Jeep Cherokee (XJ): Fitting connecting rod bearings. Fitting crankshaft main bearings. Form-in-place gaskets

Fitting connecting rod bearings

INSPECTION

BEARINGS

Inspect the connecting rod bearings for scoring and bent alignment tabs (Fig. 29) (Fig. 30). Check the bearings for normal wear patterns, scoring, grooving, fatigue and pitting (Fig. 31). Replace any bearing that shows abnormal wear.

Inspect the connecting rod journals for signs of scoring, nicks and burrs.

CONNECTING RODS

Misaligned or bent connecting rods can cause abnormal wear on pistons, piston rings, cylinder walls, connecting rod bearings and crankshaft connecting rod journals. If wear patterns or damage to any of these components indicate the probability of a misaligned connecting rod, inspect it for correct rod

Fitting crankshaft main bearings

INSPECTION

BEARINGS

Inspect the connecting rod bearings for scoring and bent alignment tabs (Fig. 29) (Fig. 30). Check the bearings for normal wear patterns, scoring, grooving, fatigue and pitting (Fig. 31). Replace any bearing that shows abnormal wear.

Inspect the connecting rod journals for signs of scoring, nicks and burrs.

CONNECTING RODS

Misaligned or bent connecting rods can cause abnormal wear on pistons, piston rings, cylinder walls, connecting rod bearings and crankshaft connecting rod journals. If wear patterns or damage to any of these components indicate the probability of a misaligned connecting rod, inspect it for correct rod alignment. Replace misaligned, bent or twisted connecting rods.

Fig. 29 Connecting Rod Bearing Inspection

1 - UPPER BEARING HALF
2 - MATING EDGES
3 - GROOVES CAUSED BY ROD BOLTS SCRATCHING JOURNAL DURING INSTALLATION
4 - WEAR PATTERN - ALWAYS GREATER ON UPPER BEARING
5 - LOWER BEARING HALF

Fig. 30 Locking Tab Inspection

1 - ABNORMAL CONTACT AREA CAUSED BY LOCKING TABS NOT FULLY SEATED OR BEING BENT

Fig. 31 Scoring Caused by Insufficient Lubrication or by Damaged Crankshaft Pin Journal

BEARING-TO-JOURNAL CLEARANCE

(1) Wipe the oil from the connecting rod journal.

(2) Use short rubber hose sections over rod bolts during installation.

(3) Lubricate the upper bearing insert and install in connecting rod.

(4) Use piston ring compressor to install the rod and piston assemblies. The oil squirt holes in the rods must face the camshaft. The arrow on the piston crown should point to the front of the engine (Fig.

32). Verify that the oil squirt holes in the rods face the camshaft and that the arrows on the pistons face the front of the engine.

Fig. 32 Rod and Piston Assembly Installation

(5) Install the lower bearing insert in the bearing cap. The lower insert must be dry. Place strip of Plastigage across full width of the lower insert at the center of bearing cap. Plastigage must not crumble in use. If brittle, obtain fresh stock.

(6) Install bearing cap and connecting rod on the journal and tighten nuts to 45 N·m (33 ft. lbs.) torque. DO NOT rotate crankshaft. Plastigage will smear, resulting in inaccurate indication.

(7) Remove the bearing cap and determine amount of bearing-to- journal clearance by measuring the width of compressed Plastigage (Fig. 33). Refer to Engine Specifications for the proper clearance. Plastigage should indicate the same clearance across the entire width of the insert. If the clearance varies, it may be caused by either a tapered journal, bent connecting rod or foreign material trapped between the insert and cap or rod.

(8) If the correct clearance is indicated, replacement of the bearing inserts is not necessary. Remove the Plastigage from crankshaft journal and bearing insert. Proceed with installation.

Fig. 33 Measuring Bearing Clearance with Plastigage

1 - PLASTIGAGE SCALE
2 - COMPRESSED PLASTIGAGE

(9) If bearing-to-journal clearance exceeds the specification, install a pair of 0.0254 mm (0.001 inch) undersize bearing inserts. All the odd size inserts must be on the bottom. The sizes of the service replacement bearing inserts are stamped on the backs of the inserts. Measure the clearance as described in the previous steps.

(10) The clearance is measured with a pair of 0.0254 mm (0.001 inch) undersize bearing inserts installed. This will determine if two 0.0254 mm (0.001 inch) undersize inserts or another combination is needed to provide the correct clearance (refer to Connecting Rod Bearing Fitting Chart).

CONNECTING ROD BEARING FITTING CHART

(11) FOR EXAMPLE: If the initial clearance was 0.0762 mm (0.003 inch), 0.025 mm (0.001 inch) undersize inserts would reduce the clearance by 0.025 mm (0.001 inch). The clearance would be 0.002 inch and within specification. A 0.051 mm (0.002 inch) undersize insert would reduce the initial clearance an additional 0.013 mm (0.0005 inch). The clearance would then be 0.038 mm (0.0015 inch).

(12) Repeat the Plastigage measurement to verify your bearing selection prior to final assembly.

(13) Once you have selected the proper insert, install the insert and cap. Tighten the connecting rod bolts to 45 N·m (33 ft. lbs.) torque.

SIDE CLEARANCE MEASUREMENT

Slide snug-fitting feeler gauge between the connecting rod and crankshaft journal flange (Fig. 34).

Refer to Engine Specifications for the proper clearance.

Replace the connecting rod if the side clearance is not within specification.

Fig. 34 Checking Connecting Rod Side Clearance- Typical

FITTING CRANKSHAFT MAIN BEARINGS

INSPECTION

Wipe the inserts clean and inspect for abnormal wear patterns and for metal or other foreign material imbedded in the lining. Normal main bearing insert wear patterns are illustrated (Fig. 35). In general the lower bearing half will have a heaver wear pattern.

Fig. 35 Main Bearing Wear Patterns

1 - UPPER INSERT
2 - NO WEAR IN THIS AREA
3 - LOW AREA IN BEARING LINING
4 - LOWER INSERT

NOTE: If any of the crankshaft journals are scored, remove the engine for crankshaft repair.

Inspect the back of the inserts for fractures, scrapings or irregular wear patterns.

Inspect the upper insert locking tabs for damage.

Replace all damaged or worn bearing inserts.

FITTING BEARINGS (CRANKSHAFT INSTALLED)

The main bearing caps, numbered (front to rear) from 1 through 7 have an arrow to indicate the forward position. The upper main bearing inserts are grooved to provide oil channels while the lower inserts are smooth.

Each bearing insert pair is selectively fitted to its respective journal to obtain the specified operating clearance. In production, the select fit is obtained by using various-sized color-coded bearing insert pairs as listed in the Main Bearing Fitting Chart. The bearing color code appears on the edge of the insert.

The size is not stamped on bearing inserts used for engine production.

The main bearing journal size (diameter) is identified by a color-coded paint mark (Fig. 36) on the adjacent cheek or counterweight towards the rear of the crankshaft (flange end). The rear main journal, is identified by a color-coded paint mark on the crankshaft rear flange.

When required, upper and lower bearing inserts of different sizes may be used as a pair. A standard size insert is sometimes used in combination with a 0.025 mm (0.001 inch) undersize insert to reduce the clearance by 0.013 mm (0.0005 inch). Never use a pair of bearing inserts with greater than a 0.025 mm (0.001 inch) difference in size. Refer to the Bearing Insert Pair Chart.

NOTE: When replacing inserts, the odd size inserts must be either all on the top (in cylinder block) or all on the bottom (in main bearing cap).

Once the bearings have been properly fitted, proceed to Crankshaft Main Bearing-Installation.

BEARING-TO-JOURNAL CLEARANCE (CRANKSHAFT INSTALLED)

When using Plastigage, check only one bearing clearance at a time.

Install the grooved main bearings into the cylinder block and the non-grooved bearings into the bearing caps.

Install the crankshaft into the upper bearings dry.

Place a strip of Plastigage across full width of the crankshaft journal to be checked.

Install the bearing cap and tighten the bolts to 108 N·m (80 ft. lbs.) torque.

NOTE: DO NOT rotate the crankshaft. This will cause the Plastigage to shift, resulting in an inaccurate reading. Plastigage must not be permitted to crumble. If brittle, obtain fresh stock.

Remove the bearing cap. Determine the amount of clearance by measuring the width of the compressed Plastigage with the scale on the Plastigage envelope (Fig. 37). Refer to Engine Specifications for the proper clearance.

Fig. 36 Crankshaft Journal Size Paint I. D. Location

1 - NO. 7 MAIN JOURNAL SIZE PAINT MARK
2 - NO. 6 CONNECTING ROD JOURNAL SIZE PAINT MARK
3 - NO. 1 CONNECTING ROD JOURNAL SIZE PAINT MARK
4 - NO. 1 MAIN JOURNAL SIZE PAINT MARK

BEARING INSERT PAIRS CHART

Fig. 37 Measuring Bearing Clearance with Plastigage

1 - PLASTIGAGE SCALE
2 - COMPRESSED PLASTIGAGE

Plastigage should indicate the same clearance across the entire width of the insert. If clearance varies, it may indicate a tapered journal or foreign material trapped behind the insert.

If the specified clearance is indicated and there are no abnormal wear patterns, replacement of the bearing inserts is not necessary. Remove the Plastigage from the crankshaft journal and bearing insert. Proceed to Crankshaft Main Bearing-Installation.

If the clearance exceeds specification, install a pair of 0.025 mm (0.001 inch) undersize bearing inserts and measure the clearance as described in the previous steps.

The clearance indicate with the 0.025 mm (0.001 inch) undersize insert pair installed will determine if this insert size or some other combination will provide the specified clearance. FOR EXAMPLE: If the clearance was 0.0762 mm (0.003 inch) originally, a pair of 0.0254 mm (0.001 inch) undersize inserts would reduce the clearance by 0.0254 mm (0.001 inch). The clearance would then be 0.0508 mm (0.002 inch) and within the specification. A 0.051 mm (0.002 inch) undersize bearing insert and a 0.0254 mm (0.001 inch) undersize insert would reduce the original clearance an additional 0.0127 mm (0.0005 inch).

The clearance would then be 0.0381 mm (0.0015 inch).

CAUTION: Never use a pair of inserts that differ more than one bearing size as a pair.

FOR EXAMPLE: DO NOT use a standard size upper insert and a 0.051 mm (0.002 inch) undersize lower insert.

If the clearance exceeds specification using a pair of 0.051 mm (0.002 inch) undersize bearing inserts, measure crankshaft journal diameter with a micrometer. If the journal diameter is correct, the crankshaft bore in the cylinder block may be misaligned, which requires cylinder block replacement or machining to true bore.

Replace the crankshaft or grind to accept the appropriate undersize bearing inserts if:

•  Journal diameters 1 through 6 are less than 63.4517 mm (2.4981 inches)
•  Journal 7 diameter is less than 63.4365 mm (2.4975 inches).

Once the proper clearances have been obtained, proceed to Crankshaft Main Bearing-Installation.

MAIN BEARING JOURNAL DIAMETER (CRANKSHAFT REMOVED)

Remove the crankshaft from the cylinder block (refer to Cylinder Block - Disassemble).

Clean the oil off the main bearing journal.

Determine the maximum diameter of the journal with a micrometer. Measure at two locations 90 apart at each end of the journal.

The maximum allowable taper and out of round is 0.013 mm (0.0005 inch). Compare the measured diameter with the journal diameter specification (Main Bearing Fitting Chart). Select inserts required to obtain the specified bearing-to-journal clearance.

Install the crankshaft into the cylinder block (refer to Cylinder Block - Assemble and Crankshaft Main Bearings - Installation).

MAIN BEARING FITTING CHART

Form-in-place gaskets

There are several places where form-in-place gaskets are used on the engine. DO NOT use form-inplace gasket material unless specified. Care must be taken when applying form-in-place gaskets.

Bead size, continuity and location are of great importance.

Too thin a bead can result in leakage while too much can result in spill-over. A continuous bead of the proper width is essential to obtain a leak-free joint.

Two types of form-in-place gasket materials are used in the engine area (Mopar Silicone Rubber Adhesive Sealant and Mopar Gasket Maker). Each have different properties and cannot be used interchangeably.

MOPAR SILICONE RUBBER ADHESIVE SEALANT

Mopar Silicone Rubber Adhesive Sealant, normally black in color, is available in 3 ounce tubes. Moisture in the air causes the sealant material to cure. This material is normally used on flexible metal flanges.

It has a shelf life of a year and will not properly cure if over aged. Always inspect the package for the expiration date before use.

MOPAR GASKET MAKER

Mopar Gasket Maker, normally red in color, is available in 6 cc tubes. This anaerobic type gasket material cures in the absence of air when squeezed between smooth machined metallic surfaces. It will not cure if left in the uncovered tube. DO NOT use on flexible metal flanges.

SURFACE PREPARATION

Parts assembled with form-in-place gaskets may be disassembled without unusual effort. In some instances, it may be necessary to lightly tap the part with a mallet or other suitable tool to break the seal between the mating surfaces. A flat gasket scraper may also be lightly tapped into the joint but care must be taken not to damage the mating surfaces.

Scrape or wire brush all gasket surfaces to remove all loose material. Inspect stamped parts to ensure gasket rails are flat. Flatten rails with a hammer on a flat plate, if required. Gasket surfaces must be free of oil and dirt. Make sure the old gasket material is removed from blind attaching holes.

GASKET APPLICATION

Assembling parts using a form-in-place gasket requires care.

Mopar Silicone Rubber Adhesive Sealant should be applied in a continuous bead approximately 3 mm (0.12 inch) in diameter. All mounting holes must be circled. For corner sealing, a 3 or 6 mm (1/8 or 1/4 inch) drop is placed in the center of the gasket contact area. Uncured sealant may be removed with a shop towel. Components should be torqued in place while the sealant is still wet to the touch (within 10 minutes). The use of a locating dowel is recommended during assembly to prevent smearing the material off location.

Mopar Gasket Maker should be applied sparingly to one gasket surface. The sealant diameter should be 1.00 mm (0.04 inch) or less. Be certain the material surrounds each mounting hole. Excess material can easily be wiped off. Components should be torqued in place within 15 minutes. The use of a locating dowel is recommended during assembly to prevent smearing the material off location.