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Reduce the possibility of seized camshafts on 1990-’99 Honda 2.2L FA22 engines.

Engine Builders: The AERA Technical Committee has a suggestion to reduce the possibility of seized camshafts on 1990-’99 Honda 2.2L FA22 engines. This engine uses a restrictor located in the deck of the cylinder block to meter the oil flow to the cylinder head.

The small hole in this restrictor may become partially blocked and limit the amount of oil flow to the cylinder head. Eventually lack of lubrication may cause a camshaft journal to score its camshaft bore and seize.

Some AERA members drill the existing restrictor to .062˝ (1.575 mm) to increase oil flow to the cylinder head and camshaft. Providing all other oil clearances are with specifications, this procedure prevents seized camshafts.

Engine Builders: AERA members report that Mack E-Tech engines now utilize an improved top piston ring. These engines – which have 11 electronically controlled engine ratings ranging from 275 to 500 hp and 1,160 to 1,660 ft.lbs. of torque – operate in demanding applications such as pulling heavy loads up long steep grades and may experience heavy wear in the upper cylinder bore area.

The improved top piston ring (p/n 349GC3113) has been developed for the ASET (Application Specific Engine Technology) engines and can be used for the E-Tech engines when heavy bore wear is encountered. If an E-Tech engine shows signs of heavy bore wear when the engine is being rebuilt, it is recommended that this improved top piston ring be used. Piston ring set part numbers are as follows:

• 53GC2142 – Piston ring set includes new top ring p/n 349CG3113, identified by orange paint mark on ring face. This ring set is recommended for use on E-Tech engines when heavy wear is observed.

• 353GC2137 – Piston ring set includes previous top ring p/n 349GC3101, identified by blue mark on ring face.

A new cylinder rebuild kit for E-Tech CCRS engines is available through Mack Parts Systems. AERA says this is the only kit used for the E-Tech engines that includes the new top ring. For other applications, ring set p/n 353CG2142 can be used.

Engine Builders: Your installers may receive reports of a surge or hesitation when driving at sustained speeds above 55 mph on 1996-’97 Galant and 1996-’97 Eclipse Spyder GS models equipped with the 4G64 2.4L SOHC engine. Diagnosis may point to a malfunctioning air flow sensor (AFS), however, the problem may still occur after installing a new AFS.

This symptom may be caused by misalignment of the throttle body on the intake manifold. A gap caused by this misalignment can create supersonic noise (or turbulence), which causes the AFS to operate improperly.

If you encounter a complaint of high-speed hesitation and duplicate the condition, proceed with the following repair procedures to properly align the throttle body and intake manifold. Install a new throttle body gasket when completing this repair.

Repair Procedure:
Refer to section 13A in Galant Service Manual, Volume 1, for more detailed information about throttle body removal.

1. Loosen and remove the throttle body mounting bolts, then remove the throttle body from the intake manifold.

Note: Do not remove the water hoses and harness that are connected to the throttle body.


2. Remove the throttle body gasket.
3. Thoroughly clean the throttle body and intake manifold mating surfaces.
4. Install the new throttle body gasket.
5. Install and temporarily finger-tighten the throttle body bolts.
6. For proper throttle body to intake manifold alignment, lift and move the throttle body into the proper position to eliminate the incorrect gap shown in Figure 1, above. While holding the throttle body in the aligned position, tighten the throttle body bolts to 19 Nm (14 ft.-lbs.).
7. Test drive the vehicle to make sure the hesitation and/or surging is eliminated before returning the vehicle to the customer (Bulletin courtesy of ALLDATA).