Different engine-to-transmission dowels on Chrysler SOHC V6 engines? - Engine Builder Magazine

Different engine-to-transmission dowels on Chrysler SOHC V6 engines?

Are there different engine-to-transmission dowels on Chrysler SOHC V6 engines?

The AERA Technical Committee offers the following information regarding engine-to-transmission dowels on 1998 and 1999 Chrysler 3.2L and 3.5L SOHC V6 engines. A change was made in March of 1998 to the engine-to-transmission locating dowel length and block counter bore.

The new dowel (p/n 06505643AA) is .6497″ (16.500 mm) long; the old dowel (p/n 05240849) was .4922″ (12.500 mm) long. Correspondingly, the block counterbore depth is increased by .1577″ (4.000mm).

The new dowel length and block counterbore depth cannot be mixed during service. The new and old dowels must protrude from the face of the block by .250″ (6.350 mm) or they will not assemble into the transmission.

I’ve had complaints of valvetrain “ticking” on 3.2L Hondas. Any idea on repairs?

The AERA Technical Committee offers the following information regarding the repair of noisy hydraulic lash adjusters (HLA) on 1994-’97 Honda 3.2L SOHC engines (Figure 1).


Drain engine oil and replace the oil filter, then refill the crankcase with 0W-30 Mobil 1 synthetic engine oil. This oil allows the air to bleed out of the hydraulic lash adjusters quickly and removes the varnish that is preventing the hydraulic lifter piston travel. With the engine warm, run it at 2,000 rpm for 30 minutes. If the ticking noise goes away you are done. If the ticking noise persists allow the engine to idle until the ticking is loud and consistent. Use a stethoscope or long screwdriver to determine where the noise is coming from. Stop the engine.

Note: Each cylinder head has one oil pressure relief valve that controls oil pressure to its rocker arms. If all rocker arms on one cylinder head have clearance and/or the rocker arm pivot shaft is worn, the cylinder head oil pressure relief valve may be stuck open.


Remove cam cover and check each rocker arm for clearance by turning the engine over, placing the rocker on the base circle of the camshaft. Remove ticking rocker arm assembly (s), and visually inspect the wear pattern of the HLA surface that contacts the valve stem tip. (Intake rocker arms, located under the camshafts, require timing belt removal).

Carefully remove and retain the HLA O-ring then, with the HLA piston compressed, spray the piston end with carburetor cleaner to remove any varnish. Continue to spray the HLA until the runoff is clear and the HLA piston compresses and extends freely.

Submerge the HLA in a cup of new cleaning solvent. While depressing the check ball, compress and release the piston several times to pump the solvent through the HLA.

Submerge the HLA in a cup of clean 0W-30 Mobil 1 synthetic engine oil, and pump oil through the HLA in the same manner as cleaning. Finish by allowing the spring inside the HLA to fully extend the piston. This fills the HLA with oil.

Reinstall the HLA O-ring, lube the rocker arm bore, HLA and O-ring then push the HLA back into place.

Note: Do not install HLA dry (no oil) because the valve spring and camshaft will collapse the HLA permanently. Also, if the HLA is pumped all the way up with oil it will hold the valve open resulting in low compression.

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