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The following technical bulletins were published by AERA.
 LARGER CRANKSHAFT JOURNAL DIAMETER FOR 1.8L KIA ENGINES
                                         Larger Crankshaft Journal Diameter for
                                            1995-2002 Kia 1.8L VIN 5 Engines

The AERA Technical Committee offers the following information on a larger crankshaft journal for 1995-2002 Kia 1.8L VIN 5 engines. The main journal diameter for the crankshaft of this engine increased in diameter beginning with the 1998 model year. Mazda manufactured engines used prior to 1998 and Kia manufactured subsequent engines.

Caution should be used when ordering replacement parts including crankshafts and main bearing sets as aftermarket catalogs may not reflect two different part numbers for the different years. 

Application             Main Journal Diameter        Rod Journal Diameter     Stroke

1994-97                   1.9661-1.9668                        1.7693-1.7699                3.346  (49.939-49.957 mm)                                              (44.94-44.955 mm)        (85 mm)
                          Main set 0K2YA11SG0  

1998-02                  2.1629-2.1636                        1.7693-1.7699                 3.430
                              (54.938 - 54.956 mm)               (44.94-44.955 mm)         (87 mm)
                         Main set 0K2Y211SG0

Kia indicates connecting rod and main bearings are available in standard, .010 (.25 mm), .020 (.050 mm) & .030 (.75 mm) undersizes. Reference to the sizes listed in the Kia service manual should not be used for grinding, as they?re incorrect.  

                                                                         The AERA Technical Committee
 CAMSHAFT TIMING PROCEDURE
                                         Camshaft Timing Procedure For
                                        1995-2000 Kia 2.0L VIN 3 Engines

The AERA Technical Committee offers the following information on camshaft timing for 1995-2000 Kia 2.0L VIN 3 engines. This engine is a dual overhead camshaft (DOHC) design. Maintaining the camshaft timing during belt installation is crucial. Previously published service information has been reported to be incomplete.

The camshaft sprockets for this  engine are I for the intake cam and E for the exhaust cam as shown in Figure 1 below. The sprockets, however, have two locator notches machined 180° from each other within the inside bore diameter. Previously published information does not include the pin location of each camshaft. The correct location for the camshaft locating pin is up and pointing toward the I & E on the cam sprocket. 

Timing belt installation is best done with four hands if the camshaft positioner tool Part # is not available. It is extremely important to keep the belt taut on the belt tensioner side while installing the timing belt.

1. Position cam sprockets on camshafts with cam locating pin up towards I & 
    E,  and then torque the bolt to 42 ft/lbs (56 N.m).
2. Position crank, cam sprockets as shown below.
3. Loosen timing belt tensioner bolt, move tensioner to remove any belt tension 
    and lock tensioner in place by tightening bolt. 
4. Route timing belt around crank sprocket.
5. Route timing belt around cam sprockets, keeping belt taut on tensioner side.
6. Continue rotating engine using crankshaft bolt in clockwise direction two 
    revolutions making sure belt does not leave cam sprockets.
7. Stop rotating when the S mark on exhaust cam sprocket lines up with top 
    marking on cam cover. This procedure positions the cams in the best 
    unloaded valve spring position.
8. Holding belts and sprockets in position, unlock tensioner bolt allowing tension 
    to spring into position. Torque tensioner bolt to 27-38 ft/lbs (37-52 N.m).
9. Rotate engine clockwise two complete turns and verify matching marks on 
    cam and crank sprockets. 
10. Check timing belt deflection, it should be within .300-.330/22 lbs (7.5-8.5 
      mm/98 N). If it is not, replace the tensioner spring and retest.

                                                                             The AERA Technical Committee
 CAM & CRANK TIMING MARKS FOR 1995-97 KIA 2.0L ENGINES
                                      Camshaft & Crankshaft Timing Marks On
                                            1995-97 Kia 2.0L VIN 1 Engines

The AERA Technical Department offers the following information regarding camshaft and crankshaft timing for 1995-97 Kia 2.0L VIN 1 engines. The camshaft sprocket/pulley for this engine has four markings that may be considered for cam/crank timing. Only one of those markings is correct.

This cam sprocket Part # 0K97212425 has multiple markings to allow use in more than one engine. The correct marking for this engine is the #2 as shown in Figure 1 below.
If the sprocket was removed from the camshaft for correct installation note the 12? o?clock positioning of the cam dowel pin. To secure the sprocket on the cam, hold the cam in position with the use of a nut driver and tighten the lock bolt to 42 ft/lbs (56 Nm) as shown in Figures 2 & 3 below.

The crankshaft sprocket should be positioned as shown in Figure 4 below.

                                                                          The AERA Technical Committee
 CYLINDER HEAD BOLT TORQUE FOR 2002 1.6L KIA ENGINES
                                             Cylinder Head Bolt Torque For
                                                     2002 Kia 1.6L Engines

The AERA Technical Committee offers the following information regarding the cylinder head torque for 2002 Kia 1.6L engines. This is a DOHC engines and is used in the RIO vehicles. Service manual information published for the 2002 year contained inaccurate cylinder head bolt torque.

Issue: Rio Cylinder Head Bolt Torque
The cylinder head bolt torque instructions in the 2002 Rio Service Manual on page EM-59 are incorrect. The instructions say to rotate the cylinder head bolts 90° a second time. This is incorrect.

The correct procedure should be:
            Tighten all of the NEW bolts to 36 ft/lbs in the order shown in Figure 1.
             Loosen the bolts in reverse order, and then re-tighten to 18 ft/lbs.
             Rotate bolts 90° (1/4 turn) in the order shown.
             Do not rotate bolts 90° a second time.

The head bolt torque procedure in the 2001 Rio service manual is correct, as well as 2003 and newer manuals.

Additional Cautions:
1.	Do not rotate the crankshaft without timing belt attached.
2.	Make sure that all pistons are positioned in the middle of the cylinder bores before installing the cylinder head.
3.	Two Bolts (Numbers 7 & 8) are shorter than the other bolts. Never install the twp bolts in other positions. (for A5D)
4.	DO NOT Reuse the old Cylinder Head Bolts.

                                                                      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
 VALVE CROSSHEAD CLEARANCE
                           Valve Crosshead To Rocker Lever Clearance On
                              NH, NT & V-1710 Series Cummins Engines

Valve crosshead nose to rocker lever clearance on the subject engines must be checked during engine rebuild and at any time valve crossheads are replaced on engines using crossheads No. 123416 & 3000326. A minimum of .020 (.51 mm) clearance must be present as illustrated in Fig. 1, on the cylinder being checked with valves completely closed and crosshead in the upmost position. After installing rocker lever assemblies, check crosshead to rocker lever clearance as follows:

1. Turn crankshaft slowly in direction of rotation until the valves are closed on the cylinder being checked. With rocker lever held firmly against the stellite pad of the crosshead, a .020 (.51 mm) wire type feeler gauge must pass between the crosshead nose and the lower beam section of the rocker lever.

2. If the feeler gauge does not pass through:

a. Remove the rocker lever and/or crosshead and grind the nose of the crosshead or 	rocker lever beam in the area circled in Fig. 1 until enough clearance is obtained.

b. If the rocker is ground, grinding should cover the complete area illustrated in Fig. 2 in a continuous arc. Do NOT grind just the contact area.

Caution: A sharp depression in this area will cause a stress riser and eventual failure of the lever. Grind only enough material to achieve the required clearance. If grinding enters the oil passage, the rocker lever must be junked.

c. Grind sharp edges smooth.




                                                                   The AERA Technical Committee