I forget which of our experts said it so well, but as the last Aerostar was built in 1997, the fleet is indeed aging.

The very purpose of this forum is that we might all help each other by sharing our experience and knowledge. I was about ready to ditch my 92, but a couple of the folks on here were able to narrow the issue down to a relatively simple issue and I was able to have it repaired. More than one shop told me "it isn't worth fixing" or "you ought to get a new one", but I would mucg prefer to spend $1,500 on the Aerostar and drive it another 10 years than to make payments on a new, not as heavy-duty or versatile replacement. The savings will put my kid through college.

I likely could have removed and replaced the heads myself, but in the interest of time, I opted to hire it out. The secret was not so much in replacing the heads, but in knowing that was the real issue instead of five other things, none of which turned out to be the problem, and each was properly diagnosed by one of my friends on the forum here.

So, the choice is yours. If you want to get something else, go ahead. But don't be fooled into thinking it will cost you less or be any easier to work on. If you run into an issue you can't resolve, or need a little help from someone who has already done the job before, this is the place. I think I'll keep driving the old Aerostars a while longer, do a little work on them from time to time, and put the savings into retirement and college funds.

Thanks for the help, folks.

 

Buy a truck, they are easier then a van to work on!

 

Have you looked under the hood of any 95+ F series?

 

DaveMac. Very well stated, and I agree. Also with 93 Nighthawk's observation on the engine bays of the newer mid 90s-up, F-Series. Those GM Vortec engines in the Chevy, GMC truck, SUV line are not easy, with anything other than very basic maintenence. It's simply from all the regulations, and red tape, required on all vehicles from the Feds to the EPA. Those fat cats lease what they drive, have someone else drive them around, or never keep anything longer than a year or two. The cost of new trucks, vans, is staggering, and then add the high cost for insurance and gasoline. What's a person to do? So yes, when we can help each other figure out our dilemmas on our Aerostars, we'll all be better off. One day, I'll have something nicer. However, I have two teenage kids, one graduating from college (age 22) Through this time, I've had reliable transportation with my '87 Aerostar XLT. No monthly car / SUV payment, insurance is resonable. Van is an original NoCal vehicle, straight, no dents or rust. 16-17 MPG, ice cold AC, and hot, toasty heat on damp and foggy winter days. Yes, certain things about the Aerostar are a pain, but on the other hand, something can be said for a van, that never leaves me stuck, stranded. Turn the key, and it starts. and I'm driving something bigger than an econobox, deathtrap... Ed

 

Actually Ed, only part of it is due to the EPA and the Gov, the other part is the Manufacturers themselves.

For years they want to drive out of business the small mom & pop repair shops so only their dealers could get the expensive business of repair. I remember the congresional hearings in the early 90s where the small business won over the big manufactures with OBD-II requirements, Each manufacturer wanted there computer different and each one hold the liscense on the code readers (think microsoft windows) and would charge thousands for use of such a reader. Small business said that it would drive them out of the repair industry so the Gov forced the Mans to use a common computer on all models from '96 up so anyone can pull codes (including DIYers) using a single scanner.

As for lack of room, there are two reasons for it.

One, the engineers design the engine bays with in mind the least amount product (ie wire, hoses, ect) to save money and to make the engine bay actually smaller to save weight on the overall vehicle. (Remember the Air Craft Carrier size hoods of the '70s cars? You could walk IN the engine bay to work on it.)

Two, to make it so complicated only a dealership will be willing to work on it. Also sense it takes longer to work on, more money for the dealership. I remember on one of GM's new vehciles (I think it was the Silverado, but my memory is failing me) in the late 90s rolled out a new design. The designers did not take into account for the space for the oil filter. Come the first oil change Dealerships were having to drop the whole engine to change the oil filter. ($800 oil change ) GM quickly fixed that with a remote oil filter.

Having a transverse engine is fine (for FWD) if it is a 4 banger, anything bigger it is amost imposible to get the rear plugs unless it is an DOHC or SOHC design without dropping the engine. Even then it is still a pia compared to the old 70s models.

 

Gee. I didn't know I was going to inspire a heated debate! Actually, I was only half kidding about the level of difficulty repairing one of thiese things. I'm sure a FWD Windstar or Caravan would be a real nightmare. FWD just basically sucks. I think the Aerostar is a pretty good vehicle. I just wish wish mine were a bit newer ('91). All the wiring is very brittle, and a lot of the accesories don't work. Maybe by 2010 I'll have it all fixed.

 

Maybe I should have posted: "Buy a older truck, they are easier to work on"

I have a '89 F150 5.0 w/5sp and its easy to work on.

 

I figured from your sig and screen name. I had a '78 Bronco, man that wass really easy to work on compared to your '89. Too bad it got about 8mpg.

 

I wish I could take credit for it. I think it was Copper, but I couldn't find the original post. Whoever said it, the truth is the truth. I'd still rather have my Aerostar than a payment, and the savings could be significant.

I'm with you on the no payment, reliable bits. I knew I had a winner when my sixteen-year-old daughter mentioned that she saw an Aerostar with a 5-speed for sale, and I should buy it for me so she could take mine.

 

DaveMac... I have never driven an Aerostar with a manuel transmission?!! Man, I could just imagine, pushing in the clutch, when slowing for a redlight, etc.? Any 5-speed Aerostar owners out there? I would be interested in hearing your overall thoughts and opinions concerning a manuel transmission Aerostar! Considering the Aerostar is a fairly heavy van (for a "minivan" anyway) how is clutch wear with this vehicle? How about fuel mileage, for a manuel transmission Aerostar? Any other statisticts, general information, options etc. ? Does Ford give a tow (weight) rating, with the manuel transmission? Will the 5-speed Aerostar XLT, run door-to-door with a 5-speed, performance tuned, 5.0L early 90s LX notchback Fox Mustang? Information like that, I'm interested in! ... ED PS DaveMac, after just re-reading your last post, is your Aerostar a 5-speed? Forgive me, if you've already stated this prior, or if it's shod with the A4LD FoMoCo automatic, OD, equipped from the Missouri Ford Motor Company's Assembly Plant. These hard workers, built all of our Ford Aerostars, brand new and factory fresh at one time!

 

Both my Aerostars are 4-speed automatics. I have a 92 XL short (135,000 miles) and a 94 XLT extended (185,000 miles). The 94 seems to have a slightly nicer interior package, dual air, and an interior light that comes on when you pull the door handle. Other than that, they seem to be the same. I think the 5-speeds were early in the production, like 86~90. My manual says (best I recall) they used a Mazda 5-speed manual of some sort. I bought the 94 used in 95, and then found the 92 in 2000 and jumped on the deal. As difficult as it is for me to work on cars, I thought having 2 alike would make it easier. Turns out I haven't had to do much of anything on them, at least up 'til I had to have the heads milled and redone on the 92. I would have tackled that myself, but between travel at work and needing the car, I opted to send it out. If I could get my Tempo figured out, I'd have the extra car to allow the option of a long-term repair. The Tempo is the most baffling thing I have ever encountered. These folks on the forum have given me a dozen suggestions and nothing has worked.

 

all of you are right, the engine bay in this van is one of the most tight, cramped spaces on any vehicle I have ever come across, the only good thing about it is there is loads of room in the van, great when it is running.

 

dave, send me a pm detailing the problems you're having with your tempo and I'll try and help out, my fascination before the aerostar was the tempo

 

PM has been sent.

 

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A "For What It's Worth" comment, I thought about when you said with the brittle wiring. When I first bought my Aerostar several years ago (1989) for a 1987 Aerostar, XLT, 3.0v6 auto. One of my first projects was to insulate certain parts from engine heat. For example, I replaced the ground cable, with a thicker 2 guage cable, and pigtail, that grounds to the metal on the radiator support. I insulated the cable itself, where it screws into the engine block. I noticed about 6" of the orginal cable was right against the block itself. HOT, HOT HOT, especially when the engine is in the heat soak cycle, 10 minutes or so after shutting off the van. Then the cable that connects to the starter, I took a new piece of heater hose. Cut it down the middle, and slipped it easily over the cable, to protect and insulate it from heat. I also wrapped the exhaust system with Thermo-Tec's exhaust wrap. (more commonly used on headers). For one, I did not like the design of how the exhaust pipe went right under the transmission (bellhousing area I believe), which gives uneeded exhaust heat directly to the transmission heat it makes on it's own. This, makes the engine work much more efficiently, and the under hood heat is noticeably reduced. Oh, it's still warm, but on a 108 degree summer day, in northern CA, after a freeway run, the Aerostar keeps uneeded heat off of the floorboards. The van cools down more efficiently as well. I also have insulated the heater hoses at various points as well. An easy task, and all combined, this helps deliver maximum MPG, and a old Aerostar that blows ice cold AC, and hot, toasty, heat front and rear in the winter time. I have never experienced a "heat soak" starting problem, and the A4ld auto transmission, and starter are still the original parts @ 138K. I feel the shielding of them, against high heat conditions in my climate, have extended their usefull life. (knock on wood, holding a 4-leaf clover as I type this, LOL) Ed