The AERA Technical Committee offers the following information regarding crankshaft pulley replacement for 2001-2005 Mazda 2.0L and 2.3L engines. The crankshaft pulley is not keyed to the crankshaft on these engines.
If the crankshaft pulley bolt is loosened, the pulley may move its position on the crankshaft. The engine must be re-timed whenever the crankshaft pulley bolt is loosened, removed or replaced. Several service tools are required to correctly re-time all the components.
Follow the procedure listed below to time the cams and crankshaft and tighten the new crankshaft bolt (p/n LF0111406).
Install the camshaft alignment plate (p/n 303-465) to the camshaft as shown in Figure 1.
Install the M6 x 1.0 bolt by hand as shown.
Rotate the crankshaft clockwise until the crankshaft is in the No.1 cylinder TDC position (until the crankshaft balance weight is contacting the crankshaft alignment pin (p/n 303-507).
Hold the crankshaft pulley using the service tools.
Tighten the crankshaft pulley lock bolt in the order shown following two steps using the service tool (p/n 49 D032 31 6).
Remove the service tool from the cylinder block lower blind plug.
Rotate the crankshaft two times clockwise until the crankshaft is in the TDC position, reinstall the service tools to the camshaft and cylinder block, and inspect the valve timing.
If not aligned, loosen the crankshaft pulley lock bolt and repeat from Step 1.
I’ve had difficulty selecting the correct head gasket for Deutz engines. Any help?
The AERA Technical Committee offers the following information regarding cylinder head gasket selection for Deutz 1011 engines. These in-line engines are supplied in multiple cylinder configurations under various engine models.
Chart 1
Piston Protrusion
Notch Marking on Gasket
Thickness of Gasket
.023-.027″ (.590-.690 mm)
1
.058″ (1.48 mm)
.027-.030″ (.691-.760 mm)
2
.061″ (1.55 mm)
.030-.033″ (.761-.830 mm)
3
.063″ (1.60 mm)
Piston A
Piston B
Piston C
Compression
2.1720″
2.1760″
2.1800″
Height
(55.17 mm)
(55.27 mm)
(55.37 mm)
A notch(s) cut out of the gasket’s outer edge identifies the cylinder head gaskets. There are three different gaskets available and the correct selection is based upon the present piston protrusion of that engine as shown in Chart 1.
There is a third consideration that allows additional component reuse on these engines; there are three standard piston compression heights available. Those pistons are identified by A, B & C markings. Refer to the bottom of Chart 1 (above) if piston selection is desired.
It is crucial to determine the correct components to use while assembling these engines as piston to valve contact is probable if incorrect combinations are used.
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Happy New Year everyone! I trust you all enjoyed the holiday season and are hitting the gas full throttle now that we’re in a new year and January is already flying by. Personally, I’m not generally big on making resolutions – at least not ones that require tons of effort or ones I know I
Greg Jones is Content Director and Editor of Engine Builder Magazine.
Published:
Happy New Year everyone! I trust you all enjoyed the holiday season and are hitting the gas full throttle now that we’re in a new year and January is already flying by. Personally, I’m not generally big on making resolutions – at least not ones that require tons of effort or ones I know I won’t achieve – so what follows might be hypocritical of me.
Every now and then, one of my local radio stations in the Cleveland area invites people to call in who recently got ghosted after a first date. For those who need the definition of ghosting, it’s when someone cuts off all communication without explanation. The radio station tricks the ghostee into telling their side of
Well folks, it’s late September and summer has officially come to a close. If you’re like me, you’ll miss those warm weather days and longer hours of daylight, but it’s been a great few months of race events, car shows, seeing customers, visiting shops, and of course, creating tons of content. In fact, one of
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