Dodge Ram Truck 1500-2500-3500. Manual — part 1325

SEALS-VALVE GUIDE

DESCRIPTION

The valve stem seals are made of rubber and incorporate an integral steel valve spring seat. The integral garter
spring maintains consistent lubrication control to the valve stems.

ENGINE BLOCK

DESCRIPTION

The cylinder block is made of cast iron. The block is a closed deck design with the left bank forward. To provide
high rigidity and improved NVH an enhanced compacted graphite bedplate is bolted to the block. The block design
allows coolant flow between the cylinders bores, and an internal coolant bypass to a single poppet inlet thermostat
is included in the cast aluminum front cover.

STANDARD PROCEDURE - CYLINDER BORE HONING

Before honing, stuff plenty of clean shop towels under
the bores and over the crankshaft to keep abrasive
materials from entering the crankshaft area.

1. Used carefully, the Cylinder Bore Sizing Hone

C-823, equipped with 220 grit stones, is the best
tool for this job. In addition to deglazing, it will
reduce taper and out-of-round, as well as removing
light scuffing, scoring and scratches. Usually, a few
strokes will clean up a bore and maintain the
required limits.

CAUTION: DO NOT use rigid type hones to remove
cylinder wall glaze.

2. Deglazing of the cylinder walls may be done if the

cylinder bore is straight and round. Use a cylinder
surfacing hone, Honing Tool C-3501, equipped with
280

grit

stones

(C-3501-3810).

about

20-60

strokes, depending on the bore condition, will be
sufficient to provide a satisfactory surface. Using
honing oil C-3501-3880, or a light honing oil, avail-
able from major oil distributors.

CAUTION: DO NOT use engine or transmission oil, mineral spirits, or kerosene.

3. Honing should be done by moving the hone up and down fast enough to get a crosshatch pattern (1). The hone

marks should INTERSECT at 50° to 60° for proper seating of rings (2).

4. A controlled hone motor speed between 200 and 300 RPM is necessary to obtain the proper crosshatch angle.

The number of up and down strokes per minute can be regulated to get the desired 50° to 60° angle. Faster up
and down strokes increase the crosshatch angle.

5. After honing, it is necessary that the block be cleaned to remove all traces of abrasive. Use a brush to wash

parts with a solution of hot water and detergent. Dry parts thoroughly. Use a clean, white, lint-free cloth to check
that the bore is clean. Oil the bores after cleaning to prevent rusting.

CLEANING

Thoroughly clean the oil pan and engine block gasket surfaces.

Use compressed air to clean out:

•

The galley at the oil filter adaptor hole.

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•

The front and rear oil galley holes.

•

The feed holes for the crankshaft main bearings.

Once the block has been completely cleaned, apply Loctite PST pipe sealant with Teflon 592 to the threads of the
front and rear oil galley plugs. Tighten the 1/4 inch NPT plugs to 20 N·m (177 in. lbs.) torque. Tighten the 3/8 inch
NPT plugs to 27 N·m (240 in. lbs.) torque.

INSPECTION

1. It is mandatory to use a dial bore gauge to mea-

sure each cylinder bore diameter. To correctly
select the proper size piston, a cylinder bore
gauge, capable of reading in 0.003 mm (.0001 in.)
INCREMENTS is required. If a bore gauge is not
available, do not use an inside micrometer.

2. Measure the inside diameter of the cylinder bore at

three levels below top of bore. Start perpendicular
(across or at 90 degrees) to the axis of the crank-
shaft and then take two additional reading.

3. Measure the cylinder bore diameter crosswise to

the cylinder block near the top of the bore. Repeat
the measurement near the middle of the bore, then
repeat the measurement near the bottom of the
bore.

4. Determine taper by subtracting the smaller diame-

ter from the larger diameter.

5. Rotate measuring device 90° and repeat steps

above.

6. Determine out-of-roundness by comparing the dif-

ference between each measurement.

7. If cylinder bore taper does not exceed 0.025 mm (0.001 inch) and out-of-roundness does not exceed 0.025 mm

(0.001 inch), the cylinder bore can be honed. If the cylinder bore taper or out- of-round condition exceeds these
maximum limits, the cylinder block must be replaced. A slight amount of taper always exists in the cylinder bore
after the engine has been in use for a period of time.

BEARINGS - CONNECTING ROD

STANDARD PROCEDURE - CONNECTING ROD BEARING FITTING

Inspect the connecting rod bearings for scoring. Check
the bearings for normal wear patterns, scoring, groov-
ing, fatigue and pitting. Replace any bearing that
shows abnormal wear.

Inspect the connecting rod journals for signs of scor-
ing, nicks and burrs.

Misaligned or bent connecting rods can cause abnor-
mal wear on pistons, piston rings, cylinder walls, con-
necting 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.

1. Wipe the oil from the connecting rod journal.

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2. Lubricate the upper bearing insert (2) and install in

connecting rod (1). Center bearing insert (2) in
connecting rod.

3. Use piston ring compressor (3) and Guide Pins

Special Tool 8507 (4) to install the rod and piston
assemblies. The oil slinger slots in the rods must
face front of the engine. The “F”’s near the piston
wrist pin bore should point to the front of the
engine.

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4. Install the lower bearing insert in the bearing cap

Center bearing insert (2) in connecting rod (1)..
The lower insert must be dry. Place strip of Plasti-
gage across full width of the lower insert at the
center of bearing cap. Plastigage must not crumble
in use. If brittle, obtain fresh stock.

5. Install bearing cap and connecting rod on the jour-

nal and tighten bolts to 27 N·m (20 ft. lbs.) plus a
90° turn. DO NOT rotate crankshaft. Plastigage will
smear, resulting in inaccurate indication.

6. Remove the bearing cap and determine amount of

bearing-to-journal

clearance

by

measuring

the

width of compressed Plastigage (2). 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.

7. If the correct clearance is indicated, replacement of

the bearing inserts is not necessary. Remove the
Plastigage (2) from crankshaft journal and bearing
insert. Proceed with installation.

Bearing Mark

SIZE

USED WITH

JOURNAL SIZE

.025 US

.025 mm

50.983-50.967 mm

(.001 in.)

(2.0073-2.0066 in.)

Std.

STANDARD

50.992-51.008 mm

(2.0076-2.0082 in.)

.250 US

.250 mm

50.758-50.742 mm

(.010 in.)

(1.9984-1.9978 in.)

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