Engine Mechanical - 5.3L: Other GMC Envoy II

Sealers, Adhesives, and Lubricants

Sealers, Adhesives, and Lubricants

Scheme 101

Engine Block - Front/Rear Views

Scheme 102

Engine Block - Left/Right Side Views

Scheme 103

Engine Block - Top/Bottom Views

Scheme 104

Cylinder Head - Top/End Views

Scheme 105

Cylinder Head - Intake/Exhaust Side Views

Scheme 106

Scheme 107

Scheme 108

Scheme 109

Scheme 110

Scheme 111

Scheme 112

Scheme 113

The vehicle identification number (VIN) is located on the left side rear of the engine block (1) and is typically a nine digit number stamped or laser-etched onto the engine at the vehicle assembly plant.

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 six 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 35667-A Cylinder Head Leakdown Tester or equivalent

1. Disconnect the battery ground negative cable.
2. Remove the spark plugs. Refer to «Spark Plug Replacement»(ref-200373-S34186696572005102000000) in Engine Controls - 5.3L.
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 35667-A or equivalent.
5. Apply shop air pressure to the J 35667-A and adjust according to the manufacturers instructions.
6. 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 noise at the throttle body or air inlet hose that may indicate a worn or burnt intake valve or a broken valve spring. Air leakage noise at the exhaust system tailpipe that may indicate a worn or burnt exhaust valve or a broken valve spring. Air leakage noise 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.
7. Perform the leakage test on the remaining cylinders and record the values.

Front Engine Mount

1. Install a pole jack underneath the oil pan.
2. Insert a block of wood between the engine oil pan and the pole jack.
3. Raise the jack until the wooden block contacts the engine oil pan.
4. Raise the engine in order to place a slight tension on the rubber cushion. Observe both mounts while raising the engine.
5. Replace the mounts if any of the following conditions exist: Hard rubber surface covered with heat check cracks The rubber cushion separated from the metal plate of the mount The rubber cushion is split through the center The mount is leaking
6. If there is movement between a metal plate of the mount and its attaching points, lower the engine and tighten the bolts or nuts attaching the mount to the engine, the frame or the bracket.

J 45059 Angle Meter

J 45059 Angle Meter

J 3049-A Valve Lifter Remover. See Special Tools .

J 41478 Crankshaft Front Oil Seal Installer

J 41476 Front and Rear Cover Alignment Tool (at crankshaft seal area). See Special Tools .

J 41479 Crankshaft Rear Oil Seal Installer. See Special Tools .

J 41476 Front and Rear Cover Alignment Tool at crankshaft seal area. See Special Tools .

J 41712 Oil Pressure Switch Socket. See Special Tools .

J 3049-A Valve Lifter Remover. See Special Tools .

1. Remove the bolts (211).
2. Remove the guides (210) with lifters. Note the installed position of the guides. The notched area of the guide is to align with the locating tab of the block.
3. Remove the valve lifters (209, 219) from the guide (210).
4. Organize or mark the components so they can be installed in the same location from which they were removed. The displacement on demand lifters are installed into the guide by aligning the notched area of the guide (1) with the raised surface on the side of the lifter (2). Refer to «Separating Parts»(ref-200397-S15772230512005102000000) .

Cleaning Procedure

Note. Do not use a caustic solution to clean the aluminum engine block.

Clean the following components

1. Remove all sludge, dirt, or debris using a cleaning solvent or thermal type oven. Refer to «Cleanliness and Care»(ref-200397-S20746064332005102000000) .
2. Gasket surfaces Refer to «Replacing Engine Gaskets»(ref-200397-S39543702712005102000000) .
3. Coolant passages
4. Oil galleries
5. Main bearing caps
6. Cylinder head bolt holes to remove threadlocking material Thread repair driver tool J 42385-107 may be used to clean the threads of old threadlocking material.

Measuring the Cylinder for Oversize

1. Adjust the micrometer to a dimension slightly smaller than the bore size. Refer to «Engine Mechanical Specifications»(ref-200397-S27357677232005102000000) .
2. Insert the J 8087 bore gage into the micrometer and zero the bore gage dial.
3. Using the J 8087 , measure the cylinder bore for oversize. Slide the bore gage up and down throughout the length of the cylinder bore. Check the bore both parallel and perpendicular to the centerline of the crankshaft at the top, center, and bottom of the bore. A cylinder bore that exceeds the maximum diameter must be serviced with an oversized piston. Refer to «Engine Mechanical Specifications»(ref-200397-S27357677232005102000000) .

Boring Procedure

1. Measure all pistons with a micrometer to determine the cylinder bore diameter.
2. Before you use any type of boring bar, use a fine file and clean the top of the cylinder block removing any dirt or burrs. If you do not check the cylinder block, the boring bar may be improperly positioned or tilted and the cylinder bore could be bored at an incorrect angle.
3. Carefully follow the instructions furnished by the manufacturer regarding use of the equipment.
4. When you bore the cylinders, ensure all the crankshaft bearing caps are in place. Tighten the crankshaft bearing caps to the proper torque in order to avoid distortion of the cylinder bores during final assembly.
5. When you take the final cut with a boring bar, leave 0.03 mm (0.001 in) on the cylinder bore diameter for the finish honing and fit of the piston.

Honing Procedure

1. When honing the cylinders, follow the manufacturer's 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 final clearance with a coarse or medium-grade stone. Leave sufficient metal so that all stone marks may be removed with fine-grade stones. Perform final honing with a fine-grade stone, honing the cylinder to the proper clearance.
2. During the honing operation, thoroughly clean the cylinder bore. Repeatedly inspect the cylinder bore for fit with the selected piston. All measurements of the piston or the cylinder bore should be made with the components at normal room temperature.
3. When honing a cylinder for fit to an oversize piston, first perform the preliminary honing with a 100 grit stone.
4. Perform final cylinder honing with a 240 grit stone and obtain a 45 degree cross hatch pattern. Repeatedly check the measurement at the top, the middle, and the bottom of the bore. A 240 grit stone is preferred for final honing. If a 240 grit stone is not available, a 220 grit stone may be used as a substitute.
5. The finish marks should be clean but not sharp. The finish marks should also be free from imbedded particles and torn or folded metal.
6. By measuring the selected piston at the sizing point and by adding the average of the clearance specification, you can determine the final cylinder honing dimension required.
7. After final honing and before the piston is checked for fit, clean the cylinder 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. This abrasive material may cause premature wear of the new piston rings and the cylinder bores. Abrasive material will also contaminate the engine oil and may cause premature wear of the bearings. After washing the cylinder bore, dry the bore with a clean rag.
8. Perform final measurements of the piston and the cylinder bore.
9. Permanently mark the top of the piston for the specific cylinder to which it has been fitted.
10. Apply clean engine oil to each cylinder bore in order to prevent rusting.

Scheme 114

Using a ball type or self centering honing tool, deglaze the cylinder bore lightly. Deglazing should be done only to remove any deposits that may have formed. Use a 240 grit stone of silicone carbide or equivalent material when preforming the deglazing procedure.

A 240 grit stone is preferred for final honing. If a 240 grit stone is not available, a 220 grit stone may be used as a substitute.

1. Clean the crankshaft with solvent.
2. Thoroughly clean all oil passages (2) and inspect for restrictions or burrs.
3. Dry the crankshaft with compressed air.

Measuring Main Bearing Clearance - Gaging Plastic Method

1. Remove the bearing caps, bearing half, and bolts. Refer to «Crankshaft and Bearings Removal»(ref-200397-S40668663842005102000000) .
2. Install gaging plastic onto the crankshaft journal. Install the gaging plastic the full width of the crankshaft bearing journal.
3. Install the bearing caps, bearing half, and bolts. Refer to «Crankshaft and Bearings Installation»(ref-200397-S37348715172005102000000) .
4. Remove the bearing caps, bearing half, and bolts. Refer to «Crankshaft and Bearings Removal»(ref-200397-S40668663842005102000000) .
5. Measure the gaging plastic at its widest area using the scale supplied with the plastic gaging kit. If the gaging plastic shows irregularity in the journal exceeding 0.025 mm (0.001 in), remove the crankshaft and measure the journal with a micrometer. If clearance cannot be brought to specifications, replace the crankshaft or engine block as required. Refer to «Engine Mechanical Specifications»(ref-200397-S27357677232005102000000) .

Measuring Connecting Rod Bearing Clearance - Gaging Plastic Method

1. Remove the bearing cap, bearing half and bolts. Refer to «Piston, Connecting Rod, and Bearing Removal»(ref-200397-S40079592342005102000000) .
2. Install the gaging plastic onto the connecting rod bearing journal. Install the gaging plastic the full width of the journal.
3. Install the bearing cap, bearing half, and bolts. Refer to «Piston, Connecting Rod, and Bearing Installation»(ref-200397-S38880391482005102000000) .
4. Remove the bearing cap, bearing half and bolts. Refer to «Piston, Connecting Rod, and Bearing Removal»(ref-200397-S40079592342005102000000) .
5. Measure the gaging plastic at its widest area using the scale supplied with the plastic gaging kit. Refer to «Engine Mechanical Specifications»(ref-200397-S27357677232005102000000) .

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

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

Scheme 115

J 43690 Rod Bearing Checking Tool. See Special Tools .

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

Scheme 116

J 43690-100 Rod Bearing Checking Tool - Adapter Kit. See Special Tools .

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 and bolts (1).
3. Remove the bearing half (2).
4. Insert a piece of paper card stock onto the crankshaft journal.
5. Install the bearing half (2) and cap and bolts (1). Refer to «Fastener Tightening Specifications»(ref-200397-S26181669142005102000000) .
6. Install the following: J 43690-2 (5) J 43690-3 (4) J 43690-101 (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 0.076 mm (0.003 in) is considered excessive. Service components as required.

Piston, Pin, and Piston Rings

1. Clean the varnish and carbon from the piston (107) using cleaning solvent.
2. Dry the components with compressed air.
3. Clean the piston ring grooves with a suitable ring groove cleaning tool.
4. Clean the oil lubrication holes and slots.
5. Inspect the piston for the following conditions: Cracks in the piston ring lands, the piston skirt, or pin bosses Piston ring grooves for nicks, burrs, or warpage which may cause the piston ring to bind MINOR imperfections may be removed from the piston with a fine file. Scuffed or damaged skirts (2) Eroded areas at the top of the piston (1) Scoring to the full-floating design piston pin bore (3) or piston pin
6. Identify the NEW upper and lower compression rings. The upper compression ring can be identified by a paint mark (3) located 180 degrees from the end gap. The lower compression ring can be identified by a paint mark (3) located 90 degrees from the end gap. Both rings should be installed with the orientation marks (1, 2) facing the top of the piston.
7. Insert the edge of the piston ring into the piston ring groove. Roll the piston ring completely around the piston. If binding is caused by distorted ring groove, MINOR imperfections may be removed with a fine file. If binding is caused by a distorted piston ring, replace the rings as required.
8. Measure the piston ring side clearance with a feeler gauge. If side clearance is not within specifications, try another piston ring. If the proper ring-to- groove clearance cannot be obtained, replace the piston, pin, and connecting rod assembly. Refer to «Engine Mechanical Specifications»(ref-200397-S27357677232005102000000) .
9. To determine piston pin-to-bore clearance, use a micrometer and measure the piston pin outside diameter (OD).
10. To determine the piston pin-to-bore clearance, use an inside micrometer and measure the piston pin bore inside diameter (ID).
11. Subtract the piston pin OD measurement from the piston pin bore ID measurement to determine pin-to-bore clearance. Refer to «Engine Mechanical Specifications»(ref-200397-S27357677232005102000000) .

Measuring Piston Ring End Gap

1. Identify the NEW upper and lower compression rings. The upper compression ring can be identified by a paint mark (3) located 180 degrees from the end gap. The lower compression ring can be identified by a paint mark (3) located 90 degrees from the end gap. Both rings should be installed with the orientation marks (1, 2) facing the top of the piston.
2. Place the piston ring into the cylinder bore 6.5 mm (0.25 in) below the top of the ring travel area.
3. Insert a feeler gage and measure the piston ring end gap. Refer to «Engine Mechanical Specifications»(ref-200397-S27357677232005102000000) .

Connecting Rod and Bearings

1. Clean the connecting rod (105) and cap (103) in solvent.
2. Dry the components with compressed air.
3. Inspect the connecting rod for the following conditions: Twisting (1) Proper fit of the connecting rod and cap mating surfaces (2) Nicks or gouges in the bearing bore (3) Damage to the bearing locating slots (4)
4. Measure the connecting rod bearing bore for an out-of-round condition. Refer to «Engine Mechanical Specifications»(ref-200397-S27357677232005102000000) .
5. To determine full-floating piston pin-to-connecting rod bore clearance, use a micrometer and measure the piston pin outside diameter (OD).
6. To determine the full-floating piston pin-to-connecting rod bore clearance, use a micrometer and measure the connecting rod pin bore (1) inside diameter (ID).
7. Subtract the piston pin OD measurement from the connecting rod pin bore ID measurement to determine pin-to-bore clearance. Refer to «Engine Mechanical Specifications»(ref-200397-S27357677232005102000000) .
8. Inspect the connecting rod bearings for craters or pockets. Flattened sections on the bearing halves indicate fatigue.
9. Inspect the connecting rod bearings for excessive scoring or discoloration.
10. Inspect the connecting rod bearings for dirt or debris imbedded into the bearing material.
11. Inspect the connecting rod bearings for improper seating indicated by bright, polished sections of the bearing surface.

J 33049 Camshaft Bearing Service Set. See Special Tools .

1. Prior to bearing removal, inspect the camshaft bearings for loose fit in the engine block bearing bores. Refer to «Camshaft and Bearings Cleaning and Inspection»(ref-200397-S42407517542005102000000) .
2. Repair or replace the components as required.
3. Select the expanding driver (4-8) and washer (2 or 3) from the J 33049 . See «Special Tools»(ref-200397-S12228589952005102000000) .
4. Assemble the tool.
5. Insert the tool through the front of the engine block and into the bearing.
6. Tighten the expander assembly (15) nut until snug.
7. Push the guide cone (1) into the front camshaft bearing in order to align the tool.
8. Drive the bearing from the block bore.
9. Repeat the above procedures in order to remove the remaining bearings.

Tool Usage Information

Bearing, Expander, and Expander Driver Information

1. The tool consists of a guide cone (1), driving washers (2 or 3), expander bearing drivers (4-8), driver bars (9 or 10), expander jaws (11), expander sleeve (12), expander cone (13), expander shaft (14), and expander assembly (15).
2. Expander bearing driver number 1 inside diameter is 28.575-37.465 mm (1.125-1.475 in) and is used with the expander assembly and the small washer.
3. Expander bearing driver number 2 inside diameter is 37.465-43.18 mm (1.475-1.7 in) and is used with number 1 expanding driver and the small washer.
4. Expander bearing driver number 3 inside diameter is 43.18-48.895 mm (1.7-1.925 in) and is used with number 2 expanding driver and the large washer.
5. Expander bearing driver number 4 inside diameter is 48.895-54.61 mm (1.925-2.15 in) and is used with number 3 expanding driver and the large washer.
6. Expander bearing driver number 5 inside diameter is 54.61-60.325 mm (2.150-2.375 in) and is used with number 4 expanding driver and the large washer.
7. Expander bearing driver number 6 inside diameter is 60.325-68.326 mm (2.375-2.69 in) and is used with number 5 expanding driver and the large washer.

Tool Assembly and Operation

1. Select the proper expanding driver and washer from the expanding driver and washer information.
2. Place the expanding driver onto the expander assembly.
3. Ensure the separation lines between the segments of the expanding driver align with the separation lines of the expander assembly.
4. With the small end of the cone facing the driver assembly, place the guide cone over the driving bar.
5. Place the driving washer over the threaded portion of the expander assembly.
6. Screw the expander assembly, with driving washer, onto the driving bar. For removal of the inner bearings, it may be necessary to install the driver bar extension.
7. Insert the tool into an inner camshaft bearing and tighten until snug. Operate the tool from the front or rear of the engine block. On some engine blocks, the nut on the expander assembly is inaccessible, except from either end. In this case, you must use a socket and extension to enlarge and reduce the expander assembly.
8. Slide the nylon cone into the front or rear camshaft bearing. This will properly align the tool.
9. Drive the bearing out of or into the engine block.
10. Repeat the procedure for the additional inner bearings.
11. For the 2 end bearings, front and rear, remove the nylon cone and driver bar extension.
12. Drive the bearings out of or into the engine block.

Measuring Camshaft Lobe Lift

1. Measure camshaft lobe lift using J 8520 . See «Special Tools»(ref-200397-S12228589952005102000000) .
2. Remove the valve rocker arms and bolts.
3. Install the dial indicator mounting stud into the valve rocker arm bolt hole.
4. Assemble the components of the J 8520 and position onto the stud. See «Special Tools»(ref-200397-S12228589952005102000000) .
5. Position the shaft of the dial indicator onto the end of the pushrod.
6. Rotate the face of the dial indicator to zero.
7. Slowly rotate the crankshaft clockwise until the dial indicator obtains its highest and lowest readings.
8. Compare the total to specifications. Refer to «Engine Mechanical Specifications»(ref-200397-S27357677232005102000000) .

J 33049 Camshaft Bearing Service Set. See Special Tools .

1. Measure the engine block camshaft bearing bores (1-5) in order to identify the correct OD size bearing for each position. Refer to «Engine Mechanical Specifications»(ref-200397-S27357677232005102000000) .
2. Select the expanding driver (4-8) and washer (2 or 3) from the J 33049 . See «Special Tools»(ref-200397-S12228589952005102000000) . Refer to «Piston and Connecting Rod Assemble»(ref-200397-S08614432022005102000000) .
3. Assemble the tool.
4. Insert the tool through the front of the engine block and into the bearing.
5. Tighten the expander assembly nut until snug.
6. Push the guide cone into the front camshaft bearing in order to align the tool.
7. Drive the bearing into the block bore.
8. Install the front and rear bearings to the block.

Non Displacement on Demand Valve Lifters

1. Clean the components in cleaning solvent.
2. Dry the components with compressed air.
3. Inspect the valve lifters for the following conditions: Bent or broken clip (1) Worn pushrod socket (2) Scuffed or worn sides (3) If the valve lifter shows wear, inspect the engine block lifter bores for wear or damage. Flat spots on the roller (4) Loose or damaged pin (5) Plugged oil hole (6) Worn or damaged roller bearing The roller should rotate freely with no binding or roughness.

Displacement On Demand Valve Lifters

1. Clean the components in cleaning solvent.
2. Dry the components with compressed air.
3. Inspect the valve lifters for the following conditions: Broken or collapsed spring (1) Worn pushrod socket (2) Plugged lubrication hole (3) Plugged lifter oil-switching hole (4) Flat spots on the roller (5) Worn or damaged roller bearing (6) The roller should rotate freely with no binding or roughness. Scuffed or worn sides (7)

Valve Guides

Inspect the valve lifter guides for the following conditions

1. Cracks or damage
2. Excessive wear in the lifter mounting bores

J 8062 Valve Spring Compressor - Head Off

1. Remove the spark plugs from the cylinder heads.
2. Use the J 8062 in order to compress the valve spring.
3. Remove the valve stem keys (225).
4. Remove the valve spring cap (224).
5. Remove the valve spring (223).
6. Remove the valves (227 and 228).
7. Remove the valve stem oil seal (222). Refer to «Separating Parts»(ref-200397-S15772230512005102000000) .
8. Remove the cylinder head core hole plugs (226) as required.
9. Remove the coolant temperature sensor from the left cylinder head.
10. Remove the coolant plug from the right cylinder head.

J 37378-1 Valve Guide Reamer. See Special Tools .

Valve Guide Reaming

1. Measure the valve stem-to-guide clearance using a dial indicator. Position the tip of the dial indicator at the top of the valve guide. Valve stem-to-guide clearance may also be obtained by using a micrometer to measure the valve stem diameter and a ball type measuring gage to measure the guide bore.
2. A valve stem (1) and guide (2) with excessive clearance must be replaced or the components replaced. Refer to «Engine Mechanical Specifications»(ref-200397-S27357677232005102000000) .
3. Inspect the valve stems for excessive scoring, wear, or warpage. A valve stem that has excessive scoring (3 or 4) or wear (4 or 6) must be replaced. A valve guide that is worn and has excessive stem-to-guide clearance should be reamed and valves with oversize stems installed.
4. Measure the valve stem diameter. A valve stem with a diameter less than 7.95 mm (0.313 in) must be replaced. If the valve stem diameter is within specifications, and the stem-to-guide clearance is excessive, the valve guide must be reamed oversize and a valve with oversize stem installed.
5. Ream the valve guide using the J 37378-1 . See «Special Tools»(ref-200397-S12228589952005102000000) .
6. Clean the guide bore of all metal shavings and debris.
7. Install the valve (228), with oversize stem, into the cylinder head.
8. Inspect the valve for the proper fit. Move the valve back and forth in the guide. The valve should move freely with no resistance or drag.

Valve and Seat Grinding

1. Inspect the valve for the following conditions: Burnt or eroded areas (1) A worn margin (2) A bent stem (3) A worn or scored stem (4) A worn key groove (5) A worn stem tip (6)
2. Inspect the valve face for the following conditions: Worn or no margin (1 or 4) Pitted surfaces (2) Burnt or eroded areas (3)
3. Inspect the valve margin. The exhaust valve may be refaced if the margin is greater than 1.25 mm (0.05 in) thick before grinding.
4. Reface pitted exhaust valves on a suitable valve refacing machine.
5. Replace the valve if the margin is less than 1.25 mm (0.05 in) thick after grinding.
6. If the valve face has been ground, it may be necessary to shim the valve spring to obtain the proper spring installed height. Refer to «Cylinder Head Disassemble»(ref-200397-S02917627262005102000000) .
7. Inspect for a loose valve seat in the cylinder head. The valve seat has an interference fit to the cylinder head.
8. Clean the valve guide bores with a suitable tool. Remove all carbon or dirt from the bores. The valve guide must be clean for the seat grinding tool to obtain proper results.
9. Grind the valve seat. The recommendations of the manufacturer of the equipment should be followed carefully to obtain the proper results. Regardless of what type of equipment is used, it is essential that valve guide bores be free from carbon or dirt to ensure proper centering of the tool pilot in the guide.
10. Inspect the valve seats. The valve seats should be concentric to within 0.05 mm (0.0021 in) total indicator reading. If the valve seat has been ground, it may be necessary to shim the valve spring to attain the proper spring installed height. Refer to «Cylinder Head Disassemble»(ref-200397-S02917627262005102000000) .

J 8062 Valve Spring Compressor - Head Off

1. Clean the cylinder head valve spring shim area.
2. Install the valves (227 and 228) into the proper port. Refer to «Separating Parts»(ref-200397-S15772230512005102000000) .
3. Install the valve stem oil seal (222).
4. Install the valve spring (223).
5. Install the valve spring cap (224).
6. Compress the valve spring using the J 8062 .
7. Install the valve stem keys. Use grease to hold the keys in place and remove the J 8062 . Ensure the keys seat properly in the groove of the valve stem. Tap the end to the valve stem with a plastic faced hammer to seat the keys, if necessary.
8. Measure the valve spring installed height using a ruler. Measure from the base of the valve spring to the top of the valve spring. Specification: If the installed height exceeds 46.25 mm (1.82 in), install a valve spring shim of approximately 0.5 mm (0.02 in) thick. Do not shim the valve spring to obtain less than the specified height. Do not assemble the components without a spring shim on the cylinder head.
9. Install the remaining valves, springs, and other components.
10. Install sealant GM P/N 12346004 (Canadian P/N 10953480) or equivalent to the threads of the coolant sensor.
11. Install the coolant temperature sensor into the left cylinder head. Tighten: Tighten the coolant sensor to 20 N.m (15 lb ft).
12. Install threadlock GM P/N 12345382 (Canadian P/N 10953489), or equivalent, to the threads of the plug.
13. Install the coolant plug to the right cylinder head. Tighten: Tighten the coolant plug to 20 N.m (15 lb ft).
14. Apply threadlock GM P/N 12345382 (Canadian P/N 10953489) or equivalent to the sides of the cylinder head core hole plugs (226).
15. Install the core hole plugs into the cylinder head. A properly installed plug should be installed 2.5 mm (0.1 in) below the end face of the head.

1. Remove and discard the intake manifold-to-cylinder head gaskets (514).
2. Remove the manifold absolute pressure (MAP) sensor (714). Refer to «Intake Manifold Removal»(ref-200397-S06066724982005102000000) .
3. Remove the evaporative emission (EVAP) valve, EVAP tubes, and fuel rail with injectors. Refer to «Fuel Rail and Injectors Removal»(ref-200397-S19421817012005102000000) .
4. Remove the throttle body and gasket. Refer to «Throttle Body Removal»(ref-200397-S05036176092005102000000) .
5. Clean the intake manifold (500) in solvent.
6. Dry the intake manifold with compressed air.

Thread Repair

Tools Required

1. J 42385-100 Head/Main Bolt Thread Repair Kit. See «Special Tools»(ref-200397-S12228589952005102000000) .
2. J 42385-200 Common Thread Repair Kit. See «Special Tools»(ref-200397-S12228589952005102000000) .
3. J 42385-300 Fixtures and Hardware Kit. See «Special Tools»(ref-200397-S12228589952005102000000) .

Scheme 117

The thread repair process involves a solid, thin walled, self-locking, carbon steel, bushing type insert (1). During the bushing installation process, the driver tool expands the bottom external threads of the insert into the base material (2). This action mechanically locks the insert in place. Also, when installed to the proper depth, the flange of the insert will be seated against the counterbore of the repaired hole.

1. Drill out the threads of the damaged hole (1). M6 inserts require a minimum drill depth of 15 mm (0.59 in). M8 inserts require a minimum drill depth of 20 mm (0.79 in). M10 inserts require a minimum drill depth of 23.5 mm (0.93 in).
2. Using compressed air, clean out any chips.
3. Counterbore the hole to the full depth permitted by the tool (1).
4. Using compressed air, clean out any chips.
5. Using a tap wrench (2), tap the threads of the drilled hole. M6 inserts require a minimum tap depth of 15 mm (0.59 in). M8 inserts require a minimum tap depth of 20 mm (0.79 in). M10 inserts require a minimum tap depth of 23.5 mm (0.93 in).
6. Using compressed air, clean out any chips.
7. Spray cleaner GM P/N 12346139, GM P/N 12377981 (Canadian P/N 10953463) or equivalent into the hole.
8. Using compressed air, clean any cutting oil and chips out of the hole.
9. Lubricate the threads of the installer tool (2) with the driver oil (1).
10. Install the insert (2) onto the driver tool (1).
11. Apply threadlock LOCTITE™ 277, J 42385-109 (1), or equivalent to the insert OD threads (2).
12. Install the insert (2) into the hole. Install the insert until the flange of the insert contacts the counterbored surface. Continue to rotate the installer tool (1) through the insert. The installer tool will tighten up before screwing completely through the insert. This is acceptable. You are forming the bottom threads of the insert and mechanically locking the insert to the base material threads.
13. Inspect the insert for proper installation into the hole. A properly installed insert (1) will be either flush or slightly below flush with the surface of the base material (2).

Cylinder Head Bolt Hole Thread Repair

1. The cylinder head bolt hole thread repair kit consists of the following items: The drill (1) The tap (2) The installer (3) The sleeve (4) The alignment pin (5) The bushing (6) The bolts (7) The fixture plate (8)
2. Install the fixture plate (3), bolts (1), and bushing (2) onto the engine block deck. Position the fixture plate and bushing over the hole that is to be repaired (4).
3. Position the alignment pin (1) through the bushing and into the hole.
4. With the alignment pin in the desired hole, tighten the fixture retaining bolts (2).
5. Remove the alignment pin from the hole.
6. Install the sleeve (2) onto the drill (1).
7. Drill out the threads of the damaged hole. Drill the hole until the stop collar of the drill bit or the sleeve contacts the bushing.
8. Using compressed air, clean out any chips.
9. Using a tap wrench, tap the threads of the drilled hole.
10. In order to tap the new threads to the proper depth, rotate the tap into the hole until the mark (1) on the tap aligns with the top of the drill bushing (3).
11. Remove the fixture plate (2), bushing (3), and bolts.
12. Using compressed air, clean out any chips.
13. Spray cleaner GM P/N 12346139, GM P/N 12377981 (Canadian P/N 10953463) or equivalent into the hole.
14. Using compressed air, clean any cutting oil and chips out of the hole.
15. Lubricate the threads of the installer tool (2) with the driver oil (1).
16. Install the insert (2) onto the driver tool (1).
17. Apply threadlock LOCTITE™ 277, J 42385-109 (1), or equivalent to the insert OD threads (2).
18. Install the insert and driver (1) into the hole. Rotate the driver tool until the mark on the tool aligns with the deck surface of the engine block. The installer tool will tighten up before screwing completely through the insert. This is acceptable. You are forming the bottom threads of the insert and mechanically locking the insert to the base material threads.

Main Cap Bolt Hole Thread Repair

1. The main cap bolt hole thread repair kit consists of the following items: The drill (1) The tap (2) The installer (3) The fixture plate (4) The long bolts (5) The short bolts (6) The alignment pin (7) The bushing (8)
2. Install the fixture plate, bolt, and bushing onto the engine block. Position the fixture plate and bushing over the hole that is to be repaired.
3. Position the alignment pin in the desired hole and tighten the fixture retaining bolts.
4. Drill out the damaged hole. The outer bolt hole locations 11-20 have the shallower counterbores. Use sleeve J 42385-316 with the drill. Drill until the stop collar of the drill bit or the sleeve contacts the bushing.
5. Using compressed air, clean out any chips.
6. Using a tap wrench, tap the threads of the drilled hole. In order to tap the new threads to the proper depth, rotate the tap into the hole until the mark on the tap aligns with the top of the bushing. For the deeper main cap holes 1-10, rotate the tap until the upper mark (4) on the tap aligns with the top of the bushing (3). For the shallower main cap holes 11-20, rotate the tap until the lower mark (1) on the tap aligns with top of the bushing (3).
7. Using compressed air, clean out any chips.
8. Spray cleaner GM P/N 12346139 (Canadian P/N 10953463) or equivalent into the hole.
9. Using compressed air, clean any cutting oil and chips out of the hole.
10. Lubricate the threads of the installer tool (2) with the driver oil (1).
11. Install the insert (2) onto the driver tool (1).
12. Apply threadlock LOCTITE™ 277, J 42385-109 (1), or equivalent to the insert OD threads (2).
13. Install the insert and driver (1) through the fixture plate and bushing and into the hole. Rotate the driver tool until the mark on the tool (3) aligns with the top of the bushing (2). The installer tool will tighten up before screwing completely through the insert. This is acceptable. You are forming the bottom threads of the insert and mechanically locking the insert to the base material threads.

J 45059 Angle Meter

1. Install the crankshaft bearings to the engine block and bearing caps. The thrust bearings are to be installed into center journal.
2. Lubricate the bearing surfaces and crankshaft journals with clean engine oil.
3. Install the crankshaft.
4. Install the crankshaft bearing caps, with bearings, into the engine block.
5. Install the M10 bolts (129) and M10 studs (128).
6. Tap the bearing caps into place with a plastic-face hammer.
7. Install the NEW M8 bearing cap side bolts (127).
8. Tighten the bearing cap M10 bolts (1-10). Tighten: Tighten the M10 bearing cap bolts (1-10) a first pass in sequence to 20 N.m (15 lb ft).
9. Using a plastic-face hammer, tap the crankshaft rearward, then forward to align the thrust bearings. Tighten: Tighten the M10 bolts (1-10) a final pass in sequence 80 degrees using the J 45059 . Tighten the M10 studs (11-20) a first pass in sequence to 20 N.m (15 lb ft). Tighten the M10 studs (11-20) a final pass in sequence 51 degrees using the J 45059 . Tighten the bearing cap M8 bolts to 25 N.m (18 lb ft). Tighten the bolt on one side of the bearing cap and then tighten the bolt on the opposite side of the same bearing cap.
10. Install the crankshaft position (CKP) sensor. Inspect the CKP sensor O-ring seal (750). If the O-ring seal is not cut or damaged, it may be used. Coat the O-ring seal with clean engine oil. Install the O-ring onto the sensor. Install the sensor (701). Rotate the sensor until the locating hole in the bracket aligns with the bolt hole in the block. Install the sensor bolt (702). Tighten: Tighten the CKP sensor bolt to 25 N.m (18 lb ft).
11. Measure the crankshaft end play. Thrust the crankshaft forward or rearward. Insert a feeler gage between the center crankshaft bearing and the bearing surface of the crankshaft and measure the bearing clearance. The proper crankshaft end play clearance is 0.04-0.2 mm (0.0015-0.0078 in). If the bearing clearance is not within specifications, inspect the thrust surfaces for nicks, gouges or raised metal. Minor imperfections may be removed with a fine stone.

Piston Selection

1. With a micrometer at a right angle, measure the piston outside diameter (OD). Measure the diameter 43 mm (1.69 in) from the top of the piston. Refer to «Engine Mechanical Specifications»(ref-200397-S27357677232005102000000) .
2. Record the piston OD.
3. Adjust the micrometer to the recorded piston OD.
4. Insert the J 8087 into the micrometer and zero the gage dial.
5. Using the J 8087 , measure the cylinder bore inside diameter (ID). Measure at a point 64 mm (2.5 in) from the top of the cylinder.
6. Record the cylinder bore ID.
7. Subtract the piston OD from the cylinder bore ID to determine the piston-to-bore clearance. Refer to «Engine Mechanical Specifications»(ref-200397-S27357677232005102000000) .
8. If the proper clearance cannot be obtained, select another piston, pin, and connecting rod assembly and again measure the clearances. If the proper fit cannot be obtained, the cylinder bore may require honing for an oversize piston.

J 41665 Crankshaft Balancer and Sprocket Installer. See Special Tools .

1. Install the key into the crankshaft keyway, if previously removed.
2. Tap the key (122) into the keyway until both ends of the key bottom onto the crankshaft.
3. Install the crankshaft sprocket (207) onto the front of the crankshaft. Align the crankshaft key with the crankshaft sprocket keyway.
4. Use the J 41665 (2) in order to install the crankshaft sprocket. See «Special Tools»(ref-200397-S12228589952005102000000) . Install the sprocket onto the crankshaft until fully seated against the crankshaft flange.
5. Rotate the crankshaft sprocket until the alignment mark is in the 12 o'clock position.
6. Install the timing chain dampener (232) and bolts (231). Tighten: Tighten the timing chain dampener bolts to 25 N.m (18 lb ft).
7. Install the camshaft sprocket (205) and timing chain (208). If necessary, rotate the camshaft or crankshaft sprockets in order to align the timing marks.
8. Install the camshaft sprocket bolts (206). Tighten: Tighten the camshaft sprocket bolts to 25 N.m (18 lb ft).
9. Inspect for proper alignment of the camshaft and crankshaft sprocket timing marks (1, 2).

J 41479 Crankshaft Rear Oil Seal Installer. See Special Tools .

1. Lubricate the outside diameter (OD) of the oil seal (141) with clean engine oil. DO NOT allow oil or other lubricants to contact the seal surface.
2. Lubricate the rear housing oil seal bore with clean engine oil. DO NOT allow oil or other lubricants to contact the crankshaft surface.
3. Install the J 41479 cone (2) and bolts onto the rear of the crankshaft. See «Special Tools»(ref-200397-S12228589952005102000000) .
4. Tighten the bolts until snug. Do not overtighten.
5. Install the rear oil seal onto the tapered cone (2) and push the seal to the rear housing bore.
6. Thread the J 41479 threaded rod into the tapered cone until the tool (1) contacts the oil seal. See «Special Tools»(ref-200397-S12228589952005102000000) .
7. Align the oil seal onto the tool (1).
8. Rotate the handle of the tool (1) clockwise until the seal enters the rear housing and bottoms into the housing bore.
9. Remove the tool.

J 41478 Crankshaft Front Oil Seal Installer

1. Lubricate the outer edge of the oil seal (140) with clean engine oil.
2. Lubricate the front cover oil seal bore with clean engine oil.
3. Install the crankshaft front oil seal (140) onto the J 41478 .
4. Install the J 41478 threaded rod, with nut, washer, guide, and oil seal, into the end of the crankshaft.
5. Use the J 41478 in order to install the oil seal into the cover bore. Use a wrench and hold the hex on the installer bolt. Use a second wrench and rotate the installer nut clockwise until the seal bottoms in the cover bore. Remove the tool. Inspect the oil seal for proper installation. The oil seal should be installed evenly and completely into the front cover bore.

J 45299 Engine Preluber

1. Remove the engine oil filter, and fill with clean engine oil.
2. Install the oil filter. Tighten: Tighten the oil filter to 30 N.m (22 lb ft).
3. Locate the engine block left front oil gallery plug (116).
4. Install the M16 x 1.5 adapter P/N 509375.
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) 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 60 N.m (44 lb ft).
9. Top-off the engine oil to the proper level.

Camshaft and Drive System

A billet steel one piece camshaft is supported by 5 bearings pressed into the engine block. The camshaft timing sprocket is mounted to the front of the camshaft and is driven by the crankshaft sprocket through the camshaft timing chain. The camshaft position (CMP) sensor lobes are incorporated into the front face of the camshaft sprocket with the CMP sensor mounted in the engine front cover. A timing chain dampener is mounted to the front of the engine block above the crankshaft sprocket. The externally splined crankshaft sprocket is positioned to the crankshaft by a key and keyway. The crankshaft sprocket external splines drive the oil pump drive gear. A retaining plate mounted to the front of the engine block maintains camshaft location.

Crankshaft

The crankshaft is cast nodular iron. The crankshaft is supported by 5 crankshaft bearings. The bearings are retained by crankshaft bearing caps which are machined with the engine block for proper alignment and clearance. The crankshaft journals are undercut and rolled. The center main journal is the thrust journal. A crankshaft position (CKP) reluctor ring is press fit mounted at the rear of the crankshaft. The reluctor ring is not serviceable separately.

Cylinder Heads

The cylinder heads are cast aluminum and have pressed in place powdered metal valve guides and valve seats. Passages for the engine coolant air bleed system are at the front of each cylinder head. The valve rocker arm covers are retained to the cylinder heads by 4 center mounted rocker arm cover bolts.

Engine Block

The engine block is a cam-in-block deep skirt 90 degree V configuration with 5 crankshaft bearing caps. The engine block is cast aluminum. The 5 crankshaft bearing caps each have 4 vertical M10 and 2 horizontal M8 mounting bolts. The camshaft is supported by 5 camshaft bearings pressed into the block.

Exhaust Manifolds

The exhaust manifolds are a one-piece cast iron design. The exhaust manifolds direct exhaust gasses from the combustion chambers to the exhaust system. Each manifold also has an externally mounted heat shield that is retained by bolts.

Intake Manifold

The intake manifold is a one-piece composite design that incorporates brass threaded inserts for mounting the fuel rail, throttle body, and wire harness studs. Each side of the intake manifold is sealed to the cylinder head by a non-reusable silicone sealing gasket/nylon carrier assembly. The electronically actuated throttle body bolts to the front of the intake manifold. The throttle body is sealed by a one-piece push in place silicone gasket. The fuel rail assembly, with 8 separate fuel injectors, is retained to the intake by 4 bolts. The injectors are seated into their individual manifold bores with O-ring seals to provide sealing. A fuel rail stop bracket is retained to the rear of the left cylinder head by a mounting bolt. The manifold absolute pressure (MAP) sensor is installed and retained to the top front of the intake manifold and sealed by an O-ring seal. The evaporative emission (EVAP) solenoid valve is mounted to the fuel rail at the left front of the intake manifold. There are no coolant passages within the intake manifold.

Oil Pan

The structural front-sump oil pan is cast aluminum. Incorporated into the design is the oil filter mounting boss, drain plug opening, oil level indicator tube opening, and oil pan baffle. An internal oil filter tube directs pressurized oil from the engine block to the oil filter. Filtered oil is returned to the engine block through the oil filter tube to the engine block upper oil galleries. The oil filter tube assembly, which is mounted in the center area of the pan, includes the press-fit oil pressure relief valve. The alignment of the structural oil pan to the rear of the engine block and transmission bell housing is critical.

Valve Train

Motion is transmitted from the camshaft through the hydraulic roller valve lifters and tubular pushrods to the roller type rocker arms. The nylon valve lifter guides position and retain the valve lifters. The valve rocker arms for each bank of cylinders are mounted on pedestals or pivot supports. Each rocker arm is retained on the pivot support and cylinder head by a bolt. Valve lash is net build. Cylinders 1, 4, 6, and 7 are displacement on demand. Refer to Displacement on Demand (DOD) System Description .

Engine Control Module (ECM)

Refer to Displacement on Demand (DOD) System Description in Engine Controls - 5.3L.

Scheme 118

Engine lubrication is supplied by a gerotor type oil pump assembly. The pump is mounted on the front of the engine block and driven directly by the crankshaft sprocket. The pump gears rotate and draw oil from the oil pan sump through a pick-up screen and pipe. The oil is pressurized as it passes through the pump and is sent through the engine block lower oil gallery. Contained within the oil pump assembly is a pressure relief valve that maintains oil pressure within a specified range.

Pressurized oil is directed through the engine block lower oil gallery and through the oil filter tube to the full flow oil filter where harmful contaminants are removed. A bypass valve is incorporated into the oil pan at the oil filter boss, which permits oil flow in the event the filter becomes restricted. A second valve, the displacement on demand (DOD) oil pressure relief valve is incorporated into the oil filter tube. The DOD oil pressure relief valve limits oil pressure directed to the upper oil galleries and oil manifold assembly to 379-517 kPa (55-75 psi) maximum.

Oil is then directed from the filter to the upper main oil galleries and the valve lifter oil manifold (VLOM) assembly. Oil from the left upper oil gallery is directed to the crankshaft and camshaft bearings. Oil that has entered both the upper main oil galleries also pressurizes the valve lifter assemblies and is then pumped through the pushrods to lubricate the valve rocker arms and valve stems. Oil returning to the pan is directed by the crankshaft oil deflector. The oil pressure sensor is located at the top rear of the engine. Refer to Displacement on Demand (DOD) System Description .

Scheme 119

Engine lubrication is supplied by a gerotor type oil pump assembly. The pump is mounted on the front of the engine block and driven directly by the crankshaft sprocket. The pump gears rotate and draw oil from the oil pan sump through a pick-up screen and pipe. The oil is pressurized as it passes through the pump and is sent through the engine block lower oil gallery. Contained within the oil pump assembly is a pressure relief valve that maintains oil pressure within a specified range.

Pressurized oil is directed through the engine block lower oil gallery and through the oil filter tube to the full flow oil filter where harmful contaminants are removed. A bypass valve is incorporated into the oil pan at the oil filter boss, which permits oil flow in the event the filter becomes restricted. A second valve, the displacement on demand (DOD) oil pressure relief valve is incorporated into the oil filter tube. The DOD oil pressure relief valve limits oil pressure directed to the upper oil galleries and valve lifter oil manifold (VLOM) assembly to 379-517 kPa (55-75 psi) maximum. When main oil pressure exceeds 379 kPa (55 psi), the DOD oil pressure relief valve exhausts excess oil to the sump.

Oil is then directed from the filter to the upper main oil galleries and the VLOM assembly. Oil from the left upper oil gallery is directed to the crankshaft and camshaft bearings. Oil that has entered both the upper main oil galleries also pressurizes the valve lifter assemblies and is then pumped through the pushrods to lubricate the valve rocker arms and valve stems. Oil returning to the pan is directed by the crankshaft oil deflector. The oil pressure sensor is located at the top rear of the engine. Refer to Displacement on Demand (DOD) System Description .

Scheme 120

Engine lubrication is supplied by a gerotor type oil pump assembly. The pump is mounted on the front of the engine block and driven directly by the crankshaft sprocket. The pump gears rotate and draw oil from the oil pan sump through a pick-up screen and pipe. The oil is pressurized as it passes through the pump and is sent through the engine block lower oil gallery. Contained within the oil pump assembly is a pressure relief valve that maintains oil pressure within a specified range.

Pressurized oil is directed through the engine block lower oil gallery and through the oil filter tube to the full flow oil filter where harmful contaminants are removed. A bypass valve is incorporated into the oil pan at the oil filter boss, which permits oil flow in the event the filter becomes restricted. A second valve, the displacement on demand (DOD) oil pressure relief valve is incorporated into the oil filter tube. The DOD oil pressure relief valve limits oil pressure directed to the upper oil galleries and oil manifold assembly to 379-517 kPa (55-75 psi) maximum.

Oil is then directed from the filter to the upper main oil galleries and the valve lifter oil manifold (VLOM) assembly. Oil from the left upper oil gallery is directed to the crankshaft and camshaft bearings. Oil that has entered both the upper main oil galleries also pressurizes the valve lifter assemblies and is then pumped through the pushrods to lubricate the valve rocker arms and valve stems. Oil returning to the pan is directed by the crankshaft oil deflector. The oil pressure sensor is located at the top rear of the engine.

With DOD activated, the engine control module (ECM) commands the 4 solenoids to open, directing oil through the engine block oil galleries to the intake and exhaust valve lifters for cylinders 1, 4, 6, and 7. Refer to Displacement on Demand (DOD) System Description .

Scheme 121

Engine lubrication is supplied by a gerotor type oil pump assembly. The pump is mounted on the front of the engine block and driven directly by the crankshaft sprocket. The pump gears rotate and draw oil from the oil pan sump through a pick-up screen and pipe. The oil is pressurized as it passes through the pump and is sent through the engine block lower oil gallery. Contained within the oil pump assembly is a pressure relief valve that maintains oil pressure within a specified range.

Pressurized oil is directed through the engine block lower oil gallery and through the oil filter tube to the full flow oil filter where harmful contaminants are removed. A bypass valve is incorporated into the oil pan at the oil filter boss, which permits oil flow in the event the filter becomes restricted. A second valve, the displacement on demand (DOD) oil pressure relief valve is incorporated into the oil filter tube. The DOD oil pressure relief valve limits oil pressure directed to the upper oil galleries and valve lifter oil manifold (VLOM) assembly to 379-517 kPa (55-75 psi) maximum. When main oil pressure exceeds 379 kPa (55 psi), the DOD oil pressure relief valve exhausts excess oil to the sump.

Oil is then directed from the filter to the upper main oil galleries and the VLOM assembly. Oil from the left upper oil gallery is directed to the crankshaft and camshaft bearings. Oil that has entered both the upper main oil galleries also pressurizes the valve lifter assemblies and is then pumped through the pushrods to lubricate the valve rocker arms and valve stems. Oil returning to the pan is directed by the crankshaft oil deflector. The oil pressure sensor is located at the top rear of the engine.

With DOD activated, the engine control module (ECM) commands the 4 solenoids to open, directing oil through the engine block oil galleries to the intake and exhaust valve lifters for cylinders 1, 4, 6, and 7. Refer to Displacement on Demand (DOD) System Description .

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 assembly. Refer to «Separating Parts»(ref-200397-S15772230512005102000000) .
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 and the piston pin
2. Piston to the specific cylinder bore
3. Piston rings to the piston
4. Connecting rod location and orientation to the crankshaft journal
5. Connecting rod to the bearing cap A paint stick or etching/engraving type tool are recommended. Stamping the connecting rod or cap near the bearing bore may affect component geometry.
6. Crankshaft main and connecting rod bearings
7. Camshaft and valve lifters
8. Valve lifters, lifter guides, pushrods and rocker arm assemblies
9. Valve to the valve guide
10. Valve spring to the cylinder head location
11. Engine block main bearing cap location and direction
12. Oil pump drive and driven gears

J 28410 Gasket Remover

Gasket Use and Applying Sealants

1. Do not use any gasket again unless specified.
2. Gaskets that can be used again will be identified in the service procedure.
3. Do not apply sealant to any gasket or sealing surface unless called out in the service information.

Separating Components

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

Cleaning Gasket Surfaces

1. Remove all gasket and sealing material from the part using the J 28410 or equivalent.
2. Care must be used to avoid gouging or scraping the sealing surfaces.
3. Do not use any other method or technique to remove sealant or gasket material from a part.
4. 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 oil. This grit is abrasive and has been known to cause internal engine damage.

Pipe Joint Compound

1. Pipe joint compound is a pliable sealer that does not completely harden. This type of sealer is used where two non-rigid parts, such as the oil pan and the engine block, are assembled together.
2. Do not use pipe joint compound in areas where extreme temperatures are expected. These areas include: exhaust manifold, head gasket, or other surfaces where gasket eliminator is specified.
3. Follow all safety recommendations and directions that are on the container. To remove the sealant or the gasket material, refer to «Replacing Engine Gaskets»(ref-200397-S39543702712005102000000) .
4. Apply the pipe joint compound to a clean surface. Use a bead size or quantity as specified in the procedure. Run the bead to the inside of any bolt holes.
5. Apply a continuous bead of pipe joint compound to one sealing surface. Sealing surfaces to be resealed must be clean and dry.
6. Tighten the bolts to specifications. Do not overtighten.

RTV Sealer

1. RTV sealant hardens when exposed to air. This type of sealer is used where two non-rigid parts, such as the intake manifold and the engine block, are assembled together.
2. Do not use RTV sealant in areas where extreme temperatures are expected. These areas include: exhaust manifold, head gasket, or other surfaces where a gasket eliminator is specified.
3. Follow all safety recommendations and directions that are on the container. To remove the sealant or the gasket material, refer to «Replacing Engine Gaskets»(ref-200397-S39543702712005102000000) .
4. Apply RTV sealant to a clean surface. Use a bead size as specified in the procedure. Run the bead to the inside of any bolt holes.
5. Assemble components while the RTV sealant is still wet, within 3 minutes. Do not wait for the RTV sealant to skin over.
6. Tighten bolts to specifications. Do not overtighten.

Anaerobic Sealer

1. Anaerobic gasket eliminator hardens in the absence of air. This type of sealer is used where two rigid parts, such as castings, are assembled together. When two rigid parts are disassembled and no sealer or gasket is readily noticeable, the parts were probably assembled using a gasket eliminator.
2. Follow all safety recommendations and directions that are on the container. To remove the sealant or the gasket material, refer to «Replacing Engine Gaskets»(ref-200397-S39543702712005102000000) .
3. Apply a continuous bead of gasket eliminator to one flange. Surfaces to be sealed must be clean and dry.
4. Spread the sealer evenly with your finger to get a uniform coating on the sealing surface.
5. Tighten bolts to specifications. Do not overtighten.
6. After properly tightening the fasteners, remove the excess sealer from the outside of the joint.

Tools and Equipment

Special tools are listed and illustrated throughout this section, with a complete listing at the end of the section. These tools, or their equivalents, are specially designed to quickly and safely accomplish the operations for which they are intended. The use of these special tools 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.

To properly service the engine assembly, the following items should be readily available

1. Approved eye protection and safety gloves
2. A clean, well lit, work area
3. A suitable parts cleaning tank
4. A compressed air supply
5. Trays or storage containers to keep parts and fasteners organized
6. An adequate set of hand tools
7. Approved engine repair stand
8. An approved engine lifting device that will adequately support the weight of the components