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The following technical bulletins were published by AERA.
 FASTENER REPLACEMENT WARNING
Replacement Warning On Connecting Rod & Flywheel Or Driveplate Fasteners


Certain Chrysler (American Motors Corporation) products use fasteners that must be replaced when reassembling the engine.  In particular use caution when working on Eagle, Jeep and Renault engines.

The following chart outlines the replacement of connecting rod and flywheel or driveplate fasteners for Chrysler Eagle, Jeep and Renault engines if the engine was disassembled.

COMPONENT: Flywheel/Driveplate bolts
ENGINE TYPE: C2J, C3J, F3N, 843, A7L J8S, J7T, 2.46L, 2.8L, 4.2L, 5.9L

COMPONENT: Connecting rod bolts/nuts
ENGINE TYPE: C2J, C3J, F3N, 843, A7L, J8S, J7T

                                                                         The AERA Technical Committee
 EXCESSIVE OIL CONSUMPTION
                                             Excessive Oil Consumption 
                                  on 1978-89 Chrysler Jet Valve Engines

AERA members have reported excessive oil consumption and spark plug fouling complaints on 1978-89 Chrysler jet valve engines.  These engines are manufactured for Chrysler Corporation by Mitsubishi Motor Corporation of Japan.

There are several possibilities for allowing oil to pass into the combustion chamber.  They are oil leaking past the valve stem seal or the jet valve body O-ring, or a worn jet valve body or valve stem.  Since oil can travel among the various air passages in the cylinder head casting, it is important to inspect all jet valves not just the cylinder that is indicated by a fouled spark plug.

Remove the jet valve assembly as indicated in the appropriate service manual and inspect the O-ring for nicks, cuts, tears or deformation.  Likewise, a brittle O-ring is not capable of sealing out lubricating oil.  The O-ring, Chrysler part #MD009786, should be replaced whenever the jet valve assembly is removed from the cylinder head.

Disassemble the jet valve assembly and inspect the valve stem seal for damage or deformation.  Chrysler recommends replacement of the complete assembly if the valve body or valve stem are worn.  Use Chrysler part #MD009440. 

Any oil residue or carbon must be removed from the jet valve passages before assembly.  See the appropriate OE or aftermarket manual for further information and torque values.

                                                                       The AERA Technical Committee
 REAR MAIN SEAL LEAKS ON 1986 & LATER ENGINES
                                   Rear Main Crankshaft Seal Leaks On
                          1986 And Later Chrysler 5.9L (360 CID) Engines

The rear main crankshaft seal bore on some Chrysler 5.9L (360 CID) engines built after 1986 may not be concentric with the centerline of the main bearing bore.

This causes irregular contact between the rear main seal and the crankshaft, leading to oil leaks at the rear of the engine. Depending on position, the seal may barely make contact with the crankshaft or may be flattened because of the closeness of the crankshaft seal surface.

Chrysler Corporation has released a Viton rear seal, Part #4483456, replacing Part #4240101, that should be used in this situation.  The number on the seal itself is 501473.

At the present time aftermarket gasket manufacturers are packing the former Polyacrylate rear main seal with their gasket sets, which should work well in most applications.   However, install the Viton seal whenever a cylinder block with a non-concentric rear main crankshaft seal housing bore is used.

                                                                       The AERA Technical Committee
 CYLINDER HEAD/VALVE TRAIN CHANGES ON 1985-91 ENGINES
                                  Cylinder Head/Valve Train Changes
                      Chrysler 5.2 & 5.9L (318 & 360 CID) 1985-1991 Engines 

Beginning with the 1985 model year, Chrysler manufactured the 5.2L (318 CID) engines with roller lifters & camshaft.  The 1989 model year brought the same design to 5.9L (360 CID) engines. Upon doing so, the size of the push rod socket in the lifter increased to a diameter of .650 (16.51mm).  Older non-roller heads have a push rod socket diameter of .500 (12.7mm).  

Using older, non-roller cylinder heads on the roller lifter engines can result in push rod to cylinder head contact in that area where the push rod passes through the cylinder head.  The 5.2L (318 CID) roller cam cylinder heads are easily identified by the kidney shaped or high swirl port combustion chamber. 
Identification of the 5.9L (360 CID) head is more difficult, as both heads share the same 70cc combustion chamber.

The roller cam engine also uses a shorter push rod than the non roller engine.  The length of it measures 6.794-6.814 (172.567-173.076mm).  Non roller engines use a push rod with a length of 7.505-7.525 (190.627-191.135mm).   

In the middle of the 1990 model production year, the push rod was changed from solid to hollow.  The hollow push rod provides positive oil flow to the rocker arm socket when used with the later style rocker.  The later rocker does not have an oil hole in the push rod socket, whereas all earlier rockers had an oil hole opening in the socket.  

Be sure to use the appropriate rocker arm and push rod combination when assembling roller camshaft engines.  The solid push rod uses a rocker arm with an oil hole in the push rod socket, while the hollow push rod's rocker arm should not have an oil hole opening in the push rod socket.  If the hollow push rod
is matched with the rocker that also has an oil hole in the push rod socket, excess oil will be transported up the push rod, through the rocker's oil hole and into the rocker cover cavity. Excessive oil in this area may lead to engine oil consumption if the valve stem seals are overcome.

Along with push rod and rocker changes, the roller lifters were also modified.  The lifters that are used with hollow push rods now have an oil feed hole in the push rod socket.  Again, use the lifter with the oil hole on engines with hollow push rods.

Extreme caution must be taken when changing cylinder heads and valve train components on Chrysler built 5.2 & 5.9L (318 & 360 CID) engines.  Failure to do so, may result in severe engine damage.

For additional information see AERA bulletins: TB 493 & 712

                                                                         The AERA Technical Committee
 CAMSHAFT HOUSING CAUTION
                          Camshaft Housing Bore Align Bore Caution On
                                             Chrysler 3.0L OHC Engines

It is common practice to reclaim the camshaft bearing surfaces on overhead camshaft engine cylinder heads when the camshaft has seized in the cylinder head.  Usually the cam bearing caps are cut at the parting face and then the housing bore is align bored.

In the case of the Chrysler 3.0L engine this could lead to trouble, especially when more than .015 of material is cut off the cam bearing caps.  As shown in the illustration, the rocker arm shafts and cam bearing caps form an integral assembly.  Therefore, removing material from the cam bearing caps brings the rocker arm shafts closer to the valves.  

Since valve lash is controlled by small lash adjusters that are located in the rocker arms, there is not very much room to play with before valve geometry is seriously affected.  The result is valves that remain open even if the installed valve stem height of 1.635-1.650 is maintained.

It is best to remove as little material as possible from the cam bearing caps or if this is not feasible, reclaim the bearing surfaces through welding.  Alternately, it is possible to fit the cylinder head for aftermarket cam bearing inserts.

                                                                         The AERA Technical Committee
 VALVE SPRINGS CAUTION
                                           Valve Springs Caution For
                               1997-99 Chrysler 2.0L DOHC VIN  Y Engines

The AERA Technical Committee offers the following caution on valve springs for1997-99 Chrysler 2.0L DOHC VIN Y engines. This information applies to engines in Neon vehicles built prior to November 3, 1998. 

Symptoms of this condition include engine roughness or misfire, usually only apparent on initial cold engine start. The presence of this condition may be accompanied by a MIL illumination for single or multiple cylinder misfires diagnostic trouble codes (DTC?S). The cause of this cylinder misfire may be resulting from improper valve spring tension on any of the engine?s 16 valves.

Using the Mopar Diagnostic System (MDS2), and/or the Diagnostic Scan Tool (DRBIII®) with appropriate Diagnostic Procedures Manual, verify that all engine and transmission systems are functioning as designed. If non-misfire related DTC?S are present, record them on the repair order and repair as necessary before proceeding further with this bulletin. If single or multiple cylinder misfire DTC?S are present, follow all misfire diagnostics listed in the appropriate Diagnostic Procedures Manual and verify TSB 18-47-98 has been completed before performing this repair procedure. If the TSB 18-47-98 has been completed, a sticker confirming this update can be viewed on power control module (PCM).

Parts required:  16 of the 04777555AB Valve springs.

Note: All valve springs must be replaced as a set when installing the revised spring. For reference, the revised spring is 1.902-1.980" (48.3-50.3mm) in length and includes a single green or yellow stripe of dye.

                                                                       The AERA Technical Committee
 EXHAUST MANIFOLD LEAKS
                                            Exhaust Manifold Leaks On
                                            Chrysler/Jeep 4.0L Engines


Chrysler Corporation has revised the exhaust manifold gasket and exhaust manifold installation procedure on 4.0L engines used in Jeep Cherokee, Wagoner and Comanche Trucks.  The gasket and installation procedure should guard against exhaust manifold leaks on these vehicles.

The revised combination exhaust/intake manifold gasket carries Part #53006244 and should be installed with the following procedure:

     Remove any remaining gasket material from the mating
     surfaces of the cylinder head or manifolds.

     Since the two manifolds are to be mounted as a unit, loosen
     the EGR crossover tube that connects the two of them.

     Place the new gasket over the alignment dowels of the
     cylinder head and mount the manifold.

     Install all fasteners finger tight.

     Using the torque sequence outlined in the illustration,
     torque fasteners #1 through #5 to 23 lbs.ft.

     Torque fasteners #6 and #7 to 17 lbs.ft.

     Torque fasteners #8 through #11 to 23 lbs.ft.

     Tighten the EGR crossover tube nuts to 30 lbs.ft. of torque.

     Advise the mechanic who will install the engine, to loosen
     the clamp that fastens the exhaust header pipe to the
     manifold, if the vehicle is so equipped, before mounting the
     pipe to the manifold.  This prevents stress in the manifold
     itself.  The clamp may be tightened after the pipe has been
     secured to the manifold.

This procedure is different from the one outlined in most service manuals, but should yield better results in preventing exhaust manifold leaks.


                                                                        The AERA Technical Committee
 OIL PUMP FAILURES
                              Oil Pump And Distributor Shaft Failures On 
                            All Chrysler Equipped 5.2L (318 CID) Engines

Oil pump or distributor drive shaft failure on Chrysler 5.2L (318 CIM) engines may be caused by the lack of flatness or squareness of the oil pump mounting surface on the rear main bearing cap. Check to determine of there is a lack of uniformity in the machining marks on the surface indicating a faulty final
machining operation (Fig. 1).  Also determine if there appears to be an interference of the drive shaft in the pump shaft during assembly.

The squareness of this area can be checked by placing a straight edge across the pump mounting surface and measuring to the cylinder block oil pan surface at two points.  If the difference in distance from the straight edge to the block is more than .060 in a 6 span, the cap is excessively out of square, and the
cap should be remachined.

This condition should not be corrected with a file or other hand methods. Set up the cap in a mill by locating on the cylinder block face of the cap and machine the oil pump mounting surface to the 2.43 dimension shown in Fig. 2.  Extend the threads for the oil pump mounting screws as far as possible into the present
holes in the cap with a 3/8-16 bottoming tap.

Make a spacer of 3/16 thick soft aluminum as per Fig. 3.

After the cap is reinstalled on the cylinder block, assemble the pump to the cap with the 3/16 spacer between the pump and the cap.  Use 1-1/2 long 3/8-16 screws to attach the pump in place of the original 1-1/4 screws.

         
                                                                           The AERA Technical Committee
 INSTALLING CUP TYPE CORE PLUGS BY CHRYSLER
    Procedure For Installing Cup Type Engine Core Hole Plugs
                  Recommended By Chrysler Corp.

Chrysler Corporation recommended the following procedure to
eliminate the possibility of coolant leaks around the outside of
the core hole cup plugs:

     1.   Thoroughly clean the inside of the cup plug in the
          cylinder head or block.  Remove all traces of the old
          sealer.

     2.   Be sure that replacement plugs are clean and free of
          dirt, oil or grease.

     3.   Lightly coat the inside of the plug with Loctite or
          equivalent.

     4.   Drive the replacement plug into the plug hole with a
          proper driver so that the plug hole is at least .020
          past the bottom of the hole chamfer.

     5.   If the recommended sealer is used, coolant may be
          installed immediately and the engine may be placed in
          immediate service.

CAUTION:  Some Chrysler engines are produced with one or more
          oversize core hole plugs or cam bearing plugs.  These
          oversize plugs are cadmium plated and must be replaced
          with plugs of the correct size.

                                     The AERA Technical Committee


January 1976 - SPB 31

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