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EXCESSIVE SMOKING | Excessive Smoking On
Isuzu C223 (2.2L) Turbocharged Diesel Engines
The AERA Technical Committee has been informed of an excessive smoking situation on the Isuzu C223 turbocharged diesel engine. This engine is often used in Trooper II and P'up (pickup) vehicles.
The C223 turbo-diesel engine has a PCV system that is complicated enough to be classified as intimidating. The crankcase ventilation system uses two devices not normally found in gasoline engine applications.
The first device, is an oil separator/retention tank, which acts as nothing more than a drop filter. Crankcase fumes travel through a mesh medium that allows much of the oil to collect and drop out of the air stream into the bottom of the tank. Collected oil will drain back into the oil pan. The remaining oil fumes are drawn through the induction system and become part of the combustion mixture.
The second device is part of the return line drain from the retention tank. This return line uses a one way check valve, Part # 8-94145-952-0. that allows oil to return to the oil pan, but does not expose the lower crankcase to the vacuum of the PCV system. If this check valve becomes clogged or stuck closed, oil
may accumulate in the retention tank. Excessive amounts of oil will then enter the induction system past the retention tank, resulting in dramatic engine smoking. Smoke is particularly heavy during morning engine startup.
The AERA Technical Committee | |
INTERFERENCE ENGINES | Interference Engines
The AERA Technical Committee would like to offer the following information on engines that present the possibility of interference between pistons and valves. The interference or contact may bend valve(s) when the timing between the camshaft and crankshaft is interrupted. This is generally the result of a timing belt or chain breaking or slipping.
The following list are engines that AERA is currently aware of that have exhibited interference. There may be other engines that are not listed below that have the possibility of piston to valve contact. If the engine you are working on is not listed, do not assume that it is a freewheeling design. It is suggested to add to this listing as additional information is obtained.
ACURA
1986-89 1.6L Integra
1991-95 1.7L Integra
1990-95 1.8L Integra
1986-89 2.5L Legend
1992-94 2.5L Vigor
1986-89 2.7L Legend
1990 2.7L Legend
1991-95 3.0L NSX
1991-95 3.2L Legend
AUDI
1970-93 All Except 1970-77
1.9L & 1970-73 1.8L
BMW
1987-95 2.5L 325I 525I
1994-95 4.0L 740I
CHRYSLER
1993-95 1.5L Colt
1987-88 1.5L Colt
1992-95 1.5L Eagle Summit
1987-88 1.6L Colt
1989-92 1.6L Eagle Summit
1994-98 2.0L Neon Stratus
1990-95 2.0L Eagle Talon
DAIHATSU
1988-92 1.0L Charade
1988-92 1.3L Charade
1990-92 1.6L Rocky
FIAT
1974-79 1.3L 128 Series
1979-82 1.5L Stranda
1974-78 1.6L 124 Series
1974-78 1.8L 124 Series
1974-78 1.8L 131 Series, Brava
1979-82 2.0L Brava, Spider
FORD
1981-85 1.6L Escort, EXP
1981-83 1.6L LN7, Lynx
1984-85 2.0L Escort, Tempo
1993-95 2.0L Probe
1986-88 2.0L Ranger
1984-87 2.0L Lynx, Topaz Diesel
1985 2.2L Ranger
1989-92 2.2L Probe
1986-88 2.3L Ranger
1986-87 2.3L Diesel Ranger
1991-98 4.6L Crown Victoria
GM
1986-95 1.0L Geo Metro
1989-91 1.0L Firefly (CANADA)
1985-88 1.5L Sunburst (CANADA)
1985-89 1.5L Spectrum
1990-93 1.6L Prizm, Storm
1981-84 1.8L Diesel (CANADA)
1982-86 1.8L Buick Skyhawk
1990-98 1.9L Saturn
1987-88 2.0L Buick Skyhawk
1988-95 2.3L Quad Four
1985-87 3.0L Buick
1979-95 3.8L Buick
HONDA
1986-87 1.0L Prelude
1973-78 1.2L All
1973-78 1.3L All
1980-84 1.3L All
1973-78 1.5L All
1985-89 1.5L Civic
1988-95 1.5L Civic, CRX
1993-95 1.5L Civic Del Sol
1979-84 1.5L All
1985-87 1.5L CRX
1993-95 1.6L Civic Del Sol
1973-78 1.6L All
1980-82 1.6L All
1988-95 1.6L Civic, CRX
1984-87 1.8L Prelude, Accord
1979-83 1.8L All
1986-91 2.0L Prelude
1990-91 2.1L Prelude
1990-95 2.2L Prelude, Accord
1992-95 2.2L Prelude
1995 2.7L Accord
HYUNDAI
1984-95 1.5L Excel Scoupe
1995-98 1.5L Accent
1992-95 1.6L Elantra
1993-95 1.8L Elantra
1992-95 2.0L Sonata
1989-91 2.4L Sonata
1990-95 3.0L Sonata
INFINITI
1990-92 3.0L M30
ISUZU
1987-89 1.5L I-Mark
1990-93 1.6L Stylus Impulse
1987-89 2.0L Impulse
1981-87 2.2L Diesel Truck
1986-95 2.3L Truck Trooper
1988-95 2.6L Truck Rodeo Amigo
1991-96 3.2L Trooper Rodeo Amigo
KIA
1995 2.0L Sportage
MAZDA
1984-85 2.0L 626
1988-92 2.2L 626 MX6
1989-93 2.2L Pickup
1988-95 3.0L 929 MPV
MITSUBISHI
1985-95 1.5L Mirage Precise
1990-92 1.6L Mirage
1989-95 2.0L Galant Eclipse
1983-86 2.3L Diesel Pickup
1994-95 2.4L Galant
NISSAN
1982 1.5L Centra
1983-88 1.6L Sentra Pulsar
1987-89 1.8L Pulsar
1982-89 2.0L Stanza 300ZX
1984-95 3.0L Maxima 300ZX Pathfinder
PORSCHE
1976-83 2.0L 924
1976-89 2.5L 944 Series
1989 2.7L 944 Series
1989-91 3.0L 944 Series
1976-83 4.5L 928
1984 4.7L 928
1985-91 5.0L 928
1992-95 5.4L 928
SUZUKI
1985-94 1.3L Samurai Sidekick
1989-94 1.3L Swift
TOYOTA
1986-95 1.5L Tercel
1981-83 2.2L Pickup
1984-87 2.4L Pickup
1982-88 2.8L Celica Cressida
1987-94 3.0L 4-Runner
VOLKSWAGEN
1976-91 All Except 1.9 2.1L Engine
1990-92 1.6L Golf (CANADA) Jetta
1990-95 2.0L GTI Jetta GLI Passat
VOLVO
1991 2.3L Coupe 940
1986-94 2.3L 240 740 940
The AERA Technical Committee | |
CYLINDER HEAD BOLT CAUTION | Cylinder Head Bolt Caution On
Isuzu 2.6L Engines
A loose head bolt has been found to be the cause of coolant leaks on some Isuzu 2.6L engines. The leakage occurs at the center head bolt on the exhaust manifold side of the engine and seems to be caused by high engine temperatures. This heat may cause the head bolt to stretch and lose its clamping ability, allowing coolant to seep past the head gasket and into the combustion chamber. If the loosened bolt is not replaced, there is a possibility th at coolant deposits will accumulate on the exhaust valve's seating ace.
Correction of this situation requires removal of the cylinder head and complete inspection of the exhaust valves for deposits. Install a new head gasket and replace all head bolts. See the illustration below and torque bolts in sequence to 58-72 ft. lbs. All components must be torqued to specification prior to
adjusting the valve train. The engine may be rotated by the using a 17 mm wrench/socket on the power steering pulley nut. Cold valve adjustment specification for both intake and exhaust is .008.
The AERA Technical Committee | |
LOOSE OIL PUMP PICKUP SCREENS | Loose Oil Pump Pickup Screen On
GM 2.8L (173 CID) Engines
Reuse of the oil pump pickup screen on GM 2.8L (173 CID) engines may result in low engine oil pressure and related problems.
The OE oil pump for this engine is manufactured out of aluminum whereas most aftermarket oil pumps are manufactured out of traditional cast iron. Removing the oil pump pickup screen, cleaning it and then reinstalling it in an aftermarket oil pump may result in a loose fit.
Apparently, the diameter of the opening that accepts the pickup screen in the aluminum pump is smaller than in the cast iron counterpart. This tight fit shrinks the diameter of the pickup screen, but is necessary because of the differing expansion rates between the aluminum oil pump housing and the steel pickup
screen. Reusing the same screen in a cast iron pump that does not require this much interference fit, and therefore features a slightly larger bore, may result in an undesirable loose fit of the screen. This could draw air into the lubricating oil system causing low oil pressure, valve train noise and lead to serious
engine damage.
The AERA Technical Committee recommends the replacement of all oil pump pickup screens as part of the remanufacturing process on light duty engines.
For additional information see AERA Bulletins: TB 680, TB 439 & SB 140
The AERA Technical Committee | |
CYLINDER HEAD CRACKS | Cylinder Head Cracks On
1983-86 GM 2.0L (121 CID) Engines
AERA member machine shops have reported cracking of the cylinder
heads of 1983-86 GM 2.0L (121 CID) engines. Complaints of coolant in the engine oil may be a futher indication.
This engine joined the GM lineup in 1983 and featured a cast iron cylinder head assembly through the 1986 model year. The engine has been used in the J cars as well as S-10 pickup trucks. As of the 1987 model year the cylinder head is now manufactured out of aluminum.
Cracks have been noticed in the cast iron cylinder head near the valve spring seats at the top of the casting. Usually cracks develop across the #6 intake valve spring seat and continue across and behind the #4 and #5 exhaust valve spring seat. Magnetic particle inspection should be used to determine the
extent of the crack and what repairs, if any, may be performed.
A neglected cooling system may deteriorate the casting where a small amount of stress will induce cracks. Cracks may also be caused by engine freeze up, overheating, or disassembly of the engine without adequate cool down.
The AERA Technical Committee | |
HYDRO-CARBONS IN THE COOLING SYSTEM | Hydro-Carbons In The Cooling System
The AERA Technical Committee offers the following information on a quick check to verify if hydro-carbons are present in the cooling system. Hydro-carbons are a by-product of the internal combustion process of the engines that we work with.
Internal combustion by-products or hydro-carbon leakage into the cooling system can easily be checked by using an exhaust gas analyzer. Remove the filler cap of the radiator and put the analyzer pickup just over the top of the opening, being careful not to allow any coolant to enter the analyzer.
If the vehicle is equipped with an automatic transmission you can brake torque it for 3-4 seconds. This will raise the cylinder operating pressure, which flexes the cylinder head up, relaxing the head gasket. By doing this you might find a combustion leak that won't show up at idle speed light load condition.
Note: Multi layer steel (MLS) head gaskets require a very smooth finish, 30 RA maximum to seal properly. A cylinder head(s) that are not torqued properly or not replacing cylinder head bolts when required could contribute to this problem.
This test will show a leak in the combustion area including head, block and anything else that will let the combustion gases enter the cooling system.
The AERA Technical Committee | |
CRANKSHAFT SPECIFICATIONS | Crankshaft Specifications On
1985-89 Isuzu 2.0L VIN F Engines
The AERA Technical Committee offers the following crankshaft specifications for 1985-89 Isuzu 2.0L VIN F engines. It appears that depending upon the
source, different crankshaft journal diameters have been published. The amount of difference is slight, but could cause an engine failure if the incorrect
specifications are used to grind the crankshaft.
The correct diameter for the connecting rod journal is 1.9262-1.9268 (48.925-48.940 mm). The correct diameter for the main bearing journal is 2.2016-
2.2022 (55.921-55.936 mm).
Crankshaft Specifications Oil Clearance
Connecting Rod Journal 1.9262-1.9268 .0007-.0020
(48.925-48.940 mm)
Main Bearing Journal 2.2016-2.2022 .0008-.0020
(57.980-58.00 mm)
Stroke 3.2283 (82.00 mm)
End Play .002-.010 (.051-.254 mm)
Previously published information indicated the main journal diameter could be as much as .0016 larger than the above specifications. Whereas, the rod
journal may have been as much as .0014 (.0356 mm) larger. If an engine is assembled with either of these situations, there may be insufficient bearing
oil clearance.
The AERA Technical Committee | |
BACKFIRE, KICK BACK, HARD OR NO START DURING CRANKING | Backfire, Kickback, Hard Or No Start During Crank/Start
For 1995-2000 GM 4.3, 5.0, 5.7 & 7.4L Engines
The AERA Technical Committee offers the following information on backfire, kickback, hard or no start during crank/start for 1995-2000 GM 4.3, 5.0, 5.7 & 7.4L engines. These engines are used in pickup trucks and sports utility vehicles.
Customers with this condition may have any of the combinations listed below. If the condition exists and you have a stored DTC code P0338 and it does not illuminate the service engine soon light, you must replace the crankshaft position sensor with Part #10456607.
* Backfire during crank/start.
* Kickback during crank/start.
* No start.
* Slow or hard crank/start.
* Grinding or unusual noises during Crank/start.
* Cracked or broken engine block at the starter boss.
* Broken starter drive housing.
* Broken starter ring gear on flywheel.
A condition may exist that allows the crankshaft position sensor to command 50 degrees of extra initial spark advance during crank/start position. This exposes the engine to higher than normal cylinder pressures, which may result in an inoperative condition.
The AERA Technical Committee |
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