| ENGINE SPECIFICATIONS |
Piston-To-Bore Clearance Specifications On
1983 Ford Products With 2.3L (OHC) Engines
Ford Motor Company has provided AERA with specifications for
servicing pistons on 1983 model vehicles equipped with the 2.3L
(OHC) engine.
The specifications listed on the reverse side of this bulletin,
only apply to the following vehicles:
Ford - Mustang and Thunderbird
Lincoln-Mercury - Capri and Cougar
Additional engine service information is also listed for your
use.
ENGINE SPECIFICATIONS
2.3L 1-4 (OHC)
Piston
Piston
Diameter
Coded Red 3.7764-3.7770
Coded Blue 3.7776-3.7782
0.003 Oversize 3.7788-3.7794
Piston-to-Bore Clearance
(select fit) .0030-.0038
Pin Bore Diameter 0.9123-0.9126
Pin Groove Width
Compression (top) 0.080-0.081
Compression (bottom) 0.080-0.081
Oil .188-.189
Piston Pin
Length 3.010-3.040
Diameter
Standard 0.9118-0.9124
0.001 Oversize 0.9130-0.9133
0.002 Oversize 0.9140-0.9143
Piston-to-Pin Clearance .0003-.0005
Pin-to-Rod Clearance interference fit
Piston Rings
Ring width
Compression (top) 0.077-0.078
Compression (bottom) 0.077-0.078
Side Clearance
Compression (top) 0.002-0.004
Compression (bottom) 0.002-0.004
Oil Ring snug fit
Service Limit 0.006 Max.
Ring Gap
Compression (top) 0.010-0.020
Compression (bottom) 0.010-0.020
Oil (Steel Rail) 0.015-0.055
Lubrication System
Oil Pump
Relief Valve Spring Tension
(Lbs Spec Length) 15.2-17.2 @ 1.20
Drive Shaft-to-Housing
Bearing Clearance 0.0015-0.0030
Relief Valve-to-Bore Clrnce 0.0015-0.0030
Rotor Assembly End Clearance
(assembled) 0.004 Max
Outer Race-to-Housing Clrnce 0.001-0.013
Oil Capacity 5.0
Torque Specifications - Special Applications
Item Size N·m Lb.Ft
Auxiliary Shaft Gear Bolt M10 38-54 28-40
Auxiliary Shaft Thrust Plate Bolt M6 8-12 6-9
Belt Tensioner (Timing Pivot) M10 38-54 28-40
Belt Tensioner (Timing Adjustg) M8 19-28 14-21
Camshaft Gear Bolt M12 68-96 50-71
Camshaft Thrust Plate Bolt M6 8-12 6-9
Carburetor to Spacer Stud M8 10-20 7.5-15
Carburetor to Spacer Nut M8 14-19 10-14
Carburetor Spacer To Manifold
Bolt M8 19-28 14-21
Connecting Rod Nut M9 41-49 30-36
Crankshaft Damper Bolt M14 136-192 100-120
Cylinder Head Bolt M12 108-122 80-90
Distributor Clamp Bolt M10 19-28 14-21
Distributor Vacuum Tube to
Manifold Adaptor 7-11 5-8
Exhaust Manifold to Cylinder Head
Bolt Stud or Nut M10 22-31 16-23
Flywheel to Crankshaft Bolt M10 73-87 56-64
Fuel Pump to Cylinder Block M8 19-28 14-21
Intake Manifold to Cylinder
Head Bolt Nut M8 19-28 14-21
Main Bearing Cap Bolt M12 108-122 80-90
Oil Pressure Sending Wire
To Block 11-24 8-18
Oil Pump Pickup Tube to Pump M18 19-28 14-21
Nut-Turbo to Manifold 38-54 28-40
Nut-Oil Supply Line 27-40 20-30
Nut-Oil Supply Line Fitting 12-16 9-12
Nut-Oil Return Fitting to Block 8-12 6-9
Bolt-Intake Manifold-Upper to Lower 19-29 14-21
Nut-Throttle Body to Upper Intake 19-29 14-21
Oil Pump to Block M8 19-28 14-21
Oil Pump Cover 10-15 90-130
Oil Pan Drain Plug to Pan M14 21-33 15-25
Oil Pan to Block M6 7-11 6-8
M8 11-13 8-10
Oil Filter Insert to
Cylinder Block 28-33 20-25
Oil Filter to Engine
Rocker Arm Cover to Cyl Head M6 7-11 5-8
Spark Plug to Cyl Head M14 7-13 5-10
Temperature Sending Unit
to Block 11-24 8-18
Water Jacket Drain Plug to Block 32-37 23-28
Water Pump to Block Bolt M8 19-28 14-21
EGR Valve to Spacer Bolt M8 19-28 14-21
EGR Tube to Exhaust Manifold Conn 13-14 9-11
EGR Tube Nut 13-14 9-11
Auxiliary Shaft Cover Bolt M6 8-12 6-9
Water Outlet Connection Bolt M8 19-28 14-21
Cylinder Front Cover Bolt M6 8-12 6-9
Inner Timing Belt Cover Stud M8 19-28 14-21
Outer Timing Belt Cover Bolt M6 8-12 6-9
Rocker Arm Cover Shield Bolt M10 38-54 28-40
Thermactor Check Valve
to Manifold 17 24-27 17-20
Fuel Filter to Carburetor
Assembly-Bolt 9-11 80-100
New And Used Drive Belt Tension Specifications
Belts have differing tension specifications depending on whether
they are Newly Installed (1) or Used (more than ten minutes of
engine operation). When belts are found to be below the allowable
minimum they must be RESET (adjusted). Specifications for these
situations are shown below.
Belt Type Belt Condition and Tension in Lbs
Installed Reset Limits
1 4V 50-80 40-60
All other V 120-160 90-120
NOTE: FIXED refers to systems with manually adjusted centers
which are bolted in place and considered fixed.
1. Newly Installed - refers to the condition of the NEW drive
belt before the enginehas made no more than one rotation
and before the belt has had a chance to
stretch or seat into the pulley grooves.
2. Time required for plunger to leak down 18 of travel with 50
lb load leakdown fluidin lash adjuster.
3. Distance in inches that front bearing is installed below
front face of bearing tower.
4. 0.002 undersize - Add 0.001 to Standard Thickness
5. Pin bore and crank bearing bore must be parallel and in the
same vertical plane, within the specified total difference
when measured at the ends of an 8 bar -4 on each side of
rod centerline.
6. Measure at the position pin bore, centerline - 90^ to the
pin
7. Add one pint with filter change
8. On engine, temperature normal,curb idle, in neutral, brakes
set
9. Pump to tank return line pinched off, new fuel filter in
line
10. Smallest orifice = not less than 0.220 ID
11. Torque in sequence in two steps:
Step 1 34-41 N·m (25-30 lb ft)
Step 2 41-49 N·m (30-36 lb ft)
12. Torque cylinder head bolts in sequence in tow steps:
Step 1 68-81 N·m (50-60 lb ft)
Step 2 108-122 N·m (80-90 lb ft)
13. Torque in sequence in two steps:
Step 1 7-9 N·m (5-7 lb ft)
Step 2 23-31 N·m (16-23 lb ft)
14. Torque in sequence in two steps:
Step 1 7-9 N·m (5-7 lb ft)
Step 2 19-28 N·m (14-21 lb ft)
15. Torque in sequence in two steps:
Step 1 68-81 N·m (50-60 lb ft)
Step 2 108-122 N·m (80-90 lb ft)
16. 12 turn after gasket contacts surface - oil gasket.
17. Then rotate to position.
The AERA Technical Committee
October 1983 - TB 294
##END## |
| CRACKING FLEX COOLING FANS |
Cracking Flex Cooling Fans
AERA members who are installing engines or selling remanufactured engines to installers should be aware of the following dangerous situation.
As under hood temperatures have increased and engine noise in the passenger compartment has become less acceptable, many manufacturers have resorted to installing flex cooling fan assemblies. This practice is also quite popular with RV and off road vehicles that may be pushed a little harder and can use the
extra air flow through the radiator.
On vehicles equipped with flex blade cooling fans, the National Highway Traffic Safety Administration (NHTSA) determined that: Blades may crack and may, over a period of time, loosen from the fan blade assembly. Blade pieces may damage components under the hood. If the hood is open while the engine is operating, persons standing nearby may be injured if the fan breaks. Impending
blade failure may be evidenced by rattling or vibration.
Consequently, the Ford Motor Company was asked to recall 1977 Thunderbird, Cougar, LTD II and Ranchero automobiles equipped with 5.0, 5.8 & 6.6L (302, 351M & 400 CID) engines with A/C. Also recalled were 1978-79 Granadas and Monarchs equipped with 4.1L (250 CID) engines with A/C. A revised design cooling fan was to be installed on these vehicles.
The next time you or your customer installs an engine, take a careful look at the cooling fan assembly. Maybe it too needs to be replaced. In either case, avoid leaning over or standing next to the cooling fan of an operating engine.
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 |
