| TEMPERATURE GAUGE FLUCTUATION ON 1995-2000 4.0L FORD ENGINES |
Temperature Gauge Fluctuation On
1995-2000 Ford 4.0L OHV Engines
AERA members have reported a temperature gauge fluctuation on 1995-2000 Ford 4.0L OHV engines. Along with this fluctuation, the customer may complain of a knocking or thumping noise as well.
This noise is most pronounced with the engine at normal operating temperatures and heard in the passenger compartment of the vehicle. The noise is caused by steam formation in the cooling system. This noise is then transmitted through the heater hoses and heater core.
Ford offers a Coolant By-Pass kit to cure this problem. This kit increases the flow, which reduces steam formation in the cooling system. Refer to the chart listed below to get the correct By-Pass kit as it depends on the type of vehicle the customer has.
Application Coolant By Pass Kit
1997-2000 Ranger with auto or manual trans and F8PZ-8522-AA
1997-2000 Explorer with auto trans
1995-2000 Explorer with manual trans and F8PZ-8522-BA
1995-1996 Explorer with auto trans
1995-1996 Ranger with auto or manual trans F8PZ-8522-CA
The AERA Technical Committee |
| CAMSHAFT SELECTION |
Camshaft Selection On
1990-96 Ford 4.0L Engines
The AERA Technical Committee offers the following information on camshaft selection for 1990-96 Ford 4.0L engines. Depending upon the transmission used, there are four different camshafts used for this engine. Using the incorrect camshaft may lead to customer complaints of lack of power or unsteady idle.
The camshaft profiles are unique to their applications, which requires the different part numbers. Identifying existing camshafts can be done by visual inspection of the area directly behind the front cam journal. Those markings include no grooves, a single or multiple cut grooves into the casting and a possible flat area behind the front cam journal as shown in Figure 1.
No grooves or a single groove on these camshafts are intended for 1990-96 Aerostar vehicles using automatic transmissions. Two grooves only, are used in vehicles with standard transmissions. Two grooves and a flat are intended for use in 1993-96 Explorer and Ranger vehicles with federal emissions. Three grooves and a flat should be used in 1993-96 Explorer and Ranger vehicles built with California emissions.
Application Lobe Dur. Lobe Ident. Part #
Lift @ .050 Sep.
Auto .276 Int. 185° Int. 108° None or F0TZ6250A
90-96 Aerostar .276 Ex. 203° Ex. 1 Groove
90-92 Explorer & Ranger
Manual .263 Int. 189° Int. 112° 2 F0TZ6250B
90-96 Aerostar .276 Ex. 207° Ex. Grooves
90-92 Explorer & Ranger
93-96 Explorer, .263 Int. 189° Int. 112° 2 F3TZ6250A
Grooves
Ranger Exc. Cal .276 Ex. 207° Ex. Flat Behind First Journal
93-96 Explorer, .273 Int. 193° Int. 115° 3 F3TZ6250B
Grooves
Ranger Calif. .277 Ex. 198° Ex. Flat Behind First Journal
AERA is aware of several aftermarket manufacturers supplying camshafts for the different applications. Some AERA shops have interchanged camshaft Part #F0TZ6250B and Part #F3TZ6250A with no apparent driveability problems.
The AERA Technical Committee |
| BENT CONNECTING RODS |
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## |
| OIL PAN INSTALLATION CAUTION ON 1990 ENGINES |
Oil Pan Installation Caution
On 1990 Ford 4.0L Engines
Ford Motor Company has developed specific guidelines for installing the oil pan on it's 4.0L engines. On these engines, the transmission bolts to both the engine and oil pan (see diagram). For this reason, before the transmission is
installed, it must be determined what the difference is between the surface of the rear face of the oil pan (at the spacer locations) and the rear face of the engine block.
After installing the oil pan on the engine, position a straight edge on the rear face of the engine block making contact with the transmission mounting machined face on the block. Extend one end over one of the oil pan/transmission bolt mounting pads.
Use a feeler gauge to measure the gap between the mounting pad on the oil pan and the straight edge. Repeat this procedure for the other mounting pad on the oil pan. Select spacers of the required thickness from the chart below.
Install the selected spacers to the mounting pads on the rear of the oil pan before bolting the transmission to the engine.
Failure to install the correct spacer can result in insufficient or excessive clearance between the engine oil pan and transmission. This can lead to oil pan damage and/or oil leakage.
The 4.0L engine is used by Ford Motor Company in Explorer, Ranger and Aerostar applications.
Spacer Selection Chart
Measured Gap Spacer Required Shim Color
mm inch mm inch Code
0.27-0.51 0.011-0.020 0.254 0.010 Yellow
0.52-0.76 0.021-0.029 0.508 0.020 Blue
0.77-1.00 0.030-0.039 0.762 0.030 Pink
The AERA Technical Committee |
| ENGINE OIL RECOMMENDATIONS FOR FORD VEHICLES |
Engine Oil Recommendations For
Ford Vehicle Applications & Engines
The AERA Technical Committee offers the following information supplied by Ford Motor Company on recommended engine oil for Ford engines. Previously AERA published Technical Bulletin TB 1738, the information in this bulletin is an update to that bulletin. This latest information should be highly considered as quality improvements have been made to most engine oils. The current engine oil used by Ford during the vehicle manufacturing process is SAE 5W-20 Motorcraft oil. This oil may also be used for older vehicles described in chart 1 below.
The engine oil recommended for use in 2001 vehicles is SAE 5W-20 motor oil. This oil has an improved formulation to improve fuel economy. This oil can also be used to service some previous model year vehicles.
Use SAE 5W-20 engine oil at recommended oil change intervals for 2001 vehicles, with the exception of the following vehicles listed in the Exception 2001 Vehicles chart.
All 2001 vehicles other than those listed in the Exception 2001 Vehicles chart are being filled with SAE 5W-20 motor oil at the factory and should also be serviced with SAE 5W-20 oil.
Chart 1
1995-2000 2.5L Contour/Mystique
1999-2001 2.5L Cougar
1996-2001 3.0L 4V Taurus/Sable
1999-2001 3.0L (Vulcan) Ranger (Flexible Fuel & Gas), Windstar, Taurus/Sable (Flexible Fuel & Gas)
1996-1997 3.8L Thunderbird/Cougar
1996-2001 3.8L Mustang and 3.8L SPI Windstar
1997-2001 4.2L (SPI) F-150 (under 8500 GVW only), Econoline
1996-2001 4.6L 2V Mustang
1992-2001 4.6L Crown Victoria/Grand Marquis
1991-2001 4.6L Town Car 1994-1997 4.6L 2V Thunderbird/Cougar
1996-2001 4.6L 4V Mustang Cobra
1995-2001 4.6L Continental
1993-1998 4.6L 4V Mark VIII
1998-2001 5.4L 2V/4V Navigator 1997-2001 4.6L 2V Triton F-150/250 (under 8500 (GVW only), Econoline, Expedition
1997-2001 5.4L 2V F-150/250 (under 8500 GVW only) Expedition,E- 150/250/350, E-350 Chassis/RV/Cutaway
1997-2001 6.8L E-250/350, E-350 Chassis/RV/Cutaway
1999-2001 6.8L Super Duty F-Series 250 HD/350/450/550 Motorhome
2001 2.0L Zetec/2.0L SPI Focus
2001 2.0L Zetec/3.0L Escape
2001 2.0L SPI Escort
2000-2001 5.4L/6.8L Excursion
2000-2001 3.0L Lincoln LS
2001 2.0L Zetec Escort ZX2
NOTE: The following EXCEPTION 2001 VEHICLES should be serviced with SAE 5W-30 motor oil.
Chart 2
2001 2.5L Ranger
2001 3.3L Villager
2001 3.9L Lincoln LS
2001 4.0L Ranger, Explorer/Mountaineer, Explorer Sport and Explorer Sport Trac
2001 5.0L Explorer/Mountaineer
NOTE: If a vehicle is not listed in this application, SAE 5W-30 oil is recommended.
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 |
| 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 |
