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The following technical bulletins were published by AERA.


Replacement Warning On Connecting Rod & Flywheel Or Driveplate Fasteners

Certain Chrysler (American Motors Corporation) products use fasteners that must be replaced when reassembling the engine.  In particular use caution when working on Eagle, Jeep and Renault engines.

The following chart outlines the replacement of connecting rod and flywheel or driveplate fasteners for Chrysler Eagle, Jeep and Renault engines if the engine was disassembled.

COMPONENT: Flywheel/Driveplate bolts
ENGINE TYPE: C2J, C3J, F3N, 843, A7L J8S, J7T, 2.46L, 2.8L, 4.2L, 5.9L

COMPONENT: Connecting rod bolts/nuts
ENGINE TYPE: C2J, C3J, F3N, 843, A7L, J8S, J7T

                                                                         The AERA Technical Committee


                                           Timing Belt Installation On
                                       1990 Chrysler 2.2L DOHC Engines

The 1990 Chrysler 2.2L DOHC (double overhead camshaft) engine is manufactured jointly by Chrysler and Mitsubishi for service in Chrysler Laser, Eagle Talon and Mitsubishi Eclipse automobiles. In this engine, both camshafts are driven by a single timing belt while one of the two balance (silent) shafts is driven by its own timed belt.  The second balance shaft is driven indirectly by the
timing belt and oil pump.

It is necessary to install the belt that drives the balance shaft before installing the belt that drives the camshafts.

1)   Rotate the crankshaft and balance shaft to align the timing marks and mount the belt (Figure 1).  

2)   Temporarily mount the tensioner pulley and rotate it toward the belt to remove any slack (Figure 2).  

3)   Tighten the tensioner pulley bolt in such a way that no additional tension is placed on the belt.  The proper amount of tension permits a belt deflection of .200-.280 measured opposite the tensioner assembly (Figure 3).  Repeat if proper tension is not achieved.  Torque the bolt to 31-40 lbs.ft.

The following steps outline the recommended procedure for installing the actual timing belt.  It should be noted that the timing belt tension once set during installation is maintained by engine oil pressure through an auto tensioner.

4)   Inspect the auto tensioner for leaks and measure the protrusion of the tensioning rod.  If leaks are noticed or the rod protrudes more than .470, replace the auto tensioner. Should the auto tensioner's rod be fully extended, but within specifications, it is necessary to push it back into the housing
before installation.

5)   This can be accomplished by a soft jaw vice (Figure 4).  If the plug at the bottom of the tensioner protrudes, protect it from direct contact with the vice by surrounding it with a thick plain washer.

6)   Slowly push the rod back into the adjuster until the set hole (A in Figure 5) is aligned with the hole in the adjuster body (B).  Insert a .055 wire into the set hole to fix the rod in position.

7)   Mount the tensioner pulley onto the tensioner arm (Figure
6), locating the pin holes in the tensioner pulley shaft to the left of the center bolt.  Do not remove the wire inserted in step 6.

8)   This engine uses the same camshaft sprocket for either camshaft.  Each sprocket is therefore fitted with two timing marks (Figure 7).  When the sprocket is used to drive the exhaust valve camshaft, use the timing mark on the right with the dowel pin hole on top.  For the intake valve camshaft use the timing mark on the left with the dowel pin hole on top.  Turn both sprockets until the dowel pins are facing up and the timing marks are aligned with the cylinder head (Figure 8).

9)   Align the crankshaft and oil pump sprocket timing marks (Figure 9).  Since the oil pump sprocket also drives the second, lower balance shaft, be sure to verify the position of the balance shaft.  This can be accomplished by removing a threaded plug on the side of the cylinder block and inserting a .310 shank Philips screwdriver into the hole (Figure 10).  If the screwdriver can be inserted at least 2.400, the timing of the balance shaft is correct.  Otherwise rotate the oil pump drive sprocket one revolution and retest.  The screwdriver should remain in the block until the timing belt installation is complete.
10)  Install the timing belt around all of the sprockets as indicated (Figure 11).  Be sure to maintain the alignment of the timing marks.  Gently raise the tensioner pulley so the belt does not sag and temporarily tighten the center bolt.  

11)  Remove the Philips screwdriver inserted into the block in step 9.  Rotate the crankshaft 1/4 turn counter-clockwise.  Then turn the crankshaft clockwise to bring #1 cylinder to top dead center (TDC).  Insert special tool #MD998752, or equivalent, into a torque wrench capable of reading a range of 0 to 2.2 lbs.ft.
(Figure 12).

12)  Holding the tensioner pulley with the special tool and torque wrench, tighten the center bolt to 14-20 lbs.ft.  The torque wrench holding the tensioner pulley via the special tool should not exceed readings of 2.2 lbs.ft.

13)  Remove a rubber plug from the right hand side of the timing cover and screw special tool #MD998738 into the left engine support bracket (Figure 13) until it makes contact with the tensioner arm.  Screw the tool in further to apply pressure against the tensioner arm before removing the wire from the auto
tensioner.  Remove the tool.

14)  Rotate the crankshaft two complete revolutions in the clockwise direction and permit the engine to rest for approximately 15 minutes.  

15)  Measure the amount the tensioner rod is protruding, from of the auto tensioner body (Figure 14).  The recommended protrusion is .150-180.  If this is not achieved, repeat steps 11 through 15 and remeasure.

16)  If it is not possible to measure the amount of tensioner rod protrusion directly, a substitute method is available.  Reinstall the special tool #MD998738 until contact is made with the tensioner arm.  It should take 2.5 to 3 additional turns of the special tool to fully push the tensioner rod back into the auto
tensioner.  Again, if this specification is not met, repeat steps
11 through 15 and retest.

                                     The AERA Technical Committee


                          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
    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

                                                                               The AERA Technical Committee


                              Cylinder Head Cam Cover Design Change On
                                     Chrysler 3.0L Eagle Premier Engines

AERA members should be aware of a design change to the cam opening cover on Chrysler 3.0L engines used in the Eagle Premier.  This is a running design change on the right side cylinder head only, used on engines manufactured as part of the 1992 model year.  The right and left cylinder heads are slightly different and should be marked as to their position during engine

The original design cam opening cover is mounted to the end of the cylinder head with two bolts (See Figure 1).
The revised design cam opening cover is nothing more than a core plug (See Figure 2).  Unfortunately the diameter of the plug is unique and is currently only
available from Chrysler under Part #J8414080.  Replace the plug with a new one whenever it is removed from the cylinder head.  Chrysler has also eliminated the two previously used mounting holes from the cylinder head.
The original and new design right side cylinder heads are completely interchangeable as long as the appropriate components are used to seal the cam opening hole. 

                                                                     The AERA Technical Committee


                      Broken Head Bolts On
              1984 AMC Four & Six Cylinder Engines

Reports indicate that a number of AMC Jeep and Eagle vehicles with the 2.5L (151 CID) four-cylinder engine and 4.2L (258 CID) six-cylinder engine may suffer from overheating and/or an engine miss.

In some instances, the cause may be attributed to a broken cylinder head bolt on the spark plug side of the head.  Possible break areas will be under the bolt head or in the bolt thread area.

It is recommended that all short head bolts on the subject engines be replaced as a set with new bolts under AMC part #400 6593 or equivalent.

                                                                              The AERA Technical Committee


                                          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.

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

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

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

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

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

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 

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

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

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

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

1990-92 3.0L M30

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

1995      2.0L Sportage

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

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

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

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

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

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

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

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

                                                                              The AERA Technical Committee

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