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The following technical bulletins were published by AERA.
 OIL STARVATION OF THE CYLINDER HEAD
                                Oil Starvation Of The Cylinder Head On
                                        1986-89 Acura 1.6L Engines

AERA machine shop personnel are reminded to thoroughly clean the vertical oil passage in the cylinder block when rebuilding 1986-89 Acura 1.6L engines.  This engine also uses an oil control jet at the block deck in that vertical oil gallery.  It too must be removed, cleaned and free of obstructions.  Note that the opening of the control valve is only .040 (1.02 mm) in diameter (see illustration).

Anytime the cylinder head is removed from the engine, the oil control jet needs to be removed from the gallery.  Once removed the vertical gallery should be flushed from the lower oil supply gallery.  Pressurized air will work if the engine has been disassembled.  If the engine has not been removed from the vehicle, oil can be forced through the gallery by turning the engine with the starter.  Be sure to install a new gasket under the control jet before positioning the cylinder head gasket and mounting the head.

Failure to reinstall the oil control valve will force too much oil into the cylinder head.  This may render the valve seals ineffective or overwhelm the PCV system, causing excessive oil consumption.  
 
                                                                             The AERA Technical Committee
 TIMING BELT INSTALLATION PROCEDURE ON ACURA B18 SERIES
                                   Timing Belt Installation Procedure On
                                    1994-2001 Acura B18 Series Engines

The AERA Technical Committee offers the following information regarding timing belt installation procedures on 1994-2001 Acura B18 Series engines. Failure to follow these procedures could result in engine damage. 

1)	Position the crankshaft and the camshaft pulleys as shown in Figure 1 before installing the timing belt.
a.	Set the crankshaft so that the No.1 piston is at top dead center (TDC). Align the groove on the teeth side of the timing belt drive pulley to the (arrow mark) pointer on the oil pump. 
b.	Align the TDC marks on intake and exhaust pulleys.
2)	NOTE: To set the camshafts at TDC position for No. 1 piston, align the holes in the camshafts with the holes in No. 1 camshaft holders and insert 5.0 mm pin punches in the holes.

3)	Install the timing belt tightly in the sequence shown in Figure 2.
1.Timing belt drive pulley (crankshaft)
2. Adjusting pulley
3. Water pump pulley
4. Exhaust camshaft pulley
5. Intake camshaft pulley
4)	Loosen and retighten the adjusting bolt to tension the belt. 
5)	Remove the pin punches
6)	Rotate the crankshaft about 4 or 6 turns counterclockwise so that the belt positions on the pulleys. 
7)	Adjust the timing belt tension.
8)	Check the crankshaft pulley and the camshaft pulleys at TDC. They should line up as shown in Figure 3. 
9)	If a camshaft pulley is not positioned at TDC, remove the timing belt and adjust the positioning, then reinstall the timing belt.

                                                                          The AERA Technical Committee
 RESURFACING & HANDLING CYLINDER HEAD CAUTION FOR MLS GASKET
                          Resurfacing & Handling Caution For Engines Using
                                          Multi Layer Steel Head Gaskets

The AERA Technical Committee offers the following information when resurfacing and handling heads for engines that are using Multi Layer Steel (MLS) style head gaskets. This MLS design has been used before in other sealing locations, however it is only recently that they have been used for head gaskets.

To prevent possible engine failures, all company personnel should be trained in the proper handling of these cylinder heads. This should include counter, delivery, disassembly and cleaning personnel plus all machinists in the shop. These heads required a very smooth surface finish in order to seal coolant, oil and combustion. All must be aware of the careful handling required to protect the head gasket surface on these cylinder heads.
 
Many of these cylinder heads have factory produced surface finish in the area of 7-27 Ra. Check with gasket manufactures for the required Ra for the gasket they are supplying. Most are looking for 30 Ra maximum with MLS gaskets.

Listed below are the engines AERA is currently aware of that use a MLS gasket from the factory. Rest assured that there will be more engines to follow. Some engines will be retrofitted with the MLS gasket and require the proper surface finish, such as the Chrysler 2.0L Neon engine. For additional information on the Neon engine, see AERA Technical Bulletin TB 1636.

   Acura  Chrysler   Ford   Harley-Davidson   Honda   Mazda  Mitsubishi  Toyota

   B17A1  C-2.0L      2.0L        Screaming           1.5L         1.5L       3.0L      5EFE-1.5L
      1.7L   B,S,X       3.0L      Eagle Series        D15Z      112/1.8L              2CTLC-2.0L
                  2.4L
    BA1A     2.7L       4.0L                                    D16Z       153/2.5L                7AFE-1.8L
      1.8L      8.0L       4.6L                                   BA-1.8L    JE-3.0L              5VZFE-3.4L
                                 5.4L                                   2.2L B1 
                                 6.8L                                   2.2L B2
                                                                           2.3L H
                                                                           2.3L AL
                                                                           2.5L

                                                                               The AERA Technical Committee
 REVISED TIMING BELT TENSIONER FOR 2002-3 3.2L ACURA ENGINES
                                                 Revised Timing Belt Tensioner
                                             2002-2003 Acura 3.2L SOHC Engines
 
The AERA Technical Committee offers the following information regarding a revised timing belt tensioner for 2002-2003 Acura 3.2L engines. This tensioner is part of a product improvement by Acura. Vehicles with the revised tensioner should be identified by a punched mark above the sixth digit of engine compartment VIN Code as shown in Figure 1 below.

The original design timing belt tensioner is filled with oil to dampen oscillation. Due to a manufacturing situation, the tensioner oil can leak. If enough oil is lost, the timing belt loosens and causes engine noise. The worse case scenario is the belt may lose tension and allow loose of cam timing. Refer to the chart below to determine which vehicles are affected.

The AERA Technical Committee
 SNAPPING NOISE ON 90-91 1.8L ENGINES
                                              Snapping Noise On
                                       1990-91 Acura 1.8L Engines

The AERA Technical Committee has been advised of a snapping noise on
1990-91 Acura 1.8L engines.  The best description for this noise is a sharp snapping sound, similar to the sound of spark plug wire arcing.  The cause for this unusual noise is not obvious, but may be uneven cylinder head torque.

Inappropriate torque may permit the cylinder head to move as the engine reaches operating temperature.  If this noise is detected and o other cause can be found, verify the cylinder head bolt torque with this procedure: 

      1.   Allow the engine to completely cool and remove both camshafts.
      2.   In reverse sequence loosen cylinder head mounting bolts, one bolt at a 
            time, then torque each bolt immediately to 7 ft. lbs.
      3.   After all bolts have been tightened to 7 ft. lbs. in sequence, tighten all 
            bolts to 22 ft. lbs. Finally, advance the head bolt torque to 43 ft. lbs,
            then 61 ft. lbs.
      4.   Reinstall the camshafts and adjust valve clearance to .006 for intake   
            valves and .007 for exhaust valves.

                                                                             The AERA Technical Committee
 INTERFERENCE ENGINES
                                          Interference Engines

The AERA Technical Committee would like to offer the following information on engines that present the possibility of interference between pistons and valves. The interference or contact may bend valve(s) when the timing between the camshaft and crankshaft is interrupted. This is generally the result of a timing belt or chain breaking or slipping.

The following list are engines that AERA is currently aware of that have exhibited interference. There may be other engines that are not listed below that have the possibility of piston to valve contact. If the engine you are working on is not listed, do not assume that it is a freewheeling design. It is suggested to add to this listing as additional information is obtained.

ACURA
1986-89 1.6L Integra
1991-95 1.7L Integra
1990-95 1.8L Integra 
1986-89 2.5L Legend
1992-94 2.5L Vigor
1986-89 2.7L Legend
1990      2.7L Legend
1991-95 3.0L NSX
1991-95 3.2L Legend

AUDI
1970-93 All Except 1970-77 
1.9L & 1970-73 1.8L

BMW
1987-95 2.5L 325I 525I
1994-95 4.0L 740I

CHRYSLER
1993-95 1.5L Colt 
1987-88 1.5L Colt	
1992-95 1.5L Eagle Summit
1987-88 1.6L Colt	
1989-92 1.6L Eagle Summit
1994-98 2.0L Neon Stratus
1990-95 2.0L Eagle Talon

DAIHATSU
1988-92 1.0L Charade
1988-92 1.3L Charade
1990-92 1.6L Rocky

FIAT
1974-79 1.3L 128 Series
1979-82 1.5L Stranda
1974-78 1.6L 124 Series
1974-78 1.8L 124 Series
1974-78 1.8L 131 Series, Brava
1979-82 2.0L Brava, Spider 

FORD
1981-85 1.6L Escort, EXP
1981-83 1.6L LN7, Lynx
1984-85 2.0L Escort, Tempo
1993-95 2.0L Probe
1986-88 2.0L Ranger
1984-87 2.0L Lynx, Topaz Diesel
1985    2.2L Ranger
1989-92 2.2L Probe
1986-88 2.3L Ranger
1986-87 2.3L Diesel Ranger
1991-98 4.6L Crown Victoria

GM
1986-95 1.0L Geo Metro
1989-91 1.0L Firefly (CANADA)
1985-88 1.5L Sunburst (CANADA)
1985-89 1.5L Spectrum
1990-93 1.6L Prizm, Storm
1981-84 1.8L Diesel (CANADA)
1982-86 1.8L Buick Skyhawk
1990-98 1.9L Saturn
1987-88 2.0L Buick Skyhawk
1988-95 2.3L Quad Four
1985-87 3.0L Buick
1979-95 3.8L Buick

HONDA
1986-87 1.0L Prelude
1973-78 1.2L All
1973-78 1.3L All
1980-84 1.3L All
1973-78 1.5L All
1985-89 1.5L Civic
1988-95 1.5L Civic, CRX
1993-95 1.5L Civic Del Sol
1979-84 1.5L All
1985-87 1.5L CRX
1993-95 1.6L Civic Del Sol
1973-78 1.6L All
1980-82 1.6L All
1988-95 1.6L Civic, CRX
1984-87 1.8L Prelude, Accord
1979-83 1.8L All
1986-91 2.0L Prelude
1990-91 2.1L Prelude
1990-95 2.2L Prelude, Accord
1992-95 2.2L Prelude
1995      2.7L Accord

HYUNDAI
1984-95 1.5L Excel Scoupe
1995-98 1.5L Accent
1992-95 1.6L Elantra
1993-95 1.8L Elantra
1992-95 2.0L Sonata
1989-91 2.4L Sonata
1990-95 3.0L Sonata

INFINITI
1990-92 3.0L M30

ISUZU
1987-89 1.5L I-Mark
1990-93 1.6L Stylus Impulse
1987-89 2.0L Impulse
1981-87 2.2L Diesel Truck
1986-95 2.3L Truck Trooper
1988-95 2.6L Truck Rodeo Amigo
1991-96 3.2L Trooper Rodeo Amigo

KIA
1995      2.0L Sportage

MAZDA
1984-85 2.0L 626 
1988-92 2.2L 626 MX6
1989-93 2.2L Pickup
1988-95 3.0L 929 MPV

MITSUBISHI
1985-95 1.5L Mirage Precise
1990-92 1.6L Mirage
1989-95 2.0L Galant Eclipse
1983-86 2.3L Diesel Pickup
1994-95 2.4L Galant

NISSAN
1982      1.5L Centra
1983-88 1.6L Sentra Pulsar
1987-89 1.8L Pulsar
1982-89 2.0L Stanza 300ZX
1984-95 3.0L Maxima 300ZX Pathfinder

PORSCHE
1976-83 2.0L 924
1976-89 2.5L 944 Series
1989      2.7L 944 Series
1989-91 3.0L 944 Series
1976-83 4.5L 928
1984      4.7L 928
1985-91 5.0L 928
1992-95 5.4L 928

SUZUKI
1985-94 1.3L Samurai Sidekick
1989-94 1.3L Swift

TOYOTA
1986-95 1.5L Tercel
1981-83 2.2L Pickup
1984-87 2.4L Pickup
1982-88 2.8L Celica Cressida
1987-94 3.0L 4-Runner

VOLKSWAGEN
1976-91 All Except 1.9 2.1L Engine
1990-92 1.6L Golf (CANADA) Jetta
1990-95 2.0L GTI Jetta GLI Passat

VOLVO
1991      2.3L Coupe 940
1986-94 2.3L 240 740 940 

                                                                              The AERA Technical Committee
 ENGINE TICKING NOISE ON 3.2 & 3.5L ENGINES
                                              Engine Ticking Noise On
                                      1999-2003 Acura 3.2 & 3.5L Engines

The AERA Technical Committee offers the following information regarding an engine ticking noise on 1999-2003 Acura 3.2& 3.5L engines. This noise occurs after the cylinder head has been removed for machining and reinstalled on the engine. The information contained in this bulletin applies to engines reassembled with original equipment head gaskets.

Inadvertently the incorrect cylinder head gaskets may have been installed on this engine. Some cylinder head gaskets were mispackaged with the incorrect cylinder bore diameter in the gasket. Instead of getting the correct 3.5040" (89 mm) bore gasket, gaskets with a 3.3858 (86 mm) bore were packaged for this engine. 

The ticking noise that is heard is actually the pistons hitting the head gaskets as they approach top dead center (TDC). If the cylinder head gasket, as shown in Figure 1 below has a P8C stamped on it, the incorrect gasket was installed. The correct gasket should have the letters PGE stamped on it, Part #1255-PGE-A01.
 
Acura Part Numbers
Front Gasket Set Kit Part #06110-PGK-A11
Rear Gasket Set Kit Part #06120-PGK-A11

                                                                        The AERA Technical Committee
 ENGINE NOISE
                                               Engine Noise On 
                                      Acura 2.5L & 2.7L Engines

AERA Technical Committee has been made aware of an often misdiagnosed engine noise on all Acura, Legend vehicles using both the 2.5L and 2.7L V-6  engines.  The sound is described as a howling noise that is generally thought of as a bad timing belt, idler pulley or water pump.

Prior to disassembly for any of the above listed reasons, verify that there is no oil pan damage.  Damage to the bottom of the oil pan may have reduced the clearance between the oil pick-up and may cause a howling noise that gets louder as RPM increases.  If this is the case, the above mentioned repairs would be unnecessary.        

                                                                            The AERA Technical Committee