| TIMING BELT INSTALLATION |
Timing Belt Installation On
1990-93 Subaru 2.2L Legacy Engines
Installing the timing belt on 1990-93 Subaru Legacy engines is not without its potential pitfalls. Subaru has marked each sprocket with an alignment notch and in a different location, an arrow (Figure 1). Only the alignment notch should be used to time the engine. Using the arrow could result in severe engine
damage.
Before slipping the belt on, align the timing notch on each of the three (3) sprockets with the notch on the belt housing and the marks on the timing belt (Figure 2). Verify that the timing is correct by counting the teeth between the timing marks (Figure3). There should be 44 teeth between the right cylinder head camshaft sprocket and the crankshaft sprocket timing notch. There should be 40.5 teeth between the left cylinder head camshaft sprocket and the same crankshaft sprocket timing mark. Remember that when the engine is viewed from the front, the right side of the engine is on your left and vise versa.
The AERA Technical Committee |
| CAMSHAFT IDENTIFICATION |
Camshaft Identification On
Subaru 1.6 & 1.8L Engines
The AERA Technical Committee offers the following information to assist technicians in camshaft identification and possible reuse limits on Subaru engines. Although the camshafts from different engines look similar, substitutions are not permitted.
Subaru has marked their camshafts with numbers for identification purposes. Refer to the chart for easy reference and reuse limits.
Cam & ID Lobe Lift Push Rod
Engine Lifter Type Mark (Int & Exh) Length
1.6L OHV Solid 51 1.2693-1.2732 8.620-8.624
1.8L OHV Solid 72 1.2693-1.2732 9.080-9.100
1.8L OHV Hydraulic 76 1.4134-1.4173 9.120-9.140
The wear limit for cam lobes on all camshafts is .059 (.15 mm) less than the listed specification. The maximum camshaft end play is .008 (.20 mm) and is controlled by a replaceable thrust plate.
The AERA Technical Committee |
| CYLINDER HEAD CRACKS |
Cylinder Head Cracks On
1985-92 Subaru 1.8L OHC & OHV Engines
AERA members have reported cracked cylinder heads on 1985-92 Subaru
1.8L OHC and OHV engines. These cracks occur in the combustion chamber of
the head between the valve seat inserts (see illustration). The cause of these cracks is usually related to an overheated engine.
It has been determined by Subaru that this crack does not leak coolant into the chamber and the cylinder heads should not be replaced. Extensive testing indicates that under pressure testing, the heads do not leak unless the cracks are termed extensive Pressure testing is still advised to assure your customer of the heads integrity. Checking both valve seats for looseness is also necessary as insufficient press fit may allow the seat to move during engine operation.
A modification to that area of the casting was made during 1991 production to chamfer and increase the distance between the valve seats. That change has reduced the number of heads that crack.
Some AERA machine shops remove the valve seats, weld the cracked area and reinstall valve seats to give the head a more acceptable cosmetic appearance.
The AERA Technical Committee
January 1996 - TB 1300
##END## |
| OIL LEAK ON 95 1.8 AND 2.2L ENGINES |
Engine Oil Leak On
1995 Subaru 1.8 & 2.2L Engines
The AERA Technical Committee offers the following information concerning an engine oil leak on 1995 Subaru 1.8 & 2.2L engines. Leaking oil has been reported between the engine oil pump housing and the cylinder block sealing surfaces.
The cause of this leak has been traced back to an inadequate size oil pump return hole. The return hole should be .235 (6 mm) in diameter. It is permissible to enlarge the hole size to the correct dimensions by using an appropriate size drill bit and drilling.
Applying grease to the end of the drill before drilling will minimize the chips created. Using the tool, carefully enlarge the hole to .235 (6mm). Then, clean out the hole for any extra shavings that may be left behind. Upon completion of
this procedure, carefully reinstall the oil pump.
The AERA Technical Committee |
| PISTON & RING COMBINATIONS |
Piston And Piston Ring Combinations On
Subaru 1.8L OHV & OHC Engines
Subaru uses two different oil ring groove designs on pistons installed in OHV and OHC (overhead valve & overhead camshaft) engines. Both designs lock the upper rail of the oil ring into the piston groove. Failure to install the upper rail of the oil ring correctly, may result in loss of oil control in those cylinders affected, as well as cylinder scoring and exhaust smoke.
The OHV engine uses a pin installed into the upper portion of the groove to lock the rail (Figure 1). Install the pistons into cylinders with the locking pin toward the centerline of the engine, or toward the camshaft.
Insert Figure 1 here
The OHC engine uses a notch cutout in the upper oil ring groove and relies on the assembling technician to bend over the pawl on the upper rail of the oil ring for correct installation. Install the pistons into the cylinders with the valve reliefs toward the oil pump.
The AERA Technical Committee |
| NOISY LIFTERS 1.8L OHV |
Noisy Lifters On
1980-89 Subaru 1.8L OHV Engines
The AERA Technical Committee offers the following information concerning noisy lifters on 1980-89 Subaru 1.8L OHV engines. This information is an addition to AERA Technical Bulletin TB-1058. The noise does not seem to be
affected by engine oil pressure changes. The cause of this condition should be considered on any engine that has not had the engine oil pump replaced.
The cause of this type of noise has been associated with aireated engine oil. The source of the aireated engine oil may be coming from a leak between the oil pump drive shaft and shaft seal. Over a period of time, this seal, Part
#806718090 may become hard and brittle and allow air to pass by. The seal is on the intake (suction) side of the oil pump and air leaking around the seal will be drawn into the intake cavity. As air is drawn into the intake cavity, it mixes with the engine oil, producing this aireated condition. Hydraulic lifters do not function properly with that type of pressurized oil supply.
If a disassembled oil pump is deemed reusable, it is imperative the seals listed below be replaced during the pump rebuilding process.
Oil Pump Seal Part Numbers
Drive Shaft Seal Body Seal Oval-O-Ring
806718090 806945020 15066AA000
The AERA Technical Committee |
| CYL HEAD SPECS ON 80-89 1.8L |
Cylinder Head Specifications On
1980-89 Subaru 1.8L Engines
The AERA Technical Committee offers the following information on cylinder head specifications for 1980-89 Subaru 1.8L engines. Subaru has offered two different 1.8L engines, an overhead valve (OHV) design and an overhead cam
engine (OHC). Cylinder head specifications for the two engines are unique to those different designs.
The cylinder heads do have similar appearances, however they can be identified by their casting numbers. The OHV casting number is EA-81 and the OHC cast number is EA-82. Those casting numbers also refer to the Subaru engine model designator. Refer to the specifications below while rebuilding cylinder heads for Subaru 1.8L engines.
Measurement OHC E82 Engine OHV E81 Engine
Total Head Height 3.565-3.567 3.576-3.581
Minimum Head Height 3.545 3.556
Installed Stem Height 1.843-1.862 1.752-1.772
Valve Stem Clearance .0014-.0026 .0014-.0026
Stem Dia. Intake .2736-.2742 .3130-.3136
Stem Dia. Exhaust .2734-.2740 .3128-.3134
Valve Seat Width .047-.071 .059-.079
Intake Valve Head Dia. 1.657 1.563 (1980-82)
1.630 (1983-89)
Exhaust Valve Head Dia. 1.398 1.362 (1980-82)
1.385 (1983-89)
Inner Spring F/Length 1.980 1.921 or 2.087*
Inner Test Pressures 20-23#'S@ 1.516 19-22#'S@ 1.476*
Outer Spring F/Length 1.996 1.783 or 1.909*
Outer Test Pressures 46-54#'S@ 1.630 33-38#'S@ 1.555*
*Engines with hydraulic lifters, inner spring test pressure is 20-23#'S @ 1.516, outer spring test pressure is 46-54#'S @ 1.630.
Technicians are reminded to replace either the valve seat or valve, or both if the installed stem height is greater than the values listed above.
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 |
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| CRANKSHAFTS INDUSTRIAL |
Crankshafts Used In Industrial Applications On
GM (Chevrolet) 5.7L (350 CID) Engines
When the GM (Chevrolet) 5.7L (350 CID) industrial engine is used in some applications such as lift trucks, the only crankshaft that is applicable has the forging number 1182. Dimension A of the rear flange is slightly smaller than that of other crankshafts used in General Motors 5.7L (350 CID) engines.
The larger flange crankshafts will not pass through the center hole of the bell housing. This is very critical when an oil clutch system is used.
The AERA Technical Committee |
