Engine Mechanical - 8.1L: Other Chevrolet Silverado Classic 3500

Sealers, Adhesives, and Lubricants

Sealers, Adhesives, and Lubricants

Scheme 172

Scheme 173

Scheme 174

Scheme 175

Scheme 176

Scheme 177

Scheme 178

Scheme 179

The engine identification number is located in 3 locations. There are labels on the front of the right rocker arm cover (1), the rear of the left rocker arm cover (2), and the right side of the engine oil pan (3). The engine identification number is used to track and identify the engine prior to installation in a vehicle.

The vehicle identification number (VIN) derivative is located on the left rear side of the engine block and is a 9 digit number stamped or laser etched onto the engine at the vehicle assembly plant. If reading the identification number from the left, the following information can be obtained

1. The first digit identifies the division.
2. The second digit identifies the model year.
3. The third digit identifies the assembly plant.
4. The fourth through ninth digits are the last 6 digits of the VIN.

Intermittent

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

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 Coolant Consumption

Base Engine Misfire with Coolant Consumption

Base Engine Misfire with Excessive Oil Consumption

Base Engine Misfire with Excessive Oil Consumption

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 3049-A Valve Lifter Remover

J 45059 Angle Meter

J 45059 Angle Meter

J 42851 Front Cover Oil Seal Installer. See Special Tools .

J 42851 Front Cover Oil Seal Installer. See Special Tools .

J 41712 Oil Pressure Sensor Socket

J 36857 Engine Lift Brackets

Tool Required

J 41240 Fan Clutch Remover and Installer

1. Use the J 41240 to retain the water pump pulley.
2. Remove the water pump pulley bolts (302) and pulley (303).
3. Remove the water pump bolts.
4. Remove the water pump.
5. Remove the water pump gaskets.

Boring Procedure

1. Before you use any type of boring bar, clean the top of the cylinder block in order to remove any dirt or burrs.
2. Carefully follow the instructions furnished by the manufacturer regarding use of equipment.
3. When you rebore cylinders, ensure all crankshaft bearing caps are in place. Tighten the bearing caps to the proper torque in order to avoid distortion of the bores in the final assembly. The crankshaft must be removed prior to cylinder boring.
4. When you take the final cut with a boring bar, leave 0.03 mm (0.001 in) on the diameter for finish honing. This gives the required position to the cylinder clearance specifications. Carefully perform the honing and boring operation in order to maintain the specified clearances between pistons, rings, and cylinder bores.

Honing Procedure

1. When honing the cylinders, follow the manufacturers recommendations for equipment use, cleaning, and lubrication. Use only clean, sharp stones of the proper grade for the amount of material you remove. Dull, dirty stones cut unevenly and generate excessive heat. Do not hone to a final grade with a coarse or medium-grade stone. Leave sufficient metal so that all stone marks may be removed with fine grade stones. The rehoned surface finish should be 0.25-0.50 micrometer (10-20 micro-inch). Perform final honing with a fine-grade stone and hone the cylinder in a cross-hatch pattern at 20 to 30 degrees to obtain the proper clearance.
2. During the honing operation, thoroughly clean the cylinder bore. Repeatedly inspect the cylinder bore for fit with the selected oversized piston. All measurements of the cylinder bore should be made with the components at normal room temperature.
3. To eliminate taper in the cylinder when honing, make full strokes of the hone in the cylinder. Repeatedly inspect the measurement at the top, the middle, and the bottom of the bore. The finish marks should be clean but not sharp. The finish marks should be free from embedded particles and torn or folded metal.
4. When finished, the reconditioned cylinder bores should have less than or meet the specified out-of-round or taper requirements.
5. After final honing and before the piston is inspected for fit, clean the bores with hot water and detergent. Scrub the bores with a stiff bristle brush and rinse the bores thoroughly with hot water. Do not allow any abrasive material to remain in the cylinder bores. Abrasive material may cause premature wear of new piston rings and cylinder bores. Abrasive material will contaminate the engine oil and may cause premature wear of the bearings. After washing the cylinder bore, dry the bore with a clean shop towel.
6. Perform final measurements of the cylinder bore.
7. Permanently mark the piston for the specific cylinder to which it has been fitted.
8. Apply clean engine oil to each cylinder bore in order to prevent rusting.

Crankshaft and Connecting Rod Bearing Clearance Measurement

The crankshaft and connecting rod bearings are of the precision insert type and do not use shims for adjustment.

Crankshafts with journals that measure less than minimum specifications must be replaced.

Micrometer Method for Crankshaft Bearings

1. Measure the crankshaft main journal diameter with a micrometer in several places along the length, approximately 90 degrees apart, a minimum of 4 places. Average the measurements.
2. Determine the taper and the out-of-round. Refer to «Engine Mechanical Specifications»(ref-277941-S07562565932008012100000) .
3. Install the NEW crankshaft bearings into the crankshaft bearing caps and the engine block.
4. Install the bearing cap bolts and studs. Tighten: Tighten the bearing cap bolts a first pass to 30 N.m (22 lb ft). Tighten the bearing cap studs a first pass to 30 N.m (22 lb ft). Tighten the bearing cap bolts a final pass an additional 90 degrees using the J 45059 . Tighten the bearing cap studs a final pass an additional 80 degrees using the J 45059 .
5. Measure the crankshaft bearing inside diameter (ID), using an inside micrometer. Measure at a minimum of 4 places. Average the measurements.
6. In order to determine the crankshaft bearing clearance, subtract the crankshaft journal diameter from the crankshaft bearing ID.
7. Compare the crankshaft bearing clearance to the specifications. Refer to «Engine Mechanical Specifications»(ref-277941-S07562565932008012100000) .
8. If the crankshaft bearing clearances exceeds specifications, install undersize crankshaft bearings to achieve the correct clearance.
9. Measure the new crankshaft bearing ID, using an inside micrometer.
10. Replace the crankshaft if the proper clearances cannot be obtained with standard size bearings.

Micrometer Method for Connecting Rod Bearings

1. Measure the crankpin diameter with a micrometer in several places along the length, approximately 90 degrees apart, a minimum of 4 places. Average the measurements.
2. Determine the taper and the out-of-round. Refer to «Engine Mechanical Specifications»(ref-277941-S07562565932008012100000) .
3. Install the NEW connecting rod bearings into the connecting rod cap and the connecting rod.
4. Install the connecting rod cap and the original nuts. Tighten: Tighten the connecting rod nuts a first pass to 30 N.m (22 lb ft). Tighten the connecting rod nuts a final pass an additional 90 degrees, using the J 45059 .
5. Measure the connecting rod bearing ID, using an inside micrometer.
6. Compare the connecting rod bearing clearance specifications. Refer to «Engine Mechanical Specifications»(ref-277941-S07562565932008012100000) .
7. If the connecting rod bearing clearances exceed specifications, replace components, as required.

Plastic Gage Method for Crankshaft Bearings

1. Install the crankshaft and the new crankshaft bearings into the block. Do not damage the crankshaft reluctor rings.
2. Install the gaging plastic the full width of the crankshaft journal.
3. Install the bearing cap bolts and studs. Tighten: Tighten the bearing cap bolts a first pass to 30 N.m (22 lb ft). Tighten the bearing cap studs a first pass to 30 N.m (22 lb ft). Tighten the bearing cap bolts a final pass an additional 90 degrees, using the J 45059 . Tighten the bearing cap studs a final pass an additional 80 degrees, using the J 45059 .
4. Remove the crankshaft bearing cap bolts and the crankshaft bearing caps. The gaging plastic may adhere to either the crankshaft journal or the crankshaft bearing surfaces.
5. On the edge of the gaging plastic envelope there is a graduated scale. Without removing the gaging plastic, measure the compressed width at the widest point.
6. If the flattened gaging plastic tapers toward the middle or toward the end, there may be a difference in clearance indicating taper, low spot, or other irregularity of the crankshaft bearing or the crankshaft journal. Normally the crankshaft journals wear evenly and are not out-of-round. However, if a crankshaft bearing is being fitted to an out-of-round 0.0254 mm (0.001 in) maximum crankshaft journal, ensure to fit to the maximum diameter of the crankshaft journal. If the crankshaft bearing is fitted to the minimum diameter and the crankshaft journal is excessively out-of-round, the interference between the crankshaft bearing and the crankshaft journal will result in rapid crankshaft bearing failure.
7. Compare the crankshaft bearing clearance to the specifications. Refer to «Engine Mechanical Specifications»(ref-277941-S07562565932008012100000) .
8. If the crankshaft bearing clearances exceeds specifications, replace components, as required.
9. Measure the new crankshaft bearing ID, using the same method.
10. Replace the crankshaft if the proper clearances cannot be obtained with standard size bearings.
11. Remove the flattened gaging plastic.
12. Measure the remaining crankshaft journals.

Plastic Gage Method for Connecting Rod Bearings

1. Install the connecting rod bearings (118) into the connecting rod (119) and the connecting rod cap (117).
2. Using rubber fuel line (1) over the connecting rod bolts, install the piston and connecting rod assembly onto the crankpin journal.
3. Install the gaging plastic the full width of the crankpin journal.
4. Install the connecting rod cap and the original nuts. Tighten: Tighten the connecting rod nuts a first pass to 30 N.m (22 lb ft). Tighten the connecting rod nuts a final pass an additional 90 degrees, using the J 45059 .
5. Remove the connecting rod nuts and cap. The gaging plastic may adhere to either the crankpin journal or the connecting rod bearing surface.
6. There is a graduated scale on the edge of the gaging plastic envelope. Without removing the gaging plastic, measure the compressed width at the widest point. If the flattened gaging plastic tapers toward the middle or toward the end, there may be a difference in clearance, indicating taper, low spot, or other irregularity of the crankshaft bearing or the crankpin journal.
7. Normally the crankpin journals wear evenly and are not out-of-round. However, if a connecting rod bearing is being fitted to an out-of-round 0.0254 mm (0.001 in) maximum crankpin journal, ensure to fit to the maximum diameter of the crankpin journal. If the connecting rod bearing is fitted to the minimum diameter and the crankpin journal is excessively out-of-round, the interference between the connecting rod bearing and the crankpin journal will result in rapid connecting rod bearing failure.
8. Compare the connecting rod bearing clearance to the specifications. Refer to «Engine Mechanical Specifications»(ref-277941-S07562565932008012100000) .
9. If the connecting rod bearing clearances exceed specifications, replace components, as required.
10. Remove the flattened gaging plastic.
11. Measure the remaining crankpin journals.

Measuring Crankshaft End Play

1. Install the J 7872 , or equivalent, to the cylinder block, with the dial indicator plunger against one of the counterweights of the crankshaft.
2. Firmly thrust the end of the crankshaft first rearward then forward. This lines up the rear crankshaft bearing and the crankshaft thrust surfaces.
3. With the crankshaft pushed forward, zero the dial indicator. Move the crankshaft rearward and read the end play measurement on the dial indicator. An optional method is to insert a feeler gage between the crankshaft and the bearing surface and measure the clearance. Refer to «Engine Mechanical Specifications»(ref-277941-S07562565932008012100000) .
4. If the correct end play cannot be obtained, inspect the crankshaft thrust wall surface or surfaces for wear and/or excessive runout.
5. Turn the crankshaft in order to inspect for binding. If the crankshaft does not turn freely, loosen the crankshaft bearing bolts and studs, 1 cap at a time, until the tight bearing is located. The following conditions could cause a lack of clearance at the bearing: Burrs on the crankshaft bearing cap Foreign matter between the crankshaft bearing and the block or the crankshaft bearing cap A faulty crankshaft bearing

Measuring Connecting Rod Side Clearance

1. Install the J 7872 , or equivalent, to the cylinder block, with the dial indicator plunger against the side of the pair of connecting rods.
2. With the connecting rods pushed forward, zero the dial indicator. Firmly move the pair of connecting rods side to side and read the measurement on the dial indicator. An optional method is to insert a feeler gage between the connecting rod caps and measure the connecting rod side clearance. Refer to «Engine Mechanical Specifications»(ref-277941-S07562565932008012100000) .

Measuring Connecting Rod Bearing Clearance - Using J 43690/J 43690-100

The J 43690 and J 43690-100 have been developed as a more accurate method to measure connecting rod bearing clearances. The instructions below provide an overview of tool set-up and usage. For more detailed information, refer to the tool manufacturers instruction sheets.

Scheme 180

J 43690 Rod Bearing Clearance Checking Tool

1. J 43690-20 Swivel Base (1)
2. J 43690-19 Dial Indicator (2)
3. J 43690-2 Base (3)
4. J 43690-5, J 43690-6 Handle (4)
5. J 43690-10, J 43690-11 Foot (5)
6. 280307 Screw (6)
7. J 43690-1 Pivot Arm Assembly (7)
8. J 43690-3, J 43690-7, J 43690-8 Screws (8)
9. 280319 Screw (9)
10. 280311 Screw (10)
11. J 43690-17, J 43690-18 Adapter (11)
12. 280310 Pin (12)

Scheme 181

J 43690-100 Rod Bearing Clearance Checking Tool - Adapter Kit

1. J 43690-104 Spacer (1)
2. J 43690-105 Retainer Plate (2)
3. 505478 Bolt (3)
4. 511341 Bolt (4)
5. J 43690-106 Retainer Plate (5)
6. J 43690-107 Cap (6)
7. J 43690-102 Foot (7)
8. J 43690-101 Pivot Arm Assembly (8)
9. J 43690-103 Adapter (9)
10. 505439 Adapter (10)

1. Rotate the crankshaft until the journal/connecting rod to be measured is in the 12 o'clock position.
2. Remove a bearing cap bolts (1).
3. Remove the bearing half and bearing cap (2).
4. Insert a piece of paper card stock onto the crankshaft journal.
5. Install the bearing half and cap (2) and bolts (1). Refer to «Fastener Tightening Specifications»(ref-277941-S32764205942008012100000) .
6. Install the following tools: J 43690-2 (5) J 43690-8 (4) J 43690-1 (2) 280310 (3) J 43690-5 (1)
7. Install the swivel base (1) and dial indicator (2).
8. Adjust, per the manufacturers instructions, and measure the connecting rod bearing clearance. A connecting rod with a clearance in excess of 0.081 mm (0.0032 in) is considered excessive. Service components, as required.

Cleaning Procedure

1. Clean the valve stems and heads on a buffing wheel.
2. Clean the following components in solvent: Valve stem keys (220) Valve spring cap (219) Valve spring (218) Valve Rotators (216) Valve (232) Cylinder head
3. Dry the components with compressed air.
4. Use the J 8089 in order to clean the carbon from the combustion chambers.

Flatness Measurement Procedure

1. Measure the cylinder head for warpage with a straight edge and feeler gage. A cylinder head block deck with warpage in excess of 0.050 mm (0.002 in) within a 150.0 mm (6.0 in) area must be repaired or replaced. A cylinder head exhaust manifold deck with an overall warpage in excess of 0.102 mm (0.004 in) must be repaired or replaced. A cylinder head intake manifold deck with warpage in excess of 0.080 mm (0.003 in) must be repaired or replaced.
2. A cylinder head block deck can be resurfaced up to 0.305 mm (0.012 in) maximum removal.
3. A cylinder head that requires excessive resurfacing must be replaced.

Valve Guide Measurement Procedure

1. Measure the valve stem-to-guide clearance. Clamp the J 8001 on the exhaust port side of the cylinder head. IMPORTANT: The indicator stem must contact the side of the valve stem just above the valve guide. Locate the indicator so that the movement of the valve stem from side to side, crosswise to the cylinder head, causes a direct movement of the indicator stem. Drop the valve head approximately 1.6 mm (0.064 in) off the valve seat. Use light pressure when moving the valve stem from side to side in order to obtain a clearance reading. Refer to «Engine Mechanical Specifications»(ref-277941-S07562565932008012100000) .
2. Valve guide (2) with excessive clearance must be repaired. Refer to «Valve Guide Reaming/Valve and Seat Grinding»(ref-277941-S40384525992008012100000) .
3. Replace the cylinder head if the valve guide cannot be repaired or reamed to accept an oversize valve stem.

Valve Guide Reaming Procedure for Oversized Valve Stems

1. Ream the valve guide, as necessary, in order to achieve proper valve stem-to-guide clearance with the new, oversized valve stems.
2. Always recondition the valve seat after reaming the valve guide bores or installing new valves.
3. Replace the cylinder head if the valve guide cannot be repaired or reamed to accept an oversize valve stem.

Valve Reconditioning Procedure

1. Replace the valve if the valve stem shows excessive wear or is warped.
2. Reface pitted valves on a valve refacing machine in order to ensure the correct relationship between the head and the stem.
3. Replace the valve if the edge of the head is less than 0.79 mm (0.031 in) thick after grinding.

Valve Seat Reconditioning Procedure

1. Recondition the valve seats.
2. The valves must seat perfectly for the engine to deliver optimum power and performance.
3. Correct contact (1) between each valve and valve seat in the cylinder head is essential in order to ensure the heat in the valve head is properly carried away.
4. The valve seats should be concentric to within 0.050 mm (0.002 in) total indicator runout.

1. Clean the engine coolant crossover (308) and water outlet (311) in solvent.
2. Dry the components with compressed air.

Piston Selection

1. Inspect the engine block cylinder bore. Refer to «Engine Block Cleaning and Inspection»(ref-277941-S13570497462008012100000) .
2. Inspect the piston/connecting rod assembly for damage. Refer to «Piston, Connecting Rod, and Bearings Cleaning and Inspection»(ref-277941-S02321522562008012100000) .
3. Use the J 8087 in order to measure the cylinder bore diameter. Refer to «Engine Block Cleaning and Inspection»(ref-277941-S13570497462008012100000) .
4. Measure the J 8087 with a micrometer. Record the reading.
5. Compare the cylinder bore measurement to the specifications. Refer to «Engine Mechanical Specifications»(ref-277941-S07562565932008012100000) . If the cylinder bore is within specifications, select the original piston or a new, original size piston. If the cylinder bore is not within specifications, select the next oversized piston/connecting rod assembly, then bore and hone the cylinder bore to fit the oversize piston.

Engine Prelubing

1. Remove the engine oil filter and fill with clean engine oil.
2. Install the oil filter. Tighten: Tighten the oil filter to 38 N.m (28 lb ft).
3. Locate the oil gallery plug on the left side of the engine block above the oil filter housing.
4. Install the 1/4 - 18 adapter P/N 509373.
5. Install the flexible hose to the adapter and open the valve.
6. Pump the handle on the J 45299 in order to flow a minimum of 1-1.9 liters (1-2 quarts) of engine oil. Observe the flow of engine oil through the flexible hose and into the engine assembly.
7. Close the valve and remove the flexible hose and adapter from the engine.
8. Install the gallery plug to the engine. Tighten: Tighten the oil gallery plug to 30 N.m (22 lb ft).
9. Top-off the engine oil to the proper level.

Cylinder Block

The engine block is made of cast iron and it has 8 cylinders arranged in a 90 degree V shape with 4 cylinders in each bank. The engine block is a 1 piece casting with the cylinders encircled by coolant jackets.

Cylinder Head

The cylinder heads are made of cast iron and have parent metal intake valve guides and intake valve seats. The cast iron exhaust valve guides and powdered metal valve seats are pressed into the exhaust ports. A spark plug is located between the valves in the side of the cylinder head. The engine coolant crossover attaches to the front of each cylinder head.

Camshaft

A steel camshaft is supported by 5 bearings pressed into the engine block. The camshaft sprocket is mounted to the front of the camshaft and is driven by the crankshaft sprocket through the timing chain.

Motion from the camshaft is transmitted to the valves by hydraulic roller valve lifters, valve push rods, and ball-type rocker arms. Gear teeth are machined into the camshaft near the rear journal in order to drive a shaft assembly which operates the oil pump driveshaft. The camshaft position (CMP) sensor reads a circular target, half raised and half lowered, that is integral to the camshaft sprocket. The CMP sensor signal is used by the powertrain control module (PCM) for start-up only.

Crankshaft

The crankshaft is made of cast nodular iron. The crankshaft is supported by 5 crankshaft bearings. The crankshaft bearings are retained by the crankshaft bearing caps. The crankshaft bearing caps are machined with the engine block for proper alignment and clearance. The crankshaft bearing caps are each retained by 2 bolts and 2 studs. The number 5 crankshaft bearing at the rear of the engine block is the end thrust bearing. The 4 connecting rod journals, 2 rods per journal, are spaced 90 degrees apart. The crankshaft position (CKP) sensor reluctor ring is pushed onto the rear of the crankshaft. The CKP sensor reluctor is constructed of powdered metal. The reluctor ring has an interference fit onto the crankshaft and an internal keyway for correct positioning.

Pistons and Connecting Rods

The pistons are cast aluminum and use 2 compression rings and 1 3-piece oil control ring assembly. The piston pins are a full-floating design. The piston skirts are coated in order to create an interference fit into the cylinder bore. The connecting rods are forged steel and have precision insert type crankshaft bearings. The piston and pin are to be serviced as an assembly.

Valve Train

The valve train is a ball pivot type. Motion is transmitted from the camshaft through the hydraulic roller valve lifters and tubular valve push rods to the valve rocker arms. The valve rocker arm pivots on a ball in order to open the valve. The hydraulic roller valve lifters keep all parts of the valve train in constant contact. Each valve lifter acts as an automatic adjuster and maintains zero lash in the valve train. This eliminates the need for periodic valve adjustment. The valve rocker arm stud and nut retains the valve rocker arm and ball seat. The valve rocker arm stud is threaded into the cylinder head. The valve stem seal is pressed onto the valve guide of the cylinder head.

Intake Manifold

The intake manifold is a 1-piece cast aluminum design. The throttle body is attached to the front of the intake manifold. The fuel rail assembly with 8 separate fuel injectors is retained to the intake manifold by 4 studs. The fuel injectors are seated in their individual manifold bores with O-ring seals to provide sealing. A Manifold Absolute Pressure (MAP) sensor is mounted on the top of the intake manifold and sealed by an O-ring seal. The MAP sensor is held in place with a retainer bolt. The evaporative emission (EVAP) canister purge solenoid valve is located in the front of the intake manifold. The positive crankcase ventilation (PCV) system is internally cast into the intake manifold. There is no serviceable PCV valve. A splash shield is installed under the intake manifold. The shield prevents hot oil from contacting the bottom of the intake manifold.

Exhaust Manifold

The exhaust manifolds are constructed of cast stainless steel. The exhaust manifolds direct exhaust gases from the combustion chambers to the exhaust system.

New Product Information

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

Changes may include 1 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

New Sealants and/or Adhesives

No sealant or adhesive changes from the previous year. Refer to Sealers, Adhesives, and Lubricants .

A Component Comparison from the Previous Year

1. The exhaust gas recirculation system (EGR) has been removed. Refer to «Disassembled Views»(ref-277941-S31159949942008012100000) .
2. The front cover is now aligned to the engine block with 2 front cover locating pins.
3. All applications use a full-floating design piston and pin assembly.

Scheme 182

The gear-type oil pump is driven through an extension driveshaft. The extension driveshaft is driven by the oil pump drive, which is gear driven by the camshaft. The oil is drawn from the oil pan through a pickup screen and tube, into the oil pump (7). Pressurized oil flows through the oil filter, into the oil cooler (5), back into the engine (6), up to the oil pressure gage port (2) and rear crankshaft bearing, and is then distributed to the upper oil galleries. Oil must flow around the oil pump drive (1) in order to reach the right side valve lifters properly. The oil is delivered through internal passages in order to lubricate camshaft and crankshaft bearings and to provide lash control in the hydraulic valve lifters. Oil is metered from the valve lifters through the valve push rods in order to lubricate the valve rocker arms and ball pivots. Oil returning to the oil pan from the cylinder heads and the front camshaft bearing, lubricates the camshaft timing chain and the crankshaft and the camshaft sprockets. There are two bypass valves located in the engine block, above the oil filter. The oil filter bypass valve (4) and the oil cooler bypass valve (3).

Scheme 183

If the oil filter becomes plugged, the pressurized oil is diverted around the top of the oil filter. The oil filter bypass valve (1) is forced open, allowing the oil to continue on to the oil cooler and engine oil passages. No oil filtration occurs because the oil is not allowed into the oil filter.

Scheme 184

If the oil cooler flow becomes blocked, either from a plugged oil cooler or blocked or kinked oil cooler line, the oil cooler bypass valve (1) is forced open, allowing oil to flow directly into the engine oil passages. Oil does not flow into or out of the engine oil cooler.

Scheme 185

If both the oil filter and the oil cooler are plugged, the pressurized oil is routed around the top of the oil filter, through the oil filter bypass valve (2), through the oil cooler bypass valve (1) and directly into the engine oil passages. Lubrication still occurs, but the oil is not filtered or directed through the oil cooler.

Cleanliness and Care

1. Throughout this section, it should be understood that proper cleaning and protection of machined surfaces and friction areas is part of the repair procedure. This is considered standard shop practice even if not specifically stated.
2. When any internal engine parts are serviced, care and cleanliness is important.
3. When components are removed for service, they should be marked, organized or retained in a specific order for reassembly.
4. At the time of installation, components should be installed in the same location and with the same mating surface as when removed.
5. An automobile engine is a combination of many machined, honed, polished and lapped surfaces with tolerances that are measured in millimeters or thousandths of an inch. These surfaces should be covered or protected to avoid component damage.
6. A liberal coating of clean engine oil should be applied to friction areas during assembly.
7. Proper lubrication will protect and lubricate friction surfaces during initial operation.

Separating Parts

Separate, mark, or organize the following components

1. Piston to the specific cylinder bore
2. Piston rings to the piston
3. Connecting rod to the crankshaft journal
4. Connecting rod to the bearing cap
5. Crankshaft and connecting rod bearings
6. Camshaft and valve lifters
7. Valve lifters, guides, pushrods, pivot supports and rocker arms
8. Valve to the valve guide
9. Valve spring and shim to the cylinder head location
10. Engine block crankshaft bearing cap location and direction
11. Oil pump drive and driven gears

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.

Sealant Types

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

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

RTV Sealant

Aerobic type 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 safety recommendations and the directions that are on the RTV sealant container.
3. Use a plastic or wood scraper in order to remove all RTV sealant from the plastic and aluminum components.
4. The surfaces to be sealed must be clean and dry.
5. Use an 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. Do not wait for the RTV sealant to skin over.
8. Tighten the fasteners in sequence, if specified, and to the proper torque specifications. DO NOT overtighten the fasteners.

Gasket Eliminator Sealant

Anaerobic type gasket eliminator sealant cures in the absence of air. This type of sealant is used where 2 rigid components, such as castings, are assembled together. When 2 rigid components are disassembled and no sealant or gasket is readily noticeable, 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 safety recommendations and directions that are on the gasket eliminator sealant container.
2. Apply a continuous bead of gasket eliminator sealant to 1 flange. The surfaces to be sealed must be clean and dry.
3. Apply the gasket eliminator sealant evenly to get a uniform thickness of the gasket eliminator sealant on the sealing surface.
4. Tighten the fasteners in sequence, if specified, and to the proper torque specifications. DO NOT overtighten the fasteners.
5. After properly tightening the fasteners, remove the excess gasket eliminator sealant from the outside of the joint.

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. DO NOT overtighten the fasteners.

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 components 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 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 1 sealing surface.
7. Tighten the fasteners in sequence, if specified, and to the proper torque specifications. DO NOT overtighten the fasteners.

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