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Enhance engine performance and increase durability at higher horsepower output, Detroit Diesel 11.1L and 12.7L premium engines (60-series, 1998-2002 models)
Engine Builders: To enhance engine performance and increase durability at higher horsepower output, Detroit Diesel 11.1L and 12.7L premium engines (60-series, 1998-2002 models) use a unique forged steel piston and connecting rod assembly.
The premium engines can be identified with the letters "PK" in the fifth and sixth position (example: 6067PK28) of the model designation.
AERA members have reported revisions to engine block castings which include a drilled oil passage at the base of each cylinder bore. These oil passages intersect the main oil gallery and feed oil to bolt-on spray nozzles (p/n 23521375) that are required when these pistons are used (right). Use of the new steel piston and connecting rod assembly and related components in blocks without cooling nozzles will result in inadequate piston cooling and severe engine damage.
When revised blocks are used in non-premium applications with cast-iron pistons, the oil passages must be closed with bolt-on steel cover plates (p/n 23522437). Nozzles and cover plates are fastened with cap screws (p/n 23506222). Revised engine blocks were introduced March 2, 1998 with engine serial number 6R408505. Failure to close the drilled passages of blocks used for non-premium engine applications will result in drastically reduced main gallery oil pressure and produce severe engine damage.
Failure to orient the connecting rod properly during piston installation may result in the bearing end of the rod striking the nozzle, causing damage to the nozzle or loosening it from the block. A damaged or bent nozzle may not cool the piston properly. A loosened nozzle may cause a lack of main gallery oil pressure. In either case, piston overheating or inadequate lubrication may result in severe engine damage.
Before installing the piston, installer should orient the connecting rod so the bearing end is offset approximately 10-15 degrees and not perpendicular to the crankshaft as is normally the case (above). This will ensure that the rod end does not strike the nozzle when the piston is forced down.
Once the rod end is past the nozzle, turn the rod so the bearing saddle is perpendicular to the crankshaft journal. With the rod seated on the journal, install the connecting rod bearing cap and complete the installation of the piston.
Engine Builders: Drivers may be very concerned about rough running 1998-’99 Ford 4.6L and 5.4L VIN W, 6 and L engines. Affected engines will eventually trip the malfunction indicator lamp and alarm the owner.
It has been reported that engines built through 11/26/97 allow the roller followers to dislodge during operation when ambient temperatures are below 0 degrees F (-13 degrees C). If this occurs, damage may result to valvetrain components including the camshaft and cylinder head casting. To determine if these conditions are setting the MIL code, use the following procedure.
- Check cylinder compression to locate affected cylinders.
- Remove cam cover from affected side(s) of the engine and inspect for casting and valve damage, then compare all followers, matching them against the profiles of the images at right.
- Do a leak down test on the cylinders that had low compression to determine if valves are sealing the affected cylinders.
- If leak down indicates no apparent damage, replace all old-style followers with revised followers (p/n F8AZ-6564 AA).
- Recheck compression of all cylinders to verify proper valve train operation.
- If compression is acceptable, reinstall cam covers and any other components that were removed.
- Start engine, check for leaks and reset MIL lamp.
To reduce the likelihood of this happening again, Ford recommends a retaining clip (p/n YL3Z-6A539-AA) be attached to the service only hydraulic lash compensator (p/n YL3Z-6500-AA). It is important to note the retaining clip shown below left is not designed for use with original lash adjusters. Once the clip is snapped into place on the adjuster, it should not be removed unless it is replaced with a new one. Removal of this clip is best accomplished with tin snips or side cutters.
Engine Builders: The AERA Technical Committee offers the following information regarding turbocharger failures on 1998-’99 Volkswagen 1.8L VIN AEB engines. Failure may occur on vehicles that lack scheduled oil maintenance and/or experience high engine operating temperatures.
Engines that are subjected to either of these conditions may exhibit supply oil line coking, which can restrict or stop oil flow to the turbocharger, eventually damaging the turbocharger.
To reduce the possibility of this failure, vehicles manufactured beginning with VIN number XE000100 have a heat shield installed (p/n 058129585B). This heat shield and new oil lines (p/n05845778) should be installed when replacing or repairing failed turbos on engines built before the above VIN number.