| The following technical bulletins were published by AERA. |
| | FLEXPLATE BREAKAGE | Flexplate Breakage On
Ford 2.3L & 2.5L HSC Engines
AERA members have reported flexplate breakage on Ford 2.3L & 2.5L HSC engines used in the Ford and Mercury car line (Tempo, Topaz). Breakage usually occurs shortly after engine or crankshaft replacement. The flexplate breaks in the center hub area where it contacts the crankshaft, eventually breaking out the entire section. Prior to complete separation, a rattling or clicking noise may be heard at the rear of the engine.
This engine requires a metal reinforcement plate that is installed after mounting the flexplate to the crankshaft. Omitting the reinforcement plate can cause undue localized stress on the flexplate bolt mounting area, eventually causing the flexplate to fracture and break.
To complete flexplate installation, apply sealer to the six 10 mm x 1.0 mm retaining bolts and torque to 54-64 ft. lbs. The flexplate retaining bolt holes are open to the engines crankcase and may leak if sealer is not applied to the bolts.
The AERA Technical Committee | | EXCESSIVE OIL CONSUMPTION | Excessive Oil Consumption On
5.0L EFI Ford Engines
AERA members report excessive oil consumption on Ford 5.0L EFI engines. This condition has been reported on both existing engines as well as engines that have been recently rebuilt.
One very common source of oil consumption has been through the positive crankcase ventilation (PCV) system. As the first step, verifying that the correct parts are used and are in good working order. For most applications, the crankcase vacuum should be one to three inches of mercury (1 - 3 hg).
If the PCV system is working properly, check the rocker cover for a loose or deformed baffle. The baffle is located in the right valve cover, directly under the PCV valve and may allow oil to collect in a puddle. High vacuum will then pull the oil into the system. Secure or reform the baffle to prevent oil from
collecting under the PCV valve.
The AERA Technical Committee | | MAIN BEARING KNOCK | Front Main Bearing Knock On
Some 1975-1977 Ford, Lincoln, Mercury 7.5L (460 CID) Engines
It has been reported that some 1975-1977 Ford, Lincoln and Mercury 7.5L (460 CID) engines may have a front main bearing knock. The thump or knock may be distinctly heard inside the vehicle at half engine frequency when the engine is hot and is most noticeable between 800 and 1500 rpm.
Ford engineers recommend checking the engine timing. Following this move the vehicle outdoors, close the windows and shut off all accessories. Slowly raise engine speed to 1500 rpm in drive while depressing the brake pedal. If the front main bearing is defective, a definite recurring thump will be heard at half
crankshaft frequency.
To solve the noise problem, Ford Motor Company has recommended selective-fit standard and undersize bearings:
Upper main bearing (Std.)
Upper main bearing (.001)
Upper main bearing (.002)
Lower main bearing (Std.)
Lower main bearing (.001)
Lower main bearing (.002)
Any combination of the above main bearing halves can be used. The use of two different size halves on one journal is approved, however, the larger undersize should be installed in the upper position. A properly selected combination of bering halves should allow for a free-turning crankshaft when all bearing cap
bolts are correctly torqued to specifications.
Installing these selective-fit bearings should enable you to provide .0004 to .0015 clearance at the front main bearing. Try the .001 undersize bearing first and check the clearance with Plastigage or equivalent.
The AERA Technical Committee | | BROKEN ROCKER ARM BOLTS | Broken Rocker Arms On
Ford (Mercury) 5.8L (351 CID) Engines
Broken valve rocker arm bolts due to fulcrum to pedestal boss interference have been experienced in some Ford 5.8L (351 CID) Engines.
When encountering these trouble cases, check all remaining rocker arm bolts for breakaway torque turning the bolt clockwise, and checking all push rods for straightness. Bolts with breakaway torque under 20 ft.lbs. should be replaced using Part No. DOOZ- 6A527-A-5/16_18 x 1.38 bolt Grade 8 material.
All fulcrums in these problem engines must be reworked as follows: Grind and/or file the piloting chamfer edges as shown in the illustration, and remove all flared edges both on the side and bottom surfaces. If necessary buff or polish the sides of the fulcrum to ensure that it is free in the fulcrum channel.
To eliminate possible inaccurate torque readings caused by thread imperfections, lubricate the bolt threads and underside of the bolt head with engine oil. Assemble the rocker arm, fulcrum seat, bolt to the engine, and torque the bolts 20-25 ft.lbs. Then back the bolt out 4 full turns and retorque 20-25 ft.lbs. The rocker arm bolt torque has been revised from 17-23 ft.lbs. to 20-25ft.lbs.
To cut down on additional wear, mark the fulcrums so they can be installed in their original position and location in the rocker arms. Do not rotate the fulcrums 180°.
The AERA Technical Committee | | STEEL HEAD GASKET REPLACEMENT | Cylinder Head Gasket Replacement On
Ford (Mercury) 7.0L (428 CID)
V-8 Police Interceptor Engine
When replacing a cylinder head gasket on a 1966-69 Ford (Mercury) 7.0L (428 CID) V-8 Police Interceptor engine, use a steel head gasket. Composition type gaskets are not recommended.
It has been found that steel gaskets reduce the possibility of a cylinder head cracking in the area of the bolt holes in these engines.
It is essential that head and block surfaces be clean and checked for flatness prior to gasket replacement. An even coat of head gasket sealer should be applied to both top and bottom gasket surfaces. Be sure to check the word front stamped on the gasket and install accordingly. Torque to specifications according to proper sequence.
The AERA Technical Committee | | FUEL PUMP DIAGNOSIS ON GASOLINE ENGINES | Fuel Pump Diagnosis on
Chrysler Gasoline Engines
Operating a vehicle with a faulty fuel pump will exhibit several symptoms. Depending on the state of disrepair of the fuel pump, the vehicle may suffer from poor acceleration and other driveability complaints when increasing loads are applied. Long cranking times during a hot restart may also be evident.
While not all driveability complaints can be attributed to a defective fuel pump, it is important to determine the condition of the fuel pump before simply replacing it.
The first test is accomplished by disconnecting the inlet and outlet lines from the fuel pump. Attach a known good vacuum gauge capable of reading 0 - 25 of Hg (inches of Mercury) to the inlet fitting of the fuel pump.
Cranking the engine over with the starter motor the fuel pump should be able to achieve at least 11 of vacuum. Readings as high as 22 may be observed and are completely normal. Fuel pumps producing less than 11 of vacuum should be replaced.
Remove the vacuum gauge and attach a pressure gauge to the outlet fitting of the fuel pump. Crank the engine over again using the starter motor and observe the pressure reading of the gauge. Compare the reading to the specifications listed below:
Engine Displacement Recommended Pressure
5.7L (360 CID) 5.75 - 7.25 PSI
5.2L (318 CID) 5.75 - 7.25 PSI
3.7L (225 CID) 4.0 - 5.5 PSI
2.5L 4.5 - 6.0 PSI
2.2L 4.5 - 6.0 PSI
1.7L 4.5 - 6.0 PSI
1.6L 4.5 - 6.0 PSI
Fuel pumps not developing sufficient pressure should be replaced.
Remove the pressure gauge and reconnect all fuel lines to the pump. Start the engine to ensure that no gasoline leaks have developed.
Only through proper testing can you ensure that the fuel pump is defective before simply replacing it.
The AERA Technical Committee | | EXCESSIVE PREIGNITION ON HSC ENGINES | Excessive Pre-Ignition On
Ford 5.0L HSC Engines
AERA members have reported instances of severe pre-ignition (ping) with some Ford 5.0L (302 CID) engines using High Swirl Combustion (HSC) cylinder heads.
On the HSC cylinder head, part of the casting extends into the combustion chamber area between the intake and exhaust valve (Figure 1). This protrusion has an extremely sharp edge that can actually start to glow, causing pre-ignition of the air fuel mixture.
Ford recommends grinding the sharp point off the casting, smoothing out any sharp corners to prevent new hot spots (Figure 2). Do not remove more than necessary or compression will be lowered to a point where the vehicle will no longer idle.
The HSC cylinder head carries the casting number E6SE and can be found on some 1986 and 1989 Ford and Lincoln Mercury vehicles.
The AERA Technical Committee | | PUSHRODS OF VARYING LENGTHS | Pushrods Of Varying Lengths On
Ford (Ford, Lincoln & Mercury) Engines
It has been reported that, due to manufacturing variances and the use of non-adjustable rocker arms, some Ford engines equipped with hydraulic valve lifters may have pushrods of different lengths installed in the same engine. The pushrods may be standard length, 1/16 longer than standard or 1/16 shorter than standard.
Rebuilders are cautioned that it is extremely important that pushrods be returned to their original positions when reassembling these engines. Failure to do so may result in excessive clearances, causing valves to be held open.
To check for this condition, the procedure is as follows: With the valve closed, apply pressure to the pushrod side of the rocker arm until the hydraulic lifter is bottomed out, then measure the clearance between the rocker arm and the valve tip with a feeler gauge. If this clearance exceeds the manufacturer's specifications, the longer pushrod must be used; if the clearance does not meet the minimum specification, the shorter pushrod must be used. For correct valve clearance specifications, refer to the Ford Service Manual, Motor Manual, Chilton's, etc.
Note: On engines which have machined in any way which alters the original valve train geometry, all push rods must be checked for correct length.
The AERA Technical Committee | | FLYWHEEL & CRANKSHAFT CAUTION | Caution On Flywheel, Crankshaft & Damper On
Some 1981 Ford (Lincoln-Mercury) 5.0L (302 CID) Engines
Ford Motor Co. announced that some 1981 Ford (Lincoln-Mercury) engines are manufactured with a 1980 crankshaft, flywheel and damper. These engines may be identified by a decal having a red S on a white background, located on the left hand rocker cover.
The new 1981 flywheel, crankshaft and damper cannot be used on the 1980 engines unless all three components are replaced as a unit. Otherwise, engine vibration may result.
1981 engines may be identified by a daub of green paint on the flywheel, crankshaft and damper.
The AERA Technical Committee | | METRIC & ENGLISH FASTENERS | Comparison Of Metric And English System Fasteners
Background Information
The information presented here will help you to have a better understanding of Metric fasteners and how they stack up with the more familiar English (Inch) types.
For one thing, more and more Metric type fasteners are being used in the assembly of American made vehicles. The Automatic Overdrive Transmission is no exception. All of the bolts, nuts and machine screws used in the A.O.T. are Metric.
Identification
When it is necessary to replace a Metric fastener (bolt, nut, screw, stud, etc.) ALWAYS choose the correct Metric replacement and NOT the English (Inch) type. They are not interchangeable! Of course, this also holds true for installing a Metric fastener when the English (Inch) size and type was used originally.
Both types of fasteners (Metric/English) are easily identified with markings or numbers which indicate the strength of the fastener. These markings are described below. Attention to these markings is important in assuring that the proper replacement fastener is used in service.
Note: English system and Metric system fasteners are available through local Ford and Lincoln-Mercury Parts Departments.
Bolt Identification
*The property class is an Arabic numeral distinguishable from the slash SAE English grade system.
**The length of all bolts is measured from the underside of the head to the end.
The AERA Technical Committee |
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