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The following technical bulletins were published by AERA.
 CAMSHAFT IDENTIFICATION
                                             Camshaft Identification On
                                             Subaru 1.6 & 1.8L Engines

The AERA Technical Committee offers the following information to assist technicians in camshaft identification and possible reuse limits on Subaru engines.  Although the camshafts from different engines look similar, substitutions are not permitted.

Subaru has marked their camshafts with numbers for identification purposes.  Refer to the chart for easy reference and reuse limits.

              Cam &      ID      Lobe Lift        Push Rod 
Engine     Lifter Type   Mark        (Int & Exh)             Length

1.6L OHV   Solid           51    1.2693-1.2732    8.620-8.624
1.8L OHV   Solid           72    1.2693-1.2732    9.080-9.100
1.8L OHV   Hydraulic    76    1.4134-1.4173    9.120-9.140

The wear limit for cam lobes on all camshafts is .059 (.15 mm) less than the listed specification.  The maximum camshaft end play is .008 (.20 mm) and is controlled by a replaceable thrust plate.

                                                                          The AERA Technical Committee
 FLYWHEEL SPECIFICATIONS
                     Flywheel Specifications


The following flywheel specifications may be used as reference
when surfacing flywheels.

                   Type of 
Manufacturer       flywh. Specs.          Comments

BMW                Step   .013 - .015
Datsun             Step   .003 - .005   No groove
                   Flat                   With groove
Datsun 240Z        Step   .010           With groove
Fiat Spider 1600   Step   .018
Ford Falcon        Cup    .018           6 Cylinder engines
Ford Courier       Cup    .285
                   Cup    .310
Ford Ranger        Cup    .003           V6 Cylinder engines
GM                 Cup    .125
GM - Buick         Cup    .125           V6 Cylinder engines
GM - Spirit        Cup    .195
Honda              Cup    .030           Small cup
                   Cup    .100 - .104   
                   Cup    .785           Long alignment pins
                   Cup    .900            Short alignment pins
Honda Accord       Cup    .615           
Mazda              Cup    .062           Rotary engines
Subaru             Cup    .785
Toyota             Step   .018 - .022   Large alignment pins
                   Cup    .055           Small cup
                   Cup    .965 - .970    Tercel, large cup
                   Step   .040           Tercel, step
                   Step   .020           Land Cruiser
VW                 Cup    .945           Air cooled, 6 Volt
                   Cup    .830           Scirocco
                   Cup    .835           Rabbit/Golf
                   Cup    .982           Air cooled bus engine
                   Cup    .830           Air cooled engine
                   Cup    .885           Air cooled engine

Specifications listed for Step type flywheels refer to the
height of the wear surface above the pressure plate mounting
surface.  Specifications for Cup type flywheels refer to the
height of the pressure plate mounting surface above the wear
surface.

                                     The AERA Technical Committee

February 1988 - SB 153


##END##
 NOISY VALVE LIFTERS
                                                    Noisy Lifters On
                                      Subaru 1985-90 1.8L OHC Engines

AERA members have reported occasional lifter noises on Subaru 1.8L OHC engines.  This condition may be noted before or after a valve job and may not be related to that service procedure.  

A faulty lifter or varnish buildup may cause erratic operation and produce valve train clatter.  Before blaming the lifter, verify that hot engine oil pressure is above 14 psi at 550 rpm.  A high rpm reading should also show 57-65 psi.  If the values are lower, consider this a possible cause.

To check for lifter reuse, put a clean lifter upright in a container of fresh (unused) light engine oil.  Pump the lifter by moving the center plunger up and down.  After doing so several times, replace any assembly that will depress more than .020
with light hand pressure.

If the oil pressure readings are normal and lifters are good, check the following:

       1. Timing Belt Tension 
          A loose timing belt tensioner may allow the distributor
          drive and driven gears to lash back and forth, sounding
          like valve clatter.

       2. Rocker Arm Oiling Tubes 
          Sludge contaminated oiling tubes or a sticky relief
          valve may restrict the amount of oil to the rockers.

       3. Installed Valve Stem Height 
          In order for the hydraulic valve lifter to operate in
          the middle of its plunger travel, maintain an installed
          valve stem height of 1.8430-1.8620 for all valves.

       4. Aerated Engine Supply Oil
          Low oil levels, or a leak at the pickup screen will
          cause lifters to react erratically.
                              
                                                                             The AERA Technical Committee
 TIMING BELT INSTALLATION
                                             Timing Belt Installation On
                                    1990-93 Subaru 2.2L Legacy Engines

Installing the timing belt on 1990-93 Subaru Legacy engines is not without its potential pitfalls.  Subaru has marked each sprocket with an alignment notch and in a different location, an arrow (Figure 1).  Only the alignment notch should be used to time the engine.  Using the arrow could result in severe engine
damage.

Before slipping the belt on, align the timing notch on each of the three (3) sprockets with the notch on the belt housing and the marks on the timing belt (Figure 2). Verify that the timing is correct by counting the teeth between the timing marks (Figure3).  There should be 44 teeth between the right cylinder head camshaft sprocket and the crankshaft sprocket timing notch. There should be 40.5 teeth between the left cylinder head camshaft sprocket and the same crankshaft sprocket timing mark. Remember that when the engine is viewed from the front, the right side of the engine is on your left and vise versa.

                                                                       The AERA Technical Committee
 
FEBRUARY TECHNICAL MAILING CONTENTS
To be completed by January 30, 2002
(Revised January 15, 2003)
1.Shop Talk (11 X 17 folded & punched)                 12 Sides
2.		EXPO 2003 Convention Brochure	Pickup
3.		EREF ? 2 Brochures	Pickup
4.		EREF ? Enrollment Form	Pickup
5.		Machine Shop of the Year 	Preprint	2 Sides  
6.	ES 287	Subaru 2.5L, DOHC, 1996-99  	(11 X 17 folded & punched)	2 Sides
7.	ES 288	Subaru 2.5L, SOHC, 2000-2003  	(11 X 17 folded & punched)	2 Sides
8.	TB 1937R	GM, 6.5L Diesel, Engine Balance		1 Side
9.	TB 2046	Mack MIDR, Improved Valve lifter		1 Side
10.	TB 2047	Toyota 2.2L, Revised Timing Belt & Tensioner Spring 		1 Side
11.	TB 2048	Navistar 7.6 & 8.7L, Revised Con Rod Bolt Torque		1 Side
12.	TB 2049	Navistar 7.6 & 8.7L, Revised Oil Seal Carrier & Gasket	 	1 Side
13.	TB 2050	Ford 4.6L, Crankshaft Caution	 	1 Side
14.	TB 2051	GM 6.5L, Alternative Piston 		1 Side
15.	TB 2052	Ford 3.8L, Crankshaft Caution		1 Side  
16.			Vanguard ShopKinks Flyer		2 Sides	

 
H:\techsvcmonthlyTMC2_03.doc
Additional printing for January
 CYLINDER HEAD CRACKS
                                      Cylinder Head Cracks On
                                 1985-92 Subaru 1.8L OHC & OHV Engines 

AERA members have reported cracked cylinder heads on 1985-92 Subaru
1.8L OHC and OHV engines.  These cracks occur in the combustion chamber of
the head between the valve seat inserts (see illustration).  The cause of these cracks is usually related to an overheated engine.

It has been determined by Subaru that this crack does not leak coolant into the chamber and the cylinder heads should not be replaced.  Extensive testing indicates that under pressure testing, the heads do not leak unless the cracks are termed extensive Pressure testing is still advised to assure your customer of the heads integrity.  Checking both valve seats for looseness is also necessary as insufficient press fit may allow the seat to move during engine operation.

A modification to that area of the casting was made during 1991 production to chamfer and increase the distance between the valve seats.  That change has reduced the number of heads that crack.

Some AERA machine shops remove the valve seats, weld the cracked area and reinstall valve seats to give the head a more acceptable cosmetic appearance. 

                                         The AERA Technical Committee


January 1996 - TB 1300


##END##
 CYLINDER HEAD REMOVAL & INSTALLATION FOR 2.5L SUBARU
                                   Cylinder Head Removal & Installation For
                                     1996-2001 Subaru 2.5L VIN 6 Engines

The AERA Technical Committee offers the following information regarding cylinder head installation for 1996-2001 Subaru 2.5L VIN 6 engines. This information is the result of service manual updates made recently by Subaru. Previously published AERA Technical Bulletin TB 1945 should be discarded and this bulletin referenced while removing and installing cylinder heads for this engine.

To help reduce the likelihood of cylinder head warpage during head removal allow the engine to first cool and then loosen the cylinder head bolts in the sequence shown in Figure 1 below.

To assure an effective cylinder head gasket seal, use the method listed below while observing the alphabetical torque sequence shown in Figure 2. 

Cylinder Head Installation
1.	Apply a coat of engine oil to washers and bolt threads.
2.	Tighten all bolts in sequence as shown in Figure 2 below to 22 ft. lbs (29 Nm or 3.0 kg-m).
3.	Then, tighten all bolts in sequence to 51 ft. lbs (69 Nm or 7.0 kg-m).
4.	Back off all bolts by 180° in sequence first; and then back them off by 180° again.
5.	Tighten bolts 1 & 2 to 25 ft. lbs  (34 Nm or 3.5 kg-m).
6.	Tighten bolts (3), (4), (5) and (6) to 11 ft. lbs (15 Nm or 1.5 kg-m).
7.	Tighten all bolts an additional 80-90°in sequence.
8.	CAUTION: Do not tighten bolts more than 90° at this time.
9.	Further tighten all bolts by 80-90°in sequence again. 
10.	CAUTION: Ensure that the total re-tightening angle [in steps 7 and 9] do not exceed a total of 180° rotation

                                                                            The AERA Technical Committee
 CON ROD SPECS ON 1992-97 3.3L
                                     Connecting Rod Specifications On
                                            1992-97 Subaru 3.3L Engines

The AERA Technical Committee offers the following information on the housing bore of connecting rods for 1992-97 Subaru 3.3L VIN 3 engines. Apparently, some previously published specifications listed incorrect dimensions for these connecting rods.

The correct housing bore specification for this connecting rod is 2.1648-2.1653 (54.985-55.000 mm). Use the specifications listed below to recondition or check the rod and observe the mounting nut torque of 32-34 ft/lbs. 

        Connecting Rod Specifications

Big End Housing Bore       2.1648-2.1653
C-C Distance                      5.1365-5.1380
Finished Pin Bore                .9056-.9057
Piston Pin Diameter             .9053-.9055
Desired Pin Clearance        .0002-.0003
Width                                     .842
Rod Side Play                      .003-.013, limit .016
Bend/Twist                            .004/.004 per 3.94 length	
Mounting Nut Torque           32-34 ft/lbs
 
To assemble this connecting rod to the piston, face the rod identification mark and piston front arrow toward the timing belt end of engine and then install pin with light thumb pressure.
 
                                                                       The AERA Technical Committee
 OIL LEAK ON 95 1.8 AND 2.2L ENGINES
                                                   Engine Oil Leak On 
                                         1995 Subaru 1.8 & 2.2L Engines 

The AERA Technical Committee offers the following information concerning  an engine oil leak on 1995 Subaru 1.8 & 2.2L engines. Leaking oil has been  reported between the engine oil pump housing and the cylinder block sealing surfaces. 

The cause of this leak has been traced back to an inadequate size oil pump return hole. The return hole should be .235 (6 mm) in diameter.  It is permissible to enlarge the hole size to the correct dimensions by using an appropriate size drill bit and drilling.

Applying grease to the end of the drill before drilling will minimize the chips created. Using the tool, carefully enlarge the hole to .235 (6mm). Then, clean out the hole for any extra shavings that may be left behind. Upon completion of 
this procedure, carefully reinstall the oil pump.

                                                                      The AERA Technical Committee