Combustion chamber Crankshaft oil holes Top & bottom of cylinders Oil pump gears • Clean all internal & external threads Chamfer top of bolt holes Use tap or die for restoring threads Copyright 2003 Gary Lewis – Dave Capitolo Engine assembly Before final cleaning
• Check lifter bores for rust & burrs
Use glaze breaker if necessary • Check cam bores for burrs Could distort cam bearings if not deburred Engine assembly Final cleaning
• Only after all machining is done
• Use detergent hot tank • Insufficient cleaning results in . . . Piston ring wear Bearing wear Valve stem wear Engine assembly Final cleaning
• Coat cylinders & decks with clean oil to prevent rust
• Install valves with oil • Protect seals with plastic sleeve on valve • Check cam rotation on OHC heads Engine assembly Installing core plugs
• Measure bore diameter to assure correct plugs
• Use deep plugs where possible • Coat outer edges for sealing • Drive plug in slightly below block surface Engine assembly Sealing coolant, lubricants, & combustion
• Typical cooling system is 15 PSI @ 230°F
• Typical oil pressure range is 20-80 PSI • Gasket must not restrict flow • Fire rings protect gasket material & cyl pressure Engine assembly Chemical sealers
• Sometimes used in place of gaskets
• Silicone sealers (RTV) are flexible & temp resistant • Anaerobic sealers – Absence of air Engine assembly Head gaskets
• Metal-asbestos replaced with ceramic laminate
• Composite core copper Good compressibility, low compression, 60AA • Composite core steel Heat resistant, high compression, 60AA • Coated gaskets Resin, polymer, better sealing of fluids • MLS (Multi layer steel) For dissimilar metals, 15-20AA Engine assembly Head gaskets
• Stainless steel face
On one side for high cylinder head temps, GM diesels • Embossed steel Improved heat transfer, ridges provide crush for sealing, high compression, 30-50AA • No-retorque Polymer coated, printed with silicone for low clamping force areas Engine assembly Gaskets
• Cork used on valve covers, lifter covers, oil pans
Stretches & shrinks • Synthetic rubber Compressible, does not wick, resists heat Engine assembly Crankshaft seals
• Rope type seals must be fitted
• Lip type seals Lips face the oil • Nitril & neoprene are common • Viton withstands loads & heat Engine assembly OHV assembly
• Only after sub-assemblies have been inspected
• Install core plugs • Install chamfered cam bearings Engine assembly OHV assembly • Check cam for straightness • Check cam fit in bearings & scrape as needed Cam must rotate freely • Blow all passages clear Engine assembly OHV assembly
• Grease cam to protect lobes & install cam
• Install oil galley plugs with sealer on outer edges Engine assembly OHV assembly
• Crank & cam must be set to TDC before installation • Some timing covers are installed before head or pan • Timing belts and covers are installed last Engine assembly Sealing crankshafts
• Bearing clearance must not be excessive
• Seal surfaces must be concentric with journals Engine assembly Sealing crankshafts
• Seals should be within .005” TIR of crank centerline
• Poor seal concentricity with main caps not centered Engine assembly Sealing crankshafts
• Seal surfaces must not have grooves
Engine assembly Sealing crankshafts • Rope type rear main seals • Coated with dry lubricant • Do not oil • Fitted with round stock, same size as seal surface on crankshaft Engine assembly Sealing crankshafts • Lip seal rear main Sealer on outer edge Oil on sealing surface Thin coat of sealer at rear of parting line Engine assembly Sealing crankshafts • Side seals on rear main Installed with nail or soaked in oil Engine assembly Valve timing • Check service manual for timing marks • Confirm by checking split overlap • Dual pattern cams don’t have equal lift & duration Engine assembly Valve timing • Valve timing can be adjusted with keys & bushings Engine assembly Pistons & rings • End gap .003” per inch of cylinder bore • Hypereutectic pistons use twice as much • End gap is increased by filing • End gap increases .003” for each .001” bore increase Engine assembly Pistons & rings • Oil control expander, then rails Stagger end gaps • Lower compression ring, then top Stagger end gaps Oil grooves & check for rotation Engine assembly Piston types • Cast aluminum – OEM pistons • Forged aluminum – Stronger & better heat dissipation • Hypereutectic – High silicon content Lighter Good wear characteristics Tighter clearances due to low expansion rate Requires more ring end gap Engine assembly Piston skirts • Slipper skirts – Cam ground Clearance for counterweights Steel struts help piston expand with pin • Full skirt– Used in longer stroke engines • Barrel shaped skirt– Largest diameter is in the center Engine assembly Before attaching heads to blocks • Surfaces clean and flat • Threads clean • Sharp edges de-burred • Alignment dowels installed • Check gasket direction Do not use sealer on coated gaskets • Look up torque specs & sequence Engine assembly Attaching heads to blocks • Threads lubricated with oil or sealer • Torque in sequence in 3 steps • TTY bolts may need to be replaced Engine assembly Rocker arms • Check for correct offset of rocker arms • Check rocker shafts for correct direction Engine assembly Valve adjustment • Non-hydraulic valve trains Piston at TDC, compression Adjust valves that are closed & rotate engine • Adjustable hydraulic valve trains Zero lash plus pre-load Collapse lifter and set clearance • Non-adjustable hydraulic valve trains Torque to specs Engine assembly Pre-oiling • Push rod engine Install lifters Rotate oil pump with speed handle • Crank driven oil pumps Pre-lubricator used to pre-oil engines • Assemble oil pump with grease for priming • Crank engine with no spark plugs, fuel, or ignition Engine assembly Run-in stand • Oil pressure & circulation • Compression • Noises • Gaskets & seals • Lifter rotation