| PISTON BORE CLEARANCE |
Piston To Bore Clearance Changed On
Ford Products 2.3L Engines
Ford Motor Company updated Piston to Bore clearance limits to .0032 maximum for the 2.3L engines listed below:
Ford 1982-83 Mustang, Fairmont, Granada & LTD
Lincoln-Mercury 1982-83 Capri, Zephyr, Cougar & Marquis
Light Trucks 1983 Ranger
Note additional engine specifications below:
ENGINE SPECIFICATIONS
Ford Products 2.3L Engine
PISTONS AND RINGS
PISTON
Diameter
Coded Red 3.7780-3.7786
Coded Blue 3.7792-3.7796
0.003 Oversize 3.7804-3.7810
Piston-to-Bore Clearance (Select Fit) 0.0014-0.0022
Service Limit .0032 Max.
Pin Bore Diameter 0.9123-0.9126
Ring Groove Width
Compression (Top) 0.080-0.081
Compression (Bottom) 0.080-0.081 oil 0.188-0.19
PISTON PIN
Length 3.010-3.040
Diameter
Standard 0.9118-0.9124
0.001 Oversize 0.9130-0.9133
Piston-to-Pin Clearance 0.0002-0.0004
Pin-to-Rod Clearance Interference Fit
PISTON RINGS
Ring Width
Compression (Top) 0.077-0.078
Compression (Bottom) 0.077-0.078
Side Clearance
Compression (Top) 0.002-0.004
Compression (Bottom) 0.002-0.004
Oil Ring Snug Fit
Service Limit 0.006 Max.
Ring Gap
Compression (Top) 0.010-0.020
Compression (Bottom) 0.010-0.020
Oil (Steel Rail) 0.015-0.055
LUBRICATION SYSTEM
OIL PUMP
Relief Valve Spring Tension
(Lbs. Spec. Length) 15.2-17.2 @ 1.20
Drive Shaft-to-Housing
Bearing Clearance 0.0015-0.0030
Relief Valve-to-Bore Clearance 0.0015-0.0030
Rotor Asmbly End Clear.(Assembled) 0.004 Max.
Outer Race-to-Housing Clearance 0.001-0.013 l Capacity (Quarts U.S.) 4 (7)
FUEL PUMP
STATIC PRESSURE (PSI) (8) 5.0-7.0
MINIMUM VOLUME FLOW (9) (10) 1 Pint in 25 Seconds
ECCENTRIC TOTAL LIFT (Inches) 0.304-0.326
TORQUE SPECIFICATIONS-SPECIAL APPLICATIONS
ITEM SIZE Nm LB-FT
Auxiliary Shaft Gear Bolt M-10 38-54 28-40
Auxiliary Shaft Thrust Plate Bolt M-68-126-9
Belt Tensioner (Timing Pivot Bolt) M-1038-54 28-40
Belt Tensioner (Timing Adjusted Bolt) M-819-2814-21
Camshaft Gear Bolt M-128-96 50-71
Camshaft Thrust Plate Bolt M-6 8-12 6-9
Carburetor To Spacer Stud M-8 10-20 7.5-15
Carburetor To Spacer Nut M-8 14-19 10-14
Carburetor Spacer-To Manifold Bolt M-819-2814-21
Connecting Rod Nut (11) M-941-49 30-36
Crankshaft Damper Bolt M-14136-162100-120
Cylinder Head Bolt (12) M-12 108-122 80-90
Distributor Clamp Bolt M-1019-2814-21
Distributor Vacuum Tube To
Manifold Adapter 7-115-8
Exhaust Manifold To Cylinder Head
Bolt Stud Or Nut (13) M-1022-3116-23
Flywheel To Crankshaft Bolt M-1073-8756-64
Fuel Pump To Cylinder Block M-819-2814-21
Intake Manifold To Cylinder Head
Bolt Nut M-819-2814-21
Main Bearing Cap Bolt (15)M-12108-122 80-90
Oil Pressure Sending Wire To Block 11-248-18
Oil Pump Pickup Tube To Pump M-18 19-28 14-21
Oil Pump To Block M-819-28 14-21
Oil Pump Cover 10-15 90-130
Oil Pan Drain Plug To Pan M-14 21-33 15-25
Oil Pan To Block M-67-116-8
M-811-138-10
Oil Filter Insert To Cylinder Block 28-33 20-25
Oil Filter To Engine (16)
Rocker Arm Cover To Cylinder Head M-67-115-8
Spark Plug To Cylinder Head M-14 7-13 5-10
Temperature Sending Unit To Block 11-24 8-18
Water Jacket Drain Plug To Block 32-37 23-28
Water Pump To Block Bolt M-8 19-2814-21
EGR Valve To Spacer Bolt M-8 19-28 14-21
EGR Tube To Exhaust Manifold Conn. 13-149-11
EGR Tube Nut 13-149-11
Auxiliary Shaft Cover BoltM-68-12 6-9
Water Outlet Connection Bolt M-8 19-28 14-21
Cylinder Front Cover Bolt M-6 8-12 6-9
Inner Timing Belt Cover Stud M-819-28 14-21
Outer Timing Belt Cover Bolt M-68-12 6-9
Rocker Arm Cover Shield Bolt M-10 38-54 28-40
Thermactor Check Valve To Manifold 17 24-27 17-20
Fuel Filter To Carburetor
Assembly-Bolt 9-11 80-100 Lb-In
NEW AND USED DRIVE BELT TENSION SPECIFICATIONS
Belts have differing tension specifications depending on whether they are Newly Installed (1) or Used (more than ten minutes of engine operation). When belts are found to be below the allowable minimum they must be RESET (adjusted). Specifications for these situations are shown below:
Belt Condition and Tension in Lbs.
Belt Type Installed Reset Limits
14V 50-80 40-60
All other V 120-160 90-120
V-Ribbed
4 Rib (Air pump only) 90-130 90-120
4 Rib 110-150 100-130
5 Rib 130-170 120-150
6 Rib (Fixed)140-180 130-160
6 Rib (With Tensioner) 85-14080-140
NOTE: FIXED refers to systems with manually adjusted centers which are bolted in place and considered fixed.
(1) Newly Installed - Refers to the condition of the NEW drive belt before the engine has made no more than one rotation and before the belt has had a chance to stretch or seat into the pulley grooves.
(2) Time required for plunger to leak down 1/8 or travel with 50 lb. load leakdown fluid in lash adjuster.
(3) Distance in inches that front bearing is installed below front face of bearing tower.
(4) 0.002 undersize = Add 0.001 to Standard Thickness
(5) Pin bore and crank bearing bore must be parallel and in the same vertical plane, within the specified total difference when measured at the ends of an 8 bar - 4 on each side of rod centerline.
(6) Measured at the piston pin bore, centerline - 90 to the pin.
(7) Add one pint with filter change.
(8) On Engine, temperature normal, curb idle, in neutral, brakes set.
(9) Pump to tank return line pinched off, new fuel filter in line.
(10) Smallest Orifice = Not less than 0.220 I.D.
(11) Torque sequence in two steps:
Step 1 - 34-41 Nm (25-30 lb-ft)
Step 2 - 41-49 Nm (30-36 lb-ft)
(12) Torque cylinder head bolts in sequence in two steps:
Step 1 - 68-81 Nm (50-60 lb-ft)
Step 2 - 108-122 Nm (80-90 lb-ft)
(13) Torque in sequence in two steps:
Step 1 - 7-9 Nm (5-7 lb-ft)
Step 2 - 22-31 Nm (16-23 lb-ft)
(14) Torque in sequence in two steps:
Step 1 - 7-9 Nm (5-7 lb-ft)
Step 2 - 19-28 Nm (14-21 lb-ft)
(15) Torque in sequence in two steps:
Step 1 - 68-81 Nm (50-60 lb-ft)
Step 2 - 108-122 Nm (80-90 lb-ft)
(16) 1/2 turn after gasket contacts surface - oil gasket.
(17) Then rotate to position.
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 |
| CRANKSHAFT SPECIFICATIONS FOR DUAL PLUG ENGINES |
Crankshaft Specifications On
Ford 2.3L Dual Spark Plug Engines
The Ford Motor Company has changed the crankshaft main journal
sizes on Ford 2.3L engines used in Ranger and Bronco II trucks
that utilize dual spark plugs for each cylinder. Engines with a
single spark plug per cylinder retain the former journal sizes.
The crankshaft specifications are:
Dual Spark Plug Main Journal Size 2.2051-2.2059
Main Housing Bore 2.3971-2.3979
Single Spark Plug Main Journal Size 2.3982-2.3990
Main Housing Bore 2.5902-2.5910
All Models Rod Journal Size 2.0465-2.0472
Rod Housing Bore 2.1720-2.1728
The dual spark plug crankshaft carries the casting number E88E-AB
or E89E-AB.
The AERA Technical Committee
July 1991 - TB 786
##END## |
| 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 |
| MYSTERIOUS COLLANT LOSS ON FORD 4.0L VIN E ENGINES |
Mysterious Coolant Loss On
1997-2000 Ford 4.0L VIN E Engines
The AERA Technical Committee offers the following information regarding coolant loss on 1997-2000 Ford 4.0L VIN E engines. The amount of loss reported varied depending on the driving habits of drivers. The area of coolant leakage has been in the exhaust port of the cylinder head. This engine is a V-6 SOHC design and either head may be suspect of leakage.
It has been reported the head casting temperature is a contributing factor on the amount of leakage. Short trip driving produces different amounts of loss than extended highway driving. Pressure testing suspect heads may not produce leakage until the head is heated. In these instances, a submergible type tester that has heated water in it is preferred. The vehicle diagnosis may be accomplished by loosening the exhaust manifold bolts on both heads and looking for coolant in the exhaust port.
In most instances there is no evidence of moisture (coolant) coming out the tailpipe until the leak gets bad enough to leak all the time. The cracks in the exhaust port(s) leak coolant into the hot exhaust flow and almost all traces of coolant are removed by the catalytic converter. Using a fluorescent dye in the coolant may show the coolant trail when checked with a blacklight at the tail pipe opening.
If the coolant leaks long enough an exhaust restriction may be created in the converter. It is suggested an engine exhaust backpressure be taken after this type of cylinder head failure.
The AERA Technical Committee |
