push rod travel remaining indicates a greater degree of retarded (2) or slow timing.
Injection timing changes are accomplished by advancing (1) or retarding (2) the cam follower action in relation to the piston position.
This is accomplished by changing the orientation of the camshaft lobe to the cam follower using different cam follower gasket thicknesses or offset camshaft gear keys.
NOTE: Gear train timing (index mark alignment) always remains the same.
NOTE: The injection timing check is a measurement which determines the injector push rod travel in relation to the piston travel. Due to normal parts tolerances, it is necessary to check one cylinder for each cam follower housing.
Timing Tool Installation
Install the piston plunger rod in the injector bore of the No. 1 cylinder.
NOTE: Make sure the plunger is centered and on top of the piston.
Align the swivel bracket with the injector clamp capscrew hole. Install the 6-inch swivel bracket capscrew. Tighten the capscrew finger tight.
Position the push rod plunger rod near the push rod.
Tighten the swivel bracket capscrew enough to hold the timing tool rigid. Make sure the piston plunger post is clamped squarely to the cylinder head.
Align the plunger rod (1) and the injector push rod (3) with each other, and parallel to the plunger rod.
NOTE: Tighten the clamp handle (2) after the plunger rod is aligned with the injector push rod.
Loosen the support bracket (4) and slide the bracket down until the plunger rod (1) engages the injector push rod (3).
NOTE: The support bracket must be aligned with the vertical line on the clamp handle bracket. The push rod (3) must be vertically aligned with the plunger rod (1).
Compress the plunger rod tension spring approximately 12.7 mm [0.50-inch], and tighten the support bracket.
Determine the piston top dead center (TDC) on the compression stroke by rotating the crankshaft in the direction of engine rotation (clockwise) until the piston plunger reaches its uppermost position.
NOTE: Use only the crankshaft to rotate the engine. The use of the gears will result in false measurements. Gear lash must be closed up in the direction of normal rotation (crankshaft clockwise ).
NOTE: The timing tool indicator needles will both start to move in the same direction of rotation as the piston approaches TDC if the cylinder is on the compression stroke. If both needles do not move in the same direction, rotate the engine one complete revolution in the same direction of rotation.
The next frames explain proper orientation and measurement with the dial indicators.
Put the piston travel dial indicator over the plunger rod with the contact tip in the center of the piston plunger rod.
Lower the indicator to within 0.63 mm [0.025-inch] of the fully compressed position.
Tighten the thumbscrew to hold the gauge in position.
Rotate the crankshaft back and forth to make sure the piston is precisely at top dead center (TDC) on the compression stroke.
NOTE: Always set the dial indicator at ‘‘0’’ (zero) at TDC with the crankshaft having just been rotated in the direction of normal rotation (clockwise) to reduce the timing errors due to gear backlash.
NOTE: TDC is indicated by the maximum clockwise position of the piston travel indicator pointer.
Set the dial indicator at ‘‘0’’ (zero). Lock the indicator face with the thumbscrew.
Rotate the crankshaft in the direction of engine rotation (clockwise ) to 90 degrees after top dead center (ATDC).
NOTE: The piston travel plunger will be at the ‘‘NH/NT 90-degree’’ mark on the timing tool.
Put the push rod travel dial indicator in the center of the injector push rod plunger. Lower the indicator to within 0.63 mm [0.025-inch] of fully compressed position, and tighten the thumbscrew to hold the indicator in position.
Set the dial indicator at ‘‘0’’ (zero). Lock the indicator face with the thumbscrew.
Rotate the crankshaft in the opposite direction of engine rotation (counterclockwise ) through TDC to 45 degrees before top dead center (BTDC).
NOTE: This step is necessary to remove the gear train lash and to provide more accurate indicator readings.
Observe the dial indicator readings prior to crankshaft rotation to assist in later determining BTDC piston setting and timing reading.
NOTE: If the crankshaft is rotated beyond the -5.161 mm [-0.2032-inch] position, the crankshaft must be rotated counterclockwise back to 45 degrees BTDC. Repeat the following step.
Rotate the crankshaft slowly in the direction of engine rotation (clockwise ) until a reading of -5.161 mm [-0.2032-inch] BTDC is reached on the piston travel dial indicator.
Compare the reading of the injector push rod travel indicator to the specification listed for the timing code.
NOTE: The push rod travel indicator is read in a counterclockwise direction from ‘‘0’’ (zero). The total amount of travel represents the injection timing value.
If the injection timing is not within the specified limits, check the following:
1. Is the timing tool correctly installed?
2. Are the dial indicators correctly adjusted?
3. Has the crankshaft been rotated in the correct direction and timing sequence?
4. Are the cam follower housing capscrews correctly tightened?
5. Are the crankshaft and camshaft gears in proper alignment?
NOTE: To verify the correct injection timing for a particular engine, check the injection timing code on the engine dataplate. To acquire the timing specifications, refer to the Control Parts List (CPL) Manual, Bulletin No. 3379133.
If the indicator reading is higher than the specification,the timing is retarded (2).
If the indicator reading is lower than the specification, the timing is advanced (1).
NOTE: The injection timing can be changed by removing the cam follower housing and by increasing or decreasing the gasket thickness. Each 0.18 mm [0.007-inch] of gasket thickness affects injection timing by approximately 0.05 mm [0.002-inch] indicator travel.
NOTE: Gaskets are available in the following nominal thicknesses:
1. 0.18 mm [0.007-inch].
2. 0.43 mm [0.017-inch].
3. 0.43 mm [0.017-inch] (Print-O-Seal*).
4. 0.56 mm [0.022-inch].
5. 0.76 mm [0.030-inch].
*One Print-O-Seal gasket must be used for each cam follower housing.
Increase the gasket thickness to advance the injection timing (Add = Advance).
Decrease the gasket thickness to retard the injection timing (Remove = Retard).
The accompanying chart lists the different cam follower housing gaskets, the gasket thickness, and approximate change in push rod travel at 19 degrees BTDC 0.2032 inch piston travel.
NOTE: The Print-O-Seal gasket (1) must be against the cylinder block with the sealing bead toward the cam follower housing. The minimum amount of gasket stack-up thickness which can be used is 0.43 mm [0.017-inch] (one Print-O-Seal gasket). The maximum gasket stack-up thickness allowed is
2.03 mm [0.080-inch].
If you can not correct the injection timing by increasing or decreasing the thickness of the cam follower housing gaskets (1), an offset camshaft key (2) must be installed.
The timing code specifies the required camshaft key. An offset key can be required initially.
After completing the injection timing check on cylinder No. 1, check the injection timing on cylinders No. 5 and No. 3.
Install the new cam follower gaskets to the block as follows:
• Obtain a gasket with the same thickness as the gaskets removed.
• Install the gaskets over the dowel pins in the block.
NOTE: If the thickness of the original gaskets is unknown, install a gasket combination of 0.99 mm [0.039-inch] as a reference point.
NOTE: The Print-O-Seal gasket must be against the cylinder block with the sealing bead toward the cam follower housing.
Use clean 15W-40 oil to lubricate the camshaft lobes.
Install a new gasket on the guide studs and the dowels for the No. 1 cam follower housing.
Install the cam follower assembly as follows:
• Install the capscrews and the studs in the same position from where they were removed. Tighten the capscrews in the alternating sequence shown to the following torque values:
— Tighten to 20 N•m [15 ft-lb].
— Tighten to 47 N•m [35 ft-lb].
Apply a film of Lubriplate 105 or its equivalent to both sides of the camshaft thrust washer.
Install the thrust washer on the camshaft.
Install four camshaft pilots, Part No. 3375268, over the base circle of the valve lobes between the camshaft journals.
Use a rubber band to hold the installation pilots in place.
The rubber band must straddle the valve lobes.
Apply a film of Lubriplateா 105 or its equivalent to the camshaft journals and the camshaft bushings.
Rotate the camshaft slowly as it is being installed in the cylinder block.
Align the ‘‘O’’ mark on the camshaft gear with the ‘‘O’’ mark on the crankshaft gear.
After aligning the ‘‘O’’ marks, push the camshaft in the bore until the thrust washer fits against the cylinder block.
Remove the camshaft installation pilots. Do not allow the rubber bands to fall into the camshaft cavity of the cylinder block when removing the installation pilots.
Use a dial indicator to check the backlash between the camshaft gear and the crankshaft gear.
Put the tip of the dial indicator against a tooth on the camshaft gear.
Turn the camshaft gear by hand as far as it will freely move, and set the dial indicator at ‘‘0’’ (zero).
Turn the camshaft gear by hand in the opposite direction as far as it will freely move, and read the dial indicator.
If the backlash is excessive, inspect the camshaft and crankshaft gears for tooth wear and replace if necessary.
If the backlash is tight, inspect for debris or damage to the gear teeth and check again.
Use a non-petroleum-based cleaner such as Part No. 3823717.
Clean the cylinder head and the cylinder block head gasket contact surface.
Install new gaskets on the dowel pins in the cylinder block.
NOTE: Make sure the side of the gasket marked ‘‘TOP’’ is up.
Install the cylinder heads over the dowel pins. If reusing original cylinder heads, install them in their original position.
Use clean 15W-40 oil to lubricate the cylinder head capscrews and both sides of the flat washers.
Allow the excess oil to drain from the threads.
Install 12 capscrews and washers in each cylinder head.
Complete the following steps to tighten the capscrews to the specified torque values in the sequence shown:
• Tighten to 136 N•m [100 ft-lb].
• Tighten to 298 N•m [220 ft-lb].
• Rotate 90 degrees, not less than one flat, and not more than two flats.
Repeat the tightening sequence to install each cylinder head.
The markings on the head of the flange head capscrews serve as an aid during installation. After torquing the capscrew 298 N•m [220 ft-lb], mark the cylinder head adjacent to one of the two single marks ‘‘A’’ or ‘‘B’’ on the capscrew head.
After all 12 capscrews on one head have been torqued to 298 N•m [220 ft-lb], they must be rotated in the tightening direction an additional 90 degrees. Rotate the capscrew until the mark on the cylinder head is between the next two marks joined by an arc (more than one flat and less than two flats).
NOTE: When using torque plus angle, the tolerance on the 90 degree angle of rotation is one to two flats (90° plus or minus 30° ). If the capscrew is rotated beyond two flats, do not loosen the capscrew. The clamp load is still acceptable; however, rotating the capscrew beyond two flats causes additional stretch and reduces the number of reuses. With proper torquing, the capscrew can typically be reused for the life of the engine.
NOTE: Use a new pilot bearing when installing a new or rebuilt clutch.
Use a mandrel and a hammer to remove the pilot bearing.
Use Scotch-Briteா 7448, Part No. 3823258, to clean the pilot bore.
Use a mandrel and a hammer to install the pilot bearing.
NOTE: The pilot bearing must be installed flush with the pilot bore surface.
Install two t-bolts into the flywheel clutch mounting surface.
Install two 5/8 – 18 x 6-inch guide studs in the crankshaft flange.
Install the flywheel on the guide stud.
Lubricate the threads of the capscrews and the surface of the washers with 15W-40 lubricating oil.
Install the four capscrews.
Remove the t-bolts and the guide studs.
Install the remaining two capscrews in the holes from which the guide studs were removed.
Tighten the capscrews in a star pattern.
Torque Value: 271 N•m [200 ft-lb]
Bore Alignment – Measurement
Use dial indicator gauge (1), Part No. 3376050, or its equivalent and dial gauge attachment (2), Part No. ST1325, to inspect the flywheel bore (3) and the surface (4) runout.
Install the attachment to the flywheel housing.
Install the gauge on the attachment.
Install the contact tip of the indicator against the inside diameter of the flywheel bore, and set the dial indicator to ‘‘0.’’
Rotate the crankshaft one complete revolution.
NOTE: The total indicator runout (T.I.R.) must not exceed 0.127 mm [0.0050-inch].
If the T.I.R. is greater than the specification, remove the flywheel.
Inspect the flywheel mounting surface for dirt or damage.
Inspect the crankshaft for dirt or damage. Replace the crankshaft if necessary.
Install the flywheel, and inspect the bore runout again.
Replace the flywheel if the runout does not meet specifications.
Face Alignment – Measurement
Install the contact tip of the indicator against the flywheel face, as close to the outside diameter as possible, to inspect the face (4) runout.
Push the flywheel forward to remove the crankshaft end clearance. Adjust the dial on the indicator until the needle points to ‘‘0.’’
Rotate the crankshaft one complete revolution. Measure the flywheel runout at four equal points on the flywheel.
NOTE: The flywheel must be pushed toward the front of the engine to remove the crankshaft end clearance each time a point is measured.
The total indicator runout (T.I.R.) must not exceed the following specifications:
If the flywheel face runout is not within specification, remove the flywheel. Check for nicks, burrs, or foreign material between the flywheel mounting surface and the crankshaft flange.