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The following technical bulletins were published by AERA.


         Method To Restore Worn Cam Gear Thrust Area On
                       Some Engine Blocks

Many late model engines (Chevrolet small block and 6.5L (396
CID), Dodge & Plymouth 3.4L (225 CID), Oldsmobile 4.0 & 4.3L (425
& 455 CID), Buick 4.1L (401 CID) and others) do not have camshaft
thrust washers, but depend upon the mesh of the distributor drive
gear to retain the camshaft.  Often the cam gear or sprocket
causes the front of the block to wear to such an extent that
repair is needed to return the block to service.

A relatively easy yet effective repair is suggested:

     (1) Make a metal brush (similar to a cam bearing drive plug)
     approximately 2 long with the outside diameter to fit the
     cam bearing housing bore.  Provide a slight taper on the
     O.D. to prevent the bushing from going all the way through. 
     Drill an inner hole in the bushing to accept a valve seat
     installation pilot.  Modify a valve seat cutter shank to be
     turned by 1/2 electric drill and attach a cutter head
     proper diameter to match the O.D. of the worn circle.

     (2) Cut the front of the block the depth of a Y91
     Continental main bearing thrust washer.  The O.D. of the
     thrust washer should be machined to press fit in the
     machined counterbore.  The I.D. of the thrust washer should
     be machined to fit freely over the cam bushing.  The Y91
     thrust washer should then be installed.

After tooling up for this operation, the entire procedure should
take no more then five minutes and the only cost is that of the
thrust washer.

NOTE: Depending upon your valve seat equipment, it may be
necessary to change the above tooling to accommodate your

                                     The AERA Technical Committee

April 1973 - SPB 18



                                                      Engine Oil Leak On
                                2000 Chrysler 5.9L VIN 6, 7 & 8 Diesel Engines

The AERA Technical Committee offers the following information regarding an engine oil leak on 2000 Chrysler 5.9L VIN 6, 7 & 8 diesel engines. These engines affected are the 24 Valve diesel engines made by Cummins for Dodge Trucks. 

Oil seepage may become noticeable in the area of the oil fill cap. Causing this oil leak may be due to paint overspray around the oil fill opening of the cylinder head valve cover. This overspray may cause an uneven sealing surface with the cap to the valve cover. 

Another possible cause of the oil leak might be a damaged oil fill cap o-ring. The o-ring may be cut or damaged due to the presence of a sharp corner around the edge of the cylinder head cover oil fill opening.

To repair this type of leak, Chrysler suggests removing the valve cover and cleaning the oil fill cap area with fine grit sandpaper. Sand the top edge of the valve cover around the oil fill hole opening and verify that the entire top edge circumference of the oil fill opening is smooth and rounded. 

When we have finished sanding, clean the valve cover of all debris and oil residue. The cylinder head gasket cover is reusable if there are no signs of cuts or damage to the gasket. If gasket needs to be replaced, it can be purchased under Part #05016356AB.

Install the valve cover and torque the bolts to 18 ft/lbs and replace the engine oil fill cap. If the cap needs to be replaced, it can be purchased under Part #0514704AA. Verify the proper engine oil and run engine to check for leaks.   

                                                                     The AERA Technical Committe


                                                   Knocking Sound On
                              1974-75 Chrysler (Dodge Colt) 2.0L Engines

1974-75 Chrysler (Dodge Colt) 2.0L engines may develop a low grade knocking noise when the engine is started after a long period of nonuse. The manufacturer reports the noise is caused by slack in the timing chain damper. The knocking sound, however, disappears as the engine reaches normal operating temperature in most cases.

A new and 3mm longer timing chain damper tensioner (Part Number MD-021227) is currently available form Chrysler. See diagram. 

Caution: Members are cautioned against shimming the damper tensioner. Shimming may lead to possible engine damage. 

                                                                                The AERA Technical Committee


                                                Bearing Failures On
                      1973-74 Chrysler (Dodge) 3.7L (225 CID) Engines

Low mileage main and rod bearing failures have been reported in 1973-74 Chrysler (Dodge) 3.7L (225 CID) car and truck engines. 

It appears that the failures were caused by the oil galleries to the main bearings being misdrilled or restricted by metal chips from machining.

When these failures occur, the following procedure is recommended:

If the crankshaft is still installed, loosen all main bearing cap screws on the right (camshaft side) finger loose. Remove the engine oil filter and apply 30 to 50 psi air pressure into the standpipe fitting. Check to be sure that air and oil are coming from the loose main bearing cap screws.

In cases where the crankshaft has been removed, detach the engine oil filter and direct 5 to 10 psi air pressure into the standpipe fitting. Check to be sure that air is coming from the oil gallery to main bearing hole at all main bearing locations.

The cylinder block oil passage from the main bearing to the oil gallery should be carefully checked for misdrilling or plugging with machine chips on any bolt that does not show a flow of air and oil.

                                                                          The AERA Technical Committee


                             Caution On Installing Valve Stem Seals On
                   Chrysler, Dodge, Plymouth 5.2, 5.5, 5.8, 6.6 & 7.2L Engines

When installing intake valve stem seals in the subject engines, often the seals are crushed if the valve springs are excessively compressed during installation of valve keepers.  Using the valve stem as a guide, the intake valve stem seals should be pressed firmly and squarely over the valve guides.

CAUTION:  When installing valve retainer locks, compress the springs just enough to complete the operation.  Do not force the seals against the top of the guides.

                                                                           The AERA Technical Committee


                                       Crankshaft Identification Caution On
                               1972 Chrysler (Dodge) 5.6L (340 CID) Engines

A cast crankshaft replaced the forged shaft in 1972 Chrysler (Dodge) 5.6L (340 CID) engines with engine serial number HM340R- 3911-8000.

The cast crankshaft is not interchangeable with the forged shaft because it requires a counterbalanced damper and a torque converter and/or a flywheel with special balance. Severe engine vibration will result if the proper shaft is not used.

The cast crankshaft can be identified by the sharp corners of the counterweights and raised letters CFD on the #4 counterweight. The damper used with the cast shaft can be determined by Use with 340 Cast Crank Only cast on the front of the damper. (See illustration)

The torque converter has large balance weights and a decal on the front face. The flywheel, where used with manual transmissions, has a decal and a balance hole as shown below. 

Note: Service parts will not have the decal.

                                                                                The AERA Technical Committee


             Revised Cylinder Head & Rocker Arms On
               1987 Chrysler 1.6L (98 CID) Engines

The Chrysler Corporation has informed AERA that the late 1987
1.6L (98 CID) engines used in the Dodge Colt are now using a
revised cylinder head and rocker arms.

Engines carrying the number FK9798 and later utilize the
following part numbers: cylinder head #MD125062, intake rocker
arm #MD125217 and exhaust rocker arm #125218. The new rocker arms
may only be used in conjunction with the new cylinder head and
they do not interchange with any earlier components. Furthermore,
do not mix the new and former rocker arms on the same rocker
assembly or use the new rocker arms on the former cylinder head.

The revised components are assembled according to the
illustration below. The wave washers on the current rocker
assembly are positioned in front of the rocker arm, facing the
front of the engine.

                     (insert illustrations)

                                     The AERA Technical Committee

November 1987 - TB 466



                                        Rear Main Rope Seal Alternative

The AERA Technical committee supplies the following information on a rear main rope seal alternative. The information provided below was collected over many years. This information is feedback from people like you. People tell us these seals have worked fine for them but will they work for you? AERA expresses no guarantee that they will work 100% of the time but the seals listed below have proven to be the most successful. 

During installation, offset or rotate each seal half ? to 3/8 from the main cap parting line. Place dab of anaerobic gel on the ends of the seals that will butt together. Lubricate the seal lip with straight 50 W oil or a bearing assembly lube as those lubes that will stay in place until the engine is started. Seal manufacturers do not recommend white grease alone, because they have seen too many failures from dry startups. This is especially true in rebuilt engines that sit on the shelf for long periods of time before being put into service. This is why you may have seen chunks torn out of the contact face of the seals that have 
leaked. If you have ever seen a Ford 390 or 460 tear the whole lip off the seal, it happened because it was dry started and stuck to the crankshaft.

Engine to       Detroit   Enginetech     FM            ROL             Victor            Actual
Be repaired                                                                                                  Application

Buick 231      17200      S-1389      BS-40613     RS-29470    JV-742-V     Jeep 225
Buick 350      17043       N/A          BS-40032    RS-29130      JV-618      Ford 460
Buick 455      17042        N/A         BS-30135     RS-29050    JV-730       Ford 200
GM 265/283   17053      S-0629     BS-13241     RS-29005    JV-728       Chev 250*
Caddy 365     17032      S-1196     BS-40245     RS-29040    JV-606       Dodge 318
Ford 312        17032      S-1196     BS-40245     RS-29040     JV-606      Dodge 318
Olds 260 307
330 350 403   17175       N/A          BS-6141      RS 29310        N/A         Ford 292
Olds 350D 
400 425 455   17043       N/A          BS-40032    RS-29130      JV-618     Ford 460
Pontiac 301   17091       N/A          BS-40048        N/A            JV-616     GMC 637
Pontiac 350   17043       N/A          BS-40032    RS-29130      JV-618     Ford 460
Pontiac 455   17008       N/A          BS-40012    RS-29115      JV-600     Caddy 500

* Install a .090 (2.290 mm) diameter wire in the groove, behind the seal.

It has also been reported that replacing the timing case rope seal with a National seal Part #450446 has proven effective on 455 Buick engines.                                                                                                                           On engines which use rope anti-rotation holes in the block and cap, fill them with RTV and let dry over night. 

                                                                             The AERA Technical Committee


                          Flywheel Depths For Heavy Duty Truck Applications

The AERA Technical Committee offers the following information on flywheel depths for heavy-duty truck applications. Many problems occur when machining 
recessed flywheels (cup type) if the correct depth is not re-established. For proper clutch operation to occur, the correct flywheel depth and clutch components must be verified before installation.

        Application                              Depth +/- .005

     12 B&B 2 PI. Dodge                          1.153
     13 B&B 2 PI. Dodge                          1.153
     13 Ford 2 PI.                                      1.470
     14 Lipe                                               1.187
     14 Lipe M                                           1.812
     14 Lipe PT                                         2.937
     14 Long                                              1.187
     14 Mack                                             1.595
     14 Rockford                                       1.187
     14 Spicer 1 P                                     1.812
     14 Spicer 2 P                                     2.937
     15 Lipe M                                           1.812
     15 Lipe DP                                         1.750
     15 Mack                                              1.595
     15 Mack 2 P                                       2.796
     15 Rockford                                       1.750
     15 ? Lipe TC                                      1.225
     15 ? Long                                           1.325
     16 ? German Mack F&S                       .670
     17 Lipe TC 1 P                                   1.218
     17 Lipe TC 2 P                                   2.321

                                   Riser Types
      13 Lipe AK 204                                  1.062
      13 Lipe AK 209                                  1.062
      13 Lipe AK217                                   1.062
      13 Long                                              1.250
      14 Lipe AK 206                                  1.093
      14 Lipe AK 208                                  1.093

                                                        The AERA Technical Committee

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