| The following technical bulletins were published by AERA. |
| | BALANCE SHAFT SEAL CAUTION | Balance Shaft Seal Caution For
1990-99 Honda 1.5, 1.6, 2.2 & 2.3L Engines
The AERA Technical Company offers the following information on a balance shaft seal caution for 1990-99 Honda 1.5, 1.6, 2.2 & 2.3L engines. This caution is expressed as the oil seal used for the front of the balance shaft may become dislodged, creating engine oil loss. In severe situations, engine damage has resulted before a leak was noticed.
Apparently, the seal retention is questionable on these engines and the seal may move within its housing at an undetermined time. To resolve this situation, Honda suggests installing a retaining clip within the seal housing to prevent the seal from moving. The repair involves removing the front timing belt cover and installing the clip. As the result of these seals moving Honda published a service bulletin describing the use of a new seal installer, Part #TN 07XAF-PT00100. This installer positions the seal deeper within the timing cover to allow room for the clip.
AERA is aware of another source for components regarding a similar repair of this condition, it involves bolting on a retaining plate as shown below.
The AERA Technical Committee | | CYLINDER HEAD INSTALLATION CAUTION | Cylinder Head Installation Caution For
1992-95 Honda 1.6L D16DZ Engines
The AERA Technical Committee offers the following information regarding a cylinder head installation caution for 1992-95 Honda 1.6L D16DZ engines. This caution is expressed for engines that have had either machining of the block or head surfaces. It has been reported that interference between the intake manifold and the cylinder block may prevent the head from properly clamping the block.
In many instances, the intake manifold is attached to the cylinder head before that assembly is installed onto the block. If that is attempted, the intake manifold may contact the block in three areas while the head is tightened down. The areas are one at each end and one in the middle portion of the intake manifold and the interference may not occur until the head gasket is compressed.
Depending upon the amount of interference, the engine may start up and seem to run normally until the engine warms up completely. If the interference is excessive, coolant will flow out between the head and block when the cooling system is being filled. To repair this condition shops have used a portable grinder to remove manifold material until the additional clearance required is obtained.
The AERA Technical Committee | | SEIZED CAMSHAFTS ON 2.2L HONDA ENGINES | Seized Camshafts On
1990-99 Honda 2.2L Engines
The AERA Technical Committee offers information that may reduce the possibility of seized camshafts on 1990-99 Honda 2.2L engines. This engine uses a metered oil supply to the cylinder head by means of a restrictor located in the deck of the cylinder block.
Through time, the small hole in this restrictor may become partially blocked and limit the amount of oil flow to the cylinder head. Eventually, after many engine starts, a dry start condition may exist and cause a journal to score its camshaft bore.
Some AERA members are increasing the opening size of this oil restrictor anytime the cylinder head is removed from the block. Drilling the existing restrictor to .062 (1.575 mm) in size will increase the volume of oil to the cylinder head and camshaft. This should not overwhelm the cylinder head with oil, providing all other oil clearances are within specifications. This procedure has been done many times and should help prevent a seized camshaft journal in this head. Using heavier viscosity engine oil than called for cab also detrimental, as it does not flow quickly in colder ambient temperatures.
Figure 1. Oil Restrictor Removed
The AERA Technical Committee | | CRANKSHAFT IDENTIFICATION | Honda Crankshaft Identification
The AERA Technical Committee offers the following information on crankshaft identification for Honda four cylinder engines. Generally, there are no reliable casting numbers on Honda crankshaft and physical identification is required if the engine family is not known. In some instances, there may be a difference in crankshafts for the same engine family. Refer to the chart below to assist in
crankshaft identification, all dimensions are given in inches.
Total Length Flange Bolts
Nose Dia. Counterweights
Main Size Oil Pump Drive
Rod Size cc Displ.
Stroke Year Engine Model
---------------------------------------------------------------
16.5 .865 1.968 1.574 2.992 6 4 No 1169 1972-79 EB, EE
16.5 .865 1.968 1.574 2.992 6 4 No 1238 1972-79 EB, EE
16.6 .865 1.968 1.574 3.228 6 4 No 1300 1980-83 EJ, EN
16.6 .865 1.968 1.574 3.228 6 4 No 1335 1980-83 EJ, EN
16.6 .865 1.968 1.653 3.405 6 4 No 1488 1974-83 ED, EM
16.6 .865 1.968 1.653 3.396 6 8 No 1601 1980-83 EP
16.6 .865 1.968 1.653 3.661 6 8 No 1599 1976-78 EF
16.6 .865 1.968 1.653 3.700 6 8 No 1751 1980 EK, W/10mm Fly/Bolts
16.6 .865 1.969 1.653 3.700 6 8 No 1751 1981-83 EK, W/12mm Fly/Bolts
17.5 .865 1.771 1.495 3.326 6 4 Yes 1493 1988-92 D15B1, D15B2
17.5 .865 1.771 1.574 3.070 6 4 Yes 1342 1984-87 D13A2, EV1
17.5 .865 1.77I 1.653 3.405 6 4 Yes 1488 1983-87 D15A1, EW1, EW3
17.5 .865 1.771 1.653 3.150 6 4 Yes ??? ??? EXPORT
17.5 .865 1.969 1.653 3.405 6 4 Yes 1488 1983-87 D15A1, EW1, EW3
17.5 .944 1.771 1.653 3.405 6 8 Yes 1488 1983-87 D15A1, EW1, EW3
17.6 .865 1.771 1.495 3.070 6 4 Yes 1342 1984-87 D13A2, EV1
17.6 .865 1.771 1.653 3.326 6 8 Yes 1493 1988-92 D15B1, D15B2, D15B6
17.6 .865 1.968 1.574 3.070 6 4 Yes 1342 1984-87 D13A2, EV 1
17.6 .865 2.165 1.771 3.543 6 8* Yes 1590 1988-93 D16 SERIES
17.6 .865 2.165 1.771 3.543 6 8**Yes 1590 1988-93 D16 SERIES
17.6 .944 1.771 1.495 3.326 6 4 Yes 1493 1988-92 D15B1, D15B2, D15B6
17.6 .944 1.771 1.653 3.326 6 8 Yes 1493 1988-92 D15B1, D15B2, D15B6
17.6 .944 2.165 1.771 3.543 6 8**Yes 1590 1988-93 D16 SERIES
17.6 .944 2.165 1.771 3.543 6 8* Yes 1590 1988-93 D16 SERIES
17.8 .984 1.968 1.771 3.582 8 8 No 1955^ 1986-89 BS, BT, A20A1, A20A3
17.8 .984 1.968 1.771 3.582 8 8 No 1955^^ 1986-89 BS, BT, A20A1, A20A3
18.5 1.102 2.165 1.771 3.740 8 8 Yes
18.7 1.181 1.969 1.771 3.543 7 8 Yes
19.9 1.102 2.165 1.771 3.503 8 8 Yes 1834 1985-88 B18A
18.9 1.102 2.165 1.889 3.740 8 8 Yes 2056 1990-91 B21A1
19.6 1.181 1.968 1.771 3.567 8 8 Yes 2259 1992-94 B23A1
19.6 1.181 1.968 1.989 3.740 8 8 Yes 2156 1993-95 H22A1
* All Counterweights Are 1.750 Long.
** Second Counterweight is 1.125 Long.
*** Oil Pump is Two Flat Areas Machined Between #1 Main and Pulley
Snout
^ Has 11.5mm Crankshaft Pulley Bolt 11.5mm.
^^ Has 14mm Crankshaft Pulley Bolt 14mm.
The AERA Technical Committee | | VALVE REUSE GUIDELINES | Valve Reuse Guidelines On
Honda Engines
The AERA Technical Committee is informing members of suggested valve reuse specifications on Honda engines. Unless service manuals provide specific measurements, the following guidelines for valve margin thickness should be considered:
Engines older than 1987: Discard the valve when the valve margin reaches .008 (.2mm) less than original thickness.
1987 and newer engines: The minimum valve margin is
.045 for intake and exhaust valves.
The valve stem and keeper grooves should also be inspected for wear when considering valve reuse.
AERA Technical Committee | | SEIZED CAMSHAFTS | Seized Camshafts On
1984-93 Honda 1.5L Engines
The AERA Technical Committee offers information that may reduce the possibility of seized camshafts on 1984-93 1.5L Honda engines. This engine uses a metered oil supply to the cylinder head by means of a restrictor located in the deck of the cylinder block.
Through time, the small hole in this restrictor may become partially blocked and limit the amount of oil flow to the cylinder head. Eventually, after many engine starts, a dry start condition may exist and cause a journal to score its camshaft bore.
Some AERA members are increasing the opening size of this oil restrictor anytime the cylinder head is removed from the block. Drilling the existing restrictor to .062 (1.575 mm) in size will increase the volume of oil to the cylinder head and camshaft. This should not overwhelm the cylinder head with oil, providing all other oil clearances are within specifications. This procedure has been done many times and should help prevent a seized camshaft journal in
this engine.
The AERA Technical Committee | | OIL IN THE COOLING SYSTEM | Oil In The Cooling System On
Honda 1.8L Engines
AERA members have reported engine oil in the cooling system on Honda 1.8L engines. The cause of this condition may be from an internal crack in the cylinder head from engine overheating. This particular crack may be occasionally overlooked, as it is in a concealed area.
The location of the crack is directly below the center camshaft bearing bore of the cylinder head in a cast line near the radius where the casting rises to form the cam bore. A crack in this location may be overlooked in a dye-penetrant test, as the indication may be thought to be the cast line. Pressure testing the head will reveal the length of the crack which will extend to the adjacent head bolt hole. That hole carries pressurized oil to feedthe rocker arm assembly and camshaft.
Only limited amounts of coolant will enter the engine oil supply with this type of crack, as that area remains submerged with engine oil after the engine is shut off. Successful repair of this type of crack is generally made by welding or pinning the cracked area and machining the affected areas.
The AERA Technical Committee | | HONDA CYLINDER HEAD THICKNESS | Honda Cylinder Head Thickness
Honda Motors has established a cylinder head minimum thickness specification. When surfacing Honda cylinder heads for thefollowing engines it is recommended to not reduce the cylinder head thickness beyond 3.550. The standard cylinder head thickness specification is 3.565-3.570.
Engines covered are:
1984 EV-1 1984 EW-1
1980-83 EJ-1 1980-83 EM-1
1975-79 ED-3,ED-4 1979-83 EK-1
1976-78 EF-1 1984 ES-2
Cylinder head thickness is established by measuring from the valve cover gasket surface to the deck-face.
Because of possible variances in the cylinder head, AERA suggests you measure the cylinder head at each of its 4 corners and then calculate the average thickness by using the following formula:
average cylinder head thickness = A + B + C + D
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The AERA Technical Committee |
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