| The following technical bulletins were published by AERA. |
| | 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 | | OIL PAN BOLT TORQUE SEQUENCE REVISION | Revised Oil Pan Bolt Torque Sequence On
1971 2.0L (122 CID) Ford Pinto
The oil pan bolt torquing procedure for the 1971 2.0L (122 CID) engine has been revised as follows:
1. Starting with bolt No. 1, torque all 23 bolts in sequence to 2 ft.lbs.
2. Starting with bolt No. 13, retorque all 23 bolts in sequence to 4-6 ft.lbs.
The AERA Technical Committee | | CYLINDER BLOCK-TAPPET BORE REVISIONS | Cylinder Block-Tappet Bore-Revisions On
1.6L (98 CID) 1971 Ford Pinto Engines
Ford Pinto 1.6L (98 CID) engines (1971) built after August 18, 1970, have a code OH18 on the left side of the block. This code indicates that tappet bores are .004 larger than standard.
Standard Tappet Bore Diameter is .516
Oversize Tappet Bore Diameter is .520
Standard Tappet O.D. is .515
Oversize Tappet O.D. is .519
The AERA Technical Committee | | METRIC THREADED FASTENERS | Caution On
Metric Threaded Fasteners
The increased practice of importing automotive components and assemblies from countries which use the metric system warrants extreme caution for service personnel in non-metric countries. There are automobiles on the market today which contain both metric and U.N.C. threaded fasteners. Intermixing of these nuts and bolts can result in serious damage.
For example, the 1971 Ford Pinto engines and transmissions are assembled with both U.N.C. (U.S. standard threads) and metric threads. U.N.C. threaded fasteners are several metric sizes can easily be substituted for each other in error and thread engagement does not disclose the error until parts are nearly
seated and threads are ruined. To control correct parts usage, two means of visual identification have been incorporated for metric parts by Ford Motor Co. First, all metric bolts are dyed blue. Second, the heads of metric bolts are stamped metric.
What about other imported engines? A.E.R.A. recommends that in disassembly of all these components, however threaded, that service personnel re-engage threaded fasteners in their respective positions immediately after disassembly to avoid intermixing especially in cases where parts are unmarked.
The AERA Technical Committee | | BLOCKED OIL RETURN HOLE | Caution On Blocked Oil Return Hole On
1971-73 Ford Pinto & Capri 2000 cc Engines
Overtightened valve cover retaining screws or valve cover gasket misalignment on 1971-73 Ford Pinto and Capri engines, can block the oil return hole on the right side of the front camshaft bearing support. When this occurs, enough oil pressure can be built up in the front camshaft bearing area to force the oil seal
out of position resulting in leakage. Be sure the oil return hole is not covered when replacing a gasket.
The AERA Technical Committee | | VALVE TRAIN NOISE | Valve Train Noise On
1972 Ford Pinto And Capri 200 cc Engines
If valve train noise is encountered on vehicles with engine build dates of August 18, 1971, to August 22, 1971, verify that the valve clearance is within specification (.008 intake; .010 exhaust). Hold an .008 feeler gauge between the camshaft lobe and the No. 4 intake valve follower while manually turning the
crankshaft. The clearance between the camshaft lobe base circle and the valve follower will not change when the camshaft is properly machined; however, if the clearance changes the camshaft must be replaced.
The AERA Technical Committee |
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