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Thread: oil squirter info.

  1. #1
    Join Date
    Jul 2003
    Location
    Rochester NY
    Posts
    212

    Default oil squirter info.

    anyone ever read this before?

    Read This,

    THE best info i have found on oil squirters.


    From AERA

    Caution On Piston Cooling Oil Jets For
    1990-98 Chrysler/Mitsubishi 2.0L 4G63 Engines

    The AERA Technical Committee offers the following caution on piston cooling oil jets for 1990-98 Chrysler/Mitsubishi 2.0L 4G63 engines. These jets must be removed, cleaned (or renewed) and re-installed anytime the cylinder block is disassembled for reuse. There are two different jets used depending on the year of engine manufacture.

    These engines use an oil jet to cool piston temperatures to prevent piston over heating. The oil jets use pressurized engine oil to spray the underside of each piston to reduce and stabilize the piston crown temperature. These oil jets are located in four of the main webs and share oil with the main bearing. The second design oil jets are very small and often over-looked as they're somewhat hidden (See Figure 1). Those engines were manufactured beginning in 1995 and use a pressed in jet. Older built 1989-94 engines use a bolt in" assembly as shown in Figure 4.

    To remove the second design oil jet, obtain the proper size drift or punch and use a small hammer to tap the oil jet out of the block. Drive the jet down and out from the top of the block or the deck surface side being careful not to damage the cylinder walls during this process. (See Figure 2) Never reuse this style oil jet. Installation of the new style oil jet, Part #MD1 09259, can be accomplished by obtaining a drift or pin punch with a .150-.200" (3.81-508 MM) diameter. Then, use a small hammer and tap the oil jet in from the crank main journal side until the oil jet bottoms out (See Figure 3).

    To install the original first style bolt in" jet, Part #MD329806, assure it is clean and place it in the cleaned block and torque the mounting bolt to 22-25 ft/lbs.




    Year 95-99

    reported blocks that were brought into their shop that have suffered a thrust failure before and right after rebuild. Some rebuilds were also previously cleaned using a thermal cleaning process. It has been suggested that possibly the small spring had become annealed in the cleaning process or grit was in the oil jet holding it open which reduces the amount of oil available for the thrust bearing face.


    The AERA Technical Committee


    more here:
    it is a 2.0, but read this all. they actually test the squirtrs to see the pressure it takes to open them. they state that the factory spec is around 25 psi they will open, but when tested some actually opened early like 14 psi or less, and that was causeing a loss of pressure on the crank and rod bearings on a 2nd gen 2.0 engines, ( CRANK WALK ISSUES)

    http://www.magnusmotorsports.com/crankwalktheory.htm
    1987 Conquest TSI

  2. #2
    Join Date
    Jul 2003
    Location
    Boulder, CO
    Posts
    1,000

    Default

    Could this be why the 7bolt 1Gs from 93-94 don't suffer from crank walk as much as 2Gs because of the older style oil squirters? That is some cool stuff.
    '90 AWD TSI: 3"TBE, FMIC, 7cm ported 2G exh. mani, TO4B 50trim, 550's, 255lph, -6AN from filter-rail and rail-AFPR by Aeromotive, AFC, 2G MAS and 3" intake, Pocketlogger. Sold
    '92 AWD TSI: 6Bolt/4bolt (March), 2G MAS, Home made 3"=2.25" intake pipe. Ported O2 and amazingly uncracked 1G mani to 7cm, no cat, straight 2.5" in place of muffler. XTD 2200lb PP and 6pck sprung disk, Walboro 190, 550's, pocketlogger, ebay MBC, SAFC, MHI EIII16G.

  3. #3
    Join Date
    Aug 2003
    Posts
    208

    Default

    All I know is that I have never heard of anyone that has a thrust failure on a 7-bolt after taking out their oil squirters. Most DSM racing shops will take out the oil squirters on 6-bolts as well. If you're that worried about piston heat get them coated.

  4. #4
    Join Date
    Jul 2003
    Location
    Rochester NY
    Posts
    212

    Default

    just trying to stay on top of this subject thats all,

    i guess the reason possibly is that they get stuck open and the secnd gens are getting oil from the rod and main bearing oil galley after the rod and mains . the first gen gets its oil right after the oil pump before the rod and main passage.

    if one ( oil squirter )sticks open or becomes weak it will open at too low of a oil pressure causing the crank to hit the bearings and possibly being the cause of crank walk.

    all though i could be wrong. :roll: :? :?: :?: :?:
    1987 Conquest TSI

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