Engine System-General Information Ford Cutaway E350

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 INTRODUCTION - 6.0L DIESEL and INTRODUCTION - GASOLINE MODELS .

The engine incorporates the following features

1. a closed positive crankcase ventilation (PCV) system. For additional information, refer to «ENGINE EMISSION CONTROL»(/ford/cutaway-e350/2004-2007/remont/auxiliary-emission-control-systems/#engine-emission-control) .
2. an exhaust emission control system. For additional information, refer to «ENGINE EMISSION CONTROL»(/ford/cutaway-e350/2004-2007/remont/auxiliary-emission-control-systems/#engine-emission-control) .
3. an evaporative emission control system. For additional information, refer to «EVAPORATIVE EMISSIONS»(/ford/cutaway-e350/2004-2007/remont/auxiliary-emission-control-systems/#evaporative-emissions) .

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

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.

Correct engine identification is required to order parts. Refer to appropriate ENGINE article for the procedure.

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

Special Tool(s)

SPECIAL TOOLS Commercially Available Leakdown Tester Quick Disconnect Compression Tester 134-R0212 or equivalent Dial Indicator Gauge Adapter 303-007 (TOOL-6565-AB) or equivalent Dial Indicator Gauge with Holding Fixture 100-002 (TOOL-4201-C) or equivalent Engine Cylinder Leak Detection/Air Pressurization Kit 014-00708 or equivalent Oil Pressure Gauge 303-088 (T73L-6600-A) UV Leak Detector Kit 164-R0756 or equivalent Vacuum/Pressure Tester 164-R0253 or equivalent

Scheme 1

Scheme 2

Scheme 3

Scheme 4

Scheme 5

Material

MATERIAL SPECIFICATION

Inspection and Verification

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 «VISUAL INSPECTION CHART»(/ford/cutaway-e350/2004-2007/remont/mechanical/#engine-system-general-information) . ENGINE VISUAL INSPECTION CHART Mechanical Engine coolant leaks Engine oil leaks Fuel leaks Damaged or severely worn parts Loose mounting bolts, studs and nuts
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/cutaway-e350/2004-2007/remont/mechanical/#engine-system-general-information__symptom-chart) .

Symptom Chart

ENGINE SYMPTOM CHART

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

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 condition 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/cutaway-e350/2004-2007/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 «COMPRESSION TEST CHART»(/ford/cutaway-e350/2004-2007/remont/mechanical/#engine-system-general-information__compression-test-compression-gauge-check) for pressure range limits.
2. Compression should be consistent across all cylinders. For additional information, refer to «COMPRESSION TESTING»(/ford/cutaway-e350/2004-2007/remont/mechanical/#engine-system-general-information__compression-test-compression-gauge-check) . If compression tested within the specifications found in this section, 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/cutaway-e350/2004-2007/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 «COMPRESSION TESTING»(/ford/cutaway-e350/2004-2007/remont/mechanical/#engine-system-general-information__compression-test-compression-gauge-check) 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 6

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, 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, 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 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, 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 installed valve spring height.
5. Check for missing or worn valve spring seats.
6. 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.

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

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

Scheme 7

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.

Scheme 8

1. Inspect the timing chain/belt and the sprockets. Install new components as necessary. Refer to appropriate ENGINE article for the procedure.

Scheme 9

1. Measure each camshaft journal diameter in 2 directions. If out of specification, install new components as necessary. Refer to appropriate ENGINE article for the procedure.

Camshaft Journal - Clearance, Plastigage Method

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

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

SPECIAL TOOL Dial Indicator Gauge with Holding Fixture 100-002 (TOOL-4201-C) or equivalent

Scheme 10

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 appropriate ENGINE article for the procedure. If camshaft end play exceeds specification after camshaft installation, install a new cylinder head. Refer to appropriate ENGINE article for the procedure.

Scheme 11

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. Refer to appropriate ENGINE article for the procedure.

SPECIAL TOOL Dial Indicator Gauge with Holding Fixture 100-002 (TOOL-4201-C) or equivalent

Scheme 12

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. Refer to appropriate ENGINE article for the procedure.

SPECIAL TOOL Dial Indicator Gauge with Holding Fixture 100-002 (TOOL-4201-C) or equivalent

Scheme 13

1. Use a Dial Indicator Gauge with Holding Fixture to measure the camshaft runout. Rotate the camshaft and subtract the lowest indicator reading from the highest indicator reading. For additional information, refer to appropriate ENGINE article for the procedure. If out of specification, install new components as necessary. Refer to appropriate ENGINE article for the procedure.

Scheme 14

1. Measure each of the crankshaft main bearing journal diameters in at least 2 directions. Refer to appropriate ENGINE article for the procedure. If out of specification, install new components as necessary. Refer to appropriate ENGINE article for the procedure.

Scheme 15

1. Measure each of the crankshaft main bearing journal diameters in at least 2 directions at each end of the main bearing journal. Refer to appropriate ENGINE article for the procedure. If out of specification, install new components as necessary. Refer to appropriate ENGINE article for the procedure.

Crankshaft Main Bearing Journal - Clearance

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

Scheme 16

Scheme 17

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.
3. Install and remove the crankshaft main bearing cap.
4. Verify the crankshaft journal clearance. Refer to appropriate ENGINE article for the procedure. If out of specification, install new components as necessary. Refer to appropriate ENGINE article for the procedure.

SPECIAL TOOL Dial Indicator Gauge with Holding Fixture 100-002 (TOOL-4201-C) or equivalent

Scheme 18

1. 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. Refer to appropriate ENGINE article for the procedure.

SPECIAL TOOL Dial Indicator Gauge with Holding Fixture 100-002 (TOOL-4201-C) or equivalent

Scheme 19

1. Use the Dial Indicator Gauge with Holding Fixture to measure the crankshaft runout. Refer to appropriate ENGINE article for the procedure. 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. Refer to appropriate ENGINE article for the procedure.

Connecting Rod Bearing Journal Taper and Out-of-Round

1. Measure the crankshaft connecting rod journal diameters in 2 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. Refer to appropriate ENGINE article for the procedure. If out of specification, install new components as necessary. Refer to appropriate ENGINE article for the procedure.

Scheme 20

1. Measure the cylinder bore at the top, middle and bottom of piston ring travel in 2 directions as indicated in (Scheme 17). Verify the cylinder bore is within the wear limit. The difference indicates the cylinder bore taper. Bore the cylinder to the next oversize limit. Refer to appropriate ENGINE article for the procedure.

Scheme 21

1. Measure the cylinder bore in 2 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. Refer to appropriate ENGINE article for the procedure.

SPECIAL TOOL Dial Indicator Gauge with Holding Fixture 303-D033 (D81L-6002-D) or equivalent

Scheme 22

Procedure

Scheme 23

Scheme 24

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 25

Scheme 26

1. Measure the piston pin bore diameter in 2 directions on each side. Verify the diameter is within specification. If out of specification, install new components as necessary. Refer to appropriate ENGINE article for the procedure.

Scheme 27

1. Measure the piston diameter 90 degrees from the piston pin and 42 mm (1.65 in) down from the top of the piston at the point indicated. Refer to appropriate ENGINE article for the procedure. If out of specification, install new components as necessary. Refer to appropriate ENGINE article for the procedure.

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 28

1. Select a piston size based on the cylinder bore.
2. Choose the piston with the correct paint color or specific size grade. Refer to appropriate ENGINE article for the procedure.

Piston Ring End Gap

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

Scheme 29

Scheme 30

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 appropriate ENGINE article for the procedure.

Scheme 31

Scheme 32

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

Scheme 33

1. Measure the piston pin diameter in 2 directions at the points (Scheme 28) Verify the diameter is within specification. Refer to appropriate ENGINE article for the procedure. If out of specification, install new components as necessary. Refer to appropriate ENGINE article for the procedure.

Connecting Rod Cleaning

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

Scheme 34

1. Tighten the bolts to specification, then measure the bore in 2 directions. The difference is the connecting rod bore out-of-round. Verify the out-of-round is within specification. Refer to appropriate ENGINE article for the procedure. If out of specification, install new components as necessary. Refer to appropriate ENGINE article for the procedure.

Scheme 35

Scheme 36

1. Use a telescoping gauge to determine the inner diameter of the connecting rod bushing, if equipped.
2. Measure the telescoping gauge with a micrometers. Verify the diameter is within specification. Refer to appropriate ENGINE article for the procedure. If out of specification, install new components as necessary.

Scheme 37

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 appropriate ENGINE article for the procedure. If out of specification, install new components as necessary. Refer to appropriate ENGINE article for the procedure.

Scheme 38

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 appropriate ENGINE article for the procedure. If out of specification, install new components as necessary. Refer to appropriate ENGINE article for the procedure.

Scheme 39

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

Connecting Rod - Bearing Journal Clearance

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

Scheme 40

Scheme 41

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 appropriate ENGINE article for the procedure. If out of specification, install new components as necessary. Refer to appropriate ENGINE article for the procedure.

Scheme 42

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

Scheme 43

Scheme 44

1. Inspect the roller follower for flat spots or scoring. If any damage is found, inspect the camshaft lobes and hydraulic lash adjuster for damage.

Scheme 45

1. Measure the diameter of each intake and exhaust valve stem at the points (Scheme 41) Verify the diameter is within specification. Refer to appropriate ENGINE article for the procedure. If out of specification, install new components as necessary. Refer to appropriate ENGINE article for the procedure.

SPECIAL TOOLS Dial Indicator Gauge with Holding Fixture 100-002 (TOOL-4201-C) or equivalent Clearance Gauge, Valve Guide 303-004 (TOOL-6505-E) or equivalent

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 46

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 47

1. Use a ball gauge to determine the inner diameter of the valve guides in 2 directions at the top, middle and bottom of the valve guide.
2. Measure the ball gauge with a micrometer. Refer to appropriate ENGINE article for the specification.
3. 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 48

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 49

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

Scheme 50

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

Scheme 51

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 appropriate ENGINE article for the procedure.

SPECIAL TOOL Pressure Gauge, Valve/Clutch Spring 303-006 (TOOL-6513-DD) or equivalent

Scheme 52

Scheme 53

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

Valve and Seat Refacing Measurements

Scheme 54

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

Scheme 55

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 appropriate ENGINE article for the procedure.

Scheme 56

1. Use a valve seat runout gauge to check valve seat runout.

Cylinder Head Distortion

1. Using a straightedge and a feeler gauge, inspect the cylinder head for flatness in the sequence (Scheme 54) If the cylinder head is distorted, install a new cylinder head.

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.

SPECIAL TOOL Slide Hammer 100-001 (T50T-100-A)

MATERIAL SPECIFICATION

Scheme 57

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 High Strength Threadlocker and install the cylinder block core plug.

Cup-Type

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

Expansion-Type

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

Scheme 58

Scheme 59

Scheme 60

Scheme 61

Scheme 62

Scheme 63

Scheme 64

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 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.

SPECIAL TOOL Straight Edge 303-D039 (D83L-4201-A) or equivalent

Scheme 65

1. Clean the exhaust manifold using a suitable solvent. Use a plastic scraping tool to clean the gasket sealing surfaces.
2. Using the special tool (or a precision straight edge) and a feeler gauge, check the exhaust manifold sealing surface for warpage. If the warpage is greater than 0.76 mm (0.0299 in), install a new exhaust manifold.

Scheme 66

1. Inspect bearings for the following defects: Cratering - fatigue failure Spot polishing - incorrect seating Imbedded dirty 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 - 6.0L DIESEL
• INTRODUCTION - GASOLINE MODELS
• ENGINE EMISSION CONTROL
• EVAPORATIVE EMISSIONS
• IDENTIFICATION CODES
• CHARGING SYSTEM - GENERAL INFORMATION
• ACCESSORY DRIVE
• ENGINE COOLING
• WHEELS & TIRES
• BRAKE SYSTEM-GENERAL INFORMATION
• VISUAL INSPECTION CHART
• SYMPTOM CHART
• COMPRESSION PRESSURE LIMIT CHART
• Engine Oil Leaks
• COMPRESSION TEST CHART