| The following technical bulletins were published by AERA. |
| | REPEATED HEATER CORE LEAKAGE/FAILURE ON FORD VEHICLES | Repeated Heater Core Leakage/Failure On
1984-2003 Ford Vehicles
The AERA Technical Committee offers the following information regarding repeated heater core leakage/failure for 1984-2003 Ford vehicles. This type of leakage or failure has been reported generally shortly after service work has been done on the engine.
This leak may be caused by a chemical reaction called electrolysis. Electrolysis involves an ion exchange between the heater core and engine coolant, which can result in a breakdown of the heater core material. This is similar to the operation of a battery as it deteriorates.
Check for electrolysis on any vehicle with a heater core failure. If electrolysis is verified, flush the coolant and follow additional steps as required. Refer to the following service procedure for details on checking for electrolysis.
To check for electrolysis use a DVOM set on DC volts. Place the positive probe of the meter in the engine coolant and the negative probe on the negative battery post. Adjust engine throttle to 2000 RPM to properly get coolant flow and true electrolysis voltages. If more than .2 V is recorded, flush the coolant and recheck.
If there is still excessive voltage present in the coolant, check the engine to body/battery grounds. Also, verify proper grounding of any aftermarket electrical/electronic equipment, which has been installed into the vehicle. Improperly grounded electrical devices can cause electrolysis to occur.
If the condition is still present after the grounds have been checked, it may be necessary to add extra grounds to the heater core and engine. A hose clamp can be used to secure a 16 AWG stranded copper wire to the heater core inlet tube. The other end should be secured to an EXISTING FASTENER on the body sheet metal. Extra grounds to the engine should be attached between EXISTING FASTENERS on the engine and body sheet metal. Verify continuity of any added grounds to the negative battery terminal.
If the condition is still present, add a restrictor (part F1UZ-18D406-A) on the inlet hose with the arrow facing the direction of coolant flow (toward heater core). Cut the line and install with 2 hose clamps. It is important that the restrictor be installed in the right direction of flow and as close to the engine block as possible (not near the heater core itself).
The AERA Technical Committee | | OIL CONSUMPTION | Oil Consumption On
2.2L Ford Probe Engines
AERA members report excessive oil consumption on 2.2L Ford Probe engines. Although there are several reasons for this condition, this bulletin concerns one that may be overlooked during diagnosis of the engine.
This engine, manufactured by Mazda for Ford, uses an aluminum cylinder head with replaceable valve guides. It has been reported to AERA that this casting may develop a small crack directly next to the intake valve guide. Oil may be drawn through the crack to collect in the intake runner of the cylinder head. The oil is then washed into the combustion chamber by the incoming air/fuel mixture.
Cracked cylinder heads should be repaired by welding or be replaced. Replacement non-turbo cylinder heads are available from Ford under the Part #FO2Z-6409-A. Use Part #FO2Z-6409-B for turbo charged engines.
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 | | SHALLOW OIL RING GROOVE PISTONS | Shallow Oil Ring Groove Pistons
The following engines utilize pistons with shallow oil ring grooves of less than .175 in depth. Several engines use pistons with semi-shallow grooves with a depth of .175-.200.
Chrysler
OE Piston
Displacement Bore Year Description Sample Depth
1.5L (89.5 CID)75.5mm 85-89 Mitsubishi .165
2.0L (122 CID) 85.0mm 83-87 Mitsubishi .160
2.2L (135 CID) 87.5mm 85-89 (Semi-Shallow) .180
2.5L (153 CID) 87.5mm 86-89 (Semi-Shallow) .180
2.6L (156 CID) 91.1mm 87-88 Mitsubishi .160
3.0L (181 CID) 91.1mm 87-89 Mitsubishi .160
Ford
OE Piston
Displacement Bore Year Description Sample Depth
1.3L (79 CID) 71.0mm 88-89 Festiva .140
1.6L (98 CID) 78.0mm 88-89 Tracer .155
1.9L (116 CID) 82.0mm 85-89 Escort .155
2.2L (133 CID) 86.0mm 89 Probe .160
2.3L (140 CID) 96.0mm 85-89 Single &
dual plug .150
2.9L (177 CID) 93.0mm 86-89 Truck
3.0L (183 CID) 89.0mm 88-89 Taurus/Sable .140
3.8L (232 CID) 96.8mm 88-89 .160
5.0L (302 CID) 101.6mm 86-89 .145
General Motors
OE Piston
Displacement Bore Year Description Sample Depth
1.0L (61 CID) 74.0mm 85-89 Sprint .150
1.5L (92 CID) 77.0mm 85-89 Spectrum .145
1.6L (97.6 CID)82.0mm 84-87 Chevrolet
(Semi-Shallow) .185
1.6L (98 CID) 81.0mm 85-88 Nova (Toyota) .135
1.6L (98 CID) 81.0mm 88-89 Nova DOHC
(Toyota) .135
1.6L (98 CID) 79.0mm 88-89 Pontiac Le Mans .170
1.8L (112 CID) 84.8mm 82-86 OHC (Semi-Shallow) .180
2.0L (121 CID) 86.0mm 87-89 OHC (Semi-Shallow) .180
2.0L (121 CID) 89.0mm 85-89 OHV Chevrolet .170
2.2L (135 CID) 89.0mm 90 OHV Chevrolet
2.3L (138 CID) 92.0mm 87-89 Quad 4 .160
2.5L (151 CID) 101.6mm 81-89 Pontiac .170
2.8L (173 CID) 89.0mm 85-89 Chevrolet .170
3.1L (191 CID) 89.0mm 89 Chevrolet .170
3.3L (204 CID) 94.0mm 89 Buick
(Semi-Shallow) .180
3.8L (231 CID) 96.5mm 88-89 Buick 3800 .170
4.1L (252 CID) 88.0mm 82-89 Cadillac HT-4100 .165
4.3L (265 CID) 95.3mm 80-81 Pontiac V8 .165
4.3L (262 CID) 101.6mm 85-89 Chevy V6
(Semi-Shallow) .190
4.5L (273 CID) 92.0mm 88-89 Cadillac V8
4.9L (301 CID) 101.6mm 80-81 Pontiac V8 (Turbo) .170
5.7L (350 CID) 101.6mm 86-89 Various GM
(Semi-Shallow) .190
AERA members are cautioned to pay particular attention to the oil ring groove depth when selecting piston rings regardless of piston manufacturer. This is particularly important when replacing rings on OE manufactured pistons.
The AERA Technical Committee | | OVERHEATING DUE TO CRANKCASE BLOCKAGE | Overheating Due To Crankcase Blockage On
Some 1983 Ford E & F Series Light Trucks With
6.9L Diesel Engines
An overheating condition in some 1983 Ford 6.9L diesel engines
may be caused by blockage in the crankcase. To check for this,
the thermostat, thermostat housing and temperature sending unit
should be removed from this crankcase.
Use a flexible 18 long wire to probe the cooling passage from
either the thermostat opening or temperature sending unit
opening.
If the wire strikes an obstruction, the passageway is blocked.
It has been reported that in most cases the obstruction can be
removed by hitting it with a punch, however, it may be necessary
to remove the heads to accomplish this.
AERA members are cautioned that should the obstruction be too
thick to break loose, the cylinder block assembly should be
replaced.
(insert diagram)
The AERA Technical Committee
September 1983 - TB 290
##END## | | VALVE SPRING RETAINER IDENTIFICATION | Valve Spring Retainer Lock Identification On
Ford 2.2L VIN C & L Engines
AERA members have reported some confusion with valve spring retainer locks on Ford Probe 2.2L engines. This engine has two intake valves and one exhaust valve for each cylinder. The confusion begins if the valve spring retainer locks are intermixed during cylinder head disassembly. The intake and exhaust valves use different locks, although they appear very similar.
The original exhaust valve locks are slightly darker in color and almost butt together when assembled into the valve retainer. The intake valve locks have a noticeable gap between the ends when assembled into the valve spring retainer. Aftermarket valve locks may vary slightly in coloring, however their assembled characteristics must be maintained.
If the locks are correctly sorted out, there should be 16 locks for the intake valves and 8 for exhaust valves. Intermixing of the locks may result in a catastrophic engine failure.
The AERA Technical Committee |
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