Toyota Camry Engine Information
The following technical bulletins were published by AERA.
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
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
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##
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
REVISED OIL PUMP & CAMSHAFT FOR 5M-GE ENGINES
Oil Pump And Camshaft Changes On 1984-85 Toyota 5M-GE Engines Toyota has announced modifications for its 5M-GE engines built in 1984 and 1985 to improve the lubrication performance of the engine's camshafts. This dual overhead camshaft 6-cylinder engine has suffered a lack of adequate oil to the camshafts in the past. Toyota engineers have increased the capacity of the oil pump to increase the oil supply to the top end. This change also necessitated a change in the shape of the oil pan to provide adequate clearance for the new oil pump. This change began with engine #5M-3581713 in August, 1984. If the original oil pump #15100-43010 is replaced with the new oil pump #15100-43020, oil pan #12101-43040 must also be used. The diameter of the oil jet in the camshaft was increased from .048 to .056. This change occurred in production beginning in May, 1985, with engine #5M-3675931 (see Figure 1). Toyota allows the replacement of camshafts in engines built prior to May, 1985 with the new camshaft without changing the oil pump and oil pan. The oil pressure switch should also be changed to the late model switch. The original camshaft #13501-43010 has been replaced by #13502-43030. The correct oil pressure switch for use with the late model camshaft is #83530-14050. The AERA Technical Committee
Camshaft Timing On Toyota 1.6L DOHC 4AF and 4AFE Engines Timing the camshafts on 1.6L DOHC Toyota engines can be a source of frustration. This popular DOHC, 16 valve engine is used in Corollas and Celicas The cause of the frustration is two sets of timing marks on each of the integral camshaft gears (Figure 1). Each set of marks has a particular purpose. One set is used to time the intake with the exhaust camshaft when they are mounted to the cylinder head. The other set indicates the TDC (Top Dead Center) for both camshafts. Mount the camshafts to the cylinder head using the following steps: 1) Install the exhaust camshaft and torque the bearing caps in sequence to 108 in.lbs. (Figure 2). 2) Rotate the exhaust camshaft to position the knock pin slightly past 9 o'clock (Figure 3). 3) Mount the intake camshaft, aligning the installation timing marks and torque the bearing caps in sequence to 108 in.lbs. 4) Rotate the camshafts to ensure alignment of the timing marks. 5) Finish by aligning the TDC timing marks (Figure 1). The cylinder head is ready for installation on the cylinder block. Align the crankshaft and camshaft sprockets before positioning the timing belt (Figure 4). Aligning the through hole in the camshaft sprocket with the mark on the camshaft bearing cap is the only tricky part. The AERA Technical Committee
PISTON PIN BUSHING REPLACEMENT
Piston Pin Bushing Replacement On Toyota 2.8L (5MGE) Engines The AERA Technical Committee has received reports of difficulties in the replacement of the piston pin bushings on the Toyota 2.8L (5MGE) engines. The bushings that are provided by Toyota as well as most aftermarket manufacturers require only .0005 - .0015 of stock removal to finish the inside diameter to size. If there are any irregularities in either the bushing's outside diameter or the receiver housing bore of the connecting rod, the bushing will be out of round. This out of round condition will not allow proper finishing of the inside diameter. AERA is aware of at least one manufacturer that has an additional amount of stock in their bushing for easier finishing to the correct dimension. The AERA Technical Committee
OIL IN THE COOLING SYSTEM
Oil in The Cooling System On 1988 Toyota 3.0L, 3VZE Engines AERA members have reported engine oil entering the cooling system on 1988 Toyota 3.0L 3VZE engines. The most common source of this oil contamination has been a crack in the oil gallery of the cylinder block. Some cracks can be seen with the naked eye and extend up into the cylinder bore. This area of the block contains a vertical oil galley that feeds both banks oil to provide lubrication to the cams and valve train. A crack in this area will connect the pressurized engine oil to the coolant passages of the block. Pressure testing the cylinder block will confirm the defect. The manufacturing process of the 4 motor mount bolt hole block, was modified toward the end of the 1988 production year to strengthen this problem area. Later blocks castings with 6 motor mount bolt holes have not exhibited this problem. Note: Other possible causes of oil in the cooling system may be the engine oil cooler, if so equipped, or either cylinder head. The AERA Technical Committee
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