Engine Mechanical - 2.4L: Other Pontiac Solstice I

Sealers, Adhesives, and Lubricants

Sealers, Adhesives, and Lubricants

Scheme 37

Engine Block - Front View

Scheme 38

Engine Block - Back View

Scheme 39

Engine Block - Left Side View

Scheme 40

Engine Block - Bottom View

Scheme 41

Engine Block - Right Side View

Scheme 42

Engine Block - Top View

Scheme 43

Lower Crankcase - Front View

Scheme 44

Lower Crankcase - Back View

Scheme 45

Lower Crankcase - Bottom View

Scheme 46

Lower Crankcase - Left View

Scheme 47

Lower Crankcase - Right View

Scheme 48

Cylinder Head - Top View

Scheme 49

Cylinder Head - Intake Manifold Deck View

Scheme 50

Cylinder Head - Exhaust Manifold Deck View

Scheme 51

Cylinder Head - Front View

Scheme 52

Cylinder Head - Back View

Scheme 53

Cylinder Head - Bottom View

Scheme 54

Callouts For (Scheme 54)

Scheme 55

Callouts For (Scheme 55)

Scheme 56

Callouts For (Scheme 56)

Scheme 57

Callouts For (Scheme 57)

Scheme 58

Callouts For (Scheme 58)

Scheme 59

Identification can be made through the use of the Broadcast Code label on the engine front cover (1) and the use of the partial VIN etched on the oil filter bowl (2).

1. Barcode (1)
2. Sequence Number (2)
3. Day (3)
4. Month (4)
5. Year (5)
6. Engine Assembly Plant (6)
7. Broadcast Code (7)
8. Part Designation (8)
9. Engine Assembly Number (9)
10. Broadcast Code (10)

The partial VIN identifies the specific vehicle by sequence number.

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 35268-A Camshaft/Front Main Seal Installer

J 43650 Balance Shaft Bearing Remover and Installer

J 43650 Balance Shaft Bearing Remover and Installer

J 45027 Tensioner Tool

J 45059 Angle Meter

J 42067 Rear Main Seal Installer

Cylinder Honing

1. Measure the cylinder bore for out-of-round and taper.
2. Measure dimension (1) at 13 mm (1/2 in) below the head gasket surface. Measure dimension (2) at 100 mm (4 in) below the head gasket surface.
3. Measure the cylinder bores by setting the J 8087 dial at zero in the cylinder at the point of the desired measurement. Lock the dial indicator at zero before removing the dial from the cylinder. Measure across the gage contact points with an outside micrometer, with the gage at the same zero setting as when the gage was removed from the cylinder.
4. Fine vertical scratches made by the ring ends do not, by themselves, cause excessive oil consumption. Do not hone the cylinder in order to remove these scratches.
5. If the bore is glazed but otherwise serviceable, lightly break the glaze with a hone. Replace the piston rings. Refer to «Piston, Connecting Rod, and Bearing Installation»(ref-267943-S20444247182007101700000) . The honing stones must be clean, sharp, and straight. Move the hone slowly up and down to produce a 45 degree cross-hatch pattern. Clean the bore thoroughly with soap and water. Dry the bore. Rub clean engine oil in the bore. Re-measure the bore.
6. If the cylinder bore is out of specification, install a new cylinder bore sleeve. Refer to «Cylinder Sleeve Removal»(ref-267943-S21668359562007101700000) and «Cylinder Sleeve Installation»(ref-267961-S13689045702007101700000) .
7. If honing is not required, clean the cylinder bores with hot water and detergent. Apply clean engine oil to the bore after washing and drying the bore.

Cylinder Sleeve Install

1. Place the NEW cylinder bore sleeve (117) onto the cylinder block.
2. Install the fixture (1) over the cylinder bore sleeve (117) and onto the cylinder block. Do not apply downward pressure to the cylinder bore sleeve (117).
3. Insert the 4 attachment bolts into the legs of the fixture (1).
4. Tighten the 4 attachment bolts. Do not apply downward pressure to the cylinder bore sleeve (117). Tighten: Tighten the 4 attachment bolts to 15 N.m (11 lb ft).
5. Align the bottom of the cylinder bore sleeve (117) with the cylinder bore of the block (100).
6. Align the installation arbor (1) onto the top of the cylinder bore sleeve (117).
7. Align the pusher block (2) into the groove of fixture (1).
8. Using a ratchet, rotate the threaded shaft of fixture (1) in order to install the cylinder bore sleeve (117) into the engine block (100).
9. Do not completely seat the cylinder bore sleeve in the block. Leave approximately 1/16 inch of the cylinder bore sleeve above the surface of the cylinder block.
10. Using a torque wrench, torque the threaded shaft to 102 N.m (75 lb ft) to completely seat the cylinder bore sleeve in the cylinder block. With the cylinder bore sleeve properly installed, a minimal portion of the cylinder bore sleeve flange will protrude above the block deck surface.
11. Remove the fixture (1) from the cylinder block (100).

Scheme 60

1. EN 45680-865 Debris Collector (3)
2. EN 45680-861 Trim Tool Assembly (2)
3. Air Control Valve (1)
4. Drill Motor with 1/2 inch chuck, 1 1/8 hp, 7 amps, triple gear reduction, and a 450-600 RPM rotational speed in a clockwise direction
5. EN 45680-881 Bore Chamfer Bit
6. EN 45680-899 Bore Trimmer Pilot, white in color

Scheme 61

1. Trim Tool Preloader (1)
2. EN 45680-412 Set Gage Ring (2)
3. EN 45680-413 Metal Shavings Catch Plug (3)
4. EN 45680-866 Drive Adapter (4)
5. EN 45680-414 Bolts (5)

1. After installing the NEW cylinder bore sleeve(s) into the engine block, trim the excess material from the cylinder bore sleeve flange.
2. Place the metal shaving catch plug into the cylinder bore sleeve to be trimmed. Position the top approximately 3.0 mm (0.12 in) below the top surface of the cylinder bore sleeve.
3. Place additional metal shaving catch plugs into all remaining cylinder bore sleeves.
4. Ensure that the metal shaving catch plug is 3.0 mm (0.12 in) below the top surface of the cylinder bore sleeve.
5. Change the bore chamfer bit to EN 45680-881.
6. Change the bore trimmer pilot to EN 45680-885.
7. The groove side of the set gage ring (1) should be positioned upward on a flat surface.
8. Carefully position the trim tool assembly onto the set gage ring.
9. Loosen the shaft collar screw (2).
10. Push the shaft collar (2) downward using the trim tool preloader (1) until the shaft collar is positioned against the top of the flange bearing (3).
11. Apply downward pressure on the collar and inner drive shaft using the trim tool preloader (1), then tighten the shaft collar screw. Tighten: Tighten the shaft collar screw to 19 N.m (14 lb ft).
12. Place the trim tool assembly onto the cylinder to be trimmed with the directional arrow (1) pointing in line with the crankshaft centerline and the front of the block.
13. Install the 4 bolts (2) into the cylinder head bolt holes in the block. Tighten: Tighten the bolts to 20 N.m (15 lb ft).
14. Fasten drive adapter (1) into the drill chuck.
15. Connect a compressed air supply 517.10-861.84 kPa (75-125 psi) to the male quick connect (3) located on trim tool assembly. Turn the compressed air valve (2) to the open position. This starts the venturi vacuum system that will catch the metal shavings.
16. Place the drive adapter and drill assembly (1) vertically onto the drive adapter end of trim tool assembly. Do not apply downward force on the drill until full rotational speed has been reached. After reaching full rotational speed, apply firm downward force until the cutting action is complete.
17. Remove the drive adapter (1) and drill assembly from the trim tool assembly.
18. Turn off the compressed air valve (2).
19. Remove the trim tool assembly from the engine block.
20. Remove any material shavings that may be found on the metal shaving catch plug.
21. Wipe the cylinder bore sleeve and surrounding areas free of any powder residue and then remove the metal shaving catch plug.
22. Install a straight edge on the cylinder block perpendicular to the crankshaft center line.
23. Using a light, illuminate the backside of the straight edge.
24. Looking at the front of the straight edge, check to see if light is protruding through the bottom of the straight edge and the top of the cylinder bore sleeve flange. If light is present on either side or both sides of the cylinder bore sleeve, the cylinder bore sleeve is cut incorrectly and a new cylinder bore sleeve needs to be installed.
25. Looking at the front of the straight edge, check to see if light is protruding through the bottom of the straight edge and the top of the cylinder block deck surface. If light is present on both sides of the cylinder block, the cylinder bore sleeve is cut correctly.
26. Proceed to the next bore sleeve to be trimmed repeating steps 10-23 if necessary.

Connecting Rod Measurement

1. Clean the connecting rods in solvent and dry with compressed air.
2. Inspect the connecting rods for the following: Signs of being twisted, bent, nicked, or cracked Scratches or abrasion on the rod bearing seating surface
3. If the connecting rod bores contain minor scratches or abrasions, clean the bores in a circular direction with a light emery paper. DO NOT scrape the rod or rod cap.
4. If the beam of the rod is scratched or has other damage replace the connecting rod.
5. Measure the piston pin to connecting rod bore using the following procedure: Using an outside micrometer, take two measurements of the piston pin in the area of the connecting rod contact. Using an inside micrometer, measure the connecting rod piston pin bore. Subtract the piston pin diameter from the piston pin bore diameter. The clearance should not be more than 0.021 mm (0.0008 in).
6. If there is excessive clearance, replace the piston pin.
7. If there is still excessive clearance, replace the connecting rod.

Piston Measurement

1. Clean the piston skirts and the pins with a cleaning solvent. DO NOT wire brush any part of the piston.
2. Clean the piston ring grooves with a groove cleaner. Make sure oil ring holes and slots are clean.
3. Inspect the pistons for the following conditions: Cracked ring lands, skirts, or pin bosses Ring grooves for nicks, burrs that may cause binding Warped or worn ring lands Eroded areas at the top of the piston (1) Scuffed or damaged skirts (2) Worn piston pin bores (3)
4. Replace pistons that show any signs or damage or excessive wear.
5. Measure the piston pin bore to piston pin clearances using the following procedure: Piston pin bores and pins must be free of varnish or scuffing. Use an outside micrometer to measure the piston pin in the piston contact areas. Using an inside micrometer, measure the piston pin bore. Subtract the measurement of the piston pin bore from the piston pin. The clearance should be within 0.002-0.012 mm (0.00007-0.00047 in). If the clearance is excessive, determine which component is out of specification.
6. Measure the piston ring end gap using the following procedure: Place the piston ring in the area of the bore where the piston ring will travel (approximately 25 mm or 1 inch down from the deck surface). Be sure the ring is square with the cylinder bore by positioning the ring with the piston head. Measure the end gap of the piston ring with feeler gages. Compare the measurements with those provided below: The top compression ring end gap should be 0.20-0.40 mm (0.0060-0.015 in). The second compression ring end gap should be 0.35-0.55 mm (0.0137-0.0216 in). The oil ring end gap should be 0.25-0.76 mm (0.0098-0.029 in). If the clearance exceeds the provided specifications, the piston rings must be replaced. Repeat the procedure for all the piston rings.
7. Measure the piston ring side clearance using the following procedure: Roll the piston ring entirely around the piston ring groove. If any binding is caused by a distorted piston ring, replace the ring. With the piston ring on the piston, use feeler gages to check clearance at multiple locations. The clearance between the surface of the top piston ring and the ring land should be no greater than 0.075 mm (0.0030 in). If the clearance is greater than specifications, replace the piston ring. If the new ring does not reduce the top ring side clearance to 0.075 mm (0.0030 in) or less, install a new piston.
8. The top compression ring may be installed with either side up. There is a locating dimple on the 2nd compression ring near the end for identification of the top side. Install the 2nd compression ring with the dimple facing up.
9. The clearance between the surface of the second piston ring and the ring land should be no greater than 0.069 mm (0.0026 in).
10. If the new ring does not reduce the clearance to 0.069 mm (0.0026 in) or less, install a new piston.
11. Measure piston width using the following procedure: Using an outside micrometer, measure the width of the piston 14.5 mm (0.570 in) above the bottom of the piston skirt at the thrust surface perpendicular to the centerline of the piston pin. Compare the measurement of the piston to its original cylinder by subtracting the piston width from the cylinder diameter. The proper clearance specification for the piston is 0.010-0.041 mm (0.0006-0.0016 in).
12. If the clearance obtained through measurement is greater than these specifications and the cylinder bores are within specification, replace the piston.

Piston Selection

1. Inspect the engine block cylinder bore. Refer to «Engine Block Cleaning and Inspection»(ref-267943-S10663772492007101700000) .
2. Inspect the piston and the piston pin. Refer to «Piston, Connecting Rod, and Bearings Cleaning and Inspection»(ref-267943-S37263398542007101700000) .
3. Use a bore gauge and measure the cylinder bore diameter. Measure at a point 64 mm (2.5 in) from the top of the cylinder bore.
4. Measure the bore gauge with a micrometer and record the reading.
5. With a micrometer or caliper at a right angle to the piston, measure the piston 14 mm (0.570 in) from the bottom of the skirt.
6. Subtract the piston diameter from the cylinder bore diameter in order to determine piston-to-bore clearance.
7. For proper piston-to-bore clearance. Refer to «Engine Mechanical Specifications»(ref-267943-S24876658512007101700000) .
8. If the proper clearance cannot be obtained, select another piston and measure for the clearances.
9. If the proper fit cannot be obtained, hone the cylinder bore or replace the cylinder block.
10. When the piston-to-cylinder bore clearance is within specifications, mark the top of the piston using a permanent marker for installation to the proper cylinder. Refer to «Separating Parts»(ref-267961-S37186301232007101700000) .

Cylinder Head Bolt Hole Thread Repair

1. The cylinder head bolt hole thread repair kit consists of the following items: Drill (1) Tap (2) Installer (3) Sleeve (4) Alignment Pin (5) Bushing (6) Bolts (7) 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), if required.
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. 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 (3) on the tap align with the top of the drill bushing (2).
11. Remove the fixture plate (1), bushing (2), and bolts.
12. Using compressed air, clean out any chips.
13. Spray cleaner GM P/N 12346139 or GM P/N 1237798 (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: Drill (1) Tap (2) Installer (3) Fixture Plate (4) Long Bolts (5) Short Bolts (6) Alignment Pin (7) Bushing (8)
2. Remove the alignment dowel pins from the holes (1-4), if necessary.
3. 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.
4. Position the alignment pin in the desired hole and tighten the fixture retaining bolts.
5. Drill out the damaged hole.
6. Using compressed air, clean out any chips.
7. 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 (3) on the tap aligns with the top of the bushing (2).
8. Using compressed air, clean out any chips.
9. Spray cleaner GM P/N 12346139 (Canadian P/N 10953463) or equivalent, into the hole.
10. Using compressed air, clean any cutting oil and chips out of the hole.
11. Lubricate the threads of the installer tool (2) with the driver oil (1).
12. Install the insert (2) onto the driver tool (1).
13. Apply threadlock LOCTITE™ 277, J 42385-109 (1), or equivalent to the insert OD threads (2).
14. Install the insert and driver through the bushing (2), fixture plate (1) 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.
15. Remove the driver, bushing (2), fixture plate (1), and bolts.
16. Install the alignment dowel pins in holes (1-4), if necessary.

Intake Camshaft, Follower, and Adjuster Install

1. Install the hydraulic lash adjusters into their bores in the cylinder head.
2. Lubricate the hydraulic lash adjusters with GM P/N 1234550 (Canadian P/N 992704) or equivalent.
3. Lubricate the valve tips.
4. Position the roller followers on the tip of the valve stem and on the lash adjuster. Lubricate roller followers with GM P/N 12345501 (Canadian P/N 992704) or equivalent.
5. Set the intake camshaft on top of the roller followers in the camshaft bearing journals. Lubricate with GM P/N 12345501 (Canadian P/N 992704) or equivalent.
6. Install the camshaft caps and hand start the camshaft cap bolts.
7. Tighten the camshaft cap bolts in increments of 3 turns until they are seated. Tighten: Tighten the camshaft caps to 10 N.m (89 lb in).

Exhaust Camshaft, Follower, and Adjuster Install

1. Install the hydraulic lash adjusters into their bores in the cylinder head. Apply lubricant GM P/N 12345501 (Canadian P/N 992704) or equivalent.
2. Lubricate the valve tips with GM P/N 12345501 (Canadian P/N 992704) or equivalent.
3. Position the roller followers on the tip of the valve stem and on the lash adjuster. Apply lubricant GM P/N 12345501 (Canadian P/N 992704) or equivalent.
4. Set the exhaust camshaft on top of the roller followers in the camshaft bearing journals. Lubricate with GM P/N 12345501 (Canadian P/N 992704) or equivalent.
5. Install the camshaft caps and hand start the camshaft cap bolts.
6. Tighten the camshaft cap bolts in increments of 3 turns until they are seated, lubricate. Tighten: Tighten the camshaft caps to 10 N.m (89 lb in).

Balance Shaft to Engine Timing

1. Install the balance shaft drive sprocket.
2. Install the balance shaft drive chain with the colored links lined up on with the marks on the balance shaft drive sprockets and the crankshaft sprocket. There are three colored links on the chain. Two links are of matching colors, and one link is of a unique color. Use the following procedure to line up the links with the sprockets: Orient the chain so that the colored links are visible.
3. Place the uniquely colored link (1) so that it lines up with the timing mark on the intake side balance shaft sprocket.
4. Working clockwise around the chain, place the first matching colored link (2) in line with the timing mark on the crankshaft drive sprocket. (approximately 6 o'clock position on the crank sprocket)
5. Place the chain (3) on the water pump drive sprocket. The alignment is not critical.
6. Align the last matching colored link (4) with the timing mark on the exhaust side balance shaft drive sprocket.

Balance Shaft Drive Chain and Tensioner Install

1. Install the upper balance shaft chain guide and bolts. Tighten: Tighten the upper balance shaft chain guide bolts to 15 N.m (11 lb ft).
2. Install the small balance shaft chain guide.
3. Install the balance shaft chain guide bolts. Tighten: Tighten the chain guide bolts to 15 N.m (11 lb ft).
4. Install the adjustable balance shaft drive chain guide.
5. Install the adjustable balance shaft drive chain guide bolts. Tighten: Tighten the chain guide bolts to 10 N.m (89 lb in).
6. Reset the timing chain tensioner by performing the following steps: Turn the tensioner plunger 90 degrees in its bore and compress the plunger. Turn the tensioner back to the original 12 o'clock position and insert a paper clip through the hole in the plunger body and into the hole in the tensioner plunger.
7. Install the timing chain tensioner.
8. Install the chain tensioner bolts. Tighten: Tighten the chain tensioner bolts to 10 N.m (89 lb in).
9. Remove the paper clip from the balance shaft drive chain tensioner.

Engine Prelubing

1. Remove the oil pressure switch.
2. Install the M12 x 1.75 adapter P/N 509376.
3. Install the flexible hose to the adapter and open the valve.
4. 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.
5. Close the valve and remove the flexible hose and adapter from the engine.
6. Install the oil pressure switch to the engine. Tighten: Tighten the oil pressure switch to 22 N.m (16 lb ft).
7. Top-off the engine oil to the proper level.

Cylinder Block

The cylinder block is lost foam cast aluminum with 4 cylinders arranged in-line. The cylinders have pressed in place iron liners. The block has 5 crankshaft bearings with the thrust bearing located on the second bearing from the front of the engine. The cylinder block incorporates a bedplate design that forms an upper and lower crankcase. This design promotes cylinder block rigidity and reduced noise and vibration.

Crankshaft

The crankshaft is cast nodular iron with 8 counterweights. The number 8 counterweight is also the ignition system reluctor wheel. The main bearing journals are cross-drilled, and the upper bearings are grooved. The crankshaft has a slip fit balance shaft drove sprocket. Number 2 main bearing is the thrust bearing. A harmonic damper is used to control torsional vibration.

Connecting Rod and Piston

The connecting rods are powdered metal. The connecting rod incorporates the floating piston pin. The pistons are cast aluminum. The piston rings are of a low tension type to reduce friction. The top compression ring is ductile iron with a molybdenum facing and phosphate coated sides. The second compression ring is gray iron. The oil ring is a 3-piece spring construction with chromium plating.

Oil Pan

The oil pan is die cast aluminum. The oil pan includes an attachment to the transmission to provide additional structural support.

Cylinder Head

The cylinder head is a lost foam aluminum casting. Pressed-in powdered metal valve guides and valve seat insets are used. The fuel injection nozzle is located in the intake port. The cylinder head incorporates camshaft journals and camshaft caps.

Valves

There are 2 intake and 2 exhaust valves per cylinder. Rotators are used on all of the intake valves. The rotators are located at the bottom of the valve spring to reduce valve train reciprocating mass. Positive valve stem seals are used on all valves.

Camshaft

Two camshafts are used, one for all intake valves, the other for all exhaust valves. The camshafts are cast iron. The intake camshaft had a pressed-in hex insert. The hex inset is used to drive the direct drive power steering pump.

Valve Lifters

The valve train uses a roller finger follower acted on by a hydraulic lash adjuster. The roller finger follower reduces friction and noise.

Camshaft Cover

The camshaft cover has a steel crankcase ventilation baffling incorporated. The camshaft cover has mounting locations for the ignition system.

Camshaft Drive

A single row roller chain is used for camshaft drive. There is a tensioner and active guide used on the slack side of the chain to control chain motion and noise. The chain drive promotes long valve train life and low maintenance.

Intake and Exhaust Manifold

The intake manifold is made of composite plastic. The exhaust manifold is cast iron. The intake manifold incorporates a distribution and control system for positive crankcase ventilation (PCV) gases. The exhaust manifold is a dual plane design that promotes good low end torque and performance.

Scheme 62

Callouts For see scheme 643

Oil is applied under pressure to the crankshaft, connecting rods, balance shaft assembly, camshaft bearing surfaces, valve lifters and timing chain hydraulic tensioner. All other moving parts are lubricated by gravity flow or splash. Oil enters the gerotor type oil pump through a fixed inlet screen. The oil pump is driven by the crankshaft. The oil pump body is within the engine front cover. The pressurized oil from the pump passes through the oil filter. The oil filter is located on the right (front) side of the engine block. The oil filter is housed in a casting that is integrated with the engine block. The oil filter is a disposable cartridge type. A by-pass valve in the filter cap allows continuous oil flow in case the oil filter should become restricted. Oil then enters the gallery where it is distributed to the balance shafts, crankshaft, camshafts and camshaft timing chain oiler nozzle. The connecting rod bearings are oiled by constant oil flow passages through the crankshaft connecting the main journals to the rod journals. A groove around each upper main bearing furnishes oil to the drilled crankshaft passages. The pressurized oil passes through the cylinder head restrictor orifice into the cylinder head and then into each camshaft feed gallery. Cast passages feed each hydraulic element adjuster and drilled passages feed each camshaft bearing surface. An engine oil pressure switch or sensor is installed at the end. Oil returns to the oil pan through passages cast into the cylinder head. The timing chain lubrication drains directly into the oil pan.

Cleanliness and Care

An automobile engine is a combination of many machined, honed, polished, and lapped surfaces with tolerances that are measured in ten thousandths of an inch. When any internal engine parts are serviced, care and cleanliness are important. A liberal coating of engine oil should be applied to friction areas during assembly to protect and lubricate the surfaces during initial operation. Throughout this section, it should be understood that proper cleaning and protection of machined surfaces and friction areas are part of the repair procedure. This is considered standard shop practice even if not specifically stated.

When valve train components are removed for service, they should be retained in order. At the time of installation, they should be installed in the same locations and with the same mating surfaces as when removed.

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 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 and shim 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 Reuse and Applying Sealants

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 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 sealer is used where 2 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-267961-S18008883022007101700000) .
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. Do not allow the sealer to enter any blind threaded holes, as it may prevent the bolt from clamping properly or cause component damage when the bolt is tightened.
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. Room temperature vulcanizing (RTV) sealant hardens when exposed to air. This type sealer is used where 2 rigid parts, such as the lower crankcase 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-267961-S18008883022007101700000) .
4. Apply RTV to a clean surface. Use a bead size as specified in the procedure. Run the bead to the inside of any bolt holes. Do not allow the sealer to enter any blind threaded holes, as it may prevent the bolt from clamping properly or cause damage when the bolt is tightened.
5. Assemble components while RTV is still wet, within 3 minutes. Do not wait for RTV to skin over.
6. Tighten bolts to specifications. Do not overtighten.

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 will also minimize possible damage to engine components. Some precision measuring tools are required for inspection of certain critical components. Torque wrenches and a torque angle meter are necessary for the proper tightening of various fasteners.

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