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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 |
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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 |
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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 |
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OVERHEATING PROBLEMS |
Engine Overheating Problems On
1989 Isuzu 2.6L Engines
AERA machine shops have reported engine overheating problems on 1989 Isuzu 2.6L engines used in Troopers and Pick Ups. Though the cooling system was filled during engine installation, the overheated engines have a low coolant level when inspected. Before disassembling the engine, consider that the cooling system may not have been properly filled during installation.
Isuzu recommends the following fill procedure:
1) Make sure that the thermostat jiggle valve is positioned at the top of the
thermostat housing (Figure 1).
2) Remove the thermal valve from the thermostat housing. Remove the radiator
cap and set the temperature control lever to the highest heat position.
3) Fill the cooling system until coolant flows from the thermal valve opening.
4) Apply a thread locking compound to the thermal valve and install it into the
thermostat housing. Finger tighten the valve using the metal housing. Rotate
the valve one additional revolution and align it as show in Figure 2 below.
5) Start the engine and let it reach normal operating temperature. Check the
coolant level in the radiator and refill as necessary. If no air bubbles are
present in the filler neck, install the radiator cap.
The AERA Technical Committee |
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OIL & COOLANT LEAKS FROM CYL HEAD CRACKS |
Oil & Coolant Leaks From Cylinder Head Cracks On
Isuzu 2.6L Engines
AERA members report a condition that may exist on 2.6L Isuzu engines where there is oil in the coolant or coolant in the oil. This may be caused by a crack in the oil gallery feed line to the third camshaft journal. The crack usually occurs after severe overheating of the engines, but has also been reported when no
evidence of overheating exists.
Reports indicate this type of crack can be found between the oil gallery and the water jacket on the top side of the cylinder head, near the valve springs. The crack is usually visible with the naked eye, and is easily found through pressure testing. This condition is very similar to cracks found in earlier 1.9L Isuzu cylinder heads.
Welding attempts to repair this condition have not proven successful as the oil line does not travel in straight lines and re-establishing them is difficult. AERA is not aware of any other repairs being made at this time and replacing the head
seems to be the only alternative.
The AERA Technical Committee |
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VALVE LASH ADJUSTMENT ON 86-92 2.3 & 2.6L ENG. |
Valve Lash Adjustment On
1986-92 Isuzu 2.3 & 2.6L Engines
AERA member have expressed some confusion on the correct valve lash
adjustment procedure on 1986-92 Isuzu 2.3 & 2.6L engines. It appears that previous service manual information may lead a technician to an incorrect adjustment.
The service manual indicates that valve lash on the #1 cylinder should be adjusted when all timing marks are lined up. The camshaft however, is in the valve overlap position at the number one cylinder. If the adjustment is made as indicated in the manual, excessive valve lash will result. These engines are actually timed off the #4 cylinder and those valves can be adjusted when all timing marks are lined up.
To correctly adjust the valves, first look to see that the cam lobes are pointing down in the cylinder you are adjusting. The correct adjustment is made on a cold engine and is .008 for both valves on the 2.6L engine. The adjustment for the 2.3L engine is .006 for intake valves and .010 for exhaust valves.
The AERA Technical Committee |
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REAR ENGINE OIL LEAKS |
Rear Engine Oil Leaks On
1988-92 Isuzu 2.6L Engines
AERA members have reported engine oil leaks at the rear on 1988-92 Isuzu 2.6L engines. Most of those leaks have been associated with the rear crankshaft area. While the most likely source of leakage would be the rear crankshaft seal, this has not been the cause of most complaints.
This engine uses a crankshaft with flexplate/flywheel mounting bolt holes exposed to the crankcase. That design requires sealer on bolt threads, before they are torqued to 43 ft/lbs. Failure to apply sealer on the bolt threads will allow engine oil to seep around the bolt threads and leak externally.
Another possible cause of oil leakage is between the rear main bearing cap and block mating surfaces. It appears that some castings are somewhat irregular, therefore requiring a small amount of silicone sealer at time of assembly.
The AERA Technical Committee |
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NO OIL PRESSURE AT ENGINE RESTART ON 2.6L VIN E |
No Oil Pressure At Engine Restart On
1988-94 Isuzu 2.6L VIN E Engines
The AERA Technical Committee offers the following information on no oil pressure at engine restart on 1988-94 2.6L VIN E engines. This condition has
occurred on engines that have been recently rebuilt or the oil pump has been replaced. The affected engines have lost the oil prime after the engine has been stopped for a period of time (overnight).
The cause of this condition is an air pocket that is trapped in the engine oil pump. Oil pressure can generally be established by pressurizing the system
before starting the engine. Doing so has not solved the problem, it has only prolonged its re-occurrence.
To remove the trapped air in the oil pump, some AERA members have used an unconventional method of priming the oiling system. The use of vacuum has been advantageous in engines that exhibit this condition. Vacuum applied to a nipple installed into the oil pressure sending unit hole while cranking the engine
over has proven to remove the trapped air. In many instances that procedure has been successful and a no pressure situation has not re-occurred at
restart.
The AERA Technical Committee |
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OIL PIPE INTERFERENCE ON 2.2L VIN U TURBO DIESEL ENGINES |
Oil Pipe Interference On
1986-87 Isuzu 2.2L VIN U Turbo Diesel Engines
AERA members are cautioned to check for oil pipe
interference during assembly procedures on 1986-87
Isuzu 2.2L VIN U turbo diesel engines. This
interference is located between the connecting rod(s)
oil pipe nozzles. Isuzu made modifications to the
connecting rods for this engine creating the possible
interference (See AERA Technical Bulletin TB 836).
As shown in the illustration below, a clearance of
.060 (1.5mm) is recommended between the rod and
nozzle. To obtain the clearance, grind the nozzle on a
bench grinder until the desired clearance is obtained.
Failure to check and adjust this clearance during
engine assembling may create an engine noise and
possible engine damage.
The AERA Technical Committee
March 1998 - TB 1548
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