| OIL CONSUMPTION ON 83-86 2.0L 2SFE ENG. |
Oil Consumption On
1983-86 Toyota 2.0L 2SFE Engines
AERA members have reported oil consumption on 1983-86 Toyota 2.0L 2SFE Camry engines. This complaint may be stated before and after a valve job or a complete engine rebuild. The cause of this condition may be from ineffective valve stem seals or piston rings.
Toyota has reduced the amount of acceptable oil ring end rail gap clearance to almost 1/2 of the previous specification. The new specification is listed as .006-.016 (.15-.40 mm). The piston ring set for the engine was also modified to accommodate the new specification. It is available under Part #13011-74021 for a
standard size bore.
The valve guide seals were also modified to improve sealing abilities. They are available with Part #90913-02075 for both intake and exhaust valves. Oil may be seeping around the valve stem seals, either entering the combustion process or the hot exhaust.
Another possible area to consider, which is also the most common source of oil consumption, is the positive crankcase ventilation (PCV) system. This system takes crankcase vapors and distributes those vapors into the induction system. Excessive amounts of engine oil in the valve cover area will allow additional oily vapors to enter into the intake manifold. Those vapors are then burned through the combustion process. Also, a restricted vacuum line or an unsealed crankcase will render the PCV system ineffective.
The AERA Technical Committee
April 1996 - TB 1330
##END## |
| LOSS OF COMPRESSION ON 83-86 2.0L 2SFE ENG. |
Loss Of Compression On
1983-86 Toyota 2.0L 2SFE Engines
AERA members have reported a loss of compression on 1983-86 Toyota
2.0L 2SFE Camry engines. This complaint has come before and after a
valve job or a complete engine rebuild. There may also be more than
one cylinder affected. This condition may also be a random situation
and normal compression is present on a cold engine. As the engine
warms, a cylinder(s) starts to cut-out and the engine runs erratic.
Preforming a cranking compression test may reveal a low cylinder, or
it may show normal compression.
The cause of this problem may be a camshaft journal or lobe that
moves as the camshaft turns. This engine uses a camshaft design that
has individual lobes located on a shaft. If a lobe shifts while the
camshaft is turning, it may remove valve lash and open a valve(s).
Replacement of the camshaft is the only solution to this type of
problem.
The AERA Technical Committee
April 1996 - TB 1329
##END## |
| CYLINDER BLOCK BORING CAUTION |
Cylinder Block Boring Caution On
Toyota 2.0L 3SFE, 3SGTE Engines
AERA member shops report that boring the Toyota 2.0L 3SFE and 3SGTE cylinder blocks can lead to problems. The biggest problem is that oversize pistons are not supplied by the engine manufacturer. Toyota uses 3 standard diameter pistons and bores. The pistons are marked on the top with a 1, 2, or 3
The range of the piston diameters is from 3.3836 to 3.3848 (85.944-85.975 mm) for Camry engines. The range of the piston diameters for the Celica is 3.3827 to 3.3839 (85.920-85.951).
The manufacturer is stamping the block 1, 2, or 3 to identify the bore size of each cylinder (see figure 2). The standard bore ranges from 3.3858-3.3870 (86.000-86.030 mm). The piston to wall clearance for both engines is listed as .0018-.0026 (.045-.066 mm).
Boring the cylinder block before obtaining an oversize piston source can be costly for all concerned.
AERA is unaware of an aftermarket piston supplier at this time.
The AERA Technical Committee |
| PISTON & ROD ASSEMBLY & ROD BOLT REUSE |
Piston & Rod Assembly & Rod Bolt Reuse for
1989-99 Toyota 1.6 & 1.8L 4A-FE & 7A-FE Engines
The AERA Technical Committee offers the following information on piston and rod assembly and rod bolt reuse for 1989-99 Toyota 1.6 & 1.8L 4A-FE & 7A-FE engines. This information should be used to correctly assemble the pistons to connecting rods and determine whether a connecting rod bolt should be considered for reuse.
Rod bolts considered for reuse should be free of nicks and burrs and allow easily threading the bolt or nut with one's fingers. To further consider the rod bolts for a 1.6L engine, measure the bolt diameter with a caliper at .590 (14.986 mm) from the bottom of the bolt. If the diameter measured at that location is .3386 (8.6000 mm) or greater the bolt may be reused.
To further consider the rod bolts for a 1.8L engine, measure the bolt diameter with a caliper at .787 (20.000 mm) down from the bottom of the connecting rod bolt head. If the diameter measured at that location is .270 (7.000 mm) or greater the bolt may be reused
To assemble the connecting rods for either engine to the pistons, align the protrusion or front mark on the rod with the front mark located on the piston as shown in the illustrations below.
The AERA Technical Committee |
| COOLANT IN THE ENGINE OIL SUPPLY |
Coolant In The Oil On
Toyota 20R & 22R Engines
AERA members have reported instances of engine coolant mixing with the engine lubricating oil supply.
In some of these cases, pressure testing the cylinder block and head has not identified the source of the leak. However, close inspection of the aluminum front cover revealed an area where the timing chain wore through into a water passage.
In this engine the water pump is mounted to the front cover. When the timing chain stretches and the automatic tensioner is no longer able to take up the slack, the loose chain can slap against the front cover. Continuous contact will eventually wear a hole into the front cover, introducing engine coolant into the
crankcase.
The AERA Technical Committee |
| VALVE SEAL IDENTIFICATION FOR TOYOTA 1.8L ENGINES |
Valve Seal Identification For
2000-2002 Toyota 1.8L Engines
The AERA Technical Committee offers the following information on valve seal identification for 2000-2002 Toyota 1.8L engines. Starting with the 2000-year model Toyota offered two 1.8L engines with similar displacement, a 1ZZ-FE and a 2ZZ-GE designation.
Determining which engine you're working on may be confusing, as many components are similar. Valve stem seals fall into the confusing category, as they physically appear the same at first glance. Original equipment and some aftermarket seals are color coded to ease in seal identification. Refer to the chart and Figure 1 below to help identify the seals once they?re out of their original packaging.
Engine Model Location Coloring Part Number Stem Diameter
1ZZ-FE Exhaust Gray 9008031046 .2152-.2157
1ZZ-FE Intake Light Brown 9091302101 .2154-.2159
2ZZ-GE Exhaust Green 9091302115 .2144-.2154
2ZZ-GE Intake Black 9091302114 .2150-.2156
Valve guides are also slightly different between the two engines, which offers additional means of engine identification. The installed guide height and the guide outside diameter are different as the 2ZZ-GE engine protrudes higher than the 1ZZ-FE. The 2ZZ-GE guides should be .602-.618 above the spring seat while the 1ZZ-FE guides should be .342-.358 above the spring seat.
The AERA Technical Committee |
| REVISED TIMING BELT & TENSIONER SPRING |
Revised Timing Belt &Tensioner Spring For
1992-96 Toyota 2.2L 5S-FE Engines
The AERA Technical Committee offers the following information on a revised timing belt tensioner spring for 1992-96 Toyota 2.2L 5S-FE engines. This information should be considered anytime the timing belt is removed from the engine.
The timing belt and tensioner spring for 5S-FE engines has been revised beginning with the 1997-year model. The timing belt and spring are designed for use, as a set and one should not be replaced without replacing the other. All 1992-96 engines should be updated with the revised spring and belt as a set for improved durability. Intermixing prior and revised components should not be attempted as improper tension and alignment may occur.
Prior Part Number Current Part Number Description
90507-18030 90507-17003 Tension Spring
13568-09040 3568-09041 Timing Belt
Its 4mm shorter length and additional 3 coils can identify the revised spring.
The AERA Technical Committee |
| REVISED PCV VALVE ON 2.2L 4YEC ENGINE |
Revised PCV Valve On
1984-87 Toyota 2.2L 4YEC Engines
The AERA Technical Committee offers the following information
concerning a revised PCV (Positive Crankcase Ventilation) valve on
1984-87 Toyota 2.2L 4YEC engines. The purpose of this revised
assembly is to improve the control of the PCV system in colder
ambient temperatures.
This revised system involves installing a new valve and hose
assembly as shown below. Installing the revised components seals and
meters the air flow through the system in all ambient temperatures.
If the PCV system is not completely sealed, it becomes ineffective
and may result in undesirable oil consumption.
Engines built beginning with serial number 4Y-0058330 have the
revised components. Parts are available with Part #12204-15022 for
the valve and 12261-73021 for the hose assembly to update older
engines.
The AERA Technical Committee
October 1996 - TB 1387
##END## |
| OIL CONSUMPTION ON 3S-GE AND FE ENGINES |
Oil Consumption On
1986-88 Toyota 2.0L 3S-GE & FE Engines
The AERA Technical Committee offers the following information about oil consumption on 1986-88 Toyota 2.0L 3S-GE & FE engines. The cause of this condition has been related to inadequate piston ring seal. During the 1988 model year, Toyota modified the piston rings for the above mentioned engines. Generally, a field fix of installing the newer ring design solved excessive oil consumption complaints.
The modification to the ring set included reduced allowable oil ring end gap and additional tension for the 3S-FE engine. Refer to the chart below when fitting piston rings to bores.
Engine Ring & Location Previous Seec Current Spec.
3S-FE Oil ring end gap .0078-.0276 .0078-.0177
3S-GE Oil ring end gap .0078-.0276 .0078-.0177
Oil ring tension 4 kg 4.5 kg
3S-GE Second comp. .0090-.0138 .0177-.0236
ring end gap
The improved standard ring sets from Toyota carry part number 13011- 88363 for the 3S-GE engine and 13011-74071 for the 3S-FE engine.
The AERA Technical Committee |
| REVISED CRANKSHAFT CAUTION |
Revised Crankshaft Caution On
1994 Toyota 2.2L 5SFE Engines
The AERA Technical Committee advises members of a revised crankshaft design on 1994 Toyota 2.2L 5SFE engines. This design change prevents the interchanging of old and new designs. The modified area is the drive gear for the engine balance assembly.
To reduce cold engine noise at start-up, the number of teeth on the balance shaft drive gear was reduced from 66 to 44. The change occurred with engine serial #55537901, which was built in July of 1994.
The balance shaft assembly gears also changed at the same time to accommodate the revised crankshaft. The first design used 32 teeth on each gear and the second uses 22 teeth. Those assemblies are not interchangeable.
For additional information see AERA Technical Bulletin TB 1347
The AERA Technical Committee |
