Engine Mechanical - 4.4l - Introduction Cadillac XLR 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 Top

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Engine Block Left Deck Face

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Engine Block Right Deck Face

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Engine Block Lower Face

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Lower Crankcase Pan Face

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Engine Front Cover

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Camshaft Position Actuator Housing

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Camshaft Covers

#1 Threads are created initially when coil ground strap bolt is installed.

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Oil Pan - Top

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Oil Pan - Left

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Oil Pan - Right

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Oil Pan - Rear

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Charge Air Cooler Housing - Top

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Charge Air Cooler Housing - Front

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Charge Air Cooler Housing - Rear

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Charge Air Cooler Manifold - Front

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The Vehicle Identification Number (VIN) Derivative is located on the right rear side of the engine block (1) and is a nine digit number stamped or laser etched onto the engine 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 unit number label (1) is placed on the right camshaft cover at the front of the engine.

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The supercharger identification label (1) is located on the left side of the supercharger unit. It is attached to the bearing plate that is between the front housing and the supercharger base. The following information is printed on the label

1. Bar code
2. Part number
3. Serial number

Scheme 132

Diagnostic Starting Point - Engine Mechanical

Begin the system diagnosis by reviewing the Disassembled Views , Engine Component Description , Drive Belt System Description , Lubrication Description and New Product Information . 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 «Diagnostic System Check - Vehicle»(/cadillac/xlr/i-2003-2009/remont/oem-general-information/#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»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-46l-lh2-introduction) , «Engine Component Description»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-46l-lh2-introduction) , «Drive Belt System Description»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-46l-lh2-introduction__drive-belt-system-description) , «Lubrication Description»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-46l-lh2-introduction) and «New Product Information»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-46l-lh2-introduction__new-product-information) .

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 .

Visual/Physical Inspection

1. Inspect for aftermarket devices which could affect the operation of the engine. Refer to «Checking Aftermarket Accessories»(/cadillac/xlr/i-2003-2009/remont/body-electrical/#how-to-diagnosis-repair-the-wiring-systems-testing__checking-aftermarket-accessories) .
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»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-46l-lh2-introduction__base-engine-misfire-without-internal-engine)
2. «Base Engine Misfire with Abnormal Internal Lower Engine Noises»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-46l-lh2-introduction__base-engine-misfire-with-abnormal-internal)
3. «Base Engine Misfire with Abnormal Valve Train Noise»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-46l-lh2-introduction__base-engine-misfire-with-abnormal-valve)
4. «Base Engine Misfire with Coolant Consumption»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-46l-lh2-introduction__base-engine-misfire-with-coolant-consumption)
5. «Base Engine Misfire with Excessive Oil Consumption»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-46l-lh2-introduction__base-engine-misfire-with-excessive-oil)
6. «Engine Noise on Start-Up, but Only Lasting a Few Seconds»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-46l-lh2-introduction__engine-noise-on-start-up-but-only)
7. «Upper Engine Noise, Regardless of Engine Speed»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-46l-lh2-introduction__upper-engine-noise-regardless-of-engine)
8. «Lower Engine Noise, Regardless of Engine Speed»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-46l-lh2-introduction__lower-engine-noise-regardless-of-engine)
9. «Engine Noise Under Load»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-46l-lh2-introduction__engine-noise-under-load)
10. «Engine Will Not Crank - Crankshaft Will Not Rotate»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-46l-lh2-introduction__engine-will-not-crank-crankshaft)
11. «Engine Compression Test»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-introduction__engine-compression-test)
12. «Oil Consumption Diagnosis»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-46l-lh2-introduction__oil-consumption-diagnosis)
13. «Oil Pressure Diagnosis and Testing»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-46l-lh2-introduction__oil-pressure-diagnosis-and-testing)
14. «Oil Leak Diagnosis»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-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

Engine Compression Test

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.

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»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-introduction__special-tools) . Thread the compression gage into the J 39313 . See «Special Tools»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-introduction__special-tools) . Have an assistant crank the engine through, at least four 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»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-introduction__special-tools) . Remove the J 39313 from the spark plug hole. See «Special Tools»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-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 three 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 IP fuse block.

Cylinder Leakage Test

Tools Required

1. EN 46326 Flywheel Holding Tool. See «Special Tools»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-introduction__special-tools) .
2. J 35667-A Cylinder Head Leakdown Tester. See «Special Tools»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-introduction__special-tools) .
3. J 39313 Spark Plug Port Adapter. See «Special Tools»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-introduction__special-tools) .

1. Disconnect the battery ground negative cable.
2. Remove the spark plugs. Refer to «Spark Plug Replacement»(/cadillac/xlr/i-2003-2009/remont/testing-diagnostics/#engine-controls-46l-lh2-introduction-2-of-2) .
3. Rotate the crankshaft to place the piston in the cylinder being tested at top dead center (TDC) of the compression stroke.
4. Install the J 39313 . See «Special Tools»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-introduction__special-tools) .
5. Install the J 35667-A or equivalent. See «Special Tools»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-introduction__special-tools) .
6. Apply shop air pressure to the J 35667-A and adjust according to the manufacturers instructions. See «Special Tools»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-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

Oil Pressure Diagnosis and Testing

Tools Required

1. EN-47971 Oil Pressure Gage Adapter. See «Special Tools»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-introduction__special-tools) .
2. J 21867 Pressure Gage. See «Special Tools»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-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 the 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 conditions: Oil diluted by water or glycol antifreeze Foamy oil
6. Remove the oil filter.
7. Install the EN-47971 onto the oil filter adapter. See «Special Tools»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-introduction__special-tools) .
8. Install the 1/8 NPT fitting from the J 21867 into the port on the EN-47971 . See «Special Tools»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-introduction__special-tools) .
9. Install the J 21867 flexible hose to the EN-47971 . See «Special Tools»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-introduction__special-tools) .
10. Run the engine and measure the engine oil pressure.
11. Compare the readings to «Engine Mechanical Specifications»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-introduction__engine-mechanical-specifications) .
12. If the engine oil pressure is below specifications, inspect the engine for 1 or more of the following conditions: Oil pump worn or dirty. Refer to «Oil Pump Replacement»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-1-of-5) , «Oil Pump Disassemble»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-3-of-5__oil-pump-disassemble-off-vehicle) and «Oil Pump Cleaning and Inspection»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-3-of-5) . Oil pump-to-engine block bolts loose. Refer to «Oil Pump Replacement»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-1-of-5) . Oil pump screen loose, plugged, or damaged. Refer to «Oil Pump Suction Pipe and Screen Assembly Replacement»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-1-of-5) and «Oil Pump Suction Pipe and Screen Cleaning and Inspection»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-3-of-5) . Oil pump screen O-ring seal missing or damaged. Refer to «Oil Pump Suction Pipe and Screen Assembly Replacement»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-1-of-5) and «Oil Pump Suction Pipe and Screen Cleaning and Inspection»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-3-of-5) . Oil pump pressure relief valve malfunction. Refer to «Oil Pump Replacement»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-1-of-5) . Oil outlet tube bolts loose or missing, O-rings damaged or missing, mounting flange damaged and/or tube broken or damaged. Refer to «Oil Pump Outlet Tube Removal»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-2-of-5__oil-pump-outlet-tube-removal) , «Oil Pump Outlet Tube Cleaning and Inspection»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-3-of-5) and «Oil Pump Outlet Tube Installation»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-4-of-5__oil-pump-outlet-tube-installation) . Engine bearing clearance excessive. Refer to «Crankshaft and Bearing Cleaning and Inspection»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-3-of-5) , «Crankshaft and Bearing Installation»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-4-of-5) and «Piston, Connecting Rod, and Bearing Installation»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-4-of-5__piston-connecting-rod-and-bearing-installation) . Cracked, porous, or restricted oil galleries. Oil gallery plugs missing or incorrectly installed. Refer to «Engine Block Assemble - Upper»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-3-of-5__engine-block-assemble-upper) and «Cylinder Head Assemble»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-3-of-5__cylinder-head-assemble-off-vehicle) . Valve lifters broken. Repair, as necessary. Refer to «Valve Lifter Replacement - Left Side»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-2-of-5) and/or «Valve Lifter Replacement - Right Side»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-2-of-5) and «Valve Lifters Cleaning and Inspection»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-3-of-5__valve-lifters-cleaning-and-inspection) . Oil cooler lines or oil cooler heat exchanger leaking. Refer to «Engine Oil Cooler Pipe/Hose Quick Connect Fitting»(/cadillac/xlr/i-2003-2009/remont/cooling-system-mechanical/#engine-cooling-system) , «Engine Oil Cooler Hose/Pipe Replacement»(/cadillac/xlr/i-2003-2009/remont/cooling-system-mechanical/#engine-cooling-system) , «Auxiliary Engine Oil Cooler Replacement»(/cadillac/xlr/i-2003-2009/remont/cooling-system-mechanical/#engine-cooling-system) and «Engine Oil Cooler Connector Replacement»(/cadillac/xlr/i-2003-2009/remont/cooling-system-mechanical/#engine-cooling-system) . Crankshaft balancer bolt missing, loose or under-torqued. Friction washer missing between any of the following: Crankshaft balancer and the oil pump Oil pump and the crankshaft sprocket Crankshaft sprocket and crankshaft
13. If the oil pressure reading on the J 21867 , or equivalent, is within specifications, inspect for the following conditions:. See «Special Tools»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-introduction__special-tools) . Plugged or incorrect oil filter and/or malfunctioning oil bypass valve. Refer to «Engine Oil and Oil Filter Replacement»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-2-of-5) . Malfunctioning oil pressure gage or sensor. Repair, as necessary. Refer to «Engine Oil Pressure Sensor and/or Switch Replacement»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-1-of-5) .

Oil Leak Diagnosis

Oil Leak Diagnosis

Positive Crankcase Ventilation (PCV) System Inspection

1. Test for vacuum while the engine is running at the foul air tube where it connects to the right side camshaft cover positive crankcase ventilation (PCV) orifice fitting. There should be manifold vacuum present at the tube connector. If there is no vacuum, inspect for a plugged tube or connector, leaking tube or connector, or a plugged supercharger PCV fitting.
2. Plug the end of the foul air PCV tube while the engine is running. Inspect the tube for any areas that collapse when the end of the tube is blocked. Replace the PCV tube if it collapses when blocked.
3. If oil has accumulated in the intake air duct, inspect for the following conditions: Plugged PCV orifice in the right side camshaft cover PCV fitting Plugged or restricted PCV fitting on the supercharger Excessive crankcase pressure or blow-by, refer to «Oil Consumption Diagnosis»(/cadillac/xlr/i-2003-2009/remont/mechanical/#engine-mechanical-44l-introduction__oil-consumption-diagnosis) .
4. Additional items to inspect: Plugged or leaking fresh air PCV tube Plugged or restricted passages in the air duct Missing or damaged PCV tube connectors Inspect the cam covers, the oil pan gasket, and other sealing areas for leaks

Results of Incorrect Operation

1. A plugged PCV orifice fitting or PCV foul air tube may contribute to the following conditions: A rough idle Stalling or a slow idle speed Oil leaks Oil accumulation in the intake air duct Sludge in the engine
2. A leaking PCV fresh air tube may contribute to the following conditions: A rough idle Stalling Unstable idle speed

Diagnostic Aids

1. A chirping or squealing noise may be intermittent due to moisture on the drive belt(s) or the pulley(s). It may be necessary to spray a small amount of water on the drive belt(s) in order to duplicate the customers concern. If spraying water on the drive belt duplicates the symptom, cleaning the belt pulley(s) may be the probable solution.
2. 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 incorrect fluid, or a generator failing are suggested items to inspect.
3. A chirping, squeal or whine noise may be caused by a loose or improper installation of a body or suspension component. Other items of the vehicle may also cause the noise.
4. The drive belts will not cause a whine noise.

Test Description

The numbers below refer to the step numbers 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 belts one at a time and operating the engine for a brief period will verify the noise is related to the drive belt. When removing the drive belt the water pump may not be operating and the engine may overheat. Also diagnostic trouble codes (DTCs) may set when the engine is operating with the drive belt(s) removed.
3. 4: Inspect all drive belt pulleys for pilling. Pilling is the small balls or pills or it can be strings in the drive belt grooves from the accumulation of rubber dust.
4. 6: 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 misaligned 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 installation procedure for that pulley.
5. 10: Inspecting of the fasteners can eliminate the possibility that a wrong bolt, nut, spacer, or washer was installed.
6. 12: 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.
7. 14: 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.
8. 15: This test is to verify that the drive belt 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.
9. 16: 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 misaligned 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 installation procedure for that pulley.
10. 17: This test is to verify that the pulleys are the correct diameter or width. Using a known good vehicle compare the pulley sizes.
11. 19: Replacing the drive belt when it is not damaged or there is not excessive pilling will only be a temporary repair.

Drive Belt Chirping, Squeal, and Whine Diagnosis

The accessory drive components can have an affect on engine vibration. Vibration from the engine operating may cause a body component or another part of the vehicle to make rumbling noise. Vibration can be caused by, but not limited to the A/C system being over charged, the power steering system being restricted or the incorrect fluid being used, 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 drive belt may have a rumbling 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, completing the diagnostic table, and the noise is only heard when the drive belts are 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 one of the drive belts is causing the rumbling noise or vibration. 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 belts the water pump may not be operating and the engine may overheat. Also, diagnostic trouble codes (DTCs) may set when the engine is operating with the drive belt(s) removed.
3. 4: Inspecting the drive belts is to ensure that they are not causing 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 a normal condition and acceptable. When the pilling is severe the drive belt does not have a smooth surface for proper operation.
5. 9: Inspection of the fasteners can eliminate the possibility that the incorrect bolt, nut, spacer, or washer was installed.
6. 11: 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 smooth operation and excessive play. Compare the water pump with a known good water pump.
7. 12: Accessory drive component brackets that are bent, cracked, or loose may put extra strain on that accessory component causing it to vibrate.

Drive Belt Rumbling and Vibration Diagnosis

If the drive belt repeatedly falls off the drive belt pulleys, this is a result of pulley misalignment.

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

If the drive belt is the incorrect length, the drive belt tensioner may not apply the proper tension on the drive belt.

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

Minor misalignment of the drive belt pulleys will not cause excessive wear, but will probably cause the drive belt 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 fall off.

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

1. 2: This inspection is to verify the condition of the drive belt. Damage may have occurred to the drive belt when the drive belt fell off. The drive belt may be 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 being bent inward or outward from a previous repair. Test for a misaligned 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 repair 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 allow the drive belt to fall off.
5. 7: Inspecting of the fasteners can eliminate the possibility that a incorrect bolt, nut, spacer, or washer was installed. Missing, loose, or an incorrect fastener may cause pulley misalignment from the bracket moving under load. Over tightening of the fasteners may cause misalignment of the accessory component bracket.
6. 13: The inspection is to verify the drive belt is correctly installed on all of the drive belt pulleys. Wear on the drive belt may be caused by mis-positioning the drive belt by one groove on a pulley.
7. 14: 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.
8. 15: This inspection is to verify the drive belt is not contacting any component 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 should not come in contact with an engine or a body component when snapping the throttle.

Drive Belt Falls Off and Excessive Wear Diagnosis

Drive Belt Tensioner Diagnosis

Drive Belt Tensioner Diagnosis

Scheme 133

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

Filtered fresh air is supplied to the crankcase through a PCV fresh air tube connecting from the air duct to the LH camshaft cover PCV fitting. In the crankcase, the fresh air mixes with blow-by gases and then is passed through a positive crankcase ventilation (PCV) orifice fitting located in the RH camshaft cover. The air/blow-by mixture is passed into the intake manifold through a foul air PCV tube.

The PCV orifice fitting restricts the flow rate of the blow-by gases using two small orifice holes located at the end of the PCV fitting. If abnormal operating conditions arise, the system is designed to allow excessive amounts of blow-by gases to back-flow through the PCV system fresh air tube back into the air duct in order to be consumed by normal combustion. The PCV orifice fitting is not serviceable. If the orifice fitting can not be unplugged, the camshaft cover must be replaced.

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 supercharger, if equipped The air compressor, if equipped

The drive belt system may use multiple 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.

Scheme 134

The Northstar V8 VIN Code D is a 4.4L (267 cu in) supercharged engine incorporating two intake and two exhaust valves per cylinder with individual cylinder head mounted camshafts with camshaft position actuators for intake and exhaust functions (DOHC). The cylinder bore diameter is 91 mm (3.583 in) and the piston stroke is 84 mm (3.31 in). The cylinders are arranged in two banks of four with a 90 degree included angle. The left, front, bank of cylinders are number 2-4-6-8 and the right, rear, bank cylinders are 1-3-5-7. Engine firing order is 1-2-7-3-4-5-6-8.

Crankcase

The cylinder block is constructed of aluminum alloy by the precision sand casting method and is constructed of two sections, an upper and a lower crankcase, split at the crankshaft center line. The grey cast iron cylinder liners are cast with the upper crankcase. The upper and lower crankcase sections are held in alignment by four dowel pins. Once machined, the sections must be kept together as a set. Sealing between the crankcase halves consists of a silicone rubber seal and a bead of anaerobic sealant along each side. Since the lower crankcase contains the lower main bearings, this casting adds to the structural rigidity of the engine assembly. Both upper and lower crankcases incorporate oil drain back passages isolated from the crankcase. These passages provide a direct path from the cylinder heads to the oil pan in order to prevent the needless aeration of the oil through contact with the rotating components. An oil gallery through the block supplies four oil jet assemblies used to cool the cylinder pistons. The assembly is bolted between two cylinders and incorporates two jets. Each assembly contains a spring operated check valve to maintain proper oil pressure.

Crankshaft

The crankshaft is a forged steel design with five main bearings. Crankshaft thrust is taken by the number three main bearing. The position sensor, also known as the reluctor wheel, is integral with the crankshaft. The crankshaft is internally balanced and incorporates a one piece rear seal. A rolled fillet radius is incorporated on all bearing journals to improve fatigue strength.

Connecting Rods and Pistons

The connecting rods are made from forged ferrous powder metal and have full floating piston pins. These pins are slip fit in the bronze bushed rods and are retained in the piston by round wire retainers. The cast hypereutectic aluminum alloy pistons use two low tension compression rings and one multi-piece oil ring. The top compression ring is nitrided steel. The second compression ring is coated cast iron. The oil ring is a three piece side seal type ring which incorporates a steel expander and two chrome plated steel rails. To provide a non-scuffing surface when the engine is new, the pistons are tin plated. The piston skirts are coated with a polymer coating to provide reduced friction.

Camshaft Drive System

The four overhead camshafts are driven by three separate fine pitch chains. The primary drive chain connects the crankshaft with the intermediate shaft and sprocket located directly above the crankshaft behind the engine front cover. Each camshaft drive chain connects the intermediate sprocket with the camshaft position actuators on each intake and exhaust camshafts on the cylinder heads. Two camshaft drive chains are used; one for each cylinder head. Each of the chains incorporates a hydraulic tensioner to minimize chain noise and provide accurate valve action by keeping slack out of the chain and continuously adjusting for chain wear. This is accomplished by providing engine oil pressure to each tensioner forcing a nylon pad into mesh with the slack side of the chain. As the chain stretches from wear, a ratchet mechanism inside the tensioner prevents the nylon pad from retracting when the engine is turned off and engine oil pressure ceases.

Camshaft Position Actuator System

The camshaft position actuator system is an electronically controlled and hydraulically actuated system. The camshaft position actuator system enables the engine control module (ECM) to change camshaft timing of all four camshafts hydraulically while the engine is operating.

Two camshaft position actuator magnets, one for each camshaft position actuator oil control valve, are mounted to a camshaft position actuator housing on the front of each cylinder head. The ECM energizes the camshaft position actuator magnet in order to create a magnetic field. The magnetic field created by the camshaft position actuator magnet pulls, from the home position, the spring loaded spool valve in the center of the camshaft position actuator oil control valve. The camshaft position actuator oil control valve is incorporated into the fastener that bolts the camshaft position actuator to the camshaft. Alignment between the camshaft position actuator magnet and the camshaft position actuator oil control valve is crucial. An air gap must be maintained between both components.

Oil under pressure is supplied to the front camshaft bearing cap and flows through passages into the camshaft front journal. The camshaft front journal passages supply oil to the camshaft position actuator oil control valve. The camshaft position actuator oil control valve supplies oil to the camshaft position actuator. The camshaft position actuator oil control valve incorporates a return spring in order to return the internal spool valve to the home position.

The camshaft position actuator contains an inner rotor with vanes bolted to the camshaft and an outer housing incorporating the timing drive chain sprocket and camshaft position sensor trigger wheel. Internally the camshaft position actuator contains a spring loaded locking pin that prevents movement between the inner rotor and outer housing and keeps the camshaft position actuator in the home position. The locking pin releases when proper oil pressure reaches the camshaft position actuator. The exhaust camshaft position actuators also incorporates return springs in order to return the exhaust camshaft position actuators to the home position when the engine is turned off. Due to rotation direction of the intake camshaft position actuators return springs are not necessary.

Oil directed by the camshaft position actuator oil control valve's position is used to vary the advance or return of the camshaft position actuator's vanes from the home position.

Cylinder Heads

The cylinder heads are semi permanent mold cast aluminum with powdered metal valve seat inserts and valve guides. Two 36.2 mm (1.425 in) intake valves and two 29 mm (1.142 in) exhaust valves are actuated by roller finger followers pivoting on a stationary hydraulic lash adjuster (SHLA). Separate intake and exhaust camshafts are supported by five bearings machined into the cylinder head with camshaft thrust taken by the first bearing. The combustion chamber is roughly in the shape of a clover leaf with a nominal volume of 58.08 cc (3.544 cubic inch) and a centrally located spark plug. The exhaust ports are specially polished using an abrasive flow machining method. The cylinder head gaskets are multi-layer steel (MLS).

Engine Cooling System

The coolant pump assembly is located on the engine front cover. The water outlet housing distributes coolant to the cylinder block and collects it from the cylinder head for delivery to the radiator.

Lubrication System

Note. This engine uses a special high performance oil filter. Use of any other filter may lead to filter failure and/or severe engine damage.

The oil pump has increased output from other Northstar engines. The additional output is needed to supply the volume needed for the oil jets required to cool the pistons. An oil gallery, specific the LC3, is used to supply oil to the oil jets. A new oil filter is also required to meet the additional volume that needs to flow from the oil pump. The new oil filter incorporates a bypass valve and a specific filtering media for improved protection along with lower pressure drop through the oil filter. Supercharged Northstar engines oil filter adapters and oil filters utilize special thread size and pitch. The oil filter adapter does not contain the bypass valve.

Supercharger and Induction System

The induction system consists of induction tubes, throttle body, and a Roots style supercharger with an integral intake manifold and intercooler. A forward section to the induction system consists of a central intake port that splits into twin thin wall cast aluminum induction tubes. Each tube incorporates a silencer in order to reduce induction noise without disrupting air flow. After each silencer a flexible port duct connects to the rear tube that combines the air flow into a single port at the rear of the engine. A flexible port duct connects the rear tube to the 80 mm (3.15 in) diameter throttle body mounted at the rear of the supercharger.

The throttle body is an electronic throttle controlled (ETC) design. The throttle body, EVAP purge valve solenoid, and bypass actuator cable mount to the supercharger bypass valve.

The supercharger pulley is driven by a serpentine drive belt. The pulley drives the supercharger from the front of the engine. The two tri-lobe helical Roots type rotors are counter-rotating as the drive and driven rotors are geared to each other. The rotors are mirror image, precision hobbed aluminum extrusions rotating on press-fit steel shafts. Ball bearings between the gears and the rotors support the rotors at their forward end. The forward bearings are lubricated and cooled by a volume of synthetic gear lubricant contained within the supercharger front cover. At the rear, sealed maintenance-free needle bearings support the rotors. The incoming air enters the rotor chambers at the lower rear just past the bypass valve. Air is pushed up around the outside of the rotors and is expelled from the rotors at the upper front of the supercharger body. Mounted on top of the supercharger body is the intercooler housing. The air flows up from the supercharger and travels through the intercooler tube fins and then down into the individual cylinder inlet runners. The supercharger displacement and pulley ration are proportioned to deliver almost two times the volume of air the engine would naturally aspirate, providing positive manifold pressure when the valve is closed. The bypass valve controls recirculation between the rotor outlet and inlet to reduce parasitic losses and noise during light load operation, at which time the valve is open.

The intercooler housing contains four longitudinal bores that house the four cylindrical intercoolers. The manifolds at the front and rear of the intercooler housing route the coolant through the interior of the four intercooler tubes. A coolant fill cap is located on the top of the intercooler housing. Slots in the intercooler housing direct the supercharged air flow past the fins of the intercooler tubes. Once cooled by the intercooler the supercharged air is directed through the top of the intercooler housing and down into the outboard sides of the intercooler housing and into individual runners that proceed through the supercharger housing and into the cylinder head intake runners. Inputs from multiple sensors for vacuum and pressure and a temperature sensor are used by the engine management system to control the supercharge operation. The bypass valve for the supercharger is operated through a cable by a supercharger bypass valve actuator. The supercharger bypass valve actuator is operated by supercharger pressure and vacuum operated by a charge air bypass regulator solenoid valve. The charge air bypass regulator solenoid valve is controlled by input from the engine management system. A cooling system separate from the engine cooling system is used for the intercooler. An electric remote-mounted coolant pump is used to circulate the coolant between the intercooler of the supercharger and the heat exchanger mounted at the front of the vehicle.

Right and Left Bank Designation

Right hand (RH) and Left hand (LH) designations through the engine mechanical On-Vehicle Service section are viewed from the rear of the engine.

Description

The LC3 supercharger is a positive displacement pump that consists of 2 counter-rotating rotors, an inlet port and an outlet port, and an air bypass valve that is built into a housing. The rotors are designed with 3 lobes and a helical twist. An air bypass valve is built into the housing. The rotors in the supercharger are designed to run at a minimal clearance, not in contact with each other or the housing and are timed to each other by a pair of precision spur gears which are pressed onto the rotor shafts. The front ends of the rotors are held in position by deep-groove ball bearings, while the rear ends of the rotors are supported by sealed roller bearings.

The gears and ball bearings are lubricated by a synthetic oil. The oil reservoir is self-contained in the supercharger, isolated from the engine oil, sealed for the life of the unit and is not serviceable.

The cover on the supercharger contains the input shaft which is supported by 2 deep-groove ball bearings, and is coupled to the rotor drive gears. The pulley is pressed onto the input shaft and is not serviceable. The bearings are lubricated by the synthetic oil contained in the same reservoir.

Operation

The supercharger is designed to increase the air pressure and density in the intake manifold. When this air is mixed with the correct amount of fuel the result is more power from the engine. This excess air creates a boost pressure in the intake manifold with a maximum engine boost of 83 kPa (12 psi). Because the supercharger is a positive displacement pump and is directly driven from the engine drive belt system, boost pressure is available at all driving conditions.

When boost is not required, such as during idle or light throttle cruising, the excess air is routed through the bypass passage between the intake manifold and the supercharger inlet. This bypass circuit is regulated by a bypass valve which is similar to a throttle plate. The bypass valve is controlled by a vacuum actuator which is connected to the vacuum signal between the throttle and the supercharger inlet. Spring force from the actuator holds the valve in a normally closed position to create boost, and vacuum pulls the valve open when the throttle closes to decrease boost.

A solenoid valve is attached to the supercharger housing. This three-way valve, controlled by the engine control module (ECM), determines whether pressure from the manifold is routed to the bypass actuator or closed off. This valve allows pressure from the manifold to open the bypass valve and lower boost pressure during specific driving conditions. The open bypass valve reduces the pumping effort of the supercharger, thereby increasing the fuel efficiency in light load operations.

Intercooler

The supercharger has an integrated intercooler. Cooling the air enhances the effectiveness of the supercharger. The intercooler uses conventional coolant in a separate sealed system from the engine cooling system. The intercooler system has a radiator, a back fill port at the rear of the supercharger, attaching hoses, and a pump capable of a flow rate of 22 liters (6 gallons) per minute. The pump is commanded ON, by the control module, whenever the engine is running, intake air temperature (IAT) sensor 2 is more than 0°C (32°F), intake air temperature (IAT) sensor is more than -25°C (-13°F), and engine run time is more than 10 seconds.

Scheme 135

The cast aluminum oil pan is used as a structural member of the powertrain by connecting the oil pan and the engine to the flywheel housing. The oil pan incorporates an oil baffle plate and seals to the lower crankcase with a gasket. The oil pan also provides mounting for an oil level sensor.

The oil sump pickup is fastened to the lower crankcase and oil manifold by a bolt and nut to one stud-headed main bearing bolt. A gasket seals this joint on the suction side of the oil system. The engine oil pump is a gerotor design mounted to the lower crankcase behind the engine front cover by 3 mounting bolts. Drive for the gerotor elements is provided by the clamp load of the harmonic dampener and bolt. As the pump rotates, oil is drawn from the sump through the sump pickup to a channel cast into the lower crankcase. The oil is then directed to the pump inlet cavity (13) on the lower crankcase front face. Oil compressed by the pump re-enters the lower crankcase distribution channel through the pump outlet cavity (12) opposite the inlet. A portion of the pump output is diverted via an internal passage to the oil pump inlet to provide a pressure seal at the crankcase interface.

The oil pump outlet channel in the lower crankcase routes the oil to the oil outlet tube for the camshaft position actuator system and the oil filter circuit connections on the, front/left, side of the lower crankcase.

The cast aluminum oil filter adapter is fastened to the crankcase with 3 bolts. The inlet and return (11) passages are sealed with a gasket. The adapter contains the oil pressure switch. The oil filter bypass valve is inside the oil filter.

Filtered oil re-enters the crankcase distribution channels and is first directed to the main bearings (6-10). Cross drilled passages in the crankshaft in turn provide oil for the connecting rod bearings and provide splash oiling for the cylinder walls. The lower crankcase distribution channel also connects with passages in the upper crankcase to provide oil to the overhead camshafts and valve lifters. This passage (10), beside the number one bearing, also provides oil for the 3 hydraulic chain tensioners as well as lubrication for the camshaft drive intermediate shaft ultimately lubricating the camshaft chains via oil splash.

Designed into the upper crankcase behind the camshaft drive intermediate shaft is a chamber that feeds 2 passages in the upper crankcase. Each passage directs oil flow up to the cylinder block deck through the cylinder head gasket and into each cylinder head. The oil passage in each cylinder head that feeds the valve train system has a pressed-in restrictor. The orifice within the restrictor is 3 mm (0.1181 in). The restrictor ensures proper oil flow to the valve train and thereby ensures suitable oil flow from the oil pump to the camshaft position actuator system. After passing through the restrictor the oil enters a cross drilled passage that feeds the 2 valve train oil passages that rub the length of the cylinder head. Each valve train passages delivers oil to each set of exhaust and intake camshaft bearings along with the corresponding stationary hydraulic lifters (SHLAs).

Oil returns to the sump either through the camshaft chain area or by way of cast oil drain back passages on the outside walls of the cylinder heads, upper and lower crankcases and oil pan. The lubrication system also includes a baffle, attached by the main bearing bolts, and channels oil thrown from the crankshaft back into the oil sump.

Oil to operate the camshaft position actuator system is supplied by the oil outlet tube located under the timing chain drive system. The oil outlet tube is sealed to the front of the engine block next to the oil pump with an O-ring. Oil travels up through the tube and is filtered by an integral screen. Oil is distributed by the oil outlet tube to both sides of the engine block just below the engine block deck (5, 14). A chamber within the block directs oil up 2 passages through the engine block deck and into 2 passages in each cylinder head. Oil supplied to the front camshaft bearing cap groove (1-4) supplies oil to passages drilled into the front camshaft journal. Oil passes through the center of the camshaft and into the camshaft position actuator oil control valve. The spool valve within the camshaft position actuator oil control valve directs the oil in and out of the camshaft position actuator. The spool valve is actuated by a magnetic field created by the camshaft position actuator magnet. The camshaft position actuator magnet is mounted to the camshaft position actuator housing bolted onto the front of each cylinder head. Oil pressure applied to either side of the internal vanes of the camshaft position actuator allows the ECM to vary the valve timing between the exhaust and intake camshafts.

Four piston cooling oil jet assemblies are mounted between each of the opposing cylinders. Each oil jet consists of a pressure valve and 2 tubes. Each tube sprays oil up the cylinder bore aimed at the bottom of the piston crown. The oil jets are supplied by an oil gallery (15) that is fed oil through branches off of the 3 center crankshaft main oil feeds (7-9).

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.

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 in the absence of 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 designed to quickly and safely accomplish the operations for which they are intended. The use of these special tools 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 component cleaning tank A compressed air supply Trays or storage containers to keep components and fasteners organized An adequate set of hand tools Approved engine repair stand An approved engine lifting device that adequately supports the weight of the components

Special Tools

Special Tools Illustration Tool Number/Description EN 46109 Guide Pin Set EN 46121 Connecting Rod Guide Pin Set EN 46326 Flywheel Holding Tool EN 46327 Timing Chain Retention Tool EN 46328 Camshaft Holding Tool EN 46745 Piston Pin Clip Remover/Installer EN 47748 Supercharger Lifting Fixture EN 47814 Supercharger Bypass Valve Actuator Setting Tool EN 47833 Supercharger Service Holding Fixture EN 47971 Oil Pressure Gage Adapter EN 48036 Oil Pump Alignment Tool EN 48072 Sealant Applicator 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 22738-B Valve Spring Tester J 28410 Gasket Remover J 28428-E High Intensity Black Light Kit J 28467-81 Engine Support Fixture Kit J 28467-86 Engine Lift Bracket J 28467-87 Engine Lift Bracket J 35667-A Cylinder Head Leakdown Tester J 38416-2 Crankshaft Button J 38820 Valve Stem Seal Installer J 38821 Valve Spring Compressor Adapter J 39313 Spark Plug Port Adapter J 39946 Crankshaft Socket - 4.0L and 4.6L J 41816 Crankshaft Balancer Remover J 41998-B Crankshaft Balancer Installer J 42385-2000 Thread Insert Kit J 42385-2030 M11 x 2.0 Cylinder Head Bolt - Northstar/Premium V8 Thread Repair Kit J 42841-A Rear Oil Seal Remover J 43059-A Valve Retainer Remover/Installer J 43690 Rod Bearing Clearance Checking Tool J 43690-100 Rod Bearing Clearance Checking Tool - Adapter Kit J 43965 Thread Repair Extension Kit J 44211 On-Vehicle Valve Spring Compressor J 45059 Angle Meter J 45299 Engine Preluber J 45930-A Crankshaft Rear Oil Seal Installer

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See also:
• Disassembled Views
• Drive Belt System Description
• New Product Information
• Diagnostic System Check - Vehicle
• Strategy Based Diagnosis
• Checking Aftermarket Accessories
• 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 Pressure Diagnosis and Testing
• Drive Belt Replacement
• Engine Flywheel Replacement
• Crankshaft Balancer Replacement
• Diagnostic Starting Point - Engine Cooling
• Spark Plug Inspection
• Electronic Ignition (EI) System Diagnosis
• Cylinder Head Cleaning and Inspection
• Powertrain Removal and Installation
• Engine Replacement
• Charge Air Cooler Cooling Tube Replacement
• Supercharger Cleaning and Inspection
• Spark Plug Replacement
• Oil Pump Disassemble
• Oil Pump Cleaning and Inspection
• Oil Pump Outlet Tube Removal
• Oil Pump Outlet Tube Installation
• Crankshaft and Bearing Installation
• Piston, Connecting Rod, and Bearing Installation
• Engine Block Assemble - Upper
• Cylinder Head Assemble
• Valve Lifters Cleaning and Inspection
• Engine Oil Cooler Pipe/Hose Quick Connect Fitting
• Belt Dressing Notice
• Fastener Notice
• Vibration Analysis - Engine
• Engine Compression Test
• Oil Leak Diagnosis
• Engine Will Not Crank - Crankshaft Will Not Rotate
• Cylinder Leakage Test
• Lower Engine Noise, Regardless of Engine Speed
• Special Tools
• Engine Mechanical Specifications
• Oil Consumption Diagnosis
• Symptoms - Engine Mechanical
• Fastener Tightening Specifications
• Drive Belt Tensioner Diagnosis