Engine System-General Information Ford Crown Victoria II

GENERAL SPECIFICATIONS

GENERAL SPECIFICATIONS

Note. This article contains information, steps and procedures that may not be specific to your engine.

This article covers general procedures and diagnosis and testing of the engine system, except for exhaust emission control devices, which are covered in engine performance articles. See INTRODUCTION - CNG, FLEX-FUEL & GASOLINE article.

The engine incorporates the following features

1. A closed positive crankcase ventilation (PCV) system. For additional information, refer to «ENGINE EMISSION CONTROL»(/ford/crown-victoria/ii-1997-2011/remont/auxiliary-emission-control-systems/#engine-emission-control-system) .
2. An exhaust emission control system. For additional information, refer to «ENGINE EMISSION CONTROL»(/ford/crown-victoria/ii-1997-2011/remont/auxiliary-emission-control-systems/#engine-emission-control-system) .
3. An evaporative emission control system. For additional information, refer to «EVAPORATIVE EMISSIONS»(/ford/crown-victoria/ii-1997-2011/remont/auxiliary-emission-control-systems/#evaporative-emissions) .

Some engines incorporate a fail-safe cooling system. Refer to the appropriate ENGINE article for more information.

The engine, fuel system, ignition system, emissions system and exhaust system all affect exhaust emission levels and must be maintained according to the maintenance schedule. Refer to the scheduled Maintenance Guide.

Correct engine identification is required to order parts.

For complete vehicle and engine identification codes, refer to IDENTIFICATION CODES .

Scheme 1

MATERIAL

Scheme 2

1. Verify the customer concern by operating the engine to duplicate the condition.
2. Visually inspect for obvious signs of mechanical damage. Refer to the following chart.
3. If the inspection reveals obvious concerns that can be readily identified, repair as necessary.
4. If the concerns remain after the inspection, determine the symptoms. GO to «SYMPTOM CHART»(/ford/crown-victoria/ii-1997-2011/remont/mechanical/#engine-system-general-information) .

Scheme 3

Scheme 4

Engine Oil Leaks

Note. When diagnosing engine oil leaks, the source and location of the leak must be positively identified prior to repair.

Prior to carrying out this procedure, clean all sealing surface areas with a suitable solvent to remove all traces of oil.

Engine Oil Leaks - Fluorescent Oil Additive Method

Use the UV Leak Detector Kit to carry out the following procedure for oil leak diagnosis.

1. Add gasoline engine oil dye. Use a minimum 14.8 ml (0.5 ounce) to a maximum 29.6 ml (1 ounce) of fluorescent additive to all engines. If the oil is not premixed, fluorescent additive must first be added to crankcase.
2. Run the engine for 15 minutes. Stop the engine and inspect all seal and gasket areas for leaks using the UV Leak Detector Kit. A clear bright yellow or orange area will identify the leak. For extremely small leaks, several hours may be required for the leak to appear.

Leakage Points - Underhood

Examine the following areas for oil leakage

1. Valve cover gaskets
2. Intake manifold gaskets
3. Cylinder head gaskets
4. Oil bypass filter
5. Oil filter adapter
6. Engine front cover
7. Oil filter adapter and filter body
8. Oil level indicator tube connection
9. Oil pressure sensor

Leakage Points - Under Engine, With Vehicle on Hoist

1. Oil pan gaskets
2. Oil pan sealer
3. Oil pan rear seal
4. Engine front cover gasket
5. Crankshaft front seal
6. Crankshaft rear oil seal
7. Crankshaft main bearing cap side bolts
8. Oil filter adapter and filter body
9. Oil cooler, if equipped

Leakage Points - With Transmission and Flywheel Removed

1. Crankshaft rear oil seal
2. Rear main bearing cap parting line
3. Rear main bearing cap and seals
4. Flywheel mounting bolt holes (with flywheel installed)
5. Camshaft rear bearing covers or pipe plugs at the end of oil passages

Oil leaks at crimped seams in sheet metal parts and cracks in cast or stamped parts can be detected when using the dye method.

Compression Test - Compression Gauge Check

1. Make sure the oil in the crankcase is of the correct viscosity and at the correct level and that the battery is correctly charged. Operate the vehicle until the engine is at normal operating temperature. Turn the ignition switch to the OFF position, then remove all the spark plugs.
2. Set the throttle plates in the wide-open position.
3. Install a compression gauge such as the Compression Tester in the No. 1 cylinder.
4. Install an auxiliary starter switch in the starting circuit. With the ignition switch in the OFF position, and using the auxiliary starter switch, crank the engine a minimum of five compression strokes and record the highest reading. Note the approximate number of compression strokes required to obtain the highest reading.
5. Repeat the test on each cylinder, cranking the engine approximately the same number of compression strokes.

Compression Test - Test Results

The indicated compression pressures are considered within specification if the lowest reading cylinder is at least 75 percent of the highest reading. Refer to the COMPRESSION PRESSURE LIMIT CHART .

COMPRESSION PRESSURE LIMIT CHART

If one or more cylinders reads low, squirt approximately one tablespoon of engine oil on top of the pistons in the low-reading cylinders. Repeat the compression pressure check on these cylinders.

Compression Test - Interpreting Compression Readings

1. If compression improves considerably, piston rings are faulty.
2. If compression does not improve, valves are sticking or seating incorrectly.
3. If two adjacent cylinders indicate low compression pressures and squirting oil on each piston does not increase compression, the head gasket may be leaking between cylinders. Engine oil or coolant in cylinders could result from this condition. Use the Compression Pressure Limit Chart when checking cylinder compression so that the lowest reading is within 75 percent of the highest reading.

Cylinder Leakage Detection

When a cylinder produces a low reading, use of the Engine Cylinder Leak Detection/Air Pressurization Kit will be helpful in pinpointing the exact cause.

The leakage detector is inserted in the spark plug hole, the piston is brought up to dead center on the compression stroke, and compressed air is admitted.

Once the combustion chamber is pressurized, a special gauge included in the kit will read the percentage of leakage. Leakage exceeding 20 percent is excessive.

While the air pressure is retained in the cylinder, listen for the hiss of escaping air. A leak at the intake valve will be heard in the throttle body. A leak at the exhaust valve can be heard at the tail pipe. Leakage past the piston rings will be audible at the positive crankcase ventilation (PCV) connection. If air is passing through a blown head gasket to an adjacent cylinder, the noise will be evident at the spark plug hole of the cylinder into which the air is leaking. Cracks in the cylinder block or gasket leakage into the cooling system may be detected by a stream of bubbles in the radiator.

Excessive Engine Oil Consumption

Nearly all engines consume oil, which is essential for normal lubrication of the cylinder bore walls and pistons and rings. Determining the level of oil consumption may require testing by recording how much oil is being added over a given set of miles.

Customer driving habits greatly influence oil consumption. Mileage accumulated during towing or heavy loading generates extra heat. Frequent short trips, stop-and-go type traffic or extensive idling, prevent the engine from reaching normal operating temperature. This prevents component clearances from reaching specified operating ranges.

The following diagnostic procedure may be utilized to determine internal oil consumption. Make sure that the concern is related to internal oil consumption, and not external leakage, which also consumes oil. Verify there are no leaks before carrying out the test. Once verified, the rate of internal oil consumption can be tested.

A new engine may require extra oil in the early stages of operation. Internal piston-to-bore clearances and sealing characteristics improve as the engine breaks in. Engines are designed for close tolerances and do not require break-in oils or additives. Use the oil specified in the Owner Guide. Ambient temperatures may determine the oil viscosity specification. Verify that the correct oil is being used for the vehicle in the geographic region in which it is driven.

Basic Pre-checks

1. For persistent complaints of oil consumption, interview the customer to determine the oil consumption characteristics. If possible, determine the brand and grade of oil currently in the oil pan. Look at the oil filter or oil-change station tags to determine if Ford-recommended maintenance schedules have been followed. Make sure that the oil has been changed at the specified mileage intervals. If vehicle mileage is past the first recommended drain interval, the OEM production filter should have been changed.
2. Ask how the most current mileage was accumulated. That is, determine whether the vehicle was driven under the following conditions: Extended idling or curbside engine operation Stop-and-go traffic or taxi operation Towing a trailer or vehicle loaded heavily Frequent short trips (engine not up to normal operating temperature) Excessive throttling or high engine-RPM driving
3. Verify that there are no external leaks. If necessary, review the diagnostic procedure under «Engine Oil Leaks»(/ford/crown-victoria/ii-1997-2011/remont/mechanical/#engine-system-general-information__engine-oil-leaks) .
4. Inspect the crankcase ventilation system for: Disconnected hoses at the valve cover or throttle body. Loose or missing valve cover fill cap. Missing or incorrectly seated engine oil level indicator. Incorrect or dirty PCV valve. A PCV valve grommet unseated in the valve cover (if so equipped)
5. Inspect for signs of sludge. Sludge affects PCV performance and can plug or restrict cylinder head drainback wells. It can also increase oil pressure by restricting passages and reducing the drainback capability of piston oil control rings. Sludge can result from either excessive water ingestion in the crankcase or operation at extremely high crankcase temperatures.
6. Inspect the air filter for dirt, sludge or damage. A hole in the filter element will allow unfiltered air to bypass into the air induction system. This can cause premature internal wear (engine dusting), allowing oil to escape past rings, pistons, valves and guides.
7. If the engine is hot or was recently shut down, wait at least 5 minutes to allow the oil to drain back. Ask the customer if this requirement has been followed. Adding oil without this wait period can cause an overfill condition, leading to excessive oil consumption and foaming which may cause engine damage.
8. Make sure the oil level indicator (dipstick) is correctly and fully seated in the indicator tube. Remove the oil level indicator and record the oil level.

Detailed Pre-checks

1. Check the thermostat opening temperature to make sure that the cooling system is operating at the specified temperature. If it is low, internal engine parts are not running at specified internal operating clearances.
2. Verify the spark plugs are not oil saturated. Oil leaking into one or more cylinders will appear as an oil soaked condition on the plug. If a plug is saturated, a compression check may be necessary at the conclusion of the oil consumption test.

Oil Consumption Test

Once all of the previous conditions are met, carry out an oil consumption test.

1. Drain the engine oil and remove the oil filter. Install a new manufacturer-specified oil filter. Make sure the vehicle is positioned on a level surface. Refill the oil pan to a level one quart (liter) less than the specified fill level, using manufacturer-specified oil.
2. Run the engine for 3 minutes (if hot) or 10 minutes (if cold). Allow for a minimum 5-minute drainback period and then record the oil level shown on the oil level indicator. Place a mark on the backside of the oil level indicator noting the oil level location.
3. Add the final 1 quart (liter) to complete the normal oil fill. Restart the engine and allow it to idle for 2 minutes. Shut the engine down.
4. After a 5-minute drainback period, record the location of the oil level again. Mark the oil level indicator with the new oil level location. (Note: Both marks should be very close to the MIN-MAX upper and lower limits or the upper and lower holes on the oil level indicator. These marks will exactly measure the engine's use of oil, with a one quart differential between the new marks.) Demonstrate to the customer that the factory-calibrated marks on the dipstick are where the oil should fall after an oil change with the specified fill amount. Explain however, that this may vary slightly between MIN-MAX or the upper and lower holes on the oil level indicator.
5. Record the vehicle mileage.
6. Advise the customer that oil level indicator readings must be taken every 320 km (200 miles) or weekly, using the revised marks as drawn. Remind the customer that the engine needs a minimum 5-minute drainback for an accurate reading and that the oil level indicator must be firmly seated in the tube prior to taking the reading.
7. When the subsequent indicator readings demonstrate a full quart (liter) has been used, record the vehicle mileage. The mileage driven between the 2 readings should not be less than 1,500 miles. The drive cycle the vehicle has been operated under must be considered when making this calculation. It may be necessary to have the customer bring the vehicle in for a periodic oil level indicator reading to closely monitor oil usage.

Post Checks, Evaluation and Corrective Action

1. If test results indicate excessive oil consumption, carry out a cylinder compression test. The cylinder compression test should be carried out with a fully charged battery and all spark plugs removed. See the «COMPRESSION PRESSURE LIMIT CHART»(/ford/crown-victoria/ii-1997-2011/remont/mechanical/#engine-system-general-information) for pressure range limits.
2. Compression should be consistent across all cylinders. For additional information, refer to the «COMPRESSION TEST - Compression Gauge Check»(/ford/crown-victoria/ii-1997-2011/remont/mechanical/#engine-system-general-information__compression-test-compression-gauge-check) . If compression tested within the specifications, the excessive oil consumption may be due to wear on the valve guides, valves or valve seals.
3. A cylinder leak detection test can be carried out using an Engine Cylinder Leak Detection/Air Pressurization Kit. This can help identify valves, piston rings, or worn valve guides/valve stems, inoperative valve stem seals or other related areas as the source of oil consumption. NOTE: An oil-soaked appearance on the porcelain tips of the spark plugs also indicates excessive oil use. A typical engine with normal oil consumption will exhibit a light tan to brown appearance. See «SPARK PLUG - Inspection»(/ford/crown-victoria/ii-1997-2011/remont/mechanical/#engine-system-general-information) for details. A single or adjoining, multiple cylinder leak can be traced by viewing the tips.
4. If an internal engine part is isolated as the root cause, determine if the repair will exceed cost limits and proceed with a repair strategy as required.
5. Once corrective action to engine is complete and verifying that all pre-check items were eliminated in the original diagnosis, repeat the Oil Consumption Test as described above and verify consumption results.

Intake Manifold Vacuum Test

Bring the engine to normal operating temperature. Connect the Vacuum/Pressure Tester to the intake manifold. Run the engine at the specified idle speed.

The vacuum gauge should read between 51-74 kPa (15-22 in-Hg) depending upon the engine condition and the altitude at which the test is performed. Subtract 4.0193 kPa (1 in-Hg) from the specified reading for every 304.8 m (1,000 feet) of elevation above sea level.

The reading should be steady. If necessary, adjust the gauge damper control (where used) if the needle is fluttering rapidly. Adjust the damper until the needle moves easily without excessive flutter.

Intake Manifold Vacuum Test - Interpreting Vacuum Gauge Readings

A careful study of the vacuum gauge reading while the engine is idling will help pinpoint trouble areas. Always conduct other appropriate tests before arriving at a final diagnostic decision. Vacuum gauge readings, although helpful, must be interpreted carefully.

Most vacuum gauges have a normal band indicated on the gauge face.

The following are potential gauge readings. Some are normal; others should be investigated further.

Scheme 5

1. NORMAL READING: Needle between 51-74 kPa (15-22 in-Hg) and holding steady.
2. NORMAL READING DURING RAPID ACCELERATION AND DECELERATION: When the engine is rapidly accelerated (dotted needle), the needle will drop to a low reading (not to zero). When the throttle is suddenly released, the needle will snap back up to a higher than normal figure.
3. NORMAL FOR HIGH-LIFT CAMSHAFT WITH LARGE OVERLAP: The needle will register as low as 51 kPa (15 in-Hg) but will be relatively steady. Some oscillation is normal.
4. WORN RINGS OR DILUTED OIL: When the engine is accelerated (dotted needle), the needle drops to 0 kPa (0 in-Hg). Upon deceleration, the needle runs slightly above 74 kPa (22 in-Hg).
5. STICKING VALVES: When the needle (dotted) remains steady at a normal vacuum but occasionally flicks (sharp, fast movement) down and back about 13 kPa (4 in-Hg), one or more valves may be sticking.
6. BURNED OR WARPED VALVES: A regular, evenly-spaced, downscale flicking of the needle indicates one or more burned or warped valves. Insufficient hydraulic lash adjuster or hydraulic lash adjuster (HLA) clearance will also cause this reaction.
7. POOR VALVE SEATING: A small but regular downscale flicking can mean one or more valves are not seating.
8. WORN VALVE GUIDES: When the needle oscillates over about a 13 kPa (4 in-Hg) range at idle speed, the valve guides could be worn. As engine speed increases, the needle will become steady if guides are responsible.
9. WEAK VALVE SPRINGS: When the needle oscillation becomes more violent as engine RPM is increased, weak valve springs are indicated. The reading at idle could be relatively steady.
10. LATE VALVE TIMING: A steady but low reading could be caused by late valve timing.
11. IGNITION TIMING RETARDING: Retarded ignition timing will produce a steady but somewhat low reading.
12. INSUFFICIENT SPARK PLUG GAP: When spark plugs are gapped too close, a regular, small pulsation of the needle can occur.
13. INTAKE LEAK: A low, steady reading can be caused by an intake manifold or throttle body gasket leak.
14. BLOWN HEAD GASKET: A regular drop of fair magnitude can be caused by a blown head gasket or warped cylinder head-to-cylinder block surface.
15. RESTRICTED EXHAUST SYSTEM: When the engine is first started and is idled, the reading may be normal, but as the engine RPM is increased, the back pressure caused by a clogged muffler (5230), kinked tail pipe or other concerns will cause the needle to slowly drop to 0 kPa (0 in-Hg). The needle then may slowly rise. Excessive exhaust clogging will cause the needle to drop to a low point even if the engine is only idling.
16. When vacuum leaks are indicated, search out and correct the cause. Excess air leaking into the system will upset the fuel mixture and cause concerns such as rough idle, missing on acceleration or burned valves. If the leak exists in an accessory unit such as the power brake booster (2005), the unit will not function correctly. Always fix vacuum leaks.

Oil Pressure Test

1. Disconnect and remove the oil pressure sensor from the engine.
2. Connect the Oil Pressure Gauge to the oil pressure sender oil galley port.
3. Run the engine until normal operating temperature is reached.
4. Run the engine at the specified RPM and record the gauge reading.
5. The oil pressure should be within specifications; refer to the specification chart in the appropriate ENGINE article.
6. If the pressure is not within specification, check the following possible sources: Insufficient oil Oil leakage Worn or damaged oil pump Oil pump screen cover and tube Excessive main bearing clearance Excessive connecting rod bearing clearance

Valve Train Analysis - Engine Off, Valve Cover Removed

Check for damaged or severely worn parts and correct assembly. Make sure correct parts are used with the static engine analysis as follows.

Valve Train Analysis - Engine Off, Rocker Arm

1. Check for loose mounting bolts, studs and nuts.
2. Check for plugged oil feed in the rocker arms or cylinder head.

Valve Train Analysis - Engine Off, Camshaft Roller Followers and Hydraulic Lash Adjusters, Overhead Camshaft

1. Check for loose mounting bolts on camshaft carriers.
2. Check for plugged oil feed in the camshaft roller followers, lash adjusters or cylinder heads.

Valve Train Analysis - Engine Off, Camshaft - Engines

1. Check for broken or damaged parts.

Valve Train Analysis - Valve Springs

1. Check for broken or damaged parts.

Valve Train Analysis - Engine Off, Valve Spring Retainer and Valve Spring Retainer Keys

1. Check for correct seating of the valve spring retainer key on the valve stem and in valve spring retainer.
2. Check for correct seating on the valve stem.

Valve Train Analysis - Engine Off, Valves and Cylinder Head

1. Check for plugged oil drain back holes.
2. Check for worn or damaged valve tips.
3. Check for missing or damaged guide-mounted valve stem seal.
4. Check collapsed valve tappet gap.
5. Check installed valve spring height.
6. Check for missing or worn valve spring seats.
7. Check for plugged oil metering orifice in cylinder head oil reservoir (if equipped).

Static checks (engine off) are to be made on the engine prior to the dynamic procedure.

Valve Train Analysis - Engine Running

1. Start the engine and, while idling, check for correct operation of all parts. Check the following

Valve Train Analysis - Engine Running, Valves and Cylinder Head

1. Check for plugged oil drain back holes.
2. Check for missing or damaged valve stem seals or guide mounted valve stem seals.
3. Check for a plugged oil metering orifice in the cylinder head oil reservoir.

If insufficient oiling is suspected, check oil passages for blockage, then accelerate the engine to 1,200 RPM with the transmission in NEUTRAL and the engine at normal operating temperature. Oil should spurt from the rocker arm oil holes such that valve tips and camshaft roller followers are well oiled. With the valve covers off, some oil splash may overshoot camshaft roller followers.

Valve Train Analysis - Engine Running, Camshaft Lobe Lift - OHC Engines

Check the lift of each camshaft lobe in consecutive order and make a note of the readings.

Scheme 6

1. Remove the valve covers.
2. Remove the spark plugs.
3. Install the Dial Indicator Gauge with Holding Fixture so the rounded tip of indicator is on top of the camshaft lobe and on the same plane as the valve tappet.
4. Rotate the crankshaft using a breaker bar and socket attached to the crankshaft pulley retainer bolt. Rotate the crankshaft until the base circle of the camshaft lobe is reached.
5. Zero the dial indicator. Continue to rotate the crankshaft until the (1) high-lift point of the camshaft lobe is in the fully-raised position (highest indicator reading).
6. To check the accuracy of the original indicator reading, continue to rotate crankshaft until the (2) base circle is reached. The indicator reading should be zero. If zero reading is not obtained, repeat Steps 1 through 6.
7. Remove the Dial Indicator Gauge with Holding Fixture.
8. Install the spark plugs.
9. Install the valve covers.

Valve Train Analysis - Engine Running, Valve Tappet

Valve tappet noise can be caused by any of the following

1. Excessive valve tappet gap (collapsed)
2. Incorrectly functioning valve tappet
3. Air in lubrication system
4. Excessive valve guide wear
5. Low oil pressure

Excessive collapsed valve tappet gap can be caused by loose rocker arm seat bolts/nuts, incorrect initial adjustment or wear of valve tappet face, or worn roller valve tappets, push rod, rocker arm, rocker arm seat or valve tip. With valve tappet collapsed, check gap between the valve tip and the rocker arm to determine if any other valve train parts are damaged, worn or out of adjustment.

An incorrectly functioning valve tappet can be sticking, caused by contaminants or varnish inside the tappet. The tappet can have a check valve that is not functioning correctly, which can be caused by an obstruction, such as dirt or chips that prevent the check valve from closing, or a broken check valve spring. A tappet with a leakdown time out of specification can cause tappet noise. If no other cause for noisy valve tappets can be found, the leakdown rate should be checked and new valve tappets installed if found to be out of specification.

Assembled valve tappets can be tested with Hydraulic Tappet Leakdown Tester to check the leakdown rate. The leakdown rate specification is the time in seconds for the plunger to move a specified distance while under a 22.7 kg (50 lb) load.

Air bubbles in the lubrication system will prevent the valve tappet from supporting the valve spring load. This can be caused by too high or too low an oil level in the oil pan or by air being drawn into the system through a hole, crack or leaking gasket on the oil pump screen cover and tube.

Sprockets

Note. Specifications show the expected minimum or maximum condition.

Note. If a component fails to meet the specifications, it is necessary to install a new component or refinish. If the component can be refinished, wear limits are provided as an aid to making a decision. A new component must be installed for any component that fails to meet specifications and cannot be refinished.

Inspect the timing chain/belt and the sprockets.

1. Install new components as necessary.

Scheme 7

Rocker Arms - Cleaning

1. Clean all parts thoroughly. Make sure all oil passages are open.
2. Make sure oil passage in the push rod/valve tappet end of the rocker arm (6564) is open.

Rocker Arms - Inspection

Scheme 8

1. Inspect the rocker arm push rod bore for nicks, scratches, scores or scuffs. Install new components as necessary.
2. Inspect the pad at the valve end of the rocker arm for indications of scuffing or abnormal wear. If the pad is grooved, install a new rocker arm.

Push Rods - Cleaning

1. Clean the push rods (6565) in a suitable solvent. Blow out the oil passage in the push rods with compressed air.

Push Rods - Inspection

1. Check the ends of the push rods for nicks, grooves, roughness or excessive wear. Install new push rods as necessary. The push rods can be checked for straightness while they are installed in the engine by rotating them with the valve closed. They also can be checked using a Dial Indicator with Bracketry.
2. If the push rod is bent beyond specifications, install a new push rod.

Camshaft Journal - Diameter

1. Measure each camshaft journal diameter in 2 directions.

1. If out of specification, install new components as necessary.
2. Refer to the appropriate ENGINE article for more information.

Scheme 9

Camshaft Journal - Clearance, Push Rod Engines, Micrometer Method

1. Measure each camshaft bearing (6261) in two directions. Subtract the camshaft journal diameter from the camshaft bearing diameter.

Scheme 10

Scheme 11

Note. The camshaft journals must meet specifications before checking camshaft journal clearance.

1. Remove the camshaft bearing cap and lay Plastigage across the surface.
2. Position the camshaft bearing cap and install the bolts.
3. Use Plastigage to verify the camshaft journal clearance. If out of specification, install new components as necessary.

Scheme 12

Scheme 13

1. Remove the valve tappets.
2. Use a Dial Indicator Gauge with Holding Fixture to measure camshaft end play.
3. Position the camshaft to the rear of the cylinder block.
4. Zero the indicator.
5. Move the camshaft to the front of the cylinder block. Note and record the camshaft end play. If the camshaft end play exceeds specifications, install a new camshaft thrust plate.

Scheme 14

Scheme 15

1. Use a Dial Indicator Gauge with Holding Fixture to measure camshaft end play.
2. Position the camshaft to the rear of the cylinder head.
3. Zero the indicator.
4. Move the camshaft to the front of the cylinder head. Note and record the camshaft end play. If camshaft end play exceeds specifications, install new camshaft and recheck end play. Refer to the appropriate ENGINE article. If camshaft end play exceeds specification after camshaft installation, install a new cylinder head. Refer to the appropriate ENGINE article.

Scheme 16

1. Inspect camshaft lobes for pitting or damage in the contact area. Minor pitting is acceptable outside the contact area. If excessive pitting or damage is present, install new components as necessary.

Scheme 17

Scheme 18

1. Use a Dial Indicator Gauge with Holding Fixture to measure camshaft intake/exhaust lobe lift. Rotate the camshaft and subtract the lowest indicator reading from the highest indicator reading to figure the camshaft lobe lift.

Scheme 19

Scheme 20

1. Use a Dial Indicator Gauge with Holding Fixture to measure the camshaft runout.
2. Rotate the camshaft and subtract the lowest indicator reading from the highest indicator reading. If out of specification, install new components as necessary.

Scheme 21

1. Measure each of the crankshaft main bearing journal diameters in at least two directions. If out of specification, install new components as necessary.

Scheme 22

1. Measure each of the crankshaft main bearing journal diameters in at least two directions at each end of the main bearing journal. If out of specification, install new components as necessary.

Scheme 23

Note. Crankshaft main bearing journals must be within specifications before checking journal clearance.

Scheme 24

1. Remove the crankshaft main bearing caps and crankshaft main bearing.
2. Lay a piece of Plastigage across the face of each crankshaft main bearing surface. NOTE: Do not turn the crankshaft while carrying out this procedure.
3. Install and remove the crankshaft main bearing cap.
4. Verify the crankshaft journal clearance. If out of specification, install new components as necessary.

Scheme 25

Scheme 26

Scheme 27

1. Measure the crankshaft end play. Use a Dial Indicator Gauge with Holding Fixture to measure crankshaft end play.
2. Position the crankshaft to the rear of the cylinder block.
3. Zero the indicator.
4. Move the crankshaft to the front of the cylinder block. Note and record the crankshaft end play. If crankshaft end play exceeds specifications, install a new crankshaft thrust washer or crankshaft thrust main bearing.

Scheme 28

Scheme 29

1. Use the Dial Indicator Gauge with Holding Fixture to measure the crankshaft runout.
2. Rotate the crankshaft and subtract the lowest dial indicator reading from the highest dial indicator reading to figure the crankshaft runout. If it is out of specification, install new components as necessary.

Scheme 30

1. Measure the crankshaft connecting rod journal diameters in two directions perpendicular to one another at each end of the connecting rod journal. The difference in the measurements from one end to the other is the taper. Verify measurement is within the wear limit. If out of specification, install new components as necessary.

Scheme 31

1. Measure the cylinder bore at the top, middle, and bottom of piston ring travel in 2 directions as indicated. Verify the cylinder bore is within the wear limit. The difference indicates the cylinder bore taper. Bore the cylinder to the next oversize.

Scheme 32

1. Measure the cylinder bore in two directions. The difference is the out-of-round. Verify the out-of-round is within the wear limit and bore the cylinder to the next oversize limit.

Scheme 33

Scheme 34

Scheme 35

1. Clean and inspect the (1) ring lands, (2) skirts, (3) pin bosses, and the (4) tops of the pistons. If wear marks, scores or glazing is found on the piston skirt, check for a bent or twisted connecting rod.
2. Use the Piston Ring Groove Scraper to clean the piston ring grooves. Make sure the oil ring holes are clean.

Scheme 36

Scheme 37

1. Measure the piston pin bore diameter in two directions on each side. Verify the diameter is within specification.
2. If out of specification, install new components as necessary.

Scheme 38

1. Measure the piston diameter 90 degrees from the piston pin and 42 mm down from the top of the piston at the point indicated. If out of specification, install new components as necessary.

Piston - to Cylinder Bore Clearance

1. Subtract the piston diameter from the cylinder bore diameter to find the piston-to-cylinder bore clearance.

Piston - Selection

Note. The cylinder bore must be within the specifications for taper and out-of-round before fitting a piston.

Scheme 39

Scheme 40

1. Select a piston size based on the cylinder bore.
2. Choose the piston with the correct paint color.
3. Refer to the appropriate ENGINE article for more information.

Piston - Ring End Gap

Note. Cylinder bore must be within specification for taper and out-of-round.

Scheme 41

Scheme 42

1. Use a piston without rings to push a piston ring in a cylinder to the bottom of ring travel.
2. Use a feeler gauge to measure the top piston ring end gap and the second piston ring end gap. Refer to the appropriate ENGINE article for more information.

Scheme 43

Scheme 44

1. Inspect the piston for ring land damage or accelerated wear.
2. Measure the piston ring-to-groove clearance. Refer to the appropriate ENGINE article for more information. If out of specification, install new components as necessary.

Scheme 45

1. Measure the piston pin diameter in two directions at the points shown. Verify the diameter is within specification. Refer to the appropriate ENGINE article for more information. If out of specification, install new components as necessary.

Connecting Rod - Cleaning

1. Mark and separate the parts and clean with solvent. Clean the oil passages.

Scheme 46

Scheme 47

1. Tighten the bolts to specification, then measure the bore in two directions. The difference is the connecting rod bore out-of-round. Verify the out-of-round is within specification. Refer to the appropriate ENGINE article for more information. If out of specification, install new components as necessary.

Scheme 48

1. Measure the connecting rod bend on a suitable alignment fixture. Follow the instructions of the fixture manufacturer. Verify the bend measurement is within specification. Refer to the appropriate ENGINE article for more information. If out of specification, install new components as necessary.

Scheme 49

1. Measure the inner diameter of the connecting rod bushing, if equipped. Verify the diameter is within specification. Refer to the appropriate ENGINE article for more information. If out of specification, install new components as necessary.

Scheme 50

1. Measure the connecting rod twist on a suitable alignment fixture. Follow the instructions of the fixture manufacturer. Verify the measurement is within specification. Refer to the appropriate ENGINE article for more information. If out of specification, install new components as necessary.

Scheme 51

1. Measure the clearance between the connecting rod and the piston. Verify the measurement is within specification. Refer to the appropriate ENGINE article for more information. If out of specification, install new components as necessary.

Scheme 52

Note. The crankshaft connecting rod journals must be within specifications to check the connecting rod bearing journal clearance.

Scheme 53

Scheme 54

1. Remove the connecting rod bearing cap.
2. Position a piece of Plastigage across the bearing surface.
3. Install and tighten to specifications, then remove the connecting rod bearing cap.
4. Measure the Plastigage to get the connecting rod bearing journal clearance. The Plastigage should be smooth and flat. A changing width indicates a tapered or damaged connecting rod or connecting rod bearing. Refer to the appropriate ENGINE article for more information. If out of specification, install new components as necessary.

Scheme 55

1. Measure the clearance between the connecting rod and the crankshaft. Verify the measurement is within specification. Refer to the appropriate ENGINE article for more information. If out of specification, install new components as necessary.

Push rod engines

1. Inspect the roller for flat spots or scoring. If any damage is found, inspect the camshaft lobes and valve tappet for damage.

Scheme 56

Scheme 57

1. Inspect the hydraulic valve tappet and roller for damage. If any damage is found, inspect the camshaft lobes and valves for damage.

Scheme 58

Scheme 59

Scheme 60

1. Measure the diameter of each intake and exhaust valve stem at the points shown. Verify the diameter is within specification. Refer to the appropriate ENGINE article for more information. If out of specification, install new components as necessary.

Scheme 61

Note. Valve stem diameter must be within specifications before checking valve stem to valve guide clearance.

1. Install a Valve Guide Clearance Gauge on the valve stem and install a Dial Indicator Gauge with Holding Fixture. Lower the valve until the Valve Guide Clearance Gauge contacts the upper surface of the valve guide.
2. Move the Valve Guide Clearance Gauge toward the indicator and zero the indicator. Move the Valve Guide Clearance Gauge away from the indicator and note the reading. The reading will be DOUBLE the valve stem-to-valve guide clearance. Valves with oversize stems will need to be installed if out of specification.

Scheme 62

1. Inspect the following valve areas: The end of the stem for grooves or scoring The valve face and the edge for pits, grooves or scores The valve head for signs of burning, erosion, warpage and cracking The valve margin for wear

Scheme 63

1. Measure the inner diameter of the valve guides in two directions where indicated. Refer to the appropriate ENGINE article for more information.
2. If the valve guide is not within specifications, ream the valve guide and install a valve with an oversize stem or remove the valve guide and install a new valve guide.

Scheme 64

1. Use a hand-reaming kit to ream the valve guide.
2. Reface the valve seat.
3. Clean the sharp edges left by reaming.

Scheme 65

1. Measure the installed length of each valve spring. Refer to the appropriate ENGINE article for more information. If out of specification, install new components.

Scheme 66

1. Measure the free length of each valve spring. Refer to the appropriate ENGINE article for more information. If out of specification, install new components as necessary.

Scheme 67

1. Measure the out-of-square on each valve spring. Turn the valve spring and observe the space between the top of the valve spring and the square. Install a new valve spring if out of square. Refer to the appropriate ENGINE article for more information.

Scheme 68

Scheme 69

1. Use a Valve/Clutch Spring Pressure Gauge to check the valve spring for correct strength at the specified valve spring length. Refer to the appropriate ENGINE article for more information. If out of specification, install new components as necessary.

Valve and Seat Refacing Measurements

Scheme 70

1. Check the valve head and seat. Check valve angles. Check margin width. Refer to the appropriate ENGINE article for more information. Be sure margin width is within specification
2. Inspect for abnormalities on the valve face and seat.

Scheme 71

1. Measure the valve seat width. If necessary, grind the valve seat to specification. Measure the intake valve seat width. Measure the exhaust valve seat width. Recheck the valve spring installed length after the seats have been ground, and shim the valve springs as necessary to achieve the correct installed spring length. Refer to the appropriate ENGINE article for more information.

Valve - Seat Runout

1. Use the Valve Seat Runout Gauge to check valve seat runout.

Scheme 72

Scheme 73

1. Use a straight edge and a feeler gauge to inspect the cylinder head for flatness. If the cylinder head is distorted, install a new cylinder head.

Scheme 74

Cylinder Bore - Cleaning

1. Clean the cylinder bores with soap or detergent and water.
2. Thoroughly rinse with clean water and wipe dry with a clean, lint-free cloth.
3. Use a clean, lint-free cloth and lubricate the cylinder bores. Use clean engine oil meeting Ford specification.

Scheme 75

MATERIAL

Scheme 76

1. Use a slide hammer or tools suitable to remove the cylinder block core plug.
2. Inspect the cylinder block plug bore for any damage that would interfere with the correct sealing of the plug. If the cylinder block plug bore is damaged, bore for the next oversize plug.
3. Coat the cylinder block core plug and bore lightly with Threadlock® 262 and install the cylinder block core plug.
4. Use a tool suitable to seat the cup-type cylinder block core plug.

Scheme 77

EXPANSION-TYPE

1. Use tool suitable to seat the expansion-type cylinder block core plug.

Scheme 78

Scheme 79

Scheme 80

Scheme 81

Scheme 82

Scheme 83

Scheme 84

Scheme 85

1. Inspect the spark plug for a bridged gap. Check for deposit build-up closing the gap between the electrodes. Deposits are caused by oil or carbon fouling. Clean the spark plug.
2. Check for oil fouling. Check for wet, black deposits on the insulator shell bore electrodes, caused by excessive oil entering the combustion chamber through worn rings and pistons, excessive valve-to-guide clearance or worn or loose bearings. Correct the oil leak concern. Install a new spark plug.
3. Inspect for carbon fouling. Look for black, dry, fluffy carbon deposits on the insulator tips, exposed shell surfaces and electrodes, caused by a spark plug with an incorrect heat range, dirty air cleaner, too rich a fuel mixture or excessive idling. Clean the spark plug.
4. Inspect for normal burning Check for light tan or gray deposits on the firing tip.
5. Inspect for pre-ignition, identified by melted electrodes and a possibly damaged insulator. Metallic deposits on the insulator indicate engine damage. This may be caused by incorrect ignition timing, wrong type of fuel or the unauthorized installation of a heli-coil insert in place of the spark plug threads. Install a new spark plug.
6. Inspect for overheating, identified by a white or light gray spots and with bluish-burnt appearance of electrodes. This is caused by engine overheating, wrong type of fuel, loose spark plugs, spark plugs with an incorrect heat range, low fuel pump pressure or incorrect ignition timing. Install a new spark plug.
7. Inspect for fused deposits, identified by melted or spotty deposits resembling bubbles or blisters. These are caused by sudden acceleration. Clean the spark plug.

Scheme 86

Scheme 87

1. Place a straight edge across the exhaust manifold flanges and check for warping with a feeler gauge.

Scheme 88

1. Inspect bearings for the following defects. Possible causes are shown: Cratering - fatigue failure. Spot polishing - incorrect seating. Imbedded dirt engine oil. Scratching - dirty engine oil. Base exposed - poor lubrication. Both edges worn - journal damaged. One edge worn - journal tapered or bearing not seated.

See also:
• INTRODUCTION - CNG, FLEX-FUEL & GASOLINE
• ENGINE EMISSION CONTROL
• EVAPORATIVE EMISSIONS
• IDENTIFICATION CODES
• SYMPTOM CHART
• Engine Oil Leaks
• COMPRESSION TEST - Compression Gauge Check