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The following technical bulletins were published by AERA.


                                          Revised Intake Manifold Gasket For
                                                  1989-97 Rover 4.0L Engines

The AERA Technical Committee offers the following information regarding a revised intake manifold gasket for 1989-97 Rover 4.0L engines. This information applies to engines built within the VIN codes listed below.

                                    RANGE ROVER (LP)                        Up to VA367572
                                    RANGE ROVER CLASSIC (LH)       All
                                    DISCOVERY (LJ)                Up to VA725069 and VA558883
                                    DEFENDER (LD)                 Up to VA115672

In a continuing effort to improve sealing around the inlet manifold, a new inlet manifold gasket and flat washers have been introduced into production. Vehicles built before the change, as indicated by the VIN codes above, can use the new style parts to repair inlet gasket leaks.

The new design gasket (Figure 1) and flat washers are designed to provide improved distribution of clamp load on the inlet manifold to cylinder head joints. As a result of the revised design, the sealing integrity of the joint is greatly improved.

The gasket design change can be easily identified as a change in the shape of the gasket around each inlet and coolant port opening. The installation of the new parts requires the correct torque procedure and must be followed with the new style gasket and flat washers. Refer to the numbered sequence in Figure 2 below to torque the mounting bolts.

1.  Tighten clamp bolts at front and rear of gasket to 4-7 ft/lbs (5 -10 Nm). CAUTION: A flat washer must be used beneath all 12-bolt heads to ensure correct pressure is being applied. 
2.  Tighten the twelve intake manifold to cylinder head bolts in sequence (Figure 2) to 21 ft/lbs (30 Nm). 
3.  Wait! Allow gasket to bed in (set up) for at least 5 minutes.4.	Tighten the twelve intake manifold to cylinder head bolts in sequence (Figure 2) to 35-40 ft/lbs (47-54 Nm) using a standard torque wrench.
5.  Tighten clamp bolts at front and rear of gasket to 14-20 Nm (10-15 lb. ft.).

                                                                      The AERA Technical Committee


                                              Cam Chucking Noise On
                                1989-95 Land Rover 3.9L VIN 2 Engines

AERA members have reported cam chucking noises on 1989-95 3.9L VIN 2 engines. This noise can be heard on both hot and cold temperature engines and is best observed at a front corner of the engine. The noise is most audible between idle and 2,000 rpm, while engine temperatures are hot. This noise also 
increases in frequency as engine speed increases. 

The cause of this noise has been determined to before and aft movement of the camshaft. The original design of this engine relies on cam lobe taper to 
control slight cam rearward pressure. Engines manufactured mid year during 1995 incorporated a cam button to control camshaft end play movement.

AERA members have reported installing the cam button, Part #CAM1000, and adjusting cam end play to reduce the likelihood of cam chucking noises. To install the button, follow the procedures listed below.

1. Remove old camshaft sprocket bolt and washer and  discard.
2. Obtain the revised bolt/button, Part#CAM1000, and new conical washer and carefully install into camshaft. Take care not to damage the nylon thrust  control button portion of bolt.
3. Use a deep well socket and torque to 41-44 ft./lbs.
4. Determine the clearance between button and cover by bolting on cover with a new mounting gasket attached. Using a plastic gauge strip will assist here.       5. The desired clearance specification is .005-.010 (.13-.25mm) for camshaft end play. Adjust end play by carefully flat filing the nylon button with a fine toothed flat file. The button/bolt should be mounted in a vise while performing this procedure.
6. Install gasket and front cover mounting bolts and torque bolts to 16 ft/lbs. 

                                                                        The AERA Technical Committee


                                      Improved Intake Manifold Gasket On
                                        1997-98 Land Rover 4.0L Engines

The AERA Technical Committee offers the following information on an improved intake manifold gasket on 1997-98 Land Rover 4.0L engines. Owners have 
expressed reports of intake manifold leaks as coolant and oil leaks have been noticed. 

To resolve this condition, Land Rover offers a revised intake manifold gasket and suggests the use of flat washers with the mounting bolts. Using the new design gasket and flat washers improves the clamping load on the intake manifold to cylinder head joint. As a result of the design change, the sealing 
integrity of the mating area is greatly improved. 

The design change in the gasket can be easily identified  in the shape of the gasket around the inlet cooling port opening as shown in Figure 1. The new gasket can be obtained with Part #ERR7306. The washers may be obtained with Part #WA110061L. AERA is unaware of a source other than Land Rover for the 
revised parts.

To install the gaskets and washers correctly, Land Rover offers the following information and torque sequence. 

1. Tighten the small clamp bolts at the front and rear to 4-7 ft/lbs. 
2. With the washers installed under the head of all bolts, tighten the 12 intake manifold/cylinder head bolts to 21 ft/lbs in the sequence shown in 
Figure 2.
3. Allow the gasket to bed in for at least 5 minutes.
4. In the sequence shown in Figure 2, tighten the intake manifold/cylinder head bolts to 35-40 ft/lbs.  
5. Tighten the small clamp bolts at the front and rear to 10-15 ft/lbs.

                                                                          The AERA Technical Committee


                                        Cylinder Block Interchangeability For 
                                             1996-2003 Rover 4.6L Engines

The AERA Technical Committee advises members of cylinder block interchangeability for 1996-2002 Rover 4.6L engines. During 1995, production of cylinder blocks compatible with the old design of cylinder head gaskets ceased. This old condition utilized 3 rows of cylinder head bolts, instead of the current 2, to attach the cylinder head to the block. Only 2 row head bolt blocks are now available from service parts depots. 

AFFECTED VEHICLES:   Models: Range Rover Classic & Defender
LP & LH Up to 647645
LJ & LD Up to 939976

Should a replacement cylinder block assembly be required for a vehicle built prior to the VIN range above, follow the procedure below for block requirements or head gasket replacement.

Figure 1. Measuring Head Thickness

When refitting old 3 row bolt heads to a new 2 row cylinder block check the following:
1.	Check cylinder heads for a nominal dimension of .903" (22.936 MM) (see Figure 1). If necessary, both the cylinder heads may be milled down to no less than .893" (22.682 MM). This will optimize the compression ratio with the new composite gaskets, but is not absolutely necessary.

2.	This repair is for both cylinder heads to ensure equal compression ratio across the engine.

3.	Refit cylinder heads with new composite gaskets Part #ERR5437.

4.	For engines which have the combined cylinder head bolt/alternator mounting stud, re-use the old stud torqued to 65-70 ft/bs (88-95 Nm) with the new gasket. Use new stretch bolts Part #ERR2943 (13 required) & ERR2944 (6 required) should be used in all remaining head bolt holes and tightened in the correct sequence shown in Figure 2. 

5.	Install new cylinder head bolts: Long Bolts: 1, 3 and 5 Short Bolt 1 s: 2, 4, 6, 7, 8, 9 and 10.

6.	Using sequence shown, tighten cylinder head bolts to: Stage 1: 20 Nm Stage 2: 90° Stage 3: Further 90°

                                                                       The AERA Technical Committee


                 Cylinder Head Specifications on
        Perkins Prima, Prima Marine & 500 Series Engines

AERA members should consider the following specifications when
remanufacturing Perkins Prima, Prima Marine & 500 Series
industrial cylinder heads.  These direct injection, high speed 4
cylinder diesel engines have also been distributed by Detroit
Diesel Corporation in various industrial and marine applications
since 1986 as well as British Leyland, Land Rover trucks.

The cylinder head minimum thickness should be no less than 4.718
(119.85mm).  According to Detroit it is possible to machine .008
(.20mm) from a new cylinder head casting before approaching
minimum thickness.

The valve recession should be maintained at .035 - .049 (.89 -
1.24mm) for both intake and exhaust valves.

                                     The AERA Technical Committee

June 1990 - TB 666



                           Valve Crosshead To Rocker Lever Clearance On
                              NH, NT & V-1710 Series Cummins Engines

Valve crosshead nose to rocker lever clearance on the subject engines must be checked during engine rebuild and at any time valve crossheads are replaced on engines using crossheads No. 123416 & 3000326. A minimum of .020 (.51 mm) clearance must be present as illustrated in Fig. 1, on the cylinder being checked with valves completely closed and crosshead in the upmost position. After installing rocker lever assemblies, check crosshead to rocker lever clearance as follows:

1. Turn crankshaft slowly in direction of rotation until the valves are closed on the cylinder being checked. With rocker lever held firmly against the stellite pad of the crosshead, a .020 (.51 mm) wire type feeler gauge must pass between the crosshead nose and the lower beam section of the rocker lever.

2. If the feeler gauge does not pass through:

a. Remove the rocker lever and/or crosshead and grind the nose of the crosshead or 	rocker lever beam in the area circled in Fig. 1 until enough clearance is obtained.

b. If the rocker is ground, grinding should cover the complete area illustrated in Fig. 2 in a continuous arc. Do NOT grind just the contact area.

Caution: A sharp depression in this area will cause a stress riser and eventual failure of the lever. Grind only enough material to achieve the required clearance. If grinding enters the oil passage, the rocker lever must be junked.

c. Grind sharp edges smooth.

                                                                   The AERA Technical Committee

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