Engine Mechanical - 5.3L: Other Saab 9-7X I

Sealers, Adhesives, and Lubricants

Sealers, Adhesives, and Lubricants

Scheme 593

Engine Block - Front/Rear Views

Scheme 594

Engine Block - Left/Right Side Views

Scheme 595

Engine Block - Top/Bottom Views

Scheme 596

Cylinder Head - Top/End Views

Scheme 597

Cylinder Head - Intake/Exhaust Side Views

Scheme 598

Scheme 599

Scheme 600

Scheme 601

Scheme 602

Scheme 603

Scheme 604

Scheme 605

The vehicle identification number (VIN) is located on the left side rear of the engine block (1) and is typically a 9 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 6 digits of the VIN.

Intermittent

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

Base Engine Misfire without Internal Engine Noises

Base Engine Misfire without Internal Engine Noises

Base Engine Misfire with Abnormal Internal Lower Engine Noises

Base Engine Misfire with Abnormal Internal Lower Engine Noises

Base Engine Misfire with Coolant Consumption

Base Engine Misfire with Coolant Consumption

Base Engine Misfire with Excessive Oil Consumption

Base Engine Misfire with Excessive Oil Consumption

Engine Will Not Crank - Crankshaft Will Not Rotate

Engine Will Not Crank - Crankshaft Will Not Rotate

Coolant in Combustion Chamber

Coolant in Combustion Chamber

Coolant in Engine Oil

Coolant in Engine Oil

Tools Required

J 35667-A Cylinder Head Leakdown Tester, or equivalent. See Special Tools .

1. Disconnect the battery ground negative cable.
2. Remove the spark plugs. Refer to «Spark Plug Replacement»(ref-268122-S04202183032007101800000) .
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. IMPORTANT: It may be necessary to hold the crankshaft balancer bolt to prevent the crankshaft from rotating.
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.

J 45059 Angle Meter. See Special Tools .

Scheme 606

1. Remove the generator bracket. Refer to «Generator Bracket Replacement (5.3L Engine)»(ref-268108-S07306319122007101800000) .
2. Remove the coolant air bleed pipe. Refer to «Coolant Air Bleed Pipe Assembly Replacement (5.3L Engine)»(ref-268147-S36260957382007101800000) .
3. Remove the left exhaust manifold. Refer to «Exhaust Manifold Replacement - Left Side»(ref-268155-S38907835402007101800000) .
4. Remove the pushrods. Refer to «Valve Rocker Arm and Push Rod Replacement»(ref-268156-S03305123772007101800000) .
5. If equipped, remove the auxiliary air conditioning (A/C) bracket bolt (5).
6. Remove the cylinder head. Refer to «Cylinder Head Removal - Left Side»(ref-268156-S15043274062007101800000) .
7. Clean and inspect the cylinder head. Refer to «Fastener Notice»(ref-268087-S07010920292007101800000) «Cylinder Head Cleaning and Inspection»(ref-268156-S22891410842007101800000) .

J 45059 Angle Meter. See Special Tools .

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

Scheme 607

Scheme 608

1. Remove the cylinder head and gasket. Refer to «Cylinder Head Replacement - Left Side»(ref-268156-S36618334172007101800000) or to «Cylinder Head Replacement - Right Side»(ref-268156-S04378438912007101800000) .
2. Remove the valve lifter. Refer to «Valve Lifter Removal»(ref-268156-S06818926632007101800000) .
3. Clean and inspect the valve lifters. Refer to «Valve Lifters and Guides Cleaning and Inspection»(ref-268156-S40228649912007101800000) .

J 41478 Crankshaft Front Oil Seal Installer. See Special Tools .

Scheme 609

1. Remove the radiator. Refer to «Radiator Replacement (LH6)»(ref-268147-S00841803912007101800000) or «Radiator Replacement (LL8)»(ref-268147-S02575017782007101800000) .
2. Remove the crankshaft balancer. Refer to «Crankshaft Balancer Replacement»(ref-268156-S29573806542007101800000) .
3. Remove the crankshaft oil seal (1) from the front cover.

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

Scheme 610

1. Remove the air conditioning (A/C) compressor and bracket. Refer to «Compressor Replacement (LH6)»(ref-268096-S29257340312007101800000) or «Compressor Replacement (LL8)»(ref-268096-S34425957682007101800000) .
2. Remove the water pump. Refer to «Water Pump Replacement (LH6)»(ref-268147-S28059382942007101800000) or «Water Pump Replacement (LL8)»(ref-268147-S03777892412007101800000) .
3. Remove the crankshaft balancer. Refer to «Crankshaft Balancer Replacement»(ref-268156-S29573806542007101800000) .
4. Remove the oil pan-to-front cover bolts.
5. Remove the front cover bolts.
6. Remove the front cover and gasket.
7. Discard the front cover gasket.
8. Clean and inspect the engine front cover. Refer to «Engine Front Cover Cleaning and Inspection»(ref-268156-S09874657392007101800000) .

Scheme 611

1. Apply a 5 mm (0.2 in) bead of sealant 20 mm (0.8 in) long to the junction of the oil pan and the engine block. Refer to «Sealers, Adhesives, and Lubricants»(ref-268156-S21759060742007101800000) for the correct part number. IMPORTANT: Do not reuse the crankshaft oil seal or front cover gasket. Do not apply any type of sealant to the front cover gasket, unless specified. The special tool in this procedure is used to properly center the front crankshaft front oil seal. All gasket surfaces should be free of oil or other foreign material during assembly. The crankshaft front oil seal MUST be centered in relation to the crankshaft. An improperly aligned front cover may cause premature front oil seal wear and/or engine oil leaks.
2. Install the front cover gasket and cover.
3. Install the front cover bolts until snug. Do not over tighten.
4. Install the oil pan-to-front cover bolts until snug. Do not over tighten.
5. Install J 41476 to the front cover. See «Special Tools»(ref-268156-S11321246192007101800000) .
6. Align the tapered legs of J 41476 with the machined alignment surfaces on the front cover. See «Special Tools»(ref-268156-S11321246192007101800000) . NOTE: Refer to «Fastener Notice»(ref-268087-S07010920292007101800000) .
7. Install the crankshaft balancer bolt until snug. Do NOT over tighten. Tighten: Tighten the oil pan to front cover bolts to 25 N.m (18 lb ft). Tighten the engine front cover bolts to 25 N.m (18 lb ft).
8. Remove J 41476 . See «Special Tools»(ref-268156-S11321246192007101800000) .
9. Install a NEW crankshaft front oil seal. Refer to «Crankshaft Front Oil Seal Replacement»(ref-268156-S25400029462007101800000) .
10. Install the water pump. Refer to «Water Pump Replacement (LH6)»(ref-268147-S28059382942007101800000) or «Water Pump Replacement (LL8)»(ref-268147-S03777892412007101800000) .
11. Install the A/C compressor and bracket. Refer to «Compressor Replacement (LH6)»(ref-268096-S29257340312007101800000) or «Compressor Replacement (LL8)»(ref-268096-S34425957682007101800000) .

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

Scheme 612

1. Remove the engine flywheel. Refer to «Engine Flywheel Replacement»(ref-268156-S36105362232007101800000) .
2. Remove the crankshaft rear oil seal (1) from the rear cover.

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

J 41712 Oil Pressure Switch Socket. See Special Tools .

Scheme 613

Scheme 614

1. Remove the intake manifold. Refer to «Intake Manifold Replacement»(ref-268156-S20821663172007101800000) .
2. Disconnect the oil pressure sensor electrical connector (1).
3. Using J 41712 or equivalent, remove the oil pressure sensor. See «Special Tools»(ref-268156-S11321246192007101800000) .

Boring Procedure

1. Measure all pistons with a micrometer to determine the cylinder bore diameter. IMPORTANT: A 0.5 mm (0.02 in) oversize service piston and a piston ring set are available.
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.

Scheme 615

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 check 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. 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.

Deglazing Procedure

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.

Scheme 616

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-268156-S19299949772007101800000) . IMPORTANT: Connecting rod bearings are a precision insert type. Connecting rods are of a powdered metal design and cannot be shimmed or filed for bearing fit. If clearances are found to be excessive, a new bearing and/or connecting rod is required. Do not rotate the crankshaft while gaging plastic is between the crankshaft journal and the bearing surface.
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-268156-S00572682852007101800000) .
4. Remove the bearing cap, bearing half, and bolts. Refer to «Piston, Connecting Rod, and Bearing Removal»(ref-268156-S19299949772007101800000) .
5. Using the scale supplied with the plastic gaging kit, measure the gaging plastic at its widest area. Refer to «Engine Mechanical Specifications»(ref-268156-S06431639902007101800000) .

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 supplied by the tool manufacturer.

Scheme 617

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 618

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)

Scheme 619

Scheme 620

Scheme 621

1. Rotate the crankshaft until the journal/connecting rod to be measured is in the 12 o'clock position. IMPORTANT: The crankshaft must be secure, with no movement or rotation, in order to obtain an accurate reading.
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-268156-S03788953432007101800000) .
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.

Scheme 622

1. Clean the crankshaft balancer in solvent.
2. Clean the belt grooves of all dirt or debris with a wire brush.
3. Dry the crankshaft balancer with compressed air.
4. Inspect the crankshaft balancer for the following conditions: Worn, grooved, or damaged hub seal surface A crankshaft balancer hub seal surface with excessive scoring, grooves, rust or other damage must be replaced. Minor imperfections on the hub seal surface may be removed with polishing compound or fine grade emery cloth. Dirty or damaged belt grooves The balancer belt grooves should be free of any nicks, gouges, or other damage that may not allow the belt to track properly. Minor imperfections may be removed with a fine file. IMPORTANT: In order for the belt to track properly, the belt grooves should be free of all dirt or debris. Worn, chunking, or deteriorated rubber between the hub and pulley

Scheme 623

1. Clean the flex plate in solvent.
2. Dry the flex plate with compressed air. CAUTION: Refer to «Safety Glasses Caution»(ref-268087-S01092725012007101800000) .
3. Inspect the flex plate for the following conditions: Damaged ring gear teeth (1) Stress cracks around the flex plate-to-crankshaft bolt hole locations (2) Welded areas (3) that retain the ring gear onto the flex plate for cracking IMPORTANT: Do not attempt to repair the welded areas that retain the ring gear to the flex plate. Install a new flex plate.

Scheme 624

Scheme 625

Scheme 626

Scheme 627

1. Remove the connecting rod bearings from the rod and cap.
2. Using piston ring pliers, remove the piston rings from the piston.
3. Rotate the piston pin retainers until the ring end gaps are positioned in the cutout area (1) of the pin bore.
4. Remove the retainers starting in the cutout area of the pin bore.
5. Remove the pin from the piston and connecting rod.
6. The piston and pin are a matched set and are not to be serviced separately. Mark, sort, or organize the piston and the matching piston pin.

Scheme 628

Scheme 629

Scheme 630

Scheme 631

Scheme 632

Scheme 633

Scheme 634

1. Clean the varnish and carbon from the piston (107) using cleaning solvent. IMPORTANT: Replace pistons, pins, and connecting rods that are damaged or show signs of excessive wear. The piston and pin are to be serviced as an assembly. Do not wire brush any part of the piston. Measurement of the components should be taken with the components at normal room temperature.
2. Dry the components with compressed air. CAUTION: Refer to «Safety Glasses Caution»(ref-268087-S01092725012007101800000) .
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. Eroded areas at the top of the piston (1) Scuffed or damaged skirts (2) Scoring to the piston pin bore (3) or piston pin
6. 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 a 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.
7. Measure the piston ring side clearance with a feeler gage. If side clearance is not within specifications, try another piston ring. If the proper ring-to-groove clearance cannot be obtained, replace the piston and pin as an assembly. Refer to «Engine Mechanical Specifications»(ref-268156-S06431639902007101800000) .
8. To determine piston pin-to-bore clearance, use a micrometer and measure the piston pin outside diameter (OD).
9. To determine the piston pin-to-bore clearance, use an inside micrometer and measure the piston pin bore inside diameter (ID).
10. 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-268156-S06431639902007101800000) .

Scheme 635

1. Place the piston ring into the cylinder bore 6.5 mm (0.25 in) below the top of the ring travel area. Both rings should be installed with the orientation marks facing the top of the piston. IMPORTANT: Do not attempt to file the end of the piston ring to achieve the proper end gap clearance. Measure the piston ring in the cylinder in which it will be used.
2. Insert a feeler gage and measure the piston ring end gap. Refer to «Engine Mechanical Specifications»(ref-268156-S06431639902007101800000) .

Scheme 636

Scheme 637

Scheme 638

1. Clean the connecting rod (105) and cap (103) in solvent. IMPORTANT: The powdered metal connecting rod and cap are machined for proper clearances. The connecting rod and cap must be used as an assembly with no repair or modifications to either mating surface. Do not attempt to repair the rod or cap. If service is required, replace the rod and cap as an assembly. Do not attempt to repair the bolt hole threads of the connecting rod.
2. Dry the components with compressed air. CAUTION: Refer to «Safety Glasses Caution»(ref-268087-S01092725012007101800000) .
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-268156-S06431639902007101800000) .
5. To determine piston pin-to-connecting rod bore clearance, use a micrometer and measure the piston pin OD.
6. To determine the piston pin-to-connecting rod bore clearance, use a micrometer and measure the connecting rod pin bore (1) 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-268156-S06431639902007101800000) .
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.
12. To determine the piston pin-to-bore clearance, use an inside micrometer and measure the piston pin bore ID.
13. 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-268156-S06431639902007101800000) .

Scheme 639

Scheme 640

1. Install the retainer. The retainer should be seated in the groove of the pin bore.
2. Assemble the piston and connecting rod. The mark (1) on the top of the piston and the tab (2) on the side of the connecting rod should be facing the same direction.
3. Install the piston pin to the piston and connecting rod.
4. Install the retainers. The retainers should be seated in the groove of the pin bore.
5. Using piston ring pliers, install the piston rings onto the piston. The dimple or mark on the piston ring should face the top of the piston. IMPORTANT: When installing piston rings, use a ring expander plier type tool. Do not roll the rings into the grooves of the piston. Use caution and care to expand the rings only slightly larger than the outside diameter (OD) of the piston.
6. Position the oil control ring end gaps a minimum of 25 mm (1.0 in) from each other.
7. Position the compression ring end gaps 180 degrees opposite each other.
8. Install the connecting rod bearings to the rod and cap.

J 33049 Camshaft Bearing Service Set. See Special Tools .

Scheme 641

Scheme 642

Scheme 643

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-268156-S10729583092007101800000) . IMPORTANT: A loose camshaft bearing may be caused by an enlarged, out of round, or damaged engine block bearing bore.
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-268156-S11321246192007101800000) .
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. IMPORTANT: In order to remove the front camshaft bearing, operate the tool from the rear of the block, using the guide cone in the rear camshaft bearing bore.

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

Scheme 644

1. Select the proper expanding driver and washer from the expanding driver and washer information.
2. Place the expanding driver onto the expander assembly. IMPORTANT: To install or remove the expanding driver, always push on or pull from the ends. Pressure on the outside diameter may cause a bind against the rubber expanding sleeve.
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 (2) 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.

J 33049 Camshaft Bearing Service Set. See Special Tools .

Scheme 645

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-268156-S06431639902007101800000) . IMPORTANT: The engine block camshaft bearing bores are machined for 3 different outside diameter (OD) size bearings. Position 1 and 5 are the largest diameter bores. Position 3 is the smallest diameter bore. Position 2 and 4 are the intermediate size bores. The inside diameter (ID) for all camshaft bearings is the same size.
2. Select the expanding driver (4-8) and washer (2 or 3) from the J 33049 . See «Special Tools»(ref-268156-S11321246192007101800000) . Refer to «Piston and Connecting Rod Assemble»(ref-268156-S30068215552007101800000) .
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 (2) 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.

Scheme 646

1. Clean the components with cleaning solvent.
2. Dry the components with compressed air. CAUTION: Refer to «Safety Glasses Caution»(ref-268087-S01092725012007101800000) .
3. Inspect the timing chain (1) for binding or wear.
4. Inspect the camshaft position (CMP) sensor raised areas (2) for nicks or damage.
5. Inspect for worn, damaged, or chipped teeth (3).
6. Inspect for a damaged keyway (4).
7. Inspect for worn oil pump drive splines (5).

Scheme 647

1. Mark, sort, or organize the components for assembly. Refer to «Separating Parts»(ref-268156-S42784542542007101800000) . IMPORTANT: Parts that are to be used again must be marked, sorted or organized for assembly.
2. Clean the components with cleaning solvent.
3. Dry the components with compressed air. CAUTION: Refer to «Safety Glasses Caution»(ref-268087-S01092725012007101800000) in Cautions and Notices.
4. Inspect the valve rocker arms bearings (2) for binding or roughness.
5. Inspect the valve rocker arm pushrod sockets (3) and valve stem mating surfaces (1). These surfaces should be smooth with no scoring or exceptional wear.
6. Inspect the pushrods for worn or scored ends. These surfaces should be smooth with no scoring or exceptional wear.
7. Inspect the pushrods for bends. Roll the pushrod on a flat surface to determine if the pushrod is bent.
8. Inspect the pushrod oil passages for restrictions.
9. Inspect the rocker arm pivot supports for cracks, wear, or other damage.

Scheme 648

1. Clean the components in cleaning solvent. IMPORTANT: Components that are to be used again must be marked, sorted or organized for assembly.
2. Dry the components with compressed air. CAUTION: Refer to «Safety Glasses Caution»(ref-268087-S01092725012007101800000) .
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.

Scheme 649

1. Clean the components in cleaning solvent. IMPORTANT: Components that are to be used again must be marked, sorted or organized for assembly.
2. Dry the components with compressed air. CAUTION: Refer to «Safety Glasses Caution»(ref-268087-S01092725012007101800000) .
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. See Special Tools .

Scheme 650

Scheme 651

Scheme 652

Scheme 653

Scheme 654

1. Remove the spark plugs from the cylinder heads. IMPORTANT: With the components at room temperature, remove the spark plugs from the cylinder head. Mark, organize, or sort the cylinder head components for assembly. Return the components to their original location during assembly.
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 (228).
7. Remove the valve stem oil seal (222). Refer to «Separating Parts»(ref-268156-S42784542542007101800000) .
8. Remove the cylinder head core hole plugs (216), as required.
9. Remove the coolant temperature sensor (725) from the left cylinder head.
10. Remove the cylinder head plug (229) from the right cylinder head.

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

Scheme 655

Scheme 656

Scheme 657

1. Using a dial indicator, measure the valve stem-to-guide clearance. 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. NOTE: Excessive valve stem-to-guide clearance may cause a noisy valve train, premature valve stem oil seal wear, component damage, and/or excessive engine oil consumption. NOTE: Insufficient valve stem-to-guide clearance will result in noisy or sticking valves. Valves that are too tight may disturb engine smoothness or lead to component damage.
2. A valve stem (1) and guide (2), with excessive clearance, must be replaced or the cylinder head replaced. Refer to «Engine Mechanical Specifications»(ref-268156-S06431639902007101800000) .
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 cylinder head must be replaced.

Scheme 658

Scheme 659

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) IMPORTANT: Reconditioning the valve seats is very important. The seating of the valves must be perfect for the engine to deliver optimum power and performance. Several different types of equipment are available for grinding valve seats. Another important factor is the cooling of the valve head. Good contact between the valve and the seat will ensure that heat will be properly dissipated. The recommendations of the equipment manufacturer should be followed carefully to obtain the proper results. Regardless of the type of equipment used, it is essential that valve guide bores be free of carbon or dirt to ensure proper centering of the tool pilot in the guide. Valves that are pitted must be refaced to the proper angle. Valve stems that show excessive wear, or valves that are warped excessively must be replaced. When a valve head that is warped excessively is refaced, a knife edge may be ground on part or all of the valve head due to the amount of metal that must be removed. Knife edges lead to breakage, burning or pre-ignition due to heat localizing on this knife edge. If the edge of the valve head is less than 1.25 mm (0.05 in) after grinding, replace the valve. Several different types of equipment are available for refacing valves. The recommendation of the equipment manufacturer should be carefully followed to obtain the proper results. DO NOT reface intake valves. Intake valves with excessive wear or damage MUST be replaced.
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 in order to obtain the proper spring installed height. Refer to «Cylinder Head Disassemble»(ref-268156-S34695310622007101800000) .
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 equipment manufacturer should be followed carefully to obtain the proper results. Regardless of the type of equipment 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 in order to attain the proper spring installed height. Refer to «Cylinder Head Disassemble»(ref-268156-S34695310622007101800000) .

J 8062 Valve Spring Compressor - Head Off. See Special Tools .

Scheme 660

1. Clean the cylinder head valve spring shim area.
2. Install the valves (228) into the proper port. Refer to «Separating Parts»(ref-268156-S42784542542007101800000) . IMPORTANT: When using the valves and related components again, install the parts to their original location.
3. Install the valve stem oil seal (222).
4. Install the valve spring (223).
5. Install the valve spring cap (224).
6. Using the J 8062 , compress the valve spring.
7. Install the valve stem keys. Use grease in order 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 of the valve stem with a plastic face hammer to seat the keys, if necessary.
8. Using a ruler, measure the valve spring installed height. 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 temperature sensor (725).
11. Install the coolant temperature sensor into the left cylinder head. Tighten: Tighten the coolant temperature sensor to 20 N.m (15 lb ft). NOTE: Refer to «Fastener Notice»(ref-268087-S07010920292007101800000) .
12. Install sealant GM P/N 12346004 (Canadian P/N 10953480), or equivalent, to the threads of the cylinder head plug (229).
13. Install the cylinder head plug to the right cylinder head. Tighten: Tighten the cylinder head 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 plugs (216).
15. Install the cylinder head 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.

Scheme 661

1. Remove the oil pump cover bolts (408). IMPORTANT: The internal parts of the oil pump assembly are not serviced separately, excluding the spring. If the oil pump components are worn or damaged, replace the oil pump as an assembly.
2. Remove the oil pump cover (409).
3. Remove the drive gear (410). IMPORTANT: Mark or identify the gears for assembly. Refer to «Separating Parts»(ref-268156-S42784542542007101800000) .
4. Remove the driven gear (412).
5. Remove the pressure relief valve plug (416).
6. Remove the pressure relief valve spring (415).
7. Remove the pressure relief valve (414).
8. Inspect the oil pump components. Refer to «Oil Pump Cleaning and Inspection»(ref-268156-S39014939872007101800000) .

Cleaning Procedure

1. Remove and discard the intake manifold-to-cylinder head gaskets (514).
2. Remove the manifold absolute pressure (MAP) sensor. Refer to «Intake Manifold Removal»(ref-268156-S03861416822007101800000) .
3. Remove the evaporative emission (EVAP) canister purge solenoid valve, EVAP tubes, and fuel rail with injectors. Refer to «Fuel Rail and Injectors Removal»(ref-268156-S34459544472007101800000) .
4. Remove the throttle body and gasket. Refer to «Throttle Body Removal»(ref-268156-S16476857832007101800000) .
5. Clean the intake manifold (500) in solvent.
6. Dry the intake manifold with compressed air. CAUTION: Refer to «Safety Glasses Caution»(ref-268087-S01092725012007101800000) in Cautions and Notices.

Scheme 662

1. Inspect the manifold for the following conditions: Damaged gasket or sealing surfaces Loose threaded inserts or studs Debris or restrictions within the passages of the manifold Damaged or broken vacuum fittings Inspect the composite intake manifold assembly for cracks or other damage.
2. Inspect the intake manifold cylinder head deck for warpage. Locate a straight edge across the intake manifold cylinder head deck surface. Position the straight edge across a minimum of two runner port openings. Insert a feeler gage between the intake manifold and the straight edge. An intake manifold with warpage in excess of 3 mm (0.118 in) over a 200 mm (7.87 in) area is warped and should be replaced.

Scheme 663

1. Clean the exhaust manifold (600) and heat shield (603) in solvent. IMPORTANT: Do not use the exhaust manifold-to-cylinder head gaskets again. Upon installation of the exhaust manifold, install a NEW gasket. An improperly installed gasket or leaking exhaust system may effect on-board diagnostics (OBD) II system performance.
2. Dry the exhaust manifold with compressed air. CAUTION: Refer to «Safety Glasses Caution»(ref-268087-S01092725012007101800000) in Cautions and Notices.
3. Inspect the exhaust manifold-to-cylinder head gasket surface for excessive scratches or gouging.
4. Inspect for a loose, damaged, or cracked heat shield (603).
5. Inspect the studs (605) for damaged threads.
6. Use a straight edge and a feeler gage and measure the exhaust manifold cylinder head deck for warpage. An exhaust manifold deck with warpage in excess of 0.25 mm (0.01 in) within the 2 front or 2 rear runners or 0.5 mm (0.02 in) overall, may cause an exhaust leak and may affect OBD II system performance. Exhaust manifolds not within specifications must be replaced.

Thread Repair

Tools Required

1. J 42385-100 Head/Main Bolt Thread Repair Kit. See «Special Tools»(ref-268156-S11321246192007101800000) .
2. J 42385-200 Common Thread Repair Kit. See «Special Tools»(ref-268156-S11321246192007101800000) .
3. J 42385-300 Fixtures and Hardware Kit. See «Special Tools»(ref-268156-S11321246192007101800000) .

Scheme 664

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.

Scheme 665

Scheme 666

Scheme 667

Scheme 668

Scheme 669

Scheme 670

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). CAUTION: Refer to «Safety Glasses Caution»(ref-268087-S01092725012007101800000) . IMPORTANT: The use of a cutting type fluid GM P/N 1052864 (Canadian P/N 992881), WD 40®, or equivalent, is recommended when performing the drilling, counterboring, and tapping procedures. Driver oil MUST be used on the installer driver tool. The tool kits are designed for use with either a suitable tap wrench or drill motor.
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). IMPORTANT: Do not allow oil or other foreign material to contact the outside diameter (OD) of the insert.
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).

Scheme 671

Scheme 672

Scheme 673

Scheme 674

Scheme 675

Scheme 676

Scheme 677

Scheme 678

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). CAUTION: Refer to «Safety Glasses Caution»(ref-268087-S01092725012007101800000) . IMPORTANT: The use of a cutting type fluid GM P/N 1052864 (Canadian P/N 992881), WD 40®, or equivalent, is recommended when performing the drilling and tapping procedures. Driver oil MUST be used on the installer driver tool. The tool kits are designed for use with either a suitable tap wrench or drill motor.
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. IMPORTANT: During the reaming process, it is necessary to repeatedly remove the drill and clean the chips from the hole.
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). IMPORTANT: Do not allow oil or foreign material to contact the OD of the insert.
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.

Scheme 679

Scheme 680

Scheme 681

Scheme 682

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). IMPORTANT: Do not allow oil or foreign material to contact the OD of the insert.
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. IMPORTANT: The fixture plate and bushing remains installed onto the engine block during the insert installation procedure.

J 45059 Angle Meter. See Special Tools .

Scheme 683

1. Install the crankshaft bearings to the engine block and bearing caps. The thrust bearings are to be installed into center journal. IMPORTANT: Crankshaft bearing clearances are critical. Excessive crankshaft bearing clearance may affect crankshaft position (CKP) sensor signals and/or on-board diagnostic (OBD) II system performance. Crankshaft bearing caps must be installed to the proper location and direction. When installing the crankshaft bearings, align the locating tabs on the bearings with the locating notches in the engine block journal bore and the bearing cap. Always install crankshaft bearings with their machined partner. Do not file bearings or mix bearing halves. In order to prevent engine block oil leakage, install NEW M8 crankshaft bearing cap side bolts. The crankshaft bearing cap M8 side bolts have a pre-applied sealant patch applied to the bolt flange.
2. Lubricate the bearing surfaces and crankshaft journals with clean engine oil.
3. Install the crankshaft. NOTE: To maintain proper crankshaft end play, use extreme care during crankshaft installation. Avoid scoring or damaging the thrust bearing.
4. Install the crankshaft bearing caps, with bearings, into the engine block. IMPORTANT: The bearing caps must be installed in the proper location and direction.
5. Install the M10 bolts (129) and studs (128).
6. Using a plastic-face hammer, tap the bearing caps into place.
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). NOTE: Refer to «Fastener Notice»(ref-268087-S07010920292007101800000) .
9. Using a plastic-face hammer, tap the crankshaft rearward, then forward in order 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 side M8 bolts to 25 N.m (18 lb ft). Tighten the bolt on 1 side of the bearing cap and then tighten the bolt on the opposite side of the same bearing cap. IMPORTANT: To properly align the crankshaft thrust bearings, the final thrust of the crankshaft MUST be in the forward direction.
10. Install the CKP sensor. Inspect the CKP sensor O-ring seal (750). If the O-ring seal is not cut or damaged, it may be used again. 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.

J 41478 Crankshaft Front Oil Seal Installer. See Special Tools .

Scheme 684

Scheme 685

1. Lubricate the outer edge of the oil seal (1) with clean engine oil. IMPORTANT: Do not lubricate the oil seal sealing surface. Do not use the crankshaft front oil seal again.
2. Lubricate the front cover oil seal bore with clean engine oil.
3. Install the crankshaft front oil seal (1) 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.

Scheme 686

Scheme 687

Scheme 688

1. Install the oil filter tube, baffle and other internal components, as required. Refer to «Oil Pan Cleaning and Inspection»(ref-268156-S17851175972007101800000) . IMPORTANT: The alignment of the structural oil pan is critical. The rear bolt hole locations of the oil pan provide mounting points for the transmission housing. To ensure the rigidity of the powertrain and correct transmission alignment, it is important that the rear of the block and the rear of the oil pan are flush, or even. The rear of the oil pan must NEVER protrude beyond the engine block and transmission housing plane. Do not use the oil pan gasket again. It is not necessary to rivet the NEW gasket to the oil pan.
2. Apply a 5 mm (0.2 in) bead of sealant GM P/N 12378521 (Canadian P/N 88901148), or equivalent, 20 mm (0.8 in) long to the engine block. Apply the sealant directly onto the tabs of the front cover gasket that protrude into the oil pan surface. Refer to «Sealers, Adhesives, and Lubricants»(ref-268156-S21759060742007101800000) .
3. Apply a 5 mm (0.2 in) bead of sealant GM P/N 12378521 (Canadian P/N 88901148), or equivalent, 20 mm (0.8 in) long to the engine block. Apply the sealant directly onto the tabs of the rear cover gasket that protrude into the oil pan surface.
4. Pre-assemble the oil pan gasket to the pan. Install the gasket onto the oil pan. Install the oil pan bolts to the pan and through the gasket. IMPORTANT: Ensure the oil gallery passages in the oil pan and engine block properly align with the oil pan gasket.
5. Install the oil pan, gasket and bolts to the engine block.
6. Tighten bolts finger tight. Do not overtighten.
7. Place a straight edge across the rear of the engine block and the rear of the oil pan at the transmission housing mounting surfaces.
8. Align the oil pan until the rear of engine block and rear of oil pan are flush or even. Tighten: Tighten the oil pan-to-block and oil pan-to-front cover bolts to 25 N.m (18 lb ft). Tighten the oil pan-to-rear cover bolts to 12 N.m (106 lb in). NOTE: Refer to «Fastener Notice»(ref-268087-S07010920292007101800000) .
9. Measure the oil pan-to-engine block alignment. Place a straight edge across the rear of the engine block and rear of oil pan at the transmission housing mounting surfaces. Insert a feeler gage between the straight edge and the oil pan transmission housing mounting surface, and inspect to ensure there is no greater than a 0.0-0.1 mm (0.0-0.004 in) gap (a) between the pan and straight edge. IMPORTANT: The rear of the oil pan must NEVER protrude beyond the engine block and transmission housing mounting surfaces. If the oil pan alignment is not within specifications, remove the oil pan and repeat the above procedure.

J 45299 Engine Preluber. See Special Tools .

Scheme 689

Scheme 690

1. Remove the engine oil filter and fill with clean engine oil. IMPORTANT: A constant and continuous flow of clean engine oil is required in order to properly prime the engine. Be sure to use an approved engine oil as specified in the owners manual.
2. Install the oil filter. Tighten: Tighten the oil filter to 30 N.m (22 lb ft). NOTE: Refer to «Fastener Notice»(ref-268087-S07010920292007101800000) in Cautions and Notices.
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 1-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 tensioner 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 1-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 1-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 1-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) canister purge 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 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 active fuel management. Refer to Cylinder Deactivation (Active Fuel Management) System Description .

Engine Control Module (ECM)

The engine control module (ECM) is responsible for the management and control of all engine functions. Each ECM comes equipped with a specific set of software/calibrations designed for that engine and vehicle application. The ECM will determine engine operating parameters, based upon information from a network of switches, sensors, modules and communication with other controllers located throughout vehicle. Internal to the ECM is an integrated circuit device called a low-side driver. The low-side driver is designed to operate internally, like an electronic switch. An individual low-side driver controls each valve lifter oil manifold (VLOM) solenoid. When enabling conditions for V4 mode are met, the ECM will command the low-side driver to ground each VLOM solenoid control circuit, in firing order sequence. Internal to the low-side driver is a fault detection circuit, which monitors the solenoid control circuit for an incorrect voltage level. If an incorrect voltage level, such as an open, high resistance, or short to ground, is detected, the low-side driver, along with the fault detection circuit, will communicate the condition to the central processor in the ECM. The ECM will then command a return to V8 mode, set a corresponding DTC, and illuminate the malfunction indicator lamp (MIL) on the instrument panel.

New Product Information

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

Changes may include 1 or more of the following items

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

New Sealants and/or Adhesives

1. Sealers and adhesives, as required, are identified within the specific service procedures. Refer to «Sealers, Adhesives, and Lubricants»(ref-268156-S21759060742007101800000) .
2. A new sealant has been identified for the oil pan to front cover and oil pan to rear housing sealing surfaces. Refer to «Sealers, Adhesives, and Lubricants»(ref-268156-S21759060742007101800000) .

A Component Comparison from the Previous Year

1. The camshaft sprocket is now retained to the front of the camshaft using a single bolt design with a torque and angle tightening strategy.
2. A new design timing chain tensioner replaces the timing chain dampener.
3. The oil filter bypass valve is now internal to the new design oil filter.

Scheme 691

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 filter, which permits oil flow in the event the filter becomes restricted. A second valve, the active fuel management oil pressure relief valve is incorporated into the oil filter tube. The active fuel management 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 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 Cylinder Deactivation (Active Fuel Management) System Description .

Scheme 692

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 filter, which permits oil flow in the event the filter becomes restricted. A second valve, the active fuel management oil pressure relief valve is incorporated into the oil filter tube. The active fuel management oil pressure relief valve limits oil pressure directed to the upper oil galleries and valve lifter oil manifold assembly to 379-517 kPa (55-75 psi) maximum. When main oil pressure exceeds 379 kPa (55 psi), the active fuel management 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 valve lifter oil manifold 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 Cylinder Deactivation (Active Fuel Management) System Description .

Scheme 693

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 filter, which permits oil flow in the event the filter becomes restricted. A second valve, the active fuel management oil pressure relief valve is incorporated into the oil filter tube. The active fuel management 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 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 active fuel management 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 Cylinder Deactivation (Active Fuel Management) System Description .

Scheme 694

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 filter, which permits oil flow in the event the filter becomes restricted. A second valve, the active fuel management oil pressure relief valve is incorporated into the oil filter tube. The active fuel management oil pressure relief valve limits oil pressure directed to the upper oil galleries and valve lifter oil manifold assembly to 379-517 kPa (55-75 psi) maximum. When main oil pressure exceeds 379 kPa (55 psi), the active fuel management 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 valve lifter oil manifold 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 active fuel management 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 Cylinder Deactivation (Active Fuel Management) 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-268156-S42784542542007101800000) .
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. See Special Tools .

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 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-268156-S26340062372007101800000) .
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. NOTE: Refer to «Sealant Notice»(ref-268087-S13037664082007101800000) .
5. Apply a continuous bead of pipe joint compound to 1 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 2 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-268156-S26340062372007101800000) .
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. NOTE: Refer to «Sealant Notice»(ref-268087-S13037664082007101800000) .
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 2 rigid parts, such as castings, are assembled together. When 2 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-268156-S26340062372007101800000) .
3. Apply a continuous bead of gasket eliminator to 1 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. NOTE: Refer to «Sealant Notice»(ref-268087-S13037664082007101800000) .
5. Tighten bolts to specifications. Do not overtighten. IMPORTANT: Anaerobic sealed joints that are partially torqued and allowed to cure more than 5 minutes may result in incorrect shimming and sealing of the joint.
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