Dodge dakota 2002 Service Manual page 1579

9 - 330 ENGINE 5.9L DIESEL
PISTON & CONNECTING ROD (Continued)
CONNECTING RODS
The connecting rods are a split angle design (Fig.
89). They have a pressed-in-place wrist pin bushing
that is lubricated by piston cooling nozzle oil spray.
There are two different types of connecting rods:
machined and fractured split. The main different
between the two styles is the surface finish on the
connecting rod split face.
Machined connecting rods can be identified by a
machined surface at the connecting rod and cap split
face. Machined connecting
stamped on the rod cap and connecting rod near the
parting line. The number stamped on the connecting
rod must match the number stamped on the rod cap
and be installed on the camshaft or intake side of the
engine.
Fractured split connecting rods are first manufac-
tured as a single piece and then fractured into two
pieces. Fractured split connecting rods can be identi-
fied by a rough and irregular surface at the connect-
ing rod split face. To properly assemble the rod cap to
the connecting rod, the bearing tangs on the connect-
ing rod and cap must be located on the same side of
the rod. The long end of the connecting rod must be
assembled on the intake or camshaft side of the
engine.
Measuring methods and specifications are common
between fractured split and machined connecting
rods.
Both fractures split and machined connecting rods
and caps are machined as an assembly and are not
interchangeable. If a connecting rod or cap is dam-
aged, the entire assembly
Machined and fractured split connecting rods cannot
be used in the same engine.
STANDARD PROCEDURE - HEAD GASKET
SELECTION
(1) Measure piston protrusion for all six pistons.
(2) Calculate the average piston protrusion. Maxi-
mum allowable protrusion is 0.516 mm (0.020 inch).
NOTE: There are two different head gaskets avail-
able. One gasket is for Average piston protrusion
less than 0.30 mm (0.011 inch). The other gasket is
for Average piston protrusion greater than 0.30 mm
(0.011 inch)
REMOVAL
(1) Disconnect the battery cables.
(2) Remove the cylinder head (Refer to 9 -
ENGINE/CYLINDER HEAD - REMOVAL).
(3) Remove the oil pan and suction tube (Refer to 9
- ENGINE/LUBRICATION/OIL PAN - REMOVAL).
(4) Remove bolts and the block stiffener.
rods have numbers
must be replaced.
Fig. 89 Connecting Rod
(5) Using Miller Tool 7471-B crankshaft barring
tool, rotate the crankshaft so all of the pistons are
below TDC.
(6) Before removing the piston(s) from the bore(s):
(a) Remove any carbon ridge formations or
deposits at the top of the bore with a dull scraper
or soft wire brush.
(b) If cylinder bore wear ridges are found, use a
ridge reamer to cut the ridge from the bore. DO
NOT remove more metal than necessary to remove
the ridge.
(7) Remove the J-jet cooling nozzels, if equipped.
NOTE: If cylinders have ridges, the cylinders are
oversize and will more than likely need boring.
(8) Using a hammer and steel stamp, stamp the
cylinder number in the top of each piston. The front
of the piston is identified by a stamping on the top of
the piston. DO NOT stamp in the outside 5 mm (.197
in.) of the piston diameter. DO NOT stamp over the
piston pin.
(9) Mark the connecting rod and cap with the cor-
responding cylinder numbers.
(10) Remove the connecting rod bolts and rod caps.
Use care so the cylinder bores and connecting rods
are not damaged.
DR