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.
Notch Marking on Gasket
Thickness of Gasket
.023-.027″ (.590-.690 mm)
.058″ (1.48 mm)
.027-.030″ (.691-.760 mm)
.061″ (1.55 mm)
.030-.033″ (.761-.830 mm)
.063″ (1.60 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.
For information on receiving AERA’s technical bulletins and other association services and benefits, call toll free 888-326-2372.
Having had the distinct opportunity to view this industry from my chair as editor of Engine Builder has certainly opened my eyes to a lot of great things this industry has going for it. However, my favorite thing about it – hands down – is the passion. Whether it’s passion for covering the industry (as
Having had the distinct opportunity to view this industry from my chair as editor of Engine Builder has certainly opened my eyes to a lot of great things this industry has going for it. However, my favorite thing about it – hands down – is the passion.
Whether it’s passion for covering the industry (as we do), or passion for manufacturing components (as so many of our partners do), or passion for creating horsepower and engines (as all of our readers do) – there’s certainly no lack of passion here. That all said, where I’ve seen the most passion for what our industry is all about is on the track. That’s where the proverbial rubber meets the road, and where the manufacturing, the engines, the cars, and the people all come together to earn a longed-for result.
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