| The following technical bulletins were published by AERA. |
| | 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 | | ENGINE SPECIFICATIONS CLARIFICATION | 1986 Engine Specification Clarification
Ford 5.0L Engines
Recently the AERA Technical Committee published Engine Specification Sheet ES-99 for Ford 5.0L fuel injected engines. Upon doing so, the model year of 1986 was inadvertently overlooked. Fuel injected engines were used in some 1983-85 Crown Victorias, engine specs however, were for carbureted engines. The last year for carbureted engines was 1985 except for the Mustang HO version, which offered a 4 barrel in 1986.
Although most 1986 5.0L engines were indeed fuel injected, that model year had some specific components that were changed again in some 1987 models. One such component is the E6SE cylinder head casting, with a heart shaped combustion chamber. In 1987 some engines saw the chamber design revert back to the previously shaped oval chamber. Another modification was the model year 1986 also saw a total valve length shortening of approximately
1/8 and again in some 1987 models reverted back to the longer 5.070 valve length.
Engine specifications for 1986 model engines may be obtained from AERA Specification Sheet ES-99, engines previous to 1986 should use ES-56. Ford indicates true fuel injected engines to begin in 1986.
Extreme Caution is the phrase that best describes intermixing of components when working with 1985-87 Ford 5.0L engines.
The AERA Technical Committee
For additional information see AERA Technical Bulletin TB-828. | | EXCESSIVE CAMSHAFT & ROCKER ARM WEAR | Camshaft & Rocker Arm Caution On
1974-78 Ford (Pinto, Mustang, Bobcat & Capri) Engines
It has been reported that possible defects in camshafts and rocker arms in certain Pinto, Mustang, Bobcat & Capri engines are causing excessive premature wear.
The defects could substantially affect the durability and performance of the affected engines.
Excessive camshaft wear can lead to failure of the valve train to operate properly, which can result in the engine's running rough, loss of power or failure of the engine to stop or start.
Note: See Technical Bulletin No. TB 171, March, 1978 regarding piston scuffing on the above engines.
The AERA Technical Committee | | PISTON SCUFFING | Piston Scuffing On
1974-77 Ford 2.3, 3.3 & 4.1L
(140, 200 & 250 CID) Engines
Ford Motor Company announced that there are possible piston scuffing problems on certain engines manufactured between 9/74 & 7/77. Approximately 2.5 million Bobcat, Capri, Comet, Granada, Maverick, Mustang and Pinto engines equipped with 2.3L 4 cyl., 3.3L 6 cyl. and 4.1L 6 cyl. engines are involved. The company estimates that about 2% of the total vehicles may experience this condition.
Piston scuffing can be determined by an audible clicking noise when the engines are cold and is most noticeable at cold idle. In most cases the noise disappears when the engine has warmed up.
The scuffing is caused by cold weather and/or lack of proper lubrication maintenance, mainly failure to use engine oil of the correct viscosity for prevailing temperatures.
Another fact which could contribute to the problem is that the engines were not manufactured with squirt holes in the connecting rods and bearings. To correct the problem it is recommended that new parts be installed with oil squirt holes, plus the correction of any related engine damage.
All 1978 models have connecting rods and bearings with oil squirt holes.
The problem is covered by warranty provided the engine qualifies under time - mileage limitations.
The AERA Technical Committee | | UNUSUAL ENGINE PERF. CAUSED BY DEFECTIVE EXH. SYS. | Unusual Engine Performance On Late Model Cars
Caused By Defective Exhaust Systems
This bulletin is a reminder that defective exhaust systems cause unusual engine performance. A few recent case histories will emphasize the need to be alert for this problem:
(1) A Ford 6 cylinder OHV engine would not idle properly after the installation of a rebuilt engine. After many hours of testing, another short block was installed with the same results. Finally, the exhaust pipe was disconnected and the trouble
disappeared.
(2) A Buick V-8 would run well up to 45 mph then flatten out. After checking every tune up possibility with no results, the exhaust system was checked and the trouble found.
(3) A Cadillac made a screeching sound at 2200 rpm. A new converter and transmission overhaul failed to change matters. A new exhaust system cured the trouble.
(4) A Mustang 4.7L (289 CID) would run well at road speeds for 2 or 3 miles, then lose power. A scope indicated perfect tune, but the trouble continued until a new exhaust pipe was installed.
(5) A Lincoln had peculiar noise that would not go away until the exhaust pipe was changed. The inner pipe had burned through, allowing a piece of tubing to flutter like a faulty heat riser valve.
(6) An Oldsmobile ran like the camshaft was worn, but upon removal, it was found to be good. The exhaust system was changed to eliminate the problem, and, after cutting the old pipe, the cause was obvious. The inner pipe had closed down to provide an opening the size of a nickel.
(7) A 1966 Chevrolet 5.4L (327 CID) ran well at town speeds and checked out perfectly on a scope. At 2600 rpm, however, a total loss of power occurred. The cause was a collapsed inner pipe.
Case histories prove the need for service men to be cognizant of the problems caused by double wall exhaust pipes. The high heat generated inside the inner tube creates a metal fatigue that may result in deformities. Internal muffler deterioration and carbon build-up can also cause poor engine performance.
Inner pipe problems usually can be detected by puttiong the car on a hoist. With the engine running fast, listen along the length of the exhaust pipe. An obvious noise can be detected if the inner pipe is bad. The location to check first in pipes hooked to a V-8 with a single exhaust is just behind the Y of
the two pipes.
The AERA Technical Committee |
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