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##

                                        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

                     Bent Connecting Rods On
                1986-91 Ford 2.9L (VIN T) Engines


Instances of low compression in one cylinder on 1986-91 Ford 2.9L
engines used in the Ranger, Bronco II and Explorer have been
reported to the AERA Technical Committee.  Disassembly of the
defective engine revealed that one piston no longer traveled to
the top of the cylinder bore, because of a bent connection rod.

The cause for the bent connecting rod was attributed to a
Hydrostatic Lock by water entering the engine through the
induction system.  This can occur during normal wet weather
driving, such as driving through shallow water or splashing from
other vehicles.  

Ford has changed the induction system beginning with the 1988
production year.  Reportedly the number of instances of engine
damage since then has been greatly reduced.


                                     The AERA Technical Committee


July 1993 - TB 1007


##END##

                                      Valve Adjustment Procedure For
                                     1986 Ford 177 CID (2.9L) V6 Engine

AERA members should be aware that the 1986 Ford Manual for the Ranger and Bronco II incorrectly states the number of turns on the rocker arm adjusting screw to set the valve lash.  The manual states that the adjusting screw should be rotated 4.5 turns. Ford Motor Company advises that the correct procedure is to rotate the adjusting screw 1.5 turns.  Using the incorrect specification could result in valve damage.

To adjust the hydraulic lifters on this engine, position the cam so the tappet being adjusted is in the base circle area.  Loosen the adjusting screw until a distinct lash between the rocker arm tip and the valve tip is evident.  Carefully turn the adjustment screw until the rocker tip just touches the valve tip.  Turn the
adjusting screw in an additional 1.5 turns.

                                                                          The AERA Technical Committee

                                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 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 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 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
                            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 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