SERVICE

BULLETIN
Number:
Date:
Model:

SB213042
02/15/06
E-Tech,
ASET

(Also applies to Mack Trucks Australia)

Repair of Cylinder Head Gasket Combustion Leakage

Cylinder head gasket fire ring leakage will result in combustion gasses pressurizing the
cooling system and forcing coolant out of the coolant recovery tank. This service bulletin
outlines the proper procedures for diagnosing and repairing a combustion leak at a fire ring.

Combustion leakage at a fire ring is the least likely cause of

coolant loss from the recovery tank. Always check the most
common causes first, such as coolant leakage from the water
pump or other source, defective water pump seal, faulty or
incorrect pressure cap, EGR cooler internal leakage (ASET
AC engines). Also, check for known cooling system issues and
upgrades that apply to the chassis. For additional information
concerning coolant loss from the coolant recovery tank (pushing
coolant), refer to service bulletin SB232024.
Two indications of a cylinder head gasket/fire ring combustion leak are an engine miss or a
combustion leakage noise which sometimes sounds like a metallic valve ticking noise.
Suspected combustion leakage must be verified as follows:
1. Apply a soap and water solution to the area of the cylinder head-to-engine block joint
between the cylinder heads of a cold engine.
2. Start and run the engine at an idle while observing for the formation of bubbles in the
area where the soap and water solution was applied.
The area between the cylinder heads is the most typical location where combustion leakage
occurs. If a very significant amount of bubbles is noticed, cylinder head gasket/fire ring
leakage is indicated.
As an alternative to the above test, test kits to determine if the coolant is contaminated with
combustion gasses are available from most automotive parts store.

These test kits, however, only indicate whether or not the coolant
is contaminated with combustion gasses. They do not determine
where the contamination has originated (i.e., from a leaking
cylinder head gasket or fire ring, or from a leaking EGR cooler in
cooled EGR engines such as ASET AC engines).

SB213042 Page 1 of 5
SERVICE PUBLICATIONS, ALLENTOWN, PA 18105

MACK TRUCKS, INC. 2006

If it has been determined that cylinder head gasket/fire ring leakage is causing
pressurization of the cooling system and coolant loss from the recovery bottle, proceed as
follows:

Before proceeding with removing the cylinder heads, contact

your local MACK dealer. MACK dealers will contact the Mack
Trucks Reliability Engineering department for authorization and
further recommendations.
1. In preparation for removal of the cylinder heads, remove all the injection nozzle
assemblies to prevent the possibility of damaging the nozzle tips and tops of the
cylinder liners.
2. Remove both cylinder heads, and then clean and closely inspect the cylinder head
combustion deck surfaces. Pay particular attention to the fire ring groove area at the
rear of cylinder No. 3 and the front of cylinder No. 4, and any other location where
combustion leakage was indicated. Inspect for fretting and groove wall erosion as
shown in figure 1. If either is present, the cylinder head must either be replaced or the
combustion deck of the head must be resurfaced. The fire ring grooves must also be
recut. Unless the combustion leakage is in the very early stages, it is likely that this
type of damage has occurred.
1

Figure 1 Enlarged Cutaway Side View of Fire Ring Groove

SB213042 Page 2 of 5

3. Use caution when removing the fire rings from the tops of the cylinder liners. Do not
simply place a screwdriver against the edge of the fire ring and hit it with a hammer.
Doing so can chip the top of the cylinder liner. Use a thin bladed screwdriver or similar
tool and pry under the fire ring until it pops loose.

If there is any damage or erosion to the coining bead, the liner

must be replaced. A chip out of the liner top lip (fire dam) does
not necessitate sleeve replacement. (Refer to figure 2 for an
illustration of the fire dam and the coining bead.)
2

Figure 2 Cylinder Liner Fire Dam and Coining Bead Cross-Section

4. Inspect the cylinder liner coining beads at any area of obvious combustion leakage,
and at the rear of cylinder No. 3 and the front of cylinder No. 4. Closely inspect the
coining beads for signs of rounding or erosion. Rounding and erosion of the coining
bead are usually found only when there has been severe, long-term combustion
leakage. If the upper corners of the coining bead have even the slightest rounding at
any location around the liner, the liner must be replaced.
5. Inspect the cylinder block top deck, paying particular attention to the area in front of
cylinder No. 4. If combustion leakage has resulted in erosion of the cylinder block, the
condition is acceptable as long as the erosion is not within 1/2" (12.7 mm) of a water
port. Normally, if there is any cylinder block erosion, it is found at the front of cylinder
No. 4 (or the rear of cylinder No. 3), well away from any water port. This is acceptable.
If the cylinder block appears to be acceptable, thoroughly clean the top deck and all
cylinder head bolt holes. Any head bolt holes that are rusted, corroded or contaminated
with soot, should be cleaned, and the threads chased with an M16 x 2-6H tap.

SB213042 Page 3 of 5

6. Measure and record existing cylinder liner stand-up height. Measure at four locations
(left, right, front and rear) on each liner. The original installation stand-up height of a
new liner for the various engine models should be as follows:

E-Tech engines 0.023"0.029" (0.5840.737 mm) (refer to the E-Tech

Diesel Engine Service Manual, 5-106)

E-Tech CCRS engines (except 380/410, 427 and 460 models) 0.023"
0.029" (0.5840.737 mm) (refer to the E-Tech Diesel Engine Service Manual,
5-106)

E-Tech CCRS engines (380/410, 427 and 460 models) 0.024"0.029"

(0.6100.737 mm) (refer to the E-Tech Diesel Engine Service Manual, 5-106)

ASET AC engines 0.024"0.029" (0.6100.737 mm) (refer to the ASET

AC Diesel Engines Service Manual, 5-111)

ASET AI/AMI engines 0.023"0.029" (0.5840.737 mm) (refer to the

ASET AI/AMI Diesel Engines Service Manual, 5-110)

Clamping force of the cylinder head and engine operation results in a normal 0.001"
(0.0254 mm) settle-in of the liner. For this reason, do not reshim a liner unless stand-up
height is less than the minimum specification as listed above for the particular engine
model. If it is necessary to reshim, perform the measurement and shim calculations
using a target of the mean specification (0.026"/0.027", [0.660/0.686 mm]).

E-Tech and ASET engines use a mid-flange liner, where the

flange is 4 inches from the top of the liner. With the mid-flange
liners, it is perfectly acceptable to attempt to have liner stand-up
heights within 0.002" (0.051 mm) of each other, but it is not
required. The stand-up height of a cylinder liner above the
cylinder block deck (under the same cylinder head) may vary as
long as all liners are within the stand-up height specification
range.

E-Tech CCRS engine models E7-380/410, E7-427 and E7460, as well as ASET AC engines, use cylinder liner part No.
509GC475, with a stand-up height specification of 0.024"
0.029" (0.6100.737 mm). Cylinder liner part No. 509GC463 can
be used in place of cylinder liner part No. 509GC475 as long as
the specified stand-up height is achieved, either with or without
the use of cylinder sleeve shims.

SB213042 Page 4 of 5

7. For any cylinder liner that must be replaced or removed to increase stand-up height,
inspect the cylinder liner seat surfaces in the cylinder block for pitting caused by
cavitation erosion. If any such damage is seen, all liners must be removed and the liner
seats inspected. For cylinder liner seat repair, instructions for the use of cylinder liner
shims and cylinder liner installation procedures, refer to service bulletin SB211007 or
the applicable engine service manual.
8. Reassemble the remaining engine components. Install new cylinder head gaskets and
fire rings, and then reinstall the cylinder heads. Before installing the head bolts, they
should be thoroughly cleaned. Any corroded bolts should be replaced. Install the head
bolts, strictly following the head bolt lubrication and torquing specifications given in the
applicable engine service manual.
9. Perform an engine run-in. The acceptable methods for running-in an engine are either
running the vehicle on the road or testing on a dynamometer until normal operating
temperature is achieved.
10. After a proper engine run-in, retorque the cylinder head capscrews in sequence by
breaking each capscrew loose, one at a time, and then retightening to 205 lb-ft
(278 Nm).

SB213042 Page 5 of 5