How to Diagnosis & Troubleshooting the Engine Mechanical - 3.6l (ly7) - Introduction Buick LaCrosse I

Fastener Tightening Specifications

Fastener Tightening Specifications

Engine Mechanical Specifications

Engine Mechanical Specifications

Sealers, Adhesives and Lubricants

Sealers, Adhesives and Lubricants

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Left Cylinder Head Camshaft Cover Face

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Left Cylinder Head Front Face

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Left Cylinder Head Intake Face

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Left Cylinder Head Exhaust Face

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Left Cylinder Head Rear Face

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Right Cylinder Head Camshaft Cover Face

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Right Cylinder Head Front Face

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Right Cylinder Head Intake Face

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Right Cylinder Head Exhaust Face

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Right Cylinder Head Rear Face

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Engine Block Front

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Engine Block Left Side

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Engine Block Right Side

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Engine Block Rear

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Engine Block Bottom

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Engine Block Left Deck Face

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Engine Block Right Deck Face

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Engine Front Cover

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Upper Intake Manifold - Top

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Upper Intake Manifold - Front

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Upper Intake Manifold - Rear

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Lower Intake Manifold - Top

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Oil Pan Front

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Oil Pan Left Side

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Oil Pan Right Side

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Oil Pan Rear

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Oil Pan Bottom

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Oil Pan Top

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Vehicle Identification Number

The Vehicle Identification Number (VIN) Derivative is located in two places on the engine and is a nine digit number stamped or laser etched onto the block at the vehicle assembly plant. If reading the identification number the following information can be obtained

1. The first digit identifies the vehicle division.
2. The second digit is the model year.
3. The third digit identifies the assembly plant.
4. The fourth through ninth digits are the last six digits of the Vehicle Identification Number (VIN).

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The engine block is marked with the VIN on a pad area on the left rear side (1).

Scheme 83

The engine block is marked with the VIN on a pad area on the center lower right side (1).

Engine Traceability Label

The engine traceability label is located in two places on the engine and consists of the broadcast code, bar code and sequence number.

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One engine traceability label (1) is located on the left rear side of the engine block.

Scheme 85

Another engine traceability label (1) is located on the rear of the left cylinder head.

Engine Verification Label

The engine verification label is located in two places on the engine and consists of the broadcast code and bar code.

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One engine verification label (1) is located on the left side of the engine front cover below the exhaust camshaft position sensor.

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Another engine verification label (1) is located on the rear of the right cylinder head.

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Diagnostic Starting Point - Engine Mechanical

Begin the system diagnosis by reviewing the Disassembled Views , Engine Component Description , Drive Belt System Description, Lubrication Description . Reviewing the description and operation information will help you determine the correct symptom diagnostic procedure when a malfunction exists. Reviewing the description and operation information will also help you determine if the condition described by the customer is normal operation. Refer to Symptoms - Engine Mechanical in order to identify the correct procedure for diagnosing the system and where the procedure is located.

Strategy Based Diagnostics

1. Perform a «Diagnostic System Check - Vehicle»(/buick/lacrosse/i-2004-2009/remont/oem-general-information/#vehicle-dtc-information) in Vehicle DTC Information before using the symptom tables, if applicable.
2. Review the system operations in order to familiarize yourself with the system functions. Refer to «Disassembled Views»(/buick/lacrosse/i-2004-2009/remont/mechanical/#how-to-diagnosis-troubleshooting-the-engine-mechanical-36l-ly7-introduction) , «Engine Component Description»(/buick/lacrosse/i-2004-2009/remont/mechanical/#how-to-diagnosis-troubleshooting-the-engine-mechanical-36l-ly7-introduction__engine-component-description) , Drive Belt System Description, «Lubrication Description»(/buick/lacrosse/i-2004-2009/remont/mechanical/#how-to-diagnosis-troubleshooting-the-engine-mechanical-36l-ly7-introduction__lubrication-description) .

All diagnosis on a vehicle should follow a logical process. Strategy based diagnostics is a uniform approach for repairing all systems. The diagnostic flow may always be used in order to resolve a system problem. The diagnostic flow is the place to start when repairs are necessary. For a detailed explanation, refer to Strategy Based Diagnosis in General Information.

Visual/Physical Inspection

1. Inspect for aftermarket devices which could affect the operation of the Engine. Refer to «Checking Aftermarket Accessories»(/buick/lacrosse/i-2004-2009/remont/body-electrical/#how-to-diagnosis-repair-the-wiring-systems-testing__checking-aftermarket-accessories) in Wiring Systems.
2. Inspect the easily accessible or visible system components for obvious damage or conditions which could cause the symptom.
3. Check for the correct oil level, proper oil viscosity and correct filter application.
4. Verify the exact operating conditions under which the concern exists. Note factors such as engine RPM, ambient temperature, engine temperature, amount of engine warm-up time and other specifics.
5. Compare the engine sounds, if applicable, to a known good engine and make sure you are not trying to correct a normal condition.

Intermittent

Test the vehicle under the same conditions that the customer reported in order to verify the system is operating properly.

Symptom List

Refer to a symptom diagnostic procedure from the following list in order to diagnose the symptom

1. «Base Engine Misfire without Internal Engine Noises»(/buick/lacrosse/i-2004-2009/remont/mechanical/#how-to-diagnosis-troubleshooting-the-engine-mechanical-36l-ly7-introduction__base-engine-misfire-without-internal-engine)
2. «Base Engine Misfire with Abnormal Internal Lower Engine Noises»(/buick/lacrosse/i-2004-2009/remont/mechanical/#how-to-diagnosis-troubleshooting-the-engine-mechanical-36l-ly7-introduction__base-engine-misfire-with-abnormal-internal)
3. «Base Engine Misfire with Abnormal Valve Train Noise»(/buick/lacrosse/i-2004-2009/remont/mechanical/#how-to-diagnosis-troubleshooting-the-engine-mechanical-36l-ly7-introduction__base-engine-misfire-with-abnormal-valve)
4. «Base Engine Misfire with Coolant Consumption»(/buick/lacrosse/i-2004-2009/remont/mechanical/#how-to-diagnosis-troubleshooting-the-engine-mechanical-36l-ly7-introduction__base-engine-misfire-with-coolant-consumption)
5. «Base Engine Misfire with Excessive Oil Consumption»(/buick/lacrosse/i-2004-2009/remont/mechanical/#how-to-diagnosis-troubleshooting-the-engine-mechanical-36l-ly7-introduction__base-engine-misfire-with-excessive-oil)
6. «Engine Noise on Start-Up, but Only Lasting a Few Seconds»(/buick/lacrosse/i-2004-2009/remont/mechanical/#how-to-diagnosis-troubleshooting-the-engine-mechanical-36l-ly7-introduction__engine-noise-on-start-up-but-only)
7. «Upper Engine Noise, Regardless of Engine Speed»(/buick/lacrosse/i-2004-2009/remont/mechanical/#how-to-diagnosis-troubleshooting-the-engine-mechanical-36l-ly7-introduction__upper-engine-noise-regardless-of-engine)
8. «Lower Engine Noise, Regardless of Engine Speed»(/buick/lacrosse/i-2004-2009/remont/mechanical/#how-to-diagnosis-troubleshooting-the-engine-mechanical-36l-ly7-introduction__lower-engine-noise-regardless-of-engine)
9. «Engine Noise Under Load»(/buick/lacrosse/i-2004-2009/remont/mechanical/#how-to-diagnosis-troubleshooting-the-engine-mechanical-36l-ly7-introduction__engine-noise-under-load)
10. «Engine Will Not Crank - Crankshaft Will Not Rotate»(/buick/lacrosse/i-2004-2009/remont/mechanical/#how-to-diagnosis-troubleshooting-the-engine-mechanical-36l-ly7-introduction__engine-will-not-crank-crankshaft)
11. «Engine Compression Test»(/buick/lacrosse/i-2004-2009/remont/mechanical/#how-to-diagnosis-troubleshooting-the-engine-mechanical-36l-ly7-introduction)
12. «Oil Consumption Diagnosis»(/buick/lacrosse/i-2004-2009/remont/mechanical/#how-to-diagnosis-troubleshooting-the-engine-mechanical-36l-ly7-introduction__oil-consumption-diagnosis)
13. «Oil Pressure Diagnosis and Testing»(/buick/lacrosse/i-2004-2009/remont/mechanical/#how-to-diagnosis-troubleshooting-the-engine-mechanical-36l-ly7-introduction)
14. «Oil Leak Diagnosis»(/buick/lacrosse/i-2004-2009/remont/mechanical/#how-to-diagnosis-troubleshooting-the-engine-mechanical-36l-ly7-introduction__oil-leak-diagnosis)

Base Engine Misfire without Internal Engine Noises

Base Engine Misfire without Internal Engine Noises

Base Engine Misfire with Abnormal Internal Lower Engine Noises

Base Engine Misfire with Abnormal Internal Lower Engine Noises

Base Engine Misfire with Abnormal Valve Train Noise

Base Engine Misfire with Abnormal Valve Train Noise

Base Engine Misfire with Coolant Consumption

Base Engine Misfire with Coolant Consumption

Base Engine Misfire with Excessive Oil Consumption

Base Engine Misfire with Excessive Oil Consumption

Engine Noise on Start-Up, but Only Lasting a Few Seconds

Engine Noise on Start-Up, but Only Lasting a Few Seconds

Upper Engine Noise, Regardless of Engine Speed

Upper Engine Noise, Regardless of Engine Speed

Lower Engine Noise, Regardless of Engine Speed

Lower Engine Noise, Regardless of Engine Speed

Engine Noise Under Load

Engine Noise Under Load

Engine Will Not Crank - Crankshaft Will Not Rotate

Engine Will Not Crank - Crankshaft Will Not Rotate

Coolant in Combustion Chamber

Coolant in Combustion Chamber

Coolant in Engine Oil

Coolant in Engine Oil

Tools Required

J 39313 Spark Plug Port Adapter. See Special Tools .

A compression pressure test of the engine cylinders determines the condition of the rings, the valves and the head gasket.

Procedure

1. Run the engine until it reaches normal operating temperature. The battery must be at or near full charge.
2. Turn the engine OFF.
3. Disable the ignition.
4. Disable the fuel systems.
5. Remove the spark plugs from all cylinders.
6. Remove the air duct from the throttle body.
7. Block the throttle plate in open position.
8. Measure the engine compression, using the following procedure: Thread the J 39313 into the spark plug hole. See «Special Tools»(/buick/lacrosse/i-2004-2009/remont/mechanical/#how-to-diagnosis-troubleshooting-the-engine-mechanical-36l-ly7-introduction__special-tools) . Thread the compression gage into the J 39313 . See «Special Tools»(/buick/lacrosse/i-2004-2009/remont/mechanical/#how-to-diagnosis-troubleshooting-the-engine-mechanical-36l-ly7-introduction__special-tools) . Have an assistant crank the engine through, at least 4 compression strokes, in the testing cylinder. Check and record the readings on the gage at each stroke. Remove the compression gage from the J 39313 . See «Special Tools»(/buick/lacrosse/i-2004-2009/remont/mechanical/#how-to-diagnosis-troubleshooting-the-engine-mechanical-36l-ly7-introduction__special-tools) . Remove the J 39313 from the spark plug hole. See «Special Tools»(/buick/lacrosse/i-2004-2009/remont/mechanical/#how-to-diagnosis-troubleshooting-the-engine-mechanical-36l-ly7-introduction__special-tools) . Repeat the compression test for each cylinder.
9. Record the compression readings from all of the cylinders. The lowest reading should not be less than 70 percent of the highest reading. No cylinder reading should be less than 965 kPa (140 psi).
10. The following are examples of measurement problems: When the compression measurement is normal, the compression builds up quickly and evenly to specified compression on each cylinder. When low compression is caused by the piston rings, compression is low on the first stroke and tends to build up on the following strokes, but does not reach normal. Compression improves considerably with the addition of oil. Use approximately 3 squirts of oil from a plunger-type oiler. When low compression is caused by the valves, the measurement is low on the first stroke and does not build up even with the addition of oil. Leaking head gaskets will provide the same results as worn valves but engine coolant may be identified in the crankcase. In addition, a leaking head gasket will give low readings on paired cylinders.
11. Remove the block from the throttle plate.
12. Install the air duct to the throttle body.
13. Install the spark plugs.
14. Install the powertrain control module (PCM).
15. Install the ignition fuses to the I/P fuse block.

1. J 35667-A Cylinder Head Leakdown Tester. See «Special Tools»(/buick/lacrosse/i-2004-2009/remont/mechanical/#how-to-diagnosis-troubleshooting-the-engine-mechanical-36l-ly7-introduction__special-tools) .
2. J 39313 Spark Plug Port Adapter. See «Special Tools»(/buick/lacrosse/i-2004-2009/remont/mechanical/#how-to-diagnosis-troubleshooting-the-engine-mechanical-36l-ly7-introduction__special-tools) .

Test Procedure

1. Disconnect the battery ground negative cable.
2. Remove the spark plugs. Refer to «Spark Plug Replacement»(/buick/lacrosse/i-2004-2009/remont/testing-diagnostics/#engine-control-system-36l-ly7-introduction-2-of-2) in Engine Controls - 3.6L.
3. Rotate the crankshaft to place the piston in the cylinder being tested at top dead center (TDC) of the compression stroke.
4. Thread the J 39313 into the spark plug hole. See «Special Tools»(/buick/lacrosse/i-2004-2009/remont/mechanical/#how-to-diagnosis-troubleshooting-the-engine-mechanical-36l-ly7-introduction__special-tools) .
5. Install the J 35667-A or equivalent. See «Special Tools»(/buick/lacrosse/i-2004-2009/remont/mechanical/#how-to-diagnosis-troubleshooting-the-engine-mechanical-36l-ly7-introduction__special-tools) .
6. Apply shop air pressure to the J 35667-A and adjust according to the manufacturers instructions. See «Special Tools»(/buick/lacrosse/i-2004-2009/remont/mechanical/#how-to-diagnosis-troubleshooting-the-engine-mechanical-36l-ly7-introduction__special-tools) .
7. Record the cylinder leakage value. Cylinder leakage that exceeds 25 percent is considered excessive and may require component service. In excessive leakage situations, inspect for the following conditions: Air leakage sounds at the throttle body or air inlet hose that may indicate a worn or burnt intake valve or a broken valve spring Air leakage sounds at the exhaust system tailpipe that may indicate a worn or burnt exhaust valve or a broken valve spring Air leakage sounds from the crankcase, oil level indicator tube or oil fill tube that may indicate worn piston rings, a damaged piston, a worn or scored cylinder bore, a damaged engine block or a damaged cylinder head Air bubbles in the cooling system may indicate a damaged cylinder head or a damaged cylinder head gasket.
8. Perform the leakage test on the remaining cylinders and record the values.

Oil Consumption Diagnosis

Oil Consumption Diagnosis

1. J 21867 Pressure Gage. See «Special Tools»(/buick/lacrosse/i-2004-2009/remont/mechanical/#how-to-diagnosis-troubleshooting-the-engine-mechanical-36l-ly7-introduction__special-tools) .
2. J-21867-6 Oil Pressure Adapter Fitting. See «Special Tools»(/buick/lacrosse/i-2004-2009/remont/mechanical/#how-to-diagnosis-troubleshooting-the-engine-mechanical-36l-ly7-introduction__special-tools) .

1. With the vehicle on a level surface, run the vehicle for a few minutes, allow adequate drain down time, 2-3 minutes and measure for a low oil level.
2. If required, add the recommended grade engine oil and fill the crankcase until the oil level measures full on the oil level indicator.
3. Run the engine briefly, 10-15 seconds and verify low or no oil pressure on the vehicle gage or light.
4. Listen for a noisy valve train or a knocking noise.
5. Inspect for the following: Foamy oil Slow idle speed Plugged oil filter Oil diluted by the following: Water Engine coolant Unburned fuel mixtures Malfunctioning oil filter bypass valve Incorrect or faulty oil pressure gage Incorrect or faulty oil pressure gage sensor Improper engine oil viscosity for the expected temperature
6. Disconnect the oil pressure sensor wiring harness.
7. Remove the oil pressure sensor.
8. Install the J 21867 with the J-21867-6 adapter. See «Special Tools»(/buick/lacrosse/i-2004-2009/remont/mechanical/#how-to-diagnosis-troubleshooting-the-engine-mechanical-36l-ly7-introduction__special-tools) .
9. Measure the engine oil pressure.
10. Compare the readings to the «Engine Mechanical Specifications»(/buick/lacrosse/i-2004-2009/remont/mechanical/#how-to-diagnosis-troubleshooting-the-engine-mechanical-36l-ly7-introduction__engine-mechanical-specifications) .
11. If the engine oil pressure is below specifications, inspect the engine for one or more of the following: Loose oil filter adapter bolts Missing or damaged oil filter adapter O-ring seal or seals Worn or dirty oil pump Loose oil pump-to-engine block bolts Loose, plugged or damaged oil pump screen Missing or damaged oil pump screen O-ring seal Damage or leak in the oil pump screen suction tube Malfunctioning oil pump pressure regulator valve Missing or incorrectly installed oil gallery plugs Loose camshaft intermediate drive shaft bolts Excessive bearing clearance for the following: Connecting rod or rods Crankshaft Camshaft or camshafts Camshaft intermediate drive shaft sprocket Cracked, porous or restricted oil galleries Broken valve lifters
12. Repair or replace components as necessary.

Oil Leak Diagnosis

Oil Leak Diagnosis

Crankcase Ventilation (CV) System Inspection

1. Test for vacuum at the vacuum hose where it connects to the crankcase ventilation housing. There should be manifold vacuum present at the hose. If there is no vacuum, inspect for a plugged hose, leaking hose or a plugged vent adapter.
2. Plug the end of the vacuum hose while the engine is running. Inspect the hose for any areas that collapse when the end of the hose is blocked. Replace the hose if it collapses when blocked.
3. If oil has accumulated in the intake air duct, inspect for the following conditions: Plugged vacuum orifice in the crankcase ventilation housing Plugged or restricted crankcase ventilation housing Excessive crankcase pressure or blow-by, refer to CELL LINK .
4. Additional items to inspect: Plugged or leaking fresh air vent hose assembly or vent adapter Plugged or restricted passages in the throttle body Missing or damaged O-ring seals on the vent adapter Inspect the cam covers, the oil pan gasket and other sealing areas for leaks

Results of Incorrect Operation

A plugged crankcase ventilation housing or hose may contribute to the following conditions

1. A rough idle
2. Stalling or a slow idle speed
3. Oil leaks
4. Oil accumulation in the intake air duct
5. Sludge in the engine

A leaking housing or hose may contribute to the following conditions

1. A rough idle
2. Stalling
3. Unstable idle speed

Diagnostic Aids

The chirping noise may be intermittent due to moisture on the drive belt(s) or the accessory drive pulley(s). In order to duplicate the customer's concern, it may be necessary to spray a small amount of water onto the drive belt(s). If spraying water onto the drive belt(s) duplicates the symptom, cleaning the accessory drive pulley(s) may be the most probable solution.

A loose or improper installation of a body or suspension component or other item(s) on the vehicle may also cause the chirping noise.

Test Description

The numbers below refer to the steps in the diagnostic table.

1. 2: The chirping noise may not be engine related. This step is to verify that the engine is making the noise. If the engine is not making the noise do not proceed any further in this table.
2. 3: The noise may be an internal engine noise. Remove the drive belt(s) and operate the engine for a few seconds, this will verify if the chirping noise is related to the drive belt(s) or not. With the drive belt(s) removed the water pump will not operate and the engine may overheat. Also diagnostic trouble codes (DTCs) may set when the engine is operated with the drive belt(s) removed.
3. 4: Inspect the drive belt(s) for signs of pilling. Pilling is the small balls, pills or strings in the drive belt grooves caused by the accumulation of rubber dust.
4. 6: Misalignment of the accessory drive pulley(s) may be caused from improper mounting or incorrect installation of an accessory drive component or the pulley may be bent inward or outward from a previous repair. Test for a misaligned accessory drive pulley using a straight edge in the pulley grooves across two or three pulleys. If a misaligned pulley is found, refer to that accessory drive component for the proper removal and installation procedure for that pulley.
5. 10: Inspection of the fasteners can eliminate the possibility that a incorrect bolt, nut, spacer or washer was installed.
6. 12: Inspection of the accessory drive pulley(s) should include inspecting for bends, dents or other damage to the pulley(s) that would prevent the drive belt(s) from seating properly in the pulley grooves or on the smooth surface of the pulley when the back side of the drive belt is used to drive the pulley.
7. 14: Replacing the drive belt(s) when it is not damaged or there is not excessive pilling will only be a temporary repair.

Drive Belt Chirping Diagnosis

A loose or improper installation of a body component, a suspension component or other items of the vehicle may cause the squeal noise.

If the noise is intermittent, verify the accessory drive components by varying their loads making sure they are operated to their maximum capacity. An overcharged A/C system, power steering system with a pinched hose or wrong fluid or a generator failing are suggested items to inspect.

The number(s) below refer to the step number(s) on the diagnostic table.

1. 2: The noise may not be engine related. This step is to verify that the engine is making the noise. If the engine is not making the noise do not proceed further with this table
2. 3: The noise may be an internal engine noise. Removing the drive belt and operating the engine for a brief period will verify the squeal noise is the drive belt(s) or an accessory drive component. When removing the drive belt the water pump may not be operating and the engine may overheat. Also DTCs may set when the engine is operating with the drive belt removed.
3. 4: This test is to verify that an accessory drive component does not have a seized bearing. With the belt remove test the bearings in the accessory drive components for turning smoothly. Also test the accessory drive components with the engine operating by varying the load on the components to verify that the components operate properly.
4. 5: This test is to verify that the drive belt tensioner operates properly. If the drive belt tensioner is not operating properly, proper belt tension may not be achieved to keep the drive belt from slipping which could cause a squeal noise.
5. 6: This test is to verify that the drive belt(s) is not too long, which would prevent the drive belt tensioner from working properly. Also if an incorrect length drive belt was installed, it may not be routed properly and may be turning an accessory drive component in the wrong direction.
6. 7: Misalignment of the pulleys may be caused from improper mounting of the accessory drive component, incorrect installation of the accessory drive component pulley or the pulley bent inward or outward from a previous repair. Test for a misalign pulley using a straight edge in the pulley grooves across two or three pulleys. If a misalign pulley is found refer to that accessory drive component for the proper installation procedure for that pulley.
7. 8: This test is to verify that the pulleys are the correct diameter or width. Using a known good vehicle compare the pulley sizes.

Drive Belt Squeal Diagnosis

The drive belt(s) will not cause the whine noise.

If the whine noise is intermittent, verify the accessory drive components by varying their loads making sure they are operated to their maximum capacity. Such items but not limited to may be an A/C system overcharged, the power steering system restricted or the wrong fluid or the generator failing.

The numbers below refer to the step numbers on the diagnostic table.

1. 3: This test is to verify that the noise is being caused by the drive belt(s) or the accessory drive components. When removing the drive belt the water pump may not be operating and the engine may overheat. Also DTCs may set when the engine is operating with the drive belt removed.
2. 4: The inspection should include checking the drive belt tensioner and the drive belt idler pulley bearings. The drive belt(s) may have to be installed and the accessory drive components operated separately by varying their loads. Refer to the suspected accessory drive component for the proper inspection and replacement procedure.

Drive Belt Whine Diagnosis

Vibration from the engine operating may cause a body component or another part of the vehicle to make rumbling noise.

The drive belt(s) may have a condition that can not be seen or felt. Sometimes replacing the drive belt may be the only repair for the symptom.

If replacing the drive belt(s), completing the diagnostic table and the noise is only heard when the drive belt(s) is installed, there might be an accessory drive component with a failure. Varying the load on the different accessory drive components may aid in identifying which component is causing the rumbling noise.

The numbers below refer to the step numbers on the diagnostic table.

1. 2: This test is to verify that the symptom is present during diagnosing. Other vehicle components may cause a similar symptom.
2. 3: This test is to verify that the drive belt(s) is causing the rumbling noise. Rumbling noise may be confused with an internal engine noise due to the similarity in the description. Remove only one drive belt at a time if the vehicle has multiple drive belts. When removing the drive belt the water pump may not be operating and the engine may overheat. Also DTCs may set when the engine is operating with the drive belt removed.
3. 4: Inspecting the drive belt(s) is to ensure that it is not causing a the noise. Small cracks across the ribs of the drive belt will not cause the noise. Belt separation is identified by the plys of the belt separating and may be seen at the edge of the belt our felt as a lump in the belt.
4. 5: Small amounts of pilling is normal condition and acceptable. When the pilling is severe the drive belt does not have a smooth surface for proper operation.

Drive Belt Rumbling Diagnosis

The accessory drive components can have an affect on engine vibration. Such as but not limited to the A/C system over charged, the power steering system restricted or the incorrect fluid or an extra load on the generator. To help identify an intermittent or an improper condition, vary the loads on the accessory drive components.

The number(s) below refer to the step number(s) on the diagnostic table.

1. 2: This test is to verify that the symptom is present during diagnosing. Other vehicle components may cause a similar symptom such as the exhaust system or the drivetrain.
2. 3: This test is to verify that the drive belt(s) or accessory drive components may be causing the vibration. When removing the drive belt the water pump may not be operating and the engine may overheat. Also DTCs may set when the engine is operating with the drive belt removed.
3. 4: The drive belt(s) may cause a vibration. While the drive belt(s) is removed this is the best time to inspect the condition of the belt.
4. 6: Inspecting of the fasteners can eliminate the possibility that a wrong bolt, nut, spacer or washer was installed.
5. 8: This step should only be performed if the water pump is driven by the drive belt. Inspect the water pump shaft for being bent. Also inspect the water pump bearings for smoothness and excessive play. Compare the water pump with a known good water pump.
6. 9: Accessory drive component brackets that are bent, cracked or loose may put extra strain on that accessory component causing it to vibrate.

Drive Belt Vibration Diagnosis

If the drive belt(s) repeatedly falls off the drive belt pulleys, this is because of pulley misalignment.

An extra load that is quickly applied on released by an accessory drive component may cause the drive belt to fall off the pulleys. Verify the accessory drive components operate properly.

If the drive belt(s) is the incorrect length, the drive belt tensioner may not keep the proper tension on the drive belt.

The number(s) below refer to the step number(s) on the diagnostic table.

1. 2: This inspection is to verify the condition of the drive belt. Damage may of occurred to the drive belt when the drive belt fell off. The drive belt may of been damaged, which caused the drive belt to fall off. Inspect the belt for cuts, tears, sections of ribs missing or damaged belt plys.
2. 4: Misalignment of the pulleys may be caused from improper mounting of the accessory drive component, incorrect installation of the accessory drive component pulley or the pulley bent inward or outward from a previous repair. Test for a misalign pulley using a straight edge in the pulley grooves across two or three pulleys. If a misalign pulley is found refer to that accessory drive component for the proper installation procedure of that pulley.
3. 5: Inspecting the pulleys for being bent should include inspecting for a dent or other damage to the pulleys that would prevent the drive belt from not seating properly in all of the pulley grooves or on the smooth surface of a pulley when the back side of the belt is used to drive the pulley.
4. 6: Accessory drive component brackets that are bent or cracked may will let the drive belt fall off.
5. 7: Inspecting of the fasteners can eliminate the possibility that a wrong bolt, nut, spacer or washer was installed. Missing. loose or the wrong fasteners may cause pulley misalignment from the bracket moving under load. Over tightening of the fasteners may cause misalignment of the accessory component bracket.

Drive Belt Falls Off Diagnosis

Excessive wear on a drive belt(s) is usually caused by an incorrect installation or the wrong drive belt for the application.

Minor misalignment of the drive belt pulleys will not cause excessive wear, but will probably cause the drive belt(s) to make a noise or to fall off.

Excessive misalignment of the drive belt pulleys will cause excessive wear but may also make the drive belt(s) fall off.

The number(s) below refer to the step number(s) on the diagnostic table.

1. 2: The inspection is to verify the drive belt(s) is correctly installed on all of the drive belt pulleys. Wear on the drive belt(s) may be caused by mis-positioning the drive belt(s) by one groove on a pulley.
2. 3: The installation of a drive belt that is two wide or two narrow will cause wear on the drive belt. The drive belt ribs should match all of the grooves on all of the pulleys.
3. 4: This inspection is to verify the drive belt(s) is not contacting any parts of the engine or body while the engine is operating. There should be sufficient clearance when the drive belt accessory drive components load varies. The drive belt(s) should not come in contact with an engine or a body component when snapping the throttle.

Drive Belt Excessive Wear Diagnosis

Drive Belt Tensioner Diagnosis

Drive Belt Tensioner Diagnosis

Scheme 91

A crankcase ventilation system is used to consume crankcase vapors created during the combustion process instead of venting them to the atmosphere.

Fresh air is supplied through a filter to the crankcase, the crankcase mixes the fresh air with the blow-by gases and then passed through a positive crankcase ventilation (PCV) orificed tube into the intake manifold.

The PCV orificed tube restricts the flow rate of the blow-by gases using a 3 mm (0.118 in) (a) orifice located at the end of the tube. If abnormal operating conditions arise, the system is designed to allow excessive amounts of blow-by gases to back flow through the crankcase vent tube into the throttle body in order to be consumed by normal combustion.

Drive Belt System Description

The drive belt system consists of the following components

1. The drive belt
2. The drive belt tensioner
3. The drive belt idler pulley
4. The crankshaft balancer pulley
5. The accessory drive component mounting brackets
6. The accessory drive components The power steering pump, if belt driven The generator The A/C compressor, if equipped The engine cooling fan, if belt driven The water pump, if belt driven The vacuum pump, if equipped The air compressor, if equipped

The drive belt system may use 1 belt or 2 belts. The drive belt is thin so that it can bend backwards and has several ribs to match the grooves in the pulleys. The drive belts are made of different types of rubbers, chloroprene or EPDM and have different layers or plys containing either fiber cloth or cords for reinforcement.

Both sides of the drive belt may be used to drive the different accessory drive components. When the back side of the drive belt is used to drive a pulley, the pulley is smooth.

The drive belt is pulled by the crankshaft balancer pulley across the accessory drive component pulleys. The spring loaded drive belt tensioner keeps constant tension on the drive belt to prevent the drive belt from slipping. The drive belt tensioner arm will move when loads are applied to the drive belt by the accessory drive components and the crankshaft.

The drive belt system may have an idler pulley, which is used to add wrap to the adjacent pulleys. Some systems use an idler pulley in place of an accessory drive component when the vehicle is not equipped with the accessory.

Engine Component Description

The High Feature V6 VIN Code 7 RPO LY7 is a 3.6L engine incorporating two intake and two exhaust valves per cylinder. Individual intake and exhaust camshafts (DOHC) with camshaft position actuators are mounted on each cylinder head. The cylinder bore is 94 mm (3.7008 in) and the piston stroke is 85.6 mm (3.3701 in). The cylinders are arranged in two banks of three with a 60 degree included angle. The right bank of cylinders are number 1-3-5 and the left bank of cylinders are 2-4-6. The engine firing order is 1-2-3-4-5-6.

Crankcase

The cylinder block is constructed of aluminum alloy by precision sand-casting with cast in place iron cylinder liners. Each copper-infiltrated sintered steel main bearing cap incorporates six bolts bolting the cap into the engine block. Along with two outer and two inner bolts, two side bolts are used in the deep skirt block. To prevent aeration, oil return from the valvetrain and cylinder heads is channeled away from the rotating and reciprocating components through oil drain back passages incorporated into the cylinder heads and engine block. Pressure-actuated piston oil cooling jets are mounted between opposing cylinders. A knock sensor is located on each side of the exterior of the engine block. The crankshaft position sensor is located on the left side of the exterior of the engine block.

Crankshaft

The crankshaft is a forged steel design with four main bearings. Crankshaft thrust is controlled by the number three main bearing. The crankshaft position reluctor wheel is pressed onto the rear of the crankshaft in front of the rear main journal. The crankshaft is internally balanced with an integral oil pump drive machined into the nose in front of the front main journal.

Connecting Rods and Pistons

The connecting rods are sinter-forged steel and have full floating piston pins. The piston pins are a slip fit in the bronze bushed connecting rod. Round wire retainers are used to retain the piston pin into the piston. The cast aluminum pistons incorporate a polymer-coated skirt to reduce friction. The piston uses two low tension compression rings and one multi-piece oil control ring. The top compression ring is plasma sprayed. The second compression ring is cast iron napier. The oil control ring incorporates a steel expander and two chrome plated steel rails.

Camshaft Drive System

The camshaft drive system consists of one primary timing drive chain driven by the crankshaft sprocket. The primary timing drive chain drives two intermediate drive shaft sprockets. Each oil pressure fed intermediate drive shaft sprocket drives separate secondary timing drive chains. Each secondary timing drive chain drives the respective cylinder head's intake and exhaust camshaft position actuators.

The primary timing drive chain uses two stationary timing drive chain guides and an oil pressure hydraulically actuated tensioner with built-in shoe. The tensioners minimizes timing drive chain noise and provides accurate valve action by keeping slack out of the timing drive chains and continuously adjusting for timing drive chain wear. The tensioners incorporate a plunger that adjusts out with wear allowing only a minimal amount of backlash. The tensioners are equipped with oiling jets to spray oil onto the timing components during engine operation. The secondary timing drive chains use a stationary timing drive chain guide and movable timing drive chain shoe. The secondary timing drive chain shoe is under tension from an oil pressure hydraulically actuated tensioner. All tensioners are sealed to the head or block using a rubber coated steel gasket. The gasket traps an adequate oil reserve to ensure quiet start-up.

There are two primary timing drive systems. The first design primary timing drive chain uses a roller timing drive chain and a crankshaft sprocket with roller timing drive chain teeth and incorporates a molded-rubber cushion ring. The second design primary timing drive chain uses an (IT) inverted tooth timing drive chain and a crankshaft sprocket with IT timing drive chain teeth without a molded-rubber cushion ring. The primary timing drive chain connects the crankshaft sprocket with the left and right side intermediate drive shaft sprockets.

The first design intermediate drive shaft sprockets incorporate roller timing drive chain inner and outer sprocket teeth. The second design intermediate drive shaft sprockets incorporate IT primary timing drive chain sprocket teeth and roller timing drive chain secondary timing drive chain sprocket teeth.

The two timing drive systems individual components are not interchangeable, do not mix primary roller timing drive chain components with primary IT timing drive chain components.

Camshaft Position Actuator System

The engine incorporates a camshaft position actuator for each intake and exhaust camshaft. Camshaft phasing changes the inlet and exhaust valve timing within a range of 25 camshaft degrees as engine operating conditions vary. Dual camshaft phasing allows the further optimization of performance, fuel economy and emissions without compromising overall engine response and driveability. Variable valve timing also contributes to a reduction in exhaust emissions. It optimizes exhaust and inlet valve overlap and eliminates the need for an exhaust gas recirculation (EGR) system.

The camshaft position actuator is a hydraulic vane-type actuator that changes the camshaft lobe timing relative to the camshaft drive sprocket. Engine oil is directed by a camshaft position actuator oil control valve to the appropriate passages in the camshaft position actuator. Oil acting on the vane in the camshaft position actuator, rotates the camshaft relative to the sprocket. At idle, both camshafts are at the default or "home" position. At this position, the exhaust camshaft is fully advanced and the intake is fully retarded to minimize valve overlap for smooth idle. An internal lock pin locks the inner rotor to the outer camshaft position actuator housing at idle and maintains this position during start-up conditions. Under other engine operating conditions, the camshaft position actuator is controlled by the Engine Control Module (ECM) to deliver optimal intake and exhaust valve timing for performance, driveability and fuel economy. The camshaft position actuator incorporates an integral trigger wheel, which is sensed by the camshaft position sensor mounted in the front cover to accurately determine the position of each camshaft. Each camshaft position actuator has a specific timing drive mark for right or left bank application, as the camshaft position actuators are common bank to bank. The exhaust camshaft position actuator has a different internal configuration than the intake camshaft position actuator since the exhaust camshaft position actuator phases in the opposite direction relative to the inlet camshaft position actuator.

The camshaft position actuator oil control valve (OCV) directs oil from the oil feed in the head to the appropriate camshaft position actuator oil passages. There is one OCV for each camshaft position actuator. The OCV is sealed and mounted to the front cover. The ported end of the OCV is inserted into the cylinder head with a sliding fit. A filter screen protects each OCV oil port from any contamination in the oil supply.

The camshaft front journal has several drilled oil holes to allow camshaft position actuator control oil to transfer from the cylinder head to the camshaft position actuator. The center camshaft bolt hole is counterbored to allow oil to flow around the camshaft bolt and to the camshaft position actuator. Oil in this oil passage is used to move the camshaft position actuator to the default or home position. Radially outward from the center of the journal is a set of four drilled camshaft position actuator oil holes. Oil in this group of oil holes is used to move the camshaft from the default position to a specific set position as determined by the ECM. Seal rings are used at the front and rear of the front camshaft journal to prevent oil leakage from the camshaft position actuator hydraulic system. The seal is made from a plastic compound that resists wear and has a diagonal end gap to enhance sealing. The camshaft position actuator is mounted to the front end of the camshaft and the timing notch in the nose of the camshaft aligns with the dowel pin in the camshaft position actuator to ensure proper cam timing and camshaft position actuator oil hole alignment.

Cylinder Heads

The cylinder heads are semi permanent mold cast aluminum with powdered metal valve seat inserts and valve guides. Two 36.96 mm (1.4551 in) intake valves and two 30.60 mm (1.2047 in) exhaust valves are actuated by roller finger followers pivoting on a stationary hydraulic lash adjuster (SHLA). Separate exhaust and intake camshafts are supported by four bearings machined into the cylinder head. The front camshaft bearing cap is used as a thrust control surface for each camshaft. Each spark plug is shielded by a tube that is pressed into the cylinder head. Each spark plug ignition coil is also mounted through the spark plug tube. The engine coolant temperature (ECT) sensor is threaded into the left cylinder head.

Induction System

The intake manifold consists of two cast aluminum components. Two short bolts in the lower intake manifold and four long bolts, that pass through both manifolds, mount the intake manifold assembly to the cylinder heads. Additionally two bolts mount the upper intake manifold to the lower intake manifold. The throttle body, Barometric Pressure (BARO) sensor, Evaporative Emissions (EVAP) solenoid and tubes, Positive Crankcase Ventilation (PCV) tubes, fuel rail support bracket, fuel injector wiring harness bracket, intake manifold opening cover and brake booster hose are mounted to the upper intake manifold. The fuel injector wiring harness, fuel rail assembly and fuel injectors are mounted to the lower intake manifold.

Right and Left Bank Designation

Right hand (RH) and left hand (LH) designation through the engine mechanical section are viewed from the rear of the engine or from inside the vehicle.

New Product Information

The purpose of New Product Information is to highlight or indicate important changes from the previous model year.

Changes may include one or more of the following items

1. Torque values and/or fastener tightening strategies
2. Changed engine specifications
3. New sealants and/or adhesives
4. Disassembly and assembly procedure revisions
5. Engine mechanical diagnostic procedure revisions
6. New special tools required
7. A component comparison from the previous year

Torque Values and/or Fastener Tightening Strategies

There are no changes to the fastener tightening specifications for 2006.

Changed Engine Specifications

There are no changes to the engine specifications for 2006.

New Sealants and/or Adhesives

There are no changes to the sealants and/or adhesives used for model year 2006.

Disassembly and Assembly Procedure Revisions

There are no changes to the engine disassembly or assembly procedures for 2006.

Engine Mechanical Diagnostic Procedure Revisions

There are no revisions to the engine mechanical diagnostic procedures for 2006.

New Special Tools Required

1. The piston clip remover and installation tool J 43654 has been replaced by EN-46745 . See «Special Tools»(/buick/lacrosse/i-2004-2009/remont/mechanical/#how-to-diagnosis-troubleshooting-the-engine-mechanical-36l-ly7-introduction__special-tools) .
2. The oil pressure gage adapter J 36648-A has been replaced by J-21867-6 . See «Special Tools»(/buick/lacrosse/i-2004-2009/remont/mechanical/#how-to-diagnosis-troubleshooting-the-engine-mechanical-36l-ly7-introduction__special-tools) .

A Component Comparison from the Previous Year

1. The oil pump and primary timing chain lower guide has a first and second design. The first design primary timing chain lower guide can not be replaced independently from the oil pump. The second design primary timing chain lower guide is independently replaceable.
2. The oil level sensor has been eliminated from the oil pan.
3. The oil drain plug location has been changed from the left side of the oil pan to the right side.

Lubrication Description

A structural diecast aluminum oil pan incorporates an oil suction tube, a baffle, a windage tray and an oil level sensor. The oil suction tube is bolted into the oil pan and seals to the bottom of the block with O-ring gasket. The baffle is mounted to the lower portion of the 6-quart capacity oil pan sump and ensures oil supply to the oil suction pickup. The windage tray is bolted to the upper portion of the oil pan and reduces friction losses at high speed. The oil level sensor is mounted through the bottom of the oil pan.

A crankshaft driven gerotor oil pump with internal pressure-relief valve is mounted to the front of the engine block and pulls oil from the oil suction tube through the lower passage in the engine block. The oil pump then directs the flow of pressurized oil back through the upper passage in the block to the left side of the engine block where the oil filter adapter is mounted.

An oil filter adapter is mounted with a gasket to the left side of the engine block. The oil filter adapter incorporates a bottom-access, spin-on oil filter. The oil filter adapter housing incorporates a built-in oil bypass valve and a threaded oil pressure sending unit. Oil flows through the lower passage in the oil filter adapter to and through the oil filter. Filtered oil travels back through the upper passage of the oil filter adapter and back into the engine block.

Oil is directed up and across the engine block front through several drilled passages. These front passages feed oil to each cylinder head, oil to the passage for the main bearings and piston oil jets, oil to the right and left secondary idler sprockets and oil to the primary timing drive chain tensioner.

Each cylinder head passage directs oil into the cylinder head where it is directed to oiling circuits for the stationary hydraulic lifter assemblies (SHLAs) and the camshaft bearing journals. Oil is also directed through two passages each with a spring-loaded check-ball valve to the two chambers where the camshaft position actuator oil control solenoid valves are mounted. Each chamber contains a camshaft position actuator oil control solenoid valve with built-in oil filter screen. One camshaft position actuator oil control solenoid valve is used to control the exhaust camshaft position actuator and one camshaft position actuator oil control solenoid valve is used to control the intake camshaft position actuator. The engine control module (ECM) electrically controls each camshaft position actuator oil control solenoid valve. When energized by the ECM the camshaft position actuator oil control solenoid valve directs oil to pass up through the cylinder head front camshaft bearing cap. Oil passes through the camshaft bearing cap passage into oil holes drilled into the side of the front camshaft journal and onto the front of the camshaft mounting surface. Oil passes through to matching passages in the camshaft position actuator. Oil is directed by the camshaft position actuator oil control solenoid valve to the appropriate passage in the system to pressurize oil on the vanes on the inside of the of the camshaft position actuator. Oil acting on the vanes rotates the camshaft mounted to the inner camshaft position actuator rotor relative to the sprocket mounted to the outer camshaft position actuator housing. An internal lock pin locks the inner rotor to the outer camshaft position actuator housing at idle and maintains the camshaft position actuator in the home or default position during start-up conditions. Oil pressure directed by the camshaft position actuator oil control solenoid valve unlocks the pin and allows the camshaft position actuator to function. An additional passage in the cylinder head also directs oil to the secondary timing drive chain tensioner mounted to each cylinder head.

The oil passage that supplies oil to the main bearings also supplies oil to pressure-actuated piston-cooling oil jets. Each oil jet is mounted between opposing cylinder bores and directs oil to the two bores to provide extra cooling and control piston temperatures.

Oil is directed from the front passages to the front of the block where the right and left secondary idler sprockets and the primary timing drive chain tensioner are mounted. Each camshaft timing drive chain tensioner relies on a gasket in order to maintain an oil reserve after the engine is turned OFF. All camshaft timing drive chain tensioners incorporate a small oil jet to supply an oil spray onto the camshaft timing drive chain components.

Oil returns to the oil pan sump either through the camshaft timing drive chain area or through the cast oil drain back passages on the outboard walls of the cylinder heads and engine block.

Cleanliness and Care

An automobile engine is a combination of many of the following surfaces

1. Machined
2. Honed
3. Polished
4. Lapped

The tolerances of these surfaces are measured in the ten-thousandths of an inch. When you service any internal engine part, cleanliness and care are important. Apply a liberal coating of engine oil to the friction areas during assembly in order to protect and lubricate the surfaces on initial operation. Throughout this section, practice proper cleaning and protection procedures to the machined surfaces and to the friction areas.

Note. Engine damage may result if an abrasive paper, pad or motorized wire brush is used to clean any engine gasket surfaces.

Whenever you remove the valve train components, keep the components in order. Follow this procedure in order to install the components in the same locations and with the same mating surfaces as when removed.

Disconnect the negative battery cables before you perform any major work on the engine. For more information on the disconnection of the battery, refer to ENGINE ELECTRICAL .

Separating Parts

In addition to the room temperature vulcanizing (RTV) sealant's sealing capabilities, the RTV sealants may form an adhesive bond between the components. This may make the components difficult to remove or to separate. If possible, bump the components sideways rather than using prying tools in order to remove the components. This technique prevents damage when the bonding strength of the RTV sealant is stronger than the component itself. Perform bumping at the bends or at the reinforced areas in order to prevent part distortion.

Gasket Reuse and Applying Sealant

1. Do not reuse any gasket unless specified.
2. Gaskets that can be reused will be identified in the service procedure.
3. Do not apply sealant to any gasket or sealing surface unless specified in the service procedure.

Separating Components

1. Use a rubber mallet in order to separate the components.
2. Bump the part sideways in order to loosen the components.
3. Bumping of the component should be done at bends or reinforced areas of the component to prevent distortion of the components.

Cleaning Gasket Surfaces

1. Use care to avoid gouging or scraping the sealing surfaces.
2. Use a plastic or wood scraper in order to remove all the sealant from the components. Do not use any other method or technique to remove the sealant or the gasket material from a part.
3. Do not use abrasive pads, sand paper or power tools to clean the gasket surfaces. These methods of cleaning can cause damage to the component sealing surfaces. Abrasive pads also produce a fine grit that the oil filter cannot remove from the engine oil. This fine grit is an abrasive and can cause internal engine damage.

Assembling Components

1. Assemble components using only the sealant (or equivalent) that is specified in the service procedure.
2. Sealing surfaces must be clean and free of debris or oil.
3. Specific components such as crankshaft oil seals or valve stem oil seals may require lubrication during assembly.
4. Components requiring lubrication will be identified in the service procedure.
5. Apply only the amount of sealant specified in the service procedure to a component.
6. Do not allow the sealant to enter into any blind threaded holes, as the sealant may prevent the fastener from clamping properly or cause component damage when tightened.
7. Tighten the fasteners to the proper specifications.

Sealant Types

The following 2 major types of sealant are commonly used in engines

1. Anaerobic sealant room temperature vulcanizing (RTV)
2. Anaerobic sealant, which include the following: Gasket eliminator Pipe Threadlock

Anaerobic Type Room Temperature Vulcanizing (RTV) Sealant

Anaerobic type room temperature vulcanizing (RTV) sealant cures when exposed to air. This type of sealant is used where 2 components, such as the intake manifold and the engine block, are assembled together.

Use the following information when using RTV sealant

1. Do not use RTV sealant in areas where extreme temperatures are expected. These areas include: The exhaust manifold The head gasket Any other surfaces where a different type of sealant is specified in the service procedure
2. Always follow all the safety recommendations and the directions that are on the RTV sealant container.
3. Use a plastic or wood scraper in order to remove all the RTV sealant from the components.
4. The surfaces to be sealed must be clean and dry.
5. Use a RTV sealant bead size as specified in the service procedure.
6. Apply the RTV sealant bead to the inside of any bolt holes areas.
7. Assemble the components while the RTV sealant is still wet to the touch, within 3 minutes.
8. Tighten the fasteners in sequence, if specified and to the proper torque specifications.

Anaerobic Type Gasket Eliminator Sealant

Anaerobic type gasket eliminator sealant cures in the absence of air. This type of sealant is used where 2 rigid parts, such as castings, are assembled together. When 2 rigid parts are disassembled and no sealant or gasket is readily noticeable, then the 2 parts were probably assembled using an anaerobic type gasket eliminator sealant.

Use the following information when using gasket eliminator sealant

1. Always follow all the safety recommendations and directions that are on the gasket eliminator sealant container.
2. Apply a continuous bead of gasket eliminator sealant to one flange. The surfaces to be sealed must be clean and dry.

Note. Do not allow the sealant to enter a blind hole. The sealant may prevent the fastener from achieving proper clamp load, cause component damage when the fastener is tightened or lead to component failure.

Anaerobic Type Threadlock Sealant

Anaerobic type threadlock sealant cures in the absence of air. This type of sealant is used for threadlocking and sealing of bolts, fittings, nuts and studs. This type of sealant cures only when confined between 2 close fitting metal surfaces.

Use the following information when using threadlock sealant

1. Always follow all safety recommendations and directions that are on the threadlock sealant container.
2. The threaded surfaces to be sealed must be clean and dry.
3. Apply the threadlock sealant as specified on the threadlock sealant container.
4. Tighten the fasteners in sequence, if specified and to the proper torque specifications.

Anaerobic Type Pipe Sealant

Anaerobic type pipe sealant cures in the absence of air and remains pliable when cured. This type of sealant is used where 2 parts are assembled together and require a leak proof joint.

Use the following information when using pipe sealant

1. Do not use pipe sealant in areas where extreme temperatures are expected. These areas include: The exhaust manifold The head gasket Surfaces where a different sealant is specified
2. Always follow all the safety recommendations and the directions that are on the pipe sealant container.
3. The surfaces to be sealed must be clean and dry.
4. Use a pipe sealant bead of the size or quantity as specified in the service procedure.
5. Apply the pipe sealant bead to the inside of any bolt hole areas.
6. Apply a continuous bead of pipe sealant to one sealing surface.
7. Tighten the fasteners in sequence, if specified and to the proper torque specifications.

Tools and Equipment

1. Special tools are listed and illustrated throughout this section with a complete listing at the end of the section. These tools (or their equivalents) are specially designed to quickly and safely accomplish the operations for which they are intended. The use of these special tools will also minimize possible damage to engine components. Some precision measuring tools are required for inspection of certain critical components. Torque wrenches and a torque angle meter are necessary for the proper tightening of various fasteners.
2. To properly service the engine assembly, the following items should be readily available: Approved eye protection and safety gloves A clean, well-lit, work area A suitable parts cleaning tank A compressed air supply Trays or storage containers to keep parts and fasteners organized An adequate set of hand tools Approved engine repair stand An approved engine lifting device that will adequately support the weight of the components

Special Tools

Special Tools Illustration Tool Number/Description EN 46101 Spark Plug Tube Seal Guide EN 46103 Camshaft Actuator Valve Seal Remover/Installer EN 46104 Water Pump Pulley Holding Tool EN 46105 Camshaft Locking Tool EN 46106 Flywheel Holding Tool EN 46108 Timing Chain Retention Tool EN 46109 Engine Front Cover Installation Guide Pins EN 46110 On-Vehicle Valve Spring Compressor EN 46111 Crankshaft Rotation Socket EN 46112 Tensioner Retraction Pins EN 46114 Engine Lift Brackets EN 46116 Valve Stem Seal Remover/Installer EN 46117 Valve Stem Key Remover/Installer EN 46119 Off-Vehicle Valve Spring Compressor Adapter EN 46121 Connecting Rod Guide Pin Set EN 46122 Camshaft Position Actuator Check-Ball Valve Remover/Installer EN 46745 Piston Pin Clip Remover/Installer EN 47839 Crankshaft Rear Oil Seal Installation Tool J 6125-1B Slide Hammer Adapter J 7872 Magnetic Base Dial Indicator J 8001 Dial Indicator Set J 8037 Ring Compressor J 8062 Valve Spring Compressor - Head Off J 8087 Cylinder Bore Gage J 8358 Carbon Removal Brush J 21867 Pressure Gage J 21867-6 Oil Pressure Adapter Fitting J 22738-B Valve Spring Tester J 24254 Oil Seal Installer J 25033-C Pulley Installer J 25034-C Pulley Remover J 28410 Gasket Remover J 28428-E High Intensity Black Light Kit J 28467-B Universal Engine Support Fixture J 28467-6A Bracket Assembly J 28467-7A Bolt Hook J 28467-34 Lift Hook Wing Nut and Washer J 28467-500 Engine Support Fixture J 28467-501 Engine Support Fixture Adapters J 29184 Oil Seal Installer J 35667-A Cylinder Head Leakdown Tester J 38416-2 Crankshaft Button J 39313 Spark Plug Port Adapter J 41816 Crankshaft Balancer Remover J 41816-A Crankshaft Balancer Remover J 41818 Crankshaft Bearing Cap Remover J 41998-B Crankshaft Balancer Installer J 42096 Valve Guide Reamer J 42183 Handle J 42385-700 High Feature Thread Repair Kit J 42385-2000 Thread Insert Kit J 42640 Steering Column Anti-rotation Pin J 43690 Rod Bearing Clearance Checking Tool J 43690-100 Rod Bearing Clearance Checking Tool - Adapter Kit J 43965 Thread Repair Extension Kit J 45000 Seal Remover J 45027 Tensioner Tool J 45057-2 Lower Support Bar J 45059 Angle Meter J 45299 Engine Preluber

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See also:
• Diagnostic System Check - Vehicle
• Strategy Based Diagnosis
• Checking Aftermarket Accessories
• Drive Belt Replacement
• Engine Flywheel Replacement
• Diagnostic Starting Point - Engine Cooling
• Spark Plug Inspection
• Detonation/Spark Knock
• Cylinder Head Cleaning and Inspection
• Battery Disconnect Caution
• Spark Plug Replacement
• BELT DRESSING NOTICE
• Throttle Body Assembly Replacement
• Diagnostic Starting Point - Vibration Diagnosis and Correction
• Water Pump Replacement (LY7)
• ENGINE ELECTRICAL
• Disassembled Views
• Engine Component Description
• Lubrication Description
• Base Engine Misfire without Internal Engine Noises
• Base Engine Misfire with Abnormal Internal Lower Engine Noises
• Base Engine Misfire with Abnormal Valve Train Noise
• Base Engine Misfire with Coolant Consumption
• Base Engine Misfire with Excessive Oil Consumption
• Engine Noise on Start-Up, but Only Lasting a Few Seconds
• Upper Engine Noise, Regardless of Engine Speed
• Lower Engine Noise, Regardless of Engine Speed
• Engine Noise Under Load
• Engine Will Not Crank - Crankshaft Will Not Rotate
• Oil Consumption Diagnosis
• Oil Leak Diagnosis
• Special Tools
• Engine Mechanical Specifications
• Fastener Tightening Specifications
• Drive Belt Tensioner Diagnosis