| ROD KNOCK |
Rod Knock Sound On 1985-87
Ford 2.3L D (143 CID), 2.8L (171 CID) And 2.9L (177 CID) Engines
Ford Motor Company engineers advise that a rattling noise in the clutch area may be misdiagnosed as an engine rod knock. The engines listed above are found in the Ford Ranger, Bronco II and Aerostar vehicles built in 1985-87.
This noise occurs where the hydraulic clutch slave cylinder is installed in the clutch housing and can be corrected without pulling the engine or transmission. a two piece shim packet can be installed between the clutch housing and the slave cylinder as indicated in Figure 1 below. Install the shims with contact
cement by simply reaching around the clutch housing to where the slave cylinder line enters the transmission.
the shim pack is available from Ford Motor Company under part #E5TZ-7C528-A and is called Shim-Slave Cylinder.
The AERA Technical Committee |
| CAMSHAFT SELECTION |
Camshaft Selection On
1990-96 Ford 4.0L Engines
The AERA Technical Committee offers the following information on camshaft selection for 1990-96 Ford 4.0L engines. Depending upon the transmission used, there are four different camshafts used for this engine. Using the incorrect camshaft may lead to customer complaints of lack of power or unsteady idle.
The camshaft profiles are unique to their applications, which requires the different part numbers. Identifying existing camshafts can be done by visual inspection of the area directly behind the front cam journal. Those markings include no grooves, a single or multiple cut grooves into the casting and a possible flat area behind the front cam journal as shown in Figure 1.
No grooves or a single groove on these camshafts are intended for 1990-96 Aerostar vehicles using automatic transmissions. Two grooves only, are used in vehicles with standard transmissions. Two grooves and a flat are intended for use in 1993-96 Explorer and Ranger vehicles with federal emissions. Three grooves and a flat should be used in 1993-96 Explorer and Ranger vehicles built with California emissions.
Application Lobe Dur. Lobe Ident. Part #
Lift @ .050 Sep.
Auto .276 Int. 185° Int. 108° None or F0TZ6250A
90-96 Aerostar .276 Ex. 203° Ex. 1 Groove
90-92 Explorer & Ranger
Manual .263 Int. 189° Int. 112° 2 F0TZ6250B
90-96 Aerostar .276 Ex. 207° Ex. Grooves
90-92 Explorer & Ranger
93-96 Explorer, .263 Int. 189° Int. 112° 2 F3TZ6250A
Grooves
Ranger Exc. Cal .276 Ex. 207° Ex. Flat Behind First Journal
93-96 Explorer, .273 Int. 193° Int. 115° 3 F3TZ6250B
Grooves
Ranger Calif. .277 Ex. 198° Ex. Flat Behind First Journal
AERA is aware of several aftermarket manufacturers supplying camshafts for the different applications. Some AERA shops have interchanged camshaft Part #F0TZ6250B and Part #F3TZ6250A with no apparent driveability problems.
The AERA Technical Committee |
| OIL LEAKS AT THE REAR OF THE ENGINE |
Oil Leaks At The Rear Of The Block On
1987-88 Ford 3.0L Engines
AERA members have reported severe oil leaks on some Ford 3.0Lengines used in the Taurus/Sable and Aerostar. These leaks occur at the rear of the engine rear the flexplate.
Disassembly and inspection have revealed broken rear main bearing cap bolts and dislodged crankshaft seals. Ford has introduced a revised main bearing bolt, part #E9DZ-6345-D. The revised bolt is packaged in sets of four and can be used for all main bearing cap positions. Even if only one bolt is broken, replace both rear main cap bolts and torque them to 55-64 lbs.ft.
Inspect the rear main bearing cap for burrs or sharp edges around the bolt holes and mating surfaces. Refinish the cap as needed using a file or stone.
The AERA Technical Committee |
| OIL PAN INSTALLATION CAUTION ON 1990 ENGINES |
Oil Pan Installation Caution
On 1990 Ford 4.0L Engines
Ford Motor Company has developed specific guidelines for installing the oil pan on it's 4.0L engines. On these engines, the transmission bolts to both the engine and oil pan (see diagram). For this reason, before the transmission is
installed, it must be determined what the difference is between the surface of the rear face of the oil pan (at the spacer locations) and the rear face of the engine block.
After installing the oil pan on the engine, position a straight edge on the rear face of the engine block making contact with the transmission mounting machined face on the block. Extend one end over one of the oil pan/transmission bolt mounting pads.
Use a feeler gauge to measure the gap between the mounting pad on the oil pan and the straight edge. Repeat this procedure for the other mounting pad on the oil pan. Select spacers of the required thickness from the chart below.
Install the selected spacers to the mounting pads on the rear of the oil pan before bolting the transmission to the engine.
Failure to install the correct spacer can result in insufficient or excessive clearance between the engine oil pan and transmission. This can lead to oil pan damage and/or oil leakage.
The 4.0L engine is used by Ford Motor Company in Explorer, Ranger and Aerostar applications.
Spacer Selection Chart
Measured Gap Spacer Required Shim Color
mm inch mm inch Code
0.27-0.51 0.011-0.020 0.254 0.010 Yellow
0.52-0.76 0.021-0.029 0.508 0.020 Blue
0.77-1.00 0.030-0.039 0.762 0.030 Pink
The AERA Technical Committee |
| MYSTERIOUS KNOCKING NOISE |
Mysterious Knocking Noise On
Ford 3.0L Engines
Some Ford 3.0L engines used in Aerostar vans may experience a mysterious knocking or ticking noise.
Often the noise can't be isolated to a particular cylinder, but strangely enough, loosening and then re-tightening a rocker arm eliminates the noise temporarily. Replacing the rockers, push rods and lifters is not a cure either.
In three cases, further investigation revealed that one of the piston skirts had collapsed. Tightening the rocker arm caused the valve to stay open, which prevented combustion in that cylinder. Pulling off the spark plug wire should yield similar results.
AERA members diagnosing ticking problems on these engines should not automatically assume that the engine's valve train is at fault. The noise may simply be a piston skirt slapping against the cylinder wall.
The AERA Technical Committee |
| OVERSIZE HOUSING BORES |
Oversize Main Bearing Housings On Some
Ford 2800 CC V6 Engines
Oversize main bearing housings have been found in some Ford 2800 cc V6 engines. the subject engines had main bearing saddles in the block with .015 oversize housings.
Ford Motor Co. supplies .015 oversize OD bearings for this engine with Standard, .010, .020 and .030 undersize ID.
The AERA Technical Committee |
| BEARING FAILURES |
Bearing Failures On
Ford 5.0 & 5.7L (302 & 351W CID) Engines
AERA members have experienced premature crankshaft bearing failures on 5.0 & 5.7L Ford engines.
Investigating these failures disclosed that all of the machined components were on size and the proper tolerances had been achieved. Closer inspection of other engine components revealed a crack in the exhaust crossover passage on the bottom side of the intake manifold.
Exhaust gases entering the crankcase through the crack not only contaminate the engine oil, but the oil itself is super heated to the point where it no longer lubricates resulting in contact between the bearing and the crankshaft journal.
Pressurizing the crankcase with exhaust gases should also overwhelm the PCV system leading to excessive oil consumption or oil in the air cleaner.
For additional information see AERA Technical Bulletins: TB 519 &
SB 146
The AERA Technical Committee |
| OIL IN THE COOLING SYSTEM |
Oil In The Cooling System On
Ford 3.8L (232 CID) Engines
AERA member machine shops have reported multiple instances of vehicles with cooling systems contaminated by engine oil.
One possible cause cited in many of the reported cases was that the engines were permitted to freeze up during cold ambient temperatures. Usually one or more of the core plugs was pushed out of the cylinder block, but the damage is not limited to that alone. The ice inside of the cylinder block water jacket expands and partially crushes an oil gallery.
When the core plugs are replaced and the cooling system is refilled, oil finds its way into the radiator. The cylinder block is no longer serviceable and must be replaced.
The AERA Technical Committee |
| INTAKE MANIFOLD COOLANT & VACUUM LEAKS |
Intake Manifold Coolant & Vacuum Leaks On
Ford 5.0L, 5.0L HO and 5.8L Engines
Intake manifold coolant and vacuum leaks have been found to be quite common on Ford 5.0L, 5.0L HO (High Output) and 5.8L engines. For this engine, following the proper intake manifold torque values and torque sequence is very critical.
Installation of the aluminum intake manifold should proceed as follows:
Clean all gasket surfaces of debris and oil residue.
Apply a 1/8 bead of silicone sealer in the 4 corners where the cylinder heads
meet the cylinder block (Figure 1).
Install the intake manifold side and end gaskets and apply a 1/16 bead of
silicone sealer in the 4 joints formed by the gaskets.
Mount the manifold and torque the bolts in sequence to 15-20 lbs.ft (Figure 2).
Torque the bolts in sequence to 23-25 lbs.ft.
After the engine has reached operating temperature, retorque the intake
manifold bolts to 23-25 lbs.ft.
The AERA Technical Committee |
| IGNITION FIRING ORDER ON HO ENGINES |
Ignition Firing Order On
Ford 5.0L HO (High Output) Engines
There seems to be much confusion about the firing order on Ford 5.0L HO (High Output) engines.
Contrary to the plain 5.0L engine, the HO (High Output) version uses the same firing order as the 5.8L engine. This is probably the case because early 5.0L HO engines used a 5.8L marine camshaft.
The firing order for the standard 5.0L is: 1-5-4-2-6-3-7-8. The firing order for the HO engine is: 1-3-7-2-6-5-4-8. The rotor inside the distributor rotates counterclockwise on both engines (see illustration).
Using the plain 5.0L firing order on the HO engine does work, however the engines will have low vacuum and very poor idle. At higher rpm it appears to smooth out, but is very low on horse power, not at all what the customer will expect from this potent power plant.
The AERA Technical Committee |
