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Copyright © 2012, Forel Publishing Company, LLC, Woodbridge, Virginia
All Rights Reserved. No part of this book may be used or reproduced in any manner whatsoever without written permission of Forel Publishing Company, LLC. For information write to Forel
Publishing Company, LLC, 3999 Peregrine Ridge Ct., Woodbridge, VA 22192
1960 Ford Car Shop Manual EAN: 978-1-60371-054-1
ISBN: 1-60371-054-X
Forel Publishing Company, LLC 3999 Peregrine Ridge Ct. Woodbridge, VA 22192
Email address: [email protected] Website: http://www.ForelPublishing.com
This publication contains material that is reproduced and distributed under a license from Ford Motor Company. No further reproduction or distribution of the Ford Motor Company material is
allowed without the express written permission of Ford Motor Company.
Note from the Editor This product was created from the original Ford Motor Company’s publication. Every effort has been made to use the original scanned images, however, due to the condition of the material; some pages have been modified to remove imperfections.
Disclaimer
Although every effort was made to ensure the accuracy of this book, no representations or warranties of any kind are made concerning the accuracy, completeness or suitability of the information, either expressed or implied. As a result, the information contained within this book should be used as general information only. The author and Forel Publishing Company, LLC shall have neither liability nor responsibility to any person or entity with respect to any loss or damage caused, or alleged to be caused, directly or indirectly by the information contained in this book. Further, the publisher and author are not engaged in rendering legal or other professional services. If legal, mechanical, electrical, or other expert assistance is required, the services of a competent professional should be sought.
FOREWORD
This manual provides information for the proper servicing of
1960 Ford Cars, Station Wagons, Courier, and Ranchero. The
descriptions and specifications contained in this manual were
in effect at the time the manual was approved for printing.
The Ford Division of Ford Motor Company reserves the right
to discontinue models at any time, or change specifications
or design, without notice and without incurring obligation.
SERVICE DEPARTMENTF O R D D I V I S I O N
FORD MOTOR COMPANY
FORD CAR IDENTIFICATION
MODEL ASSEMBLY CONSECUTIVEY E A R PLANT MODEL ENGINE UNIT NUMBER
AXLERATIO
100001MADE INU.S.A. BY
/REG. U.S./ PAT. OFF.
BODY COLOR TRIM DATE TRANS. AXLE
THIS VEHICLE IS CONSTRUCTED UNDER UNITED STATES LETTER PATENTS
2590719 2617681 2631694 2677572 2677*74 2683578
2698012 2726894 2782722 2784363 2789 521 2810447
OTHER PATENTS PENDING
TRANSMISSION N113O-A
Car Patent Plate
The Car Patent Plate is attached to the left door front pillar.
MODEL YEARThe number "0" designates 1960.
A S S E M B L Y
A
C
G
H
J
U
E
P L A N T
. . , Atlanta
Chester
Chicago
Lorain
Los Angeles
Louisville
Mahwah
D
F
K
N
S
RP
Dallas
Dearborn
Kansas City
Norfolk
Pilot Plant
San Jose
Twin City
MODELThe model code number identifies the product line series and the particularbody style: the first of the two digits shows the product line, and the seconddigit shows a two-door style by an odd number or a four-door style by aneven number.
Fairlane—Series 30
31
32
33
Fairlane 500—Series 40
41
42
Galaxie—Series 50
51
52
54
. 2
.4
..2
..2
..4
..2
..4
..4
Door
Door
Door
Door
Door
Door
Door
Door
Club Sedan
Town Sedan
Business Sedan
Club Sedan
Town Sedan
Club Sedan
Town Sedan
Town Victoria
Starliner
53..
Sunliner
55..
.2 Door Club Victoria
.Sunliner Convertible
Station Wagons-Series 60
61 2 Door Ranch Wagon
62 4 Door Ranch Wagon
64 4 Door 6-Passenger Country Sedan
66 4 Door 9-Passenger Country Sedan
68 4 Door 9-Passenger Country Squire
69 2 Door Courier (Commercial Ranch Wagon)
E N G I N E
V 6 Cylinder 223 Cubic Inch
W 8 Cylinder 292 Cubic Inch (Dual)
X 8 Cylinder 352 Cubic Inch (Dual)
Y 8 Cylinder 352 Cubic Inch (4-barrel)
T 8 Cylinder 292 Cubic Inch (Dual-LowCompression Export, 84 Octane)
G 8 Cylinder 352 Cubic Inch (4-barrel LowCompression Export, 84 Octane)
CONSECUTIVE UNIT NUMBER
Each assembly plant, with each model year, begins with consecutive unit
number 100001 and continues on for each car built.
FORD CAR IDENTIFICATION
BODYFairlane
64F58E64G
Fairlane 5006 4 A . . .58A. . . .
Galaxie6 2 A . . .54A. . . .75A
Starliner6 3 A . . .
Sunliner76B
Station Wagons5 9 C . . .71H71F71E71G59E
COLORCode
ACEFGHJ
Code "KMQTWZ
TRIM323331346263
M" Number
M30J-1724M30J-1139M30M225M30J-1226M30J-1231M30J-1230M30J-1232
M" NumberM30J-1233M30J-1238M30J-1248M30J-1273M30J-1274M30J-1287
..2 Door Club Sedan
. .4 Door Town Sedan
. .2 Door Business Sedan
. 2 Door Club Sedan
. .4 Door Town Sedan
. 2 Door Club Sedan. .4 Door Town Sedan. .4 Door Town Victoria
. .2 Door Club Victoria
. Sunliner Convertible
. .2 Door Ranch Wagon
. .4 Door Ranch Wagon
. .4 Door 6-Passenger Country Sedan
. .4 Door 9-Passenger Country Sedan
. .4 Door 9-Passenger Country Squire. .2 Door Courier (Commercial Ranch Wagon)
Color
BlackLight AquaMedium Blue MetallicLight BlueYellowBeige MetallicRed
ColorTurquoise MetallicWhiteLavender MetallicMedium Green MetallicLight GreenLight Gray Metallic
..Vinyl & Blue Broadcloth
. .Vinyl & Green Broadcloth
..Vinyl & Gray Broadcloth
..Vinyl & Beige Broadcloth
Sales Name
Raven BlackAquamarineBelmont BlueSky Mist BlueYosemite YellowBeachwood BrownMonte Carlo Red
Sales NameSultana TurquoiseCorinthian WhiteOrchid GrayMeadow Vale GreenAdriatic GreenPlatinum
. Vinyl & Blue Woven Plastic
. .Vinyl & Green Woven Plastic
6744453736383539484247464943
DATEThe code letters for the
.. Vinyl & Turquoise Woven Plastic
.. .Beige All Vinyl
. . .Red All Vinyl
. . .V iny l & Turquoise Broadcloth
. . .Viny l & Black Broadcloth
. . .Viny l & Yellow Broadcloth
.. .Vinyl & Red Broadcloth
. . .Viny l & Lavender Broadcloth
...Yellow All Vinyl.Blue All Vinyl
.. .Turquoise All Vinyl
. . .Black All Vinyl
.. .Lavender All Vinyl
...Green All Vinyl
month are preceded by a numeralof the month when the car was completed.
JanuaryFebruaryIVla rchAprilMayJuneJulyAugustSeptemberOctoberNovemberDecember
TRANSMISSION1234
A number designates aEqua-Lock differential.
ii
0C
34689ABC
FirstModel Year
ABQDEFGHJKLM
Standard.. .Overdrive... Fordomatic.. .Automatic—Cruise-O-Matic
conventional axle, while a letter
0 EC. . . J.00
Q OQ. . . O.OJ
...3.10
...3.78
...3.22
.. .2.91
...3.70
...3.56
...3.89
...3.10
to show the day
SecondModel Year
NPQRsTUVWXYZ
designates an
GROUP I
ENGINES ANDEXHAUST SYSTEMS
P A R T 1 - 1 GENERAL ENGINE SERVICE
P A R T 1 - 2 MILEAGE MAKER SIX
P A R T 1 - 3 THUNDERBIRD 292 V-8
PAGE
1-2
1-21
1-39
P A R T 1 - 4 THUNDERBIRD 352 AND POLICE SPECIAL V-8. . . 1-58
P A R T 1 - 5 EXHAUST SYSTEMS 1-80
P A R T 1 - 6 SPECIFICATIONS 1-84
GENERAL ENGINESERVICE
Section Page1 Engine Trouble Diagnosis.. 1-22 Tune-Up 1- 83 Tests and Adjustments—
Engine Installed 1-9Camshaft Lobe Lift 1-9Valve Lash—MileageMaker Six and 292 V-8... 1-9Valve Clearance—All 352V-8 Engines 1-10Manifold Vacuum Test. . 1-11Compression Test 1-11
This part covers engine troublediagnosis, tune-up, and in-chassistests and adjustments for all car en-
Section Page4 Cleaning, Inspection, and
Reconditioning 1-12Intake Manifold 1-12Exhaust Manifold 1-12Valve Rocker Arm ShaftAssembly 1-12Push Rods 1-12Cylinder Heads 1-12Valves 1-13Hydraulic Valve Lifters—All 352 V-8 Engines 1-14Timing Chain 1-14Camshaft 1-15
gines. In addition, the cleaning, in-spection, repair, and overhaul pro-cedures are covered.
Section Page4 Cleaning, Inspection, and
Reconditioning (Continued)
Crankshaft 1-15Connecting Rods 1-15Piston, Pins, and Rings . . 1-15Main and ConnectingRod Bearings 1-17Flywheel—Manual-ShiftTransmissions 1-18Cylinder Block 1-19Oil Pan and Oil Pumps . . 1-20Crankcase VentilationSystem Maintenance. . . . 1 -20
For engine removal, disassembly,assembly, and installation proced-ures, refer to Parts 1-2, 1-3, and 1-4.
ENGINE TROUBLE DIAGNOSIS
Engine performance complaintsusually fall under one of the basicheadings listed in the "EngineTrouble Diagnosis Guide." When aparticular trouble can not be tracedto a definite cause by a simple check,
the possible items that could be atfault are listed in the order of theirprobable occurrence. Therefore, inmost cases, the items should bechecked in the order listed. For ex-ample, under Poor Acceleration, the
ENGINE TROUBLE DIAGNOSIS GUIDE
ignition system is listed as a probablecause of the trouble. All the ignitionsystem items that affect accelerationare listed. These items should all bechecked before proceeding to thenext probable cause listed.
ENGINE WILLNOT CRANK
ENGINE CRANKSNORMALLY, BUT WILLNOT START
The cause of this trouble is engine cranks, it indicates that waterusually in the starting system. is leaking into the cylinders. Re-
If the starting system is not at move the cylinder head(s) and in-fault, check for a hydrostatic lock spect the gasket(s) and/or head(s)or a seized engine. Remove the for cracks. Examine the cylinderspark plugs, then attempt to crank block for cracks,the engine with the starter. If the
Check the fuel supply. If there is NO SPARK OR A WEAKsufficient fuel in the tank, the cause SPARK AT THE SPARK PLUGSof the trouble probably lies in eitherthe ignition or the fuel system. The cause of the trouble is in the
To determine which system is at ignition system,fault, disconnect all the spark plug To determine if the cause of thewires. Check the spark intensity of trouble is in the primary or theone wire at a time. Install a terminal secondary circuit, remove the coiladapter in the terminal of the wire high tension lead from the top ofto be checked. Hold the adapter ap- the distributor and hold it approxi-proximately %6 inch from the ex- mately 3/16 inch from the cylinderhaust manifold and crank the engine. head, then with the ignition on and
CONTINUED ON NEXT PAGE
P A R T 1 -1 -GENERAL ENGINE SERVICE 1-3
ENGINE TROUBLE DIAGNOSIS
ENGINE CRANKSNORMALLY, BUT WILLNOT START (Continued)
ENGINE STARTS, BUTFAILS TO KEEP RUNNING
GUIDE (Continued)
the engine turning over, check fora spark.
If the spark at the coil high ten-sion lead is good, the cause of thetrouble is probably in the distributorcap, rotor, or the spark plug wires.
If there is no spark or a weakspark at the coil high tension lead,the cause of the trouble is probablyin the primary circuit, coil to dis-tributor high tension lead, or thecoil.
A GOOD SPARK AT
THE SPARK PLUGS
If the spark is good at the sparkplugs, check the spark plugs and theignition timing. If the spark plugsor the ignition timing are not atfault, check the following items:
MANUAL CHOKE
Check the choke linkage for bind-ing or damage. Make certain thechoke plate closes when the chokeknob on the instrument panel ispulled out and that the plate openswhen the knob is pushed in.
AUTOMATIC CHOKE
Check the position of the chokeplate. If the engine is hot, the plateshould be open. If the plate is notopen, the engine will load up due tothe excessively rich mixture and willnot start. If the engine is cold, theplate should be closed. If the plate isnot operating properly, check the fol-lowing items:
The choke linkage for binding.The fast idle cam for binding.Thermostatic spring housing ad-
justment.
FUEL SYSTEM
Idle fuel mixture needle(s) notproperly adjusted.
Engine idle speed set too low.The choke not operating properly.Float setting incorrect.Fuel inlet system not operating
properly.Dirt or water in fuel lines or
carburetor.
Fast idle speed screw for properadjustment.
FUEL SUPPLY AT CARBURETOR
Work the throttle by hand severaltimes. Each time the throttle isactuated, fuel should spurt from theaccelerating pump discharge nozzles.
If fuel is discharged by the ac-celerating pump, the engine is prob-ably flooded, or there is water inthe fuel system, or an engine me-chanical item, is at fault.
If fuel is not discharged by theaccelerating pump, disconnect thecarburetor fuel inlet line at thecarburetor. Use a suitable containerto catch the fuel. Crank the engineto see if fuel is reaching thecarburetor.
If fuel is not reaching the car-buretor, check:
The fuel pump.
The carburetor fuel inlet line forobstructions.
The flexible fuel pump inlet linefor a collapsed condition.
The fuel tank line to flexible fuelline for obstructions.
The fuel tank vent.
If fuel is reaching the carburetor,
check:The fuel inlet system including,
the fuel inlet screen, the fuel inletneedle and seat assembly, and thefloat assembly.
Check for dirt in the carburetor,not allowing fuel to enter or be dis-charged from the idle system.
Carburetor icing.Fuel pump defective.
IGNITION SYSTEM
Breaker points not properly ad-justed.
Defective spark plugs.Leakage in the high tension
wiring.
CONTINUED ON NEXT PAGE
14 G R O U P 1-ENGINES AND EXHAUST SYSTEMS
ENGINE TROUBLE DIAGNOSIS GUIDE (Continued)
ENGINE RUNS, BUTMISSES
Determine if the miss is steady orerratic and at what speed the missoccurs by operating the engine atvarious speeds under load.
MISSES STEADILY ATALL SPEEDS
Isolate the miss by operating theengine with one cylinder not firing.This is done by operating the enginewith the ignition wire removed fromone spark plug at a time, until allcylinders have been checked.Ground the spark plug wire re-moved.
If the engine speed changes whena particular cylinder is shorted out,that cylinder was delivering powerbefore being shorted out. If nochange in the engine operation isevident, the miss was caused bythat cylinder not delivering powerbefore being shorted out, check the:
IGNITION SYSTEM
If the miss is isolated in a par-ticular cylinder, perform a sparktest on the ignition lead of the cyl-inder.
If a good spark does not occur,the trouble is in the secondary cir-cuit of the system, check the:
Spark plug wire.Distributor cap.If a good spark occurs, check the
spark plug. If the spark plug is notat fault, a mechanical componentof the engine is probably at fault.
ENGINE
Perform a compression test to de-termine which mechanical compo-nent of the engine is at fault.
MISSES ERRATICALLYAT ALL SPEEDSEXHAUST SYSTEM
Exhaust gas control valve inoper-ative or sticking.
Exhaust system restricted.
IGNITION SYSTEM
Breaker points not properly ad-justed.
Defective breaker points, con-
denser, secondary wiring, coil, orspark plugs.
High tension leakage across thecoil, rotor, or distributor cap.FUEL SYSTEM
Choke not operating properly.Float setting incorrect.Fuel inlet system not operating
properly.Dirt or water in fuel lines or
carburetor.Restricted fuel filter.
COOLING SYSTEMCheck the cooling system for in-
ternal leakage and/or for a condi-tion that prevents the engine fromreaching normal operating tempera-ture.
ENGINE
Perform a compression test todetermine which mechanical com-ponent of the engine is at fault.
MISSES AT IDLE ONLYFUEL SYSTEM
Idle fuel mixture needles notproperly adjusted.IGNITION SYSTEM
Defective coil, condenser, breakerpoints, rotor, ignition wiring, orspark plugs.
Excessive play in the distributorshaft.
Worn distributor cam.VACUUM BOOSTER PUMP
Leaking pump, lines, or fittings.ENGINE
Perform a compression test todetermine which mechanical com-ponent of the engine is at fault.
MISSES AT HIGH SPEEDONLYFUEL SYSTEM
Power valve clogged or damaged.Low or erratic fuel pump pres-
sure.Fuel inlet system not operating
properly.Restricted fuel filter.
COOLING SYSTEM
Engine overheating.
ROUGH ENGINE IDLE
FUEL SYSTEMEngine idle speed set too low.Idle fuel mixture needle(s) not
properly adjusted.Float setting incorrect.
Air leaks between the carburetorand the manifold and/or fittings.
Fuel leakage at the carburetorfuel bowl(s).
CONTINUED ON NEXT PAGE
P A R T 1 -1 -GENERAL ENGINE SERVICE 15
ENGINE TROUBLE DIAGNOSIS GUIDE (Continued)
ROUGH ENGINEIDLE (Continued)
POOR ACCELERATION
ENGINE DOES NOTDEVELOP FULL POWER,OR HAS POOR HIGHSPEED PERFORMANCE
Idle fuel system air bleeds or fuel EXHAUST SYSTEMpassages restricted.
Fuel bleeding from the accelerat- E x h a u s t § a s . c o n t r o 1 v a l v e m o P"ing pump discharge nozzle(s). e r a t l v e o r s t l c k m § -
Throttle plate(s) not closing.Improper secondary throttle plate VACUUM BOOSTER PUMP
stop adjustment (4 - barrel car- Leaking pump, lines, or fittings,buretor).
IGNITION SYSTEM ENGINEImproperly adjusted or defective Loose engine mounting bolts or
breaker points. worn insulator.Fouled or improperly adjusted Cylinder head bolts not properly
spark plugs. tightened.Incorrect ignition timing. Valve lash set too tight (MileageSpark plug misfiring. Maker Six and 292 V-8).
IGNITION SYSTEM Leaky power valve, gaskets, or ac-Incorrect ignition timing. celerating pump diaphragm.Fouled or improperly adjusted D i r t o r c o r r o s i o n i n accelerating
spark plugs. system.Improperly adjusted or defective Distributor vacuum passages m
breaker points. t h e carburetor blocked.Distributor not advancing prop- Restricted fuel filter,
erly. EXHAUST SYSTEMFUEL SYSTEM Exhaust gas control valve inop-
erative or sticking.Inoperative accelerating pump in-
let ball check. BRAKESInoperative accelerating pump dis- Improper adjustment,
charge ball check.Accelerating pump diaphragm de- TRANSMISSION
fective. Clutch slippage (manual - shiftFloat setting incorrect. transmissions).Throttle linkage not properly ad- Improper band adjustment (auto-
justed, matic transmissions).Accelerating pump stroke not Converter One-Way Clutch (auto-
properly adjusted. matic transmission).
PRELIMINARY Secondary throttle plates notDetermine if the trouble exists °Pen inS (4"bar re l carburetor),
when the engine is cold, at normal F u e l PumP P r e s s u r e i n c o r r e c t - .operating temperature, or at all Distributor vacuum passage inengine temperatures. t h e carburetor blocked.
COOLING SYSTEM
Thermostat inoperative or incor-EXHAUST SYSTEM r e c t h e a t r a n g e >
e r a " s ^ k i ^ ^ ^ ™OINE AT NORMALerative or sticking OPERATING TEMPERATUREFUEL SYSTEM EXHAUST SYSTEM
Clogged or undersize main jets Exhaust gas control valve inop-and/or low float setting. erative or sticking.
Clogged or undersize secondaryjets (4-barrel carburetor). FUEL SYSTEM
Power valve clogged or damaged. Same items as for engine cold.
CONTINUED ON NEXT PAGE
1-6 G R O U P 1-ENGINES AND EXHAUST SYSTEMS
ENGINE TROUBLE DIAGNOSIS
ENGINE DOES NOTDEVELOP FULL POWER,OR HAS POOR HIGHSPEED PERFORMANCE(Continued)
EXCESSIVE FUELCONSUMPTION
GUIDE (Continued)
ALL ENGINE TEMPERATURES
IGNITION SYSTEM
Ignition timing not properly ad-justed.
Defective coil, condenser, orrotor.
Distributor not advancing prop-erly.
Excessive play in the distributorshaft.
Distributor cam worn.Fouled or improperly adjusted
spark plugs or spark plugs of im-proper heat range.
Improperly adjusted or defectivebreaker points.
Determine the actual fuel con-sumption with test equipment in-stalled in the car.
If the test indicates that the fuelconsumption is not excessive, dem-onstrate to the owner how improperdriving habits will affect fuel con-sumption.
If the test indicates that the fuelconsumption is excessive, make apreliminary check of the followingitems before proceeding to the fueland ignition systems.
PRELIMINARY CHECKS
CHASSIS ITEMS
Check:Tires for proper pressure.Front wheel alignment.Brake adjustment.
EXHAUST SYSTEM
Check the exhaust gas controlvalve operation.
ODOMETER
Check calibration.
IGNITION SYSTEM
Check ignition timing.
FINAL CHECKS
FUEL SYSTEM
Check:Fuel pump pressure.Engine idle speed.
FUEL SYSTEM
Restricted air cleaner.Restricted fuel filter.Same items as for engine cold.
ENGINE
Perform an engine compressiontest to determine which mechanicalcomponent is at fault.
One or more camshaft lobes wornbeyond wear limit.
EXHAUST SYSTEM
Restriction in system.
TRANSMISSION
Improper band adjustment (auto-matic transmissions).
Converter One-Way Clutch (auto-matic transmission).
Idle fuel mixture needle(s) forproper adjustment.
Automatic choke for proper op-eration.
Fast idle speed screw for properadjustment.
Accelerating pump stroke ad-justment.
Anti-stall dashpot for proper ad-justment.
Air cleaner for restrictions.Float setting or fuel level.Jets for wear and/or damage.Power valve operation.Air bleeds for obstructions.Accelerating pump discharge noz-
zles for siphoning.
IGNITION SYSTEM
Check:Ignition timing.Spark plug condition and adjust-
ment.Distributor spark advance opera-
tion.
ENGINE
Perform an engine compressiontest to determine which mechanicalcomponent of the engine is at fault.
COOLING SYSTEM
Check thermostat operation andheat range.
TRANSMISSION
Check band adjustment (auto-matic transmissions).
CONTINUED ON NEXT PAGE
P A R T 1 -1 -GENERAL ENGINE SERVICE 1-7
ENGINE TROUBLE DIAGNOSIS (Continued)
ENGINE OVERHEATS
ENGINE FAILS TO REACHNORMAL OPERATINGTEMPERATURE
—— ,
LOSS OF COOLANT
NOISY HYDRAULICVALVE LIFTER
TEMPERATURE SENDING COOLING SYSTEMUNIT AND GAUGE Insufficient coolant.
Unit or gauge defective, not in- C o o l i k a k sdicating correct temperature. , , .
Drive belt tension incorrect.EXHAUST SYSTEM Radiator fins obstructed.
Exhaust gas control valve inop- Thermostat defective,erative or sticking.
Restriction in system. C o o l i n S s y s t e m P a s s a § e s b l o c k e d 'Water pump inoperative.
ENGINE
Cylinder head bolts not properly IGNITION SYSTEMtightened. T
Incorrect valve lash. (Mileage Incorrect ignition timing.Maker Six and 292 V-8).
Low oil level or incorrect viscos- BRAKE5ity oil used. Dragging brakes.
TEMPERATURE SENDING COOLING SYSTEMUNIT AND GAUGE Thermostat inoperative, incorrect
Unit or gauge defective, not in- heat range, or thermostat not in-dicating correct temperature. stalled.
— ^ ^ — • • • • • . m • ^ — — ^ • • • • • • ii • • . • • • • m m —
COOLING SYSTEM Intake manifold to cylinder head
Leaking radiator. 8 a s ,k e t defectiveT . , , Improper tightening of cvhnderLoose or damaged hose connec- , , . . , .*.,, , ,;b head or intake manifold bolts,
t i o n s . _ , . , i i , i , i, t . Cylinder block core plugs leak-
Water pump leaking.Radiator cap defective. Temperature sending unit leak-Overheating, ing.
Cracked cylinder head or block,ENGINE Qr w a rp e ( j cylinder head or block
Cylinder head gasket defective. gasket surface.
A noisy valve lifter can be located longer free to function properly,by operating the engine at idle When dirt is found to be respon-speed and placing a finger on the sible for lifter malfunction, removeface of the valve spring retainer. If the lifter assembly and thoroughlythe lifter is not functioning prop- clean it. Recommended engine oilerly, a shock will be felt when the and filter change intervals should bevalve seats. followed to minimize lifter prob-
Another method of identifying a lems caused by dirt,noisy lifter is by the use of a piece Deposits of gum and varnishof hose. With the engine operating cause similar conditions to existat idle speed, place one end of the which may result in lifter malfunc-hose near the end of the valve stem tion. If these conditions are foundand the other end to the ear and to be present, the lifter should belisten for a metallic noise. Repeat disassembled and cleaned in solventthis procedure on each intake and to remove all traces of deposits,exhaust valve until the noisy lift- Air bubbles in the lubricating oil,er(s) has been located. caused by an excessively high or
The most common causes of hy- low oil level, may likewise causedraulic valve lifter troubles are dirt, lifter malfunction. A damaged oilgum, varnish, carbon deposits, and pick-up tube may allow air to beair bubbles. drawn into the lubricating system.
Dirt in the lifter assembly can To check for the presence of air,prevent the disc valve from seating, remove a valve rocker arm shaftor it may become lodged between cover and note the condition of thethe plunger and body surfaces. In oil as it flows from the valve rockereither case, the lifter becomes inop- arm shaft assembly. Perform cor-erative due to failure to "pump-up," rective action as required to removeor because the internal parts are no air from the lubricating oil.
1-8 G R O U P I-ENGINES AND EXHAUST SYSTEMS
TUNE-UP
The Tune-Up Schedule (Table 1)is applicable for either a minor ormajor tune-up. Refer to the "Main-
tenance Guide" in Group 18 for therecommended mileage interval.
Refer to that part of the manual
which describes, in detail, the pro-cedure to be followed. Perform theoperations in the sequence listed.
TABLE 1-Tune-Up Schedule
Operation
SPARK PLUGSClean, adjust, and test.
ENGINE COMPRESSIONTake compression reading
of each cylinder.
INTAKE MANIFOLDCheck and tighten bolts.
DRIVE BELTSCheck and adjust the ten-
sion of all drive belts.
BATTERYClean battery cables and
terminals.
Tighten cable clamps.
Grease battery terminals.
Check battery state ofcharge.
Check generator regulator.
Check generator output.
Check starter motor cur-rent draw.
Check coil output.
Perform a primary circuitresistance test.
Perform a spark intensitytest of each spark plugwire.
DISTRIBUTORCheck the condition of the
breaker points.
Replace the breaker pointsand the condenser.
Check and adjust breakerarm spring tension.
Lubricate the distributorcam. Oil the lubricatingwick (Dual AdvanceDistributor). Lubricatethe distributor bushingthrough the oil cup.
Check and adjust breakerpoint dwell.
Perform on
Minor
X
X*
X
X
X
X
Major
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Recom-mended
Procedure
Part 2-1
Part 1-1
Part 1-2,1-3 or1-4
Part 4-1
Part 12-1
Part 12-1
Part 2-1
Part 2-1
Operation
DISTRIBUTOR (Continued)Check and adjust centrif-
ugal advance (Dual Ad-vance Distributor).
Check and adjust vacuumadvance.
Clean distributor cap androtor.
FUEL SYSTEMClean fuel pump sediment
bowl.
Replace fuel filter.
Check fuel pump pressureand capacity.
Clean carburetor fuelbowl(s) and adjust fuellevel.
ADJUSTMENTSCheck and adjust ignition
timing.
Check and adjust engineidle speed.
Adjust idle fuel mixture.
Check and adjust valve lash(Mileage Maker Six and292 V-8).
EXHAUSTFree the exhaust gas control
valve.
COOLING SYSTEMInspect the radiator, hoses,
and engine for leaks.
Add rust inhibitor to radi-ator if water is used ascoolant.
Perform on
Minor
X
X
X
X
X
X
X
Major
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Recom-mended
Procedure
Part 2-1
Part 3-1
Part 2-1
Part 3-1
Part 1-1
Part 1-5
Part 4-1
•On all 352 V-8 engines.
PART 1-1-GENERAL ENGINE SERVICE
TESTS A N D ADJUSTMENTS—ENGINE INSTALLED
CAMSHAFT LOBE LIFT
1. On the Mileage Maker Six and292 V-8, loosen the valve rocker armadjusting screw serving the camshaftlobe to be checked. Slide the valverocker arm to one side and secure itin this position.
2. Make sure the push rod is inthe tappet socket or the lifter pushrod cup, then install a dial indicatorin such a manner as to have theactuating point of the indicator inthe push rod socket and in the sameplane as the push rod movement(Fig. 1 or 2 ).
3. Rotate the crankshaft slowlyin the direction of rotation untilthe tappet or lifter is on the basecircle of the camshaft lobe. At thispoint, the push rod will be in its
SOLID TAPPET-TYPEPUSH ROD
BE SURE TO PLACE INDICATOR TIP IN CENTEROF PUSH ROD SOCKET A1OOO-A
FIG. 1-Camshaft Lobe Lift-Mileage Maker Six or 292 V-8
On all 352 V-8 engines, removethe valve rocker arm shaft assemblyand install a solid tappet-type pushrod in the push rod bore of the cam-shaft lobe to be checked.
DialIndicator
BE SURE TOPLACE IndicatorTIP IN CENTEROF PUSH ROD
SOCKETA1202-A
FIG. 2-Camshaft Lobe Lift—352 V-8 Engines
lowest position. Zero the dial in-dicator, then continue to rotate thedamper slowly until the push rod isin the fully raised position. Com-pare the total lift recorded on theindicator with specifications.
4. Continue to rotate the crank-shaft until the indicator reads zero.This is a check on the accuracy ofthe original indicator reading.
VALVE LASH—MILEAGEMAKER SIX AND 292 V-8
Before a final valve lash adjust-ment is made, operate the engine for30 minutes at 1200 rpm to stabilizeengine temperatures. To accuratelyset the valve lash, use only a step-type feeler gauge ("go" and "nogo").
It is very important that the valvelash be held to the correct specifica-tions because:
If the lash is set too close, thevalve will open too early and closetoo late, resulting in rough engineidle. Burning and warping of thevalves will occur also because thevalves cannot make firm contact
STEP 1-SET NO. 1 PISTON O N T.D.C. AT END OF COMPRESSIONSTROKE, ADJUST NO. 1 INTAKE AND EXHAUST
STEP 4 -ADJUST NO. 6 INTAKE AND EXHAUST. STEP 1 -SET NO. 1 PISTON ON T.D.C. AT END OF COMPRESSIONSTROKE-ADJUST NO. 1, 4, 5 EXHAUST & NO. 1, 2, 7 INTAKE
STEP 2 -ADJUST NO. 5INTAKE AND EXHAUST.
STEP 5-ADJUST NO. 2INTAKE AND EXHAUST.
STEP 3-ADJUST NO. 3INTAKE AND EXHAUST.
STEP 6-ADJUST NO. 4 INTAKEAND EXHAUST.
AT415-A<§>
FIG. 3—Preliminary Valve Lash Adjustment—Mileage Maker Six
STEP 2 -ADJUST NO. 6 & 8 EXHAUST & NO. 4 & 5 INTAKE
STEP 3 -ADJUST NO. 2, 3, 7 EXHAUST & NO. 3, 6, 8 INTAKE
A1203-A
FIG. 4-Preliminary Valve Lash Adjustment-292 V-8
MO G R O U P 1-ENGINES AND EXHAUST SYSTEMS
Siep Type Feeler Gauge A1OO1-A
FIG. 5—Valve Lash Adjustment-Mileage Maker Six and 292 V-8
with the seats long enough to coolproperly. If the lash is excessive, itwill cause the valve to open toolate and close too early causingvalve bounce. In addition, damageto the camshaft lobe is likely be-cause the tappet foot will not fol-low the pattern of the camshaft lobecausing a shock contact betweenthese two parts.
If the valve rocker arm shaftassembly has been removed and in-stalled, it will be necessary to makea preliminary (cold) valve lash ad-justment before starting the engine.If the adjustment is made for anengine tune-up, follow the final ad-justment procedure.
On the Mileage Maker Six, thecylinders are numbered from frontto rear, 1-2-3-4-5-6 and the valvesare arranged from front to rear,E-I-I-E-I-E-E-I-E-I-I-E.
On the 292 V-8, the cylinders arenumbered from front to rear—rightbank, 1-2-3-4; left bank, 5-6-7-8. Thevalves are arranged from front to rearon both banks, E-I-I-E-E-I-I-E.
PRELIMINARY ADJUSTMENT
First, turn all the valve adjustingscrews until interference is noted,then check the torque required toturn the screw further. If the torquerequired to turn a screw is less than3 foot-pounds (36 inch-pounds), trya new self-locking adjustment screw.If this is still unsatisfactory, re-place the rocker arm and adjustingscrew.
Next, follow the steps under theapplicable engine.
Mileage Maker Six
1. Make two chalk marks on thecrankshaft damper (Fig. 3). Spacethe marks approximately 120°apart so that with the timing mark,the damper is divided into threeequal parts (120° represents 1/3of the distance around the dampercircumference).
2. Rotate the crankshaft until theNo. 1 piston is near T.D.C. at theend of the compression stroke.The No. 1 piston is on T.D.C. atthe end of the compression strokewhen both valves are closed andthe timing mark on the crankshaftdamper is in line with the timingpointer.
3. Adjust the intake and exhaustvalve lash for No. 1 cylinder (Fig.5). The preliminary (cold) intakeand exhaust valve lash should beset at 0.019 inch.
4. Repeat this procedure for theremaining set of valves, turning thecrankshaft 1/3 turn at a time, inthe direction of rotation, while ad-justing the valves in the firing ordersequence (1-5-3-6-2-4). This proce-dure requires two complete turns ofthe crankshaft.
292 V-8
1. Make three chalk marks onthe crankshaft damper (Fig. 4).Space the marks approximately 90°apart so that with the timing mark,the damper is divided into fourequal parts (90° represents 1/4 ofthe distance around the damper cir-cumference) . The preliminary (cold)intake and exhaust valve lash shouldbe set at 0.019 inch.
2. Rotate the crankshaft untilNo. 1 piston is near T.D.C. at theend of the compression stroke, thenadjust the following valves:
No. 1 Exhaust No. 1 IntakeNo. 4 Exhaust No. 2 IntakeNo. 5 Exhaust No. 7 Intake
3. Rotate the crankshaft 180° orV2 turn (this puts No. 4 piston onT.D.C), then adjust the followingvalves:
No. 6 Exhaust No. 4 IntakeNo. 8 Exhaust No. 5 Intake
4. Rotate the crankshaft 270° or3A turn from 180° (this puts No. 3piston on T.D.C), then adjust thefollowing valves:
No. 2 Exhaust No. 3 IntakeNo. 3 Exhaust No. 6 IntakeNo. 7 Exhaust No. 8 Intake
FINAL ADJUSTMENT
1. Operate the engine for a mini-mum of 30 minutes at approximately1200 rpm to stabilize engine tem-peratures. Be sure the engine is atnormal operating temperature beforeattempting to set the valve lash.
2. With the engine idling, set thevalve lash (Fig. 5) using a step-typefeeler gauge only ("go" and "no go").The final (hot) intake and exhaustvalve lash should be 0.019 inch (Mile-age Maker Six) and 0.018 inch292 V-8).
To obtain the correct setting onthe Mileage Maker Six, use a step-type feeler gauge of 0.018 inch ("go")and 0.020 inch ("no go") and onthe 292 V-8 use a step-type feelergauge of 0.017 inch ("go") and 0.019inch ("no go"). The "go" step shouldenter, and the "no go" step should notenter. The resultant setting will be tothe required specification.
VALVE CLEARANCE-ALL 352 V-8 ENGINES
A 0.060-inch shorter push rod(color coded white) or a 0.060-inchlonger push rod (color coded yellow)are available for service to provide ameans of compensating for dimen-sional changes in the valve mecha-nism. Valve stem to valve rockerarm clearance should be 0.078- 0.218inch with the hydraulic lifter com-pletely collapsed. Repeated valve re-conditioning operations (valve and/orvalve seat refacing) will decrease thisclearance to the point that if notcompensated for, the hydraulic valvelifter will cease to function. To de-termine whether a shorter push rodis necessary, make the followingcheck:
1. Position the crankshaft asoutlined in steps 2 and 3. Positionthe hydraulic lifter compressor toolon the rocker arm and slowly applypressure to bleed down the hydrau-lic lifter until the plunger is com-pletely bottomed (Fig. 6). Hold thelifter in the fully collapsed positionand insert the clearance gauge (Fig.6) between the valve stem and therocker arm of the valve beingchecked. If the first step of thegauge enters, the old push rod maybe used. If the first step will notenter, replace the standard push rodwith a shorter service push rod. Ifthe second step of the gauge enters,the operating range of the lifter is
P A R T 1 -1 -GENERAL ENGINE SERVICE M l
Detail 1
A1204-A
FIG. 6—Valve Clearance—352 Y-8
excessive which indicates that theincorrect push rod has been in-stalled or severe wear has occurredat the push rod ends, rocker arm, orvalve stem. In this case, it will benecessary to determine the area ofdiscrepancy and the incorrect or de-fective part(s) should be replaced.If all the valve train components ex-cept the push rod are within limits,install a 0.060-inch longer push rod.
2. Rotate the crankshaft untilNo. 1 piston is on T.D.C. at the endof the compression stroke. WithNo. 1 piston on T.D.C, check thefollowing valves:
No. 1 Intake No. 1 ExhaustNo. 3 Intake No. 4 ExhaustNo. 7 Intake No. 5 ExhaustNo. 8 Intake No. 8 Exhaust3. After these valves have been
checked, position No. 6 piston onT.D.C. and check the followingvalves:
No. 2 Intake No. 2 ExhaustNo. 4 Intake No. 3 ExhaustNo. 5 Intake No. 6 ExhaustNo. 6 Intake No. 7 ExhaustWhen compressing the valve
spring to remove push rods, be surethe piston in the individual cylinderis below T.D.C. to avoid contact be-tween the valve and the piston.
To replace a push rod, it willbe necessary to remove the valverocker arm shaft assembly (Part 1-4).
Upon replacement of a valvepush rod and/or valve rocker armshaft assembly, the engine shouldnot be cranked or rotated until thehydraulic lifters have had an op-portunity to leak down to their nor-mal operating position. The leakdown rate can be accelerated by
using the tool shown in Fig. 6 onthe valve rocker arm and applyingpressure in a direction to collapsethe lifter.
MANIFOLD VACUUM TEST
A manifold vacuum test aids indetermining the condition of an en-gine and also in helping to locatethe cause of poor engine perform-ance. To test manifold vacuum:
1. Operate the engine for a mini-mum of 30 minutes at 1200 rpm.
2. Install an accurate, sensitivevacuum gauge on the fuel pumpend of the fuel pump vacuum line.
3. Operate the engine at recom-mended idle rpm, with the transmis-sion selector lever in neutral.
4. Check the vacuum reading onthe gauge.
TEST CONCLUSIONS
Manifold vacuum is affected bycarburetor adjustment, valve timing,the condition of the valves, cylindercompression, and leakage of themanifold, carburetor, or cylinderhead gaskets.
Because abnormal gauge readingsmay indicate that more than one ofthe above factors is at fault, exercisecaution in analyzing an abnormalreading. For example, if the vacuumis low, the correction of one itemmay increase the vacuum enough soas to indicate that the trouble hasbeen corrected. It is important,therefore, that each cause of an ab-normal reading be investigated andfurther tests conducted where nec-
essary in order to arrive at the cor-rect diagnosis of the trouble.
Table 2 lists various types ofreadings and their possible causes.
Allowance should be made forthe effect of altitude on the gaugereading. The engine vacuum will de-crease with an increase in altitude.
COMPRESSION TEST
1. Be sure the battery is properlycharged. Operate the engine for aminimum of 30 minutes at 1200 rpm.Turn the ignition switch off, then re-move all the spark plugs.
2. Set the throttle plates (primarythrottle plates only on the 4-barrelcarburetor) and the choke plate inthe wide open position.
3. Install a compression gauge inNo. 1 cylinder.
4. Crank the engine several timesand record the highest reading reg-istered. Note the number of com-pression strokes required to obtainthe highest reading.
5. Repeat the test on each cylin-der, cranking the engine the samenumber of times for each cylinderas was required to obtain the high-est reading on No. 1 cylinder.
TEST CONCLUSIONS
A variation of q=20 poundsfrom specified pressure is satisfac-tory. However, the compression of allcylinders should be uniform within10 pounds.
A reading of more than the al-lowable tolerance above normal in-dicates excessive deposits in thecylinder.
TABLE 2— Manifold Vacuum Gauge Readings
Gauge Reading18—All engines.Low and steady.
Very low.
Needle fluctuates steadily asspeed increases.
Gradual drop in reading atengine idle.Intermittent fluctuation.
Slow fluctuation or driftingof the needle.
Engine ConditionNormal.Loss of power in all cylinders caused possiblyby late ignition or valve timing, or loss ofcompression due to leakage around the pistonrings.Manifold, carburetor, or cylinder head gasketleak.A partial or complete loss of power in one ormore cylinders caused by a leaking valve, cyl-inder head or intake manifold gasket leak, adefect in the ignition system, or a weak valvespring.Excessive back pressure in the exhaust system.
An occasional loss of power possibly causedby a defect in the ignition system or a stickingvalve.Improper idle mixture adjustment, carburetoror intake manifold gasket leak.
1-12 G R O U P 1-ENGINES AND EXHAUST SYSTEMS
A reading of more than the al-lowable tolerance below normal in-dicates leakage at the cylinder headgasket, piston rings, or valves.
A low even compression in twoadjacent cylinders indicates a cylin-der head gasket leak. This shouldbe checked before condemning therings or valves.
To determine whether the ringsor the valves are at fault, squirt the
equivalent of a tablespoon of heavyoil into the combustion chamber,then crank the engine to distributethe oil and repeat the compressiontest. The oil will temporarily sealleakage past the rings. If approxi-mately the same reading is ob-tained, the rings are satisfactory,but the valves are leaking. If thecompression has increased 10pounds or more over the original
reading, there is leakage past therings.
During a compression test, if thepressure fails to climb steadily andremains the same during the firsttwo successive strokes, but climbshigher on the succeeding strokes, orfails to climb during the entire test,it indicates a sticking or stuckvalve.
CLEANING, INSPECTION, AND RECONDITIONING
INTAKE MANIFOLD
Clean the manifold in a suitablesolvent, then dry them with com-pressed air.
Inspect the manifold for cracks,leaks, or other defects that wouldmake it unfit for further service. Re-place all studs that are stripped orotherwise damaged. Remove all fil-ings and foreign matter that mayhave entered the manifold as a re-sult of repairs.
On the 352 V-8 engines, check thebaffle plate on the underside of themanifold for looseness and be surethe maze screen is in place. Clean offany varnish accumulation.
EXHAUST MANIFOLD
Inspect the manifold(s) for cracks,leaks, or other defects that wouldmake it unfit for further service.
On the right exhaust manifold ofthe 352 V-8 engines, make sure theair inlet and outlet holes are com-pletely open and the cover does notleak. Blow out the automatic chokeair heat tube with compressed air.
VALVE ROCKER ARMSHAFT ASSEMBLY
Clean all the parts thoroughly.Make sure that all oil passages areopen.
Check the clearance betweeneach rocker arm and the shaft bychecking the I.D. of the rockerarm bore and the O.D. of the shaft.If the clearance between any rockerarm and the shaft exceeds the wearlimit, replace the shaft and/or therocker arm. Inspect the shaft andthe rocker arm bore for nicks,scratches, scores, or scuffs. Dress upminor surface defects with a hone.
Inspect the pad at the valve endof the rocker arms for a grooved
radius. If the pad is grooved, re-place the rocker arm. Do not at-tempt to true this surface by grind-ing.
Check for broken locatingsprings.
On the Mileage Maker Six and292 V-8, check the rocker arm ad-justing screws and the push rod endof the rocker arms for stripped orbroken threads, and the ball endof the adjusting screw for nicks,scratches, or excessive wear. Inspectthe oil tubes for cracks or sharp bends.
PUSH RODSCheck the ends of the push rods
for nicks, grooves, roughness, or ex-cessive wear.
The push rods can be visuallychecked for straightness while theyare installed in the engine by rotat-ing them with the valve closed.They also can be checked with adial indicator (Fig. 7). If the run-out exceeds the maximum limit atany point, discard the rod. Do notattempt to straighten push rods.
CLYINDER HEADSCLEANING AND INSPECTION
With the valves installed to pro-tect the valve seats, remove depositsfrom the combustion chambers andvalve heads with a scraper and awire brush. Be careful not to damagethe cylinder head gasket surface.After the valves are removed, cleanthe valve guide bores with a valve
Dial Indicator
guide cleaning tool. Use cleaningsolvent to remove dirt, grease, andother deposits.
Check the cylinder head forcracks, and the gasket surface forburrs and nicks. Replace the headif it is cracked. Do not plane orgrind more than 0.010 inch fromthe cylinder head gasket surface.Remove all burrs or scratches withan oil stone.
CYLINDER HEAD FLATNESS
Check the flatness of the cylinderhead gasket surface (Fig. 8).
VALVE SEAT RUNOUT
Check the valve seat runout withan accurate gauge (Fig. 9). Follow
k (T
A1207-A
FIG. 8-Cylinder Head Flatness
Runout Gauge
Holding Fixture PUSH ROD A1003-
FIG. 7-Push Rod Runout
A1208-A
FIG. 9-Valve Seat Runout
P A R T 1-1-GENERAL ENGINE SERVICE 1-13
the instructions of the gauge manu-facturer. If the runout exceeds thewear limit, reface the valve andvalve seat.
VALVE SEAT WIDTH
Measure the valve seat width(Fig. 10).
Seat Width Scale
A1209-A
FIG. 10 -Va lve Seat Width
REAMING VALVE GUIDES
If it becomes necessary to reama valve guide (Fig. 11) to install avalve with an oversize stem, a ream-ing kit is available which containsthe following reamer and pilot com-binations; a 0.003-inch O.S. reamerwith a standard diameter pilot, a0.015-inch O.S. reamer with a0.003-inch O.S. pilot, and a 0.030-inch reamer with a 0.015-inch O.S.pilot.
Tool-T58P-6085-B352 SPECIAL V-
Tool-T52L-6085-AEEMILEAGE MAKER SIX
AND 292 V-8
— m JA1210-A
FIG. 11 —Reaming Valve Guides
When going from a standard sizevalve to an oversize valve, alwaysuse the reamers in sequence. Alwaysreface the valve seat after the valveguide has been reamed.
REFACING VALVE SEATS
Refacing of the valve seats shouldbe closely co-ordinated with the re-facing of the valve face so that the fin-ished seat will match the valve faceand be centered. This is importantso that the valve and seat will havea good compression tight fit. Besure that the refacer grinding wheelsare properly dressed.
Grind the exhaust valve seats ofall engines and the intake valveseats of the Mileage Maker Six andthe 292 V-8 to a true 45° angle (Fig.12). Grind the intake valve seat ofthe 352 V-8 to a true 30° angle (Fig.13). Remove only enough stock toclean up pits, grooves, or to correctthe valve seat runout. After the seathas been refaced, measure the seatwidth (Fig. 10) Narrow the seat, ifnecessary to bring it within limits.
If the valve seat width exceedsthe maximum limit, remove enoughstock from the top edge and/orbottom edge of the seat to reducethe width to specifications (Fig. 12or 13).
TO REMOVE STOCK . TO REMOVE STOCKFROM TOP OF SEAT, FROM BOTTOM OF
USE 30° WHEEL SEAT, USE 60°WHEEL
EXHAUST, ALL ENGINES,AND INTAKE, MILEAGE
MAKER SIX AND 292 V-J
VALVE SEATWIDTH
A1212-A
FIG. 12-Valve Seat Refacing-Exhaust All Engines and IntakeMileage Maker Six and 292 V-8
TO REMOVE STOCKFROM TOP OF SEAT,
USE 15° WHEEL
VALVE SEAT WIDTH:0.060-0.080
A 1 2 1 1 - A
FIG. 13-Intake Valve SeatRefacing-352 V-8
On the exhaust valve seats of allengines and the intake valve seatsof the Mileage Maker Six and292 V-8, use a 60° angle grindingwheel to remove stock from the bot-tom of the seats (raise the seats) anduse a 30° angle wheel to removestock from the top of the seats (lowerthe seats).
On the intake valve seats of the352 V-8 engines, use a 15° anglegrinding wheel to remove stock fromthe top of the seats (lower the seats).
The finished valve seat shouldcontact the approximate center ofthe valve face. It is good practice todetermine where the valve seat con-tacts the face. To do this, coatthe seat with Prussian blue, then setthe valve in place. Rotate the valvewith light pressure. If the blue istransferred to the center of thevalve face, the contact is satisfac-tory. If the blue is transferred tothe top edge of the valve face,lower the valve seat. If the blue istransferred to the bottom edge ofthe valve face, raise the valve seat.
VALVESCLEANING AND INSPECTION
Remove all deposits from thevalve with a fine wire brush or buff-ing wheel. The critical inspectionpoints and tolerances of the valvesare illustrated in Fig. 14.
CHECK FORBENT STEM
( • DIAMETER
FORDIMENSIONS
REFER TOSPECIFICATIONS
VALVE SEATANGLE
A1010-A
PIG. 14—Critical Valve Tolerances
Inspect the valve face and theedge of the valve head for pits,grooves, scores, or other defects.Inspect the stem for a bent condi-tion and the end of the stem forgrooves or scores. Check the valvehead for signs of burning or ero-sion, warpage, and cracking. De-fects, such as minor pits, grooves,
DO NOT REMOVEMORE THAN 0.010
INCH
1-14 G R O U P 1-ENGINES AND EXHAUST SYSTEMS
etc. may be removed. Discardvalves that are severely damaged.
Inspect the valve springs, valvespring retainers, locks, and sleevesfor defects. Discard any visually de-fective parts.
VALVE FACE RUNOUT
Check the valve face runout (Fig.15). It should not exceed the wearlimit.
Model TV-2
ValveSpring Teste
m Aibu-A
FIG. 15—Valve Face Runout
VALVE STEM CLEARANCE
Check the valve stem to valveguide clearance of each valve in itsrespective valve guide with the toolshown in Fig. 16 or its equivalent.
If the clearance exceeds the wearlimit, try a new valve.
A1199-A
FIG. 16—Valve Stem Clearance
VALVE SPRING PRESSURE
Check the spring for proper pres-sure (Fig. 17). Do not remove thedamper spring from the 352 PoliceSpecial V-8 when checking the pres-sure. Weak valve springs cause poor
LENGTH SCALE
ATO13-A
FIG. 17—Valve Spring Pressure
A1014-A
FIG. 18—Valve Spring Squareness
engine performance; therefore, if thepressure of any spring approachesthe wear limit, replace the spring.
VALVE SPRING SQUARENESS
Check each spring for squareness,using a steel square and a surfaceplate (Fig. 18). Stand the spring andsquare on end on the surface plate.Slide the spring up to the square.Revolve the spring slowly and ob-serve the space between the top coilof the spring and the square. If thespring is out of square more than1/16 inch, replace it.
REFACING VALVES
The valve refacing operationshould be closely co-ordinated withthe valve seat refacing operation sothat the finished angle of the valveface will match the valve seat. Thisis important so that the valve andseat will have a good compressiontight fit. Be sure that the refacergrinding wheels are properly dressed.
If the valve face runout is exces-sive and/or to remove pits andgrooves, reface the exhaust valvesof all engines and the intake valvesof the Mileage Maker Six and292 V-8 to a true 44° angle. Reface
the intake valves of the 352 V-8 en-gines to a true 29° angle. Removeonly enough stock to correct the run-out or to clean up the pits and grooves.If the edge of the valve head is lessthan 1/32 inch after grinding, re-place the valve as the valve will runtoo hot in the engine.
On the 352 V-8 engines, if thevalve and/or valve seat has been re-faced, it will be necessary to checkthe clearance between the rocker armpad and the valve stem with thevalve train assembly installed in theengine. Refer to Section 3 in thispart.
SELECT FITTING VALVES
If the valve stem to valve guideclearance exceeds the wear limit,it is recommended that the valveguide be reamed for the next over-size valve stem. Valves with oversizestem diameters of 0.003, 0.015, and0.030 inch are available for service.Refer to "Reaming Valve Guides."
HYDRAULIC VALVE LIFTERS—352 V-8 ENGINES
The lifter assemblies should bekept in proper sequence so that theycan be installed in their originalposition. Inspect and test each lifterseparately so as not to intermix theinternal parts. If any part of thelifter assembly needs replacing, re-place the entire assembly.
CLEANING AND INSPECTION
Thoroughly clean all the parts inclean solvent and wipe them with aclean, lint free cloth.
Inspect the parts and discard theentire lifter assembly if any partshows signs of pitting, scoring, gall-ing, or evidence of non-rotation.Replace the entire assembly if theplunger is not free in the body. Theplunger should drop to the bottomof the body by its own weight.
Assemble the lifter assembly andcheck the assembly for freeness ofoperation by pressing down on thepush rod cup. The lifter assembliescan also be tested with a hydraulicvalve lifter tester to test the leakdown rate. The leak down ratespecification is 8-45 seconds. Followthe instructions of the test unit man-ufacturer.
TIMING CHAINClean all parts in solvent and dry
them with compressed air. Inspectthe chain for broken links and thesprockets for cracks, and worn or
P A R T 1-1-GENERAL ENGINE SERVICE 1-15
damaged teeth. It is recommendedthat all the components be replacedif any one item needs replacement.
CAMSHAFT
Clean the camshaft in solvent andwipe dry. Inspect the camshaft lobesfor scoring, and signs of abnormalwear. Lobe wear characteristics mayresult in pitting in the general area ofthe lobe. This pitting is not detri-mental to the operation of the cam-shaft, therefore, the camshaft shouldnot be replaced until the lobe liftloss has exceeded 0.005 inch.
The lift of camshaft lobes canonly be checked with the camshaftinstalled in the engine. Refer to"Camshaft Lobe Lift" on page 1-9.
Check the distributor drive gearfor broken or chipped teeth.
Remove light scuffs, scores, ornicks from the camshaft machinedsurfaces with a smooth oilstone.
CRANKSHAFT
CLEANING AND INSPECTION
Handle the crankshaft with careto avoid possible fractures or dam-age to the finished surfaces. Cleanthe crankshaft with solvent, thenblow out all oil passages with com-pressed air.
Inspect main and connecting rodjournals for cracks, scratches,grooves, or scores. Dress minor im-perfections with an oilstone. Refin-ish severely marred journals.
Measure the diameter of eachjournal in at least four places to de-termine out-of-round, taper, or un-dersize condition (Fig. 19).
If the journals exceed the wearlimit, they should be refinished tosize for the next undersize bearing.
A VS B = VERTICAL TAPERC VS D = HORIZONTAL TAPERA VS C AND B VS D rr OUT-OF-ROUND
CHECK FOR OUT-OF-ROUND ATEACH END OF JOURNAL
FIG. 19-Crankshoft JournalMeasurement
REFINISHING JOURNALS
Refinish the journal to give theproper clearance with the next un-dersize bearing. If the journal willnot "clean up" to give the properclearance with the maximum under-size bearing available, replace thecrankshaft.
Always reproduce the same jour-nal shoulder radius that existedoriginally. Too small a radius willresult in fatigue failure of the crank-shaft. Too large a radius will resultin bearing failure due to radius rideof the bearing.
After refinishing the journals,chamfer the oil holes, then polishthe journal with a No. 320 gritpolishing cloth and engine oil.Crocus cloth may be used also as apolishing agent.
CONNECTING RODS
The connecting rods and relatedparts should be carefully inspectedand checked for conformance tospecifications. Various forms of en-gine wear caused by these parts canbe readily identified.
A shiny surface on the pin bossside of the piston usually indicatesthat a connecting rod is bent or thepiston pin hole is not in proper re-lation to the piston skirt and ringgrooves.
Abnormal connecting rod bear-ing wear can be caused by either abent connecting rod, an improperlymachined crankpin, or a taperedconnecting rod bore.
Twisted connecting rods will notcreate an easily identifiable wearpattern, but badly twisted rods willdisturb the action of the entire pis-ton, rings, and connecting rod as-sembly and may be the cause ofexcessive oil consumption.
CLEANING AND INSPECTION
Remove the bearings from the rodand cap. Identify the bearings if theyare to be used again. Clean the con-necting rod in solvent, including therod bore and the back of the inserts.Do not use a caustic cleaning solu-tion. Blow out all passages with com-pressed air.
Inspect the connecting rods forsigns of fractures and the bearingbores for out-of-round and taper.If the bore exceeds the recom-mended limits and/or if the con-necting rod is fractured, it shouldbe replaced.
Check the piston pin to connect-ing rod bushing clearance. Replacethe connecting rod if the bushing isso worn that it cannot be reamed orhoned for an oversize pin.
Replace defective connecting rodnuts and bolts.
After the connecting rods are as-sembled to the piston, check the con-necting rods for bend or twist on asuitable alignment fixture. Follow theinstructions of the fixture manufac-turer. If the bend and/or twist is ex-cessive, the connecting rod should bestraightened or replaced.
PISTONS, PINS, AND RINGS
CLEANING AND INSPECTION
Remove deposits from the pistonsurfaces. Clean gum or varnish fromthe piston skirt, piston pins, and ringswith solvent. Do not use a causticcleaning solution or a wire brush toclean pistons. Clean the ring grooveswith a ring groove cleaner (Fig. 20).Make sure the oil ring slots (or holes)are clean.
Too/-RC-500
A1016-A
FIG. 20—Cleaning Ring Grooves
Carefully inspect the pistons forfractures at the ring lands, skirts,and pin bosses, and for scuffed,rough, or scored skirts. If the lowerinner portion of the ring grooveshave high steps, replace the piston.The step will interfere with ringoperation and cause excessive ringside clearance.
Spongy, eroded areas near theedge of the top of the piston areusually caused by detonation, orpre-ignition. A shiny surface on thethrust surface of the piston, offsetfrom the centerline between the pis-ton pin holes, can be caused by abent connecting rod. Replace pis-tons that show signs of excessivewear, wavy ring lands, fractures,and/or damage from detonation orpre-ignition.
Check the piston to cylinder boreclearance with a tension scale andribbon, following the procedure un-
1-16 G R O U P 1-ENGINES AND EXHAUST SYSTEMS
der "Fitting Pistons." Check the ringside clearance following the proce-dure under "Fitting Piston Rings."
Replace piston pins showing signsof fracture or etching and/or wear.Check the piston pin fit in the pistonand rod bushing.
Replace all rings that are scored,chipped, or cracked. Check the endgap and side clearance. It is goodpractice to always install new ringswhen overhauling the engine. Ringsshould not be transferred from onepiston to another regardless ofmileage.
FITTING PISTONS
Pistons are available for servicein standard sizes and 0.020, 0.030,0.040, and 0.060-inch oversize. Stan-dard size pistons are divided intotwo sizes and are identified by adaub of red or blue paint. Refer toPart 1-6 for the available sizes and thepiston to cylinder bore clearance.
If the clearance is greater than themaximum limit, recheck calculationsto be sure that the proper size pistonhas been selected, check for a dam-aged piston, then try a new piston.
If the clearance is less than theminimum limit, recheck calculationsbefore trying another piston. If nonecan be fitted, refinish the cylinder forthe next size piston.
When a piston has been fitted,
TABLE 3—Piston Clearance Chart
FIG. 21 -Checking Piston Fit
mark it for assembly in the cylinderto which it was fitted.
If the taper and out-of-roundconditions of the cylinder bore arewithin limits, new piston rings willgive satisfactory service providedthe piston clearance in the cylinderbore is within limits. If the newrings are to be installed in a usedcylinder that has not been re-
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A1017-A
A1019-A
FIG. 22—Piston Ring Gap
finished, remove cylinder wall "glaze".To fit a piston:1. Calculate the size piston to be
used by taking a cylinder bore check(Fig. 28).
2. Select the proper size piston toprovide the desired clearance.
3. Make sure the piston and cyl-inder block are at room temperature(70°F.). After any refinishing opera-tion, allow the cylinder bore to cooland make sure the piston and boreare clean and dry before the pistonfit is checked.
4. Attach a tension scale to theend of a feeler gauge ribbon that isfree of dents or burrs. The feelerribbon should be V2 inch wide andof one of the thicknesses listed inTable 3.
5. Position the ribbon in the cyl-inder bore so that it extends theentire length of the piston at 90°from the piston pin location.
6. Invert the piston and install itin the bore so that the end of thepiston is about \Vi inches below thetop of the cylinder block and thepiston pin is parallel to the crank-shaft axis.
7. Hold the piston and slowly pullthe scale in a straight line with theribbon, noting the pull required to
A1020-A
FIG. 2 3 — Ring Side Clearance
P A R T 1-1-GENERAL ENGINE SERVICE 1-17
remove the feeler ribbon (Fig. 21).In Table 3, the diagonal lines rep-
resent feeler ribbons of various thick-nesses, the horizontal lines representthe pounds pull, and the vertical linesrepresent the clearances. To deter-mine the clearance, locate the linerepresenting the pounds pull requiredto remove the feeler ribbon from thecylinder bore. Follow the horizontalline to the right until it intersects thediagonal line representing the feelerribbon. Read down the vertical linefor the clearance.
Example 1. If a 0.0015-inch feelerribbon is used and it takes approxi-mately 4V4 pounds pull to removethe feeler ribbon, the clearance is ap-proximately 0.0008 inch. This is de-termined by locating the pounds pull(4V4) in Table 3 and following theline to the right until it intersectswith the diagonal line representingthe 0.0015-inch feeler ribbon. Readdown the vertical line for the clear-ance (approximately 0.0008 inch).
Example 2. If a 0.003-inch feelerribbon is used and it takes approxi-mately 9 pounds pull to remove theribbon, the resultant clearance is ap-proximately 0.0015 inch.
Example 3. If a 0.003-inch feelerribbon is used and it takes approxi-mately 4 pounds pull to remove thefeeler ribbon, the resultant clearanceis approximately 0.0026 inch.
FITTING PISTON RINGS
1. Select the proper ring set forthe size piston to be used.
2. Position the ring in the cylinderbore in which it is going to be used.
3. Push the ring down into thebore area where normal ring wear isnot encountered.
4. Use the head of a piston to
position the ring in the bore so thatthe ring is square with the cylinderwall. Use caution to avoid damage tothe ring or cylinder bore.
5. Measure the gap between theends of the ring with a feeler gauge(Fig. 22). If the ring gap is less thanthe recommended lower limit, tryanother ring set.
6. Check the ring side clearanceof the compression rings with a feelergauge inserted between the ring andits lower land (Fig. 23). The gaugeshould slide freely around the entirering circumference without binding.Any wear that occurs will form a stepat the inner portion of the lower land.If the lower lands have high steps,the piston should be replaced.
FITTING PISTON PINS
The piston pin fit should be alight thumb press fit at normaltemperature (70 °F). Standard pis-ton pins are color coded green. Pinsof 0.001-inch oversize (color codedblue) and 0.002-inch oversize (colorcoded yellow) are available.
If the pin hole in the piston mustbe reamed, use an expansion-typepiloted reamer. Place the reamer ina vise and revolve the piston aroundthe reamer. Set the reamer to thesize of the pin bore, then expandthe reamer slightly and trial reamthe pin bore. Take a light cut. Usea pilot sleeve of the nearest size tomaintain alignment of the bores.
Check the hole size, using thenew piston pin. If the bore is small,expand the reamer slightly and makeanother cut. Repeat the procedureuntil the proper fit is obtained.Check the piston pin for fit in therespective rod bushing. If necessary,
PLACE Plastigage FULLWIDTH OF JOURNAL CHECK WIDTH
ABOUT % INCH OF PlastigageOFF CENTER
OVERLAY GONFROM ENTIRE SURFACETAPERED JOURNAL
FIG. 24—Bearing Failures
INSTALLINGPlastigage
MEASURINGPlastigage
A1O22-A
RADIUS RIDE
RADIUS RIDE
CRATERS OR POCKETS
FATIGUE FAILURE
A1021-A
FIG. 25—Installing and MeasuringPlastigage—Engine in Chassis
ream or hone the bushing to fitthe pin.
Install the piston pin in the pistonand rod. Install a new retainer ateach end of the pin to hold it inplace. Spiral the retainers into posi-tion with the fingers. Do not usepliers. Make sure the retainers areproperly seated in their groove.
MAIN AND CONNECTINGROD BEARINGSCLEANING AND INSPECTION
Clean the bearing inserts and capsthoroughly. Inspect each bearingcarefully. Bearings that have ascored, chipped, or worn surfaceshould be replaced. Typical ex-amples of bearing failures and theircauses are shown in Fig. 24. Checkthe clearance of bearings that ap-pear to be satisfactory with Plasti-gage. Fit new bearings following therecommended procedure.
BEARING REPLACEMENT
The main and connecting rodbearing inserts are selective fit. Donot file or lap bearing caps or useshims to obtain the proper bearingclearance.
Selective fit bearings are availablefor service in standard sizes only.Standard bearings are divided intotwo sizes and are identified by adaub of red or blue paint. Refer toPart 1-6 for the available sizes. Redmarked bearings increase the clear-ance; blue marked bearings decreasethe clearance. Undersized bearings,which are not selective fit, are avail-able for use on journals that havebeen refinished.
1-18 G R O U P 1-ENGINES AND EXHAUST SYSTEMS
Normally, bearing journals wearevenly and are not out-of-round.However, if a bearing is being fittedto an out-of-round journal, be sureto fit the bearing to the maximumdiameter of the journal. If the bear-ing is fitted to the minimum diam-eter with minimum clearance, inter-ference may result, causing an earlyfailure. It is not recommended thatbearings be fitted to a crankshaftjournal which exceeds the maximumout - of - round specifications. Whenreplacing standard bearings withnew bearings, it is good practice tofirst try to obtain the proper clear-ance with two blue bearing halves.
When checking the width of thePlastigage, check at the widest pointin order to get the minimum clear-ance. Check at the narrowest pointin order to get the maximum clear-ance. The difference between thetwo readings is the taper.
Main Bearings—EngineInstalled
1. Replace one bearing at a time,leaving the other bearing securelyfastened. Remove the main bearingcap to which new bearings are to beinstalled.
2. Insert the upper bearing re-moval tool (tool 6331) in the oil holein the crankshaft.
3. Rotate the crankshaft in thedirection of engine rotation to forcethe bearing out of the block.
4. To install the upper main bear-ing, place the plain end of the bear-ing over the shaft on the locking tangside of the block. Using tool 6331 inthe oil hole in the crankshaft, rotatethe crankshaft in the opposite direc-tion of engine rotation until the bear-ing seats itself. Remove the tool.
5. Replace the cap bearing.6. Clean the crankshaft journal
and bearing inserts.7. Support the crankshaft so its
PLACE Plasfigage FULLWIDTH OF JOURNAL
ABOUT y4 INCHOFF CENTER
CHECK WIDTHOF Plastigage
0.002"CLEARANCE
INSTALLINGPLASTIGAGE
MEASURINGPLASTIGAGE
A1023-A
FIG. 26—Installing and MeasuringPlastigage—Engine on Work Stand
weight will not compress the Plasti-gage and provide an erroneous read-ing. Position a small jack so it willbear against the counterweight ad-joining the bearing which is beingchecked.
8. Place a piece of Plastigage onthe bearing surface the full width ofthe bearing cap and about VA inchoff center (Fig. 25).
9. Install the cap and tighten thebolts to specifications. Do not turnthe crankshaft while the Plastigage isin place.
10. Remove the cap, then usingPlastigage scale, check the width ofthe Plastigage.
If the clearance is less than thespecified limits, try two red bearinghalves or a combination of red andblue depending upon the condition.If the standard bearings do notbring the clearance within the de-sired limits, refinish the crankshaftjournal, then install undersize bear-ings.
11. After the bearing has beenchecked and found to be satisfactory,apply a light coat of engine oil to thejournal and bearings, then install thebearing cap. Tighten the cap bolts tospecifications.
12. If the rear main bearing is re-placed, replace the lower oil seal (inthe seal retainer or rear main bearingcap) and the side seals. The upper oilseal (in the block) cannot be re-placed with the crankshaft installed.
Main Bearings—EngineRemoved
1. With the engine inverted on theworkstand, remove the bearing in-serts from the cap and the block fromthose bearings that are to be replaced.
2. Follow steps 4 thru 6 under"Main Bearings—Engine Installed."
3. Place a piece of Plastigage onthe crankshaft journal the full widthof the journal and about VA inch offcenter (Fig. 26).
4. Follow steps 9 thru 12 under"Main Bearings—Engine Installed."
Connecting Rod Bearings.1. Install the new bearings in the
connecting rod and cap.2. Pull the connecting rod assem-
bly down firmly on the crankshaftjournal.
3. Place a piece of Plastigage onthe lower bearing surface, the fullwidth of the cap and about VA inchoff center.
4. Install the cap and tighten theconnecting rod nuts to specifications.
Do not turn the crankshaft while thePlastigage is in place.
5. Remove the cap, then using thePlastigage scale check the width ofthe Plastigage.
If the clearance is less than thespecified limits, try two red bearinghalves or a combination of red andblue depending upon the condition.If the standard bearings do notbring the clearance within the de-sired limits, refinish the crankshaftjournal, then install undersize bear-ings.
6. After the bearing clearance hasbeen checked and found to be satis-factory, apply a light coat of engineoil to the journal and bearings, theninstall the connecting rod cap.
7. Repeat the procedure for theremaining connecting rods that re-quire new bearings.
FLYWHEEL—MANUAL-SHIFTTRANSMISSIONS
INSPECTION
Inspect the flywheel for cracks,heat check, or other defects thatwould make it unfit for further serv-ice. Machine the friction surface ofthe flywheel if it is scored or worn.If it is necessary to remove morethan 0.045 inch of stock from theoriginal thickness, replace the fly-wheel.
Inspect the ring gear for worn,chipped, or cracked teeth. If theteeth are damaged, replace the ringgear.
With the flywheel installed on thecrankshaft, check the flywheel facerunout.
FLYWHEEL FACE RUNOUT
Install a dial indicator so that theindicator point bears against theflywheel face (Fig. 27). Turn the
A1024-A
FIG. 27—Flywheel Face Runout
P A R T 1 - 1 - GENERAL ENGINE SERVICE 1-19
flywheel making sure that it is fullforward or rearward so that crank-shaft end play will not be indicatedas flywheel runout.
RING GEAR REPLACEMENT
Heat the defective ring gear witha blow torch on the engine side ofthe gear, then knock it off the fly-wheel. Do not hit the flywheel whenremoving the ring gear.
Heat the new ring gear evenlyuntil the gear expands enough toslip onto the flywheel. Make surethe gear is seated properly againstthe shoulder. Do not heat any por-tion of the gear to a temperaturehigher than 500°F. If this limit isexceeded, the temper will be re-moved from the ring gear teeth.
CYLINDER BLOCK
CLEANING AND INSPECTION
Thoroughly clean the block insolvent. Remove old gasket materialfrom all machined surfaces. Removeall pipe plugs which seal oil pas-sages, then clean out all the pas-sages. Blow out all passages, boltholes, etc. with compressed air.Make sure the threads in the cyl-inder head bolt holes are clean. Dirtin the threads may cause bindingand result in a false torque reading.Use a tap to true-up threads and toremove any deposits.
After the block has beenthoroughly cleaned, make a checkfor cracks. Minute cracks not visibleto the naked eye may be detectedby coating the suspected area witha mixture of 25% kerosene and 75%
•CENTER LINE OF ENGINE
1 . OUT-OF-ROUND = DIFFERENCE BETWEENA AND B
2 . TAPER = DIFFERENCE BETWEEN THE AMEASUREMENT AT TOP OFCYLINDER BORE AND THE AMEASUREMENT AT BOTTOM OFCYLINDER BORE A 1 0 2 5 - A
FIG. 28—Cylinder Bore Out-of-Round and Taper
light motor oil. Wipe the part dryand immediately apply a coating ofzinc oxide dissolved in wood alcohol.If cracks are present, the coatingwill become discolored at the de-fective area. Replace the block ifit is cracked.
Check all machined gasket sur-faces for burrs, nicks, scratches,and scores. Remove minor imperfec-tions with an oil stone. Check theflatness of the cylinder block gasketsurface following the procedure andspecifications recommended for thecylinder head.
Replace all expansion-type plugsthat show evidence of leakage.
Inspect the cylinder walls forscoring, roughness, or other signsof wear. Check the cylinder bore forout-of-round and taper. Measurethe bore with an accurate gaugefollowing the instructions of themanufacturer. Measure the diam-eter of each cylinder bore at the top,middle, and bottom with the gaugeplaced at right angles and parallelto the centerline of the engine (Fig.28).
Feeler Gauge
Straight Edge
A1026-A
FIG. 29—Outer Race to HousingClearance
Refinish cylinders that are deeplyscored and/or when out-of-roundand/or taper exceed the wear limits.
If the cylinder walls have minorsurface imperfections, but the out-of-round and taper are within limits,it may be possible to remove theimperfections by honing the cyl-inder walls and installing new serv-ice piston rings providing the pistonclearance is within limits. Use thefinest grade of honing stone for thisoperation.
REFINISHING CYLINDER WALLS
Honing is recommended for re-finishing cylinder walls only whenthe walls have minor imperfections,such as light scuffs, scratches, etc.
Feeler Gauge
FIG. 30-Rotor End PlayA1027-A
The grade of hone to be used isdetermined by the amount of metalto be removed. Follow the instruc-tions of the hone manufacturer. Ifcoarse stones are used to start thehoning operation, leave enough ma-terial so that all hone marks can beremoved with the finishing honewhich is used to obtain the properpiston clearance.
Cylinder walls that are severelymarred and/or worn beyond thespecified limits should be refinished.Before any cylinder is refinished, allmain bearing caps must be in placeand tightened to the proper torqueso that the crankshaft bearing boreswill not become distorted from therefinishing operation.
Refinish only the cylinder or cyl-inders that require it. All pistons arethe same weight, both standard andoversize; therefore, various sizedpistons can be intermixed withoutupsetting engine balance.
Refinish the cylinder with themost wear first to determine themaximum oversize. If the cylinderwill not clean up when refinishedfor the maximum oversize piston re-commended, replace the block.
Refinish the cylinder to within ap-proximately 0.0015 inch of the re-quired oversize diameter. This willallow enough stock for the final stepof honing so the correct surfacefinish and pattern are obtained. Useclean sharp hones of No. 220-280grit for this operation.
For the proper use of the re-finishing equipment follow the in-structions of the manufacturer. Onlyexperienced personnel should be al-lowed to perform this work.
1-20 G R O U P 1-ENGINES AND EXHAUST SYSTEMS
After the final operation in eitherof the two refinishing methods de-scribed and prior to checking thepiston fit, thoroughly wash the cyl-inder walls with solvent to removeall abrasive particles, thenthoroughly dry the walls. Check thepiston fit. Mark the pistons to corre-spond to the cylinders in which theyare to be installed. When the refinish-ing of all cylinders that require it hasbeen completed and all pistons fitted,thoroughly clean the entire block toremove all particles from the bear-ing bores, oil passages, cylinderhead bolt holes, etc. Coat the cyl-inder walls with oil.
OIL PAN AND OIL PUMPS
OIL PAN
Scrape any dirt or metal particlesfrom the inside of the pan. Scrapeall old gasket material from the gas-ket surface. Wash the pan in a sol-vent and dry it thoroughly. Be sureall foreign matter is removed frombelow the baffle plate.
Check the pan for cracks, holes,damaged drain plug threads, a loosebaffle, and a nicked or damaged gas-ket surface.
Repair any damage, or replacethe pan if repairs can not be made.
OIL PUMPS
Cleaning. Wash all parts in a sol-vent and dry them thoroughly. Usea brush to clean the inside of thepump housing and the pressure reliefvalve chamber. Be sure all dirt andchips are removed.
On the gear-type oil pump, removeold gasket material from the pumpbody and cover.
Inspection. Check the inside of thepump housing and the outer race androtor for damage or excessive wear.
Check the mating surface of thepump cover for wear. If the covermating surface is worn, scored, orgrooved, replace the cover.
Measure the outer race to housingclearance (Fig. 29).
With the rotor assembly installedin the housing, place a straight edgeover the rotor assembly and thehousing. Measure the clearance be-tween the straight edge and the rotorand outer race (Fig. 30).
The outer race, shaft and rotorare replaceable only as an assembly.
Check the drive shaft to housingbearing clearance by measuring the
O.D. of the shaft and the I.D. ofthe housing bearing.
Inspect the relief valve spring fora collapsed or worn condition.
Check the relief valve spring ten-sion. If the spring tension is not withinspecifications and/or the spring isdefective, replace the spring.
Check the relief valve piston forscores and free operation in the bore.
CRANKCASE VENTILATIONSYSTEM MAINTENANCE
Refer to Group 18 for the correctmileage interval for maintenance.
The breather cap located on the oilfiller tube should be cleaned with asolvent at the proper mileage inter-val. After cleaning, oil the meshscreen in the cap with light engineoil.
The road draft tube seldom re-quires cleaning except during a highmileage engine overhaul. However,if there is evidence of crankcase pres-sure, the tube should be checked forexcessive sludge and cleaned out ifnecessary. In addition, on the 352V-8 engines, the maze screen in the in-take manifold baffle plate should becleaned in solvent to remove anyaccumulation of sludge deposits.
MILEAGE MAKER SIX
Section Page
1 Description 1-212 Engine Removal and
Installation 1-233 Repair Operations—
Engine Installed 1-25Engine Supports 1-25Manifolds 1-25Exhaust Gas ControlValve Replacement . . . . 1-26
Section Page
Cylinder Head 1-26Crankshaft Damper . . . 1-28Cylinder Front Coverand Timing Chain 1-28Camshaft 1-29Tappet Replacement . . . 1-30Camshaft Bearing BorePlug Replacement 1-30
1-21
Section Page
Camshaft BearingReplacement 1-30Crankshaft Lower RearOil Seal Replacement . . 1-30Pistons and ConnectingRods 1-31Crankshaft 1-31Flywheel 1-31Oil Filter Replacement . 1-31Oil Pan and Oil Pump . . 1-32
4 Disassembly and Assemblyof Component Parts 1-32
Valve Rocker Arm Shaft 1-32Cylinder Head 1-33Piston and ConnectingRod 1-33Oil Pump 1-34
5 Engine Disassembly andAssembly—EngineRemoved 1-34
DESCRIPTION
A1213-A A1214-A
FIG. 1-Mileage Maker Six FIG. 2—Mileage Maker Six—Sectional
The Mileage Maker Six (Figs. 1and 2) is a 6-cylinder engine with apiston displacement of 223 cubicinches and a compression ratio of8.4:1. The engine is available in allcar models. The patent plate indenti-fication symbol is "A."
MANIFOLDS
A chamber (heat riser) is cast intothe intake manifold center sectionbetween the carburetor and exhaustmanifold. A thermostatically con-trolled valve, located in the exhaustmanifold (Fig. 3), directs exhaustgases into this area to provide theheat necessary to assist in vaporizingthe incoming fuel mixture.
CLOSEDON)
OPEN (HEAT OFF)' A1030-A
FIG. 3—Exhaust Gas Control Valve
CYLINDER HEAD
The cylinder head carries thevalves, valve rocker arm shaft as-sembly, manifold assembly, ignition
coil, the water outlet, and thermo-stat. Valve guides are cast integralin the head. The valves are arrangedfrom front to rear E-I-I-E-I-E-E-I-E-I-I-E.
CYLINDER BLOCK
The cylinders are numbered from1-6 starting at the front of the en-gine. The firing order is 1-5-3-6-2-4.
The distributor, located at the rightfront of the engine, drives the oilpump through an intermediate driveshaft.
The crankshaft is supported byfour main bearings. Crankshaft endthrust is controlled by the flanges ofthe No. 3 main bearing.
1-22 G R O U P 1-ENGINES AND EXHAUST SYSTEMS
The pistons have two compres-sion rings and one oil control ring.The top compression ring ischrome-plated and the lower com-pression ring is phosphate - coated.The oil control ring assembly con-sists of a serrated spring and twochrome-plated steel rails.
VALVE TRAIN
The intake and exhaust valve as-semblies are the rotating-type. Thetappets are the solid steel, mushroom-type. Valve lash is maintained by self-locking adjusting screws.
The camshaft is supported byfour bearings pressed into the block.It is driven by a sprocket and timingchain in mesh with a sprocket on thecrankshaft. Camshaft thrust is con-trolled by a thrust plate located be-tween the camshaft sprocket and thefront journal of the camshaft. An ec-centric, made integral with the cam-shaft, operates the fuel pump.
LUBRICATION SYSTEM
Oil from the oil pan sump isforced through the pressure-type
lubrication system (Fig. 4) by arotor oil pump. A spring loaded re-lief valve in the pump limits themaximum pressure of the system.Oil relieved by the valve is directedback to the intake side of the pump.
The engine has a full-flow filterwhich filters the entire output of thepump before the oil enters the en-gine. The filter has an integral reliefvalve and mounting gasket. The re-lief valve permits oil to bypass thefilter if it becomes clogged, therebymaintaining an emergency supply ofoil to the engine at all times. Ananti-drain back diaphragm preventsa reverse flow of oil when the en-gine is stopped.
From the filter, the oil flows intothe main oil gallery. The oil gallerysupplies oil to all the camshaft andmain bearings through a drilled pas-sage in each main bearing web.
The timing chain and sprocketsare lubricated through a flat on theNo. 1 camshaft bearing.
Oil slingers prevent leakage by di-recting oil away from the crankshaftfront and rear oil seals.
Cylinder walls, pistons, and pis-
ton pins are lubricated through adrilled hole in each connecting rodwhich indexes with a drilled hole inthe connecting rod journal of thecrankshaft.
Oil under reduced pressure lubri-cates the valve rocker arm shaft as-sembly. The oil is fed through adrilled passage in the cylinder blockat the No. 3 camshaft bearing whichindexes with a hole in the cylinderhead. An oil inlet tube directs the oilinto the hollow rocker shaft throughthe No. 6 valve rocker arm support.The oil from the shaft flows throughdrilled holes in each rocker arm tolubricate the rocker arm shaft boreand the valve and ball end of therocker arm. Excess oil spirals downthe rotating push rod and assists inlubricating the tappet and push rodseat. An oil outlet tube exhausts ex-cess oil from the rocker shaft tolubricate the distributor lower bush-ing and distributor drive gear. Theoil outlet tube is located at the No.1 rocker arm support. The oil fromeach rocker arm drains into the pushrod chamber through holes providedin the cylinder head.
A1215-A
FIG. 4—Lubrication System
P A R T 1 - 2 -MILEAGE MAKER SIX 1-23
FIG. 5—Ventilation System
The oil in the push rod chamberdrains back into the oil pan throughan opening at the back of the block.
CRANKCASE VENTILATION
Ventilating air (Fig. 5) enters theengine through the oil filler cap lo-cated on the front of the valve rockerarm cover. The cap contains a mazefiltering element.
Filtered air from the breather capflows into the front section of thevalve rocker arm shaft chamber.Here the air has a chance to normal-ize its temperature before contactingcontaminating vapors originating inthe crankcase. Warm ventilating air
A1216-A A1217-A
FIG. 6—Cooling System
minimizes the formation of crank-case sludge. The ventilating air movesdown past the push rods into thecrankcase. Air is diverted fromthe front section of the crankcasethrough holes in the front of thecylinder block wall to ventilate thetiming chain chamber. The air fromthe crankcase is then directed into thecrankcase ventilation tube by therotating action of the crankshaft.
COOLING SYSTEMThe coolant is drawn from the
bottom of the radiator by the waterpump which delivers the coolant tothe cylinder block (Fig. 6).
As the coolant enters the block,it travels through cored passages tocool the entire length of each cyl-inder wall. Upon reaching the rearof the cylinder block, the coolant isdirected upward into the cylinderhead where it cools the combustionchambers, valves, and valve seats onits return to the front of the engine.
The coolant from the cylinderhead flows past the water thermostatif it is open, into the radiator supplytank. If the thermostat is closed, asmall portion of the coolant is return-ed to the water pump for recircula-tion. The entire system is pressurizedto 13-15 psi.
ENGINE REMOVAL AND INSTALLATION
The engine removal and installa-tion procedures are for the engineonly without the transmission at-tached. The engine installation isshown in Fig. 7.
REMOVAL
1. Drain the cooling system andthe crankcase.
2. Disconnect the battery groundcable at the battery, the heater hoseat the water pump and water outlethousing, the vacuum hose at the fuelpump, and flexible fuel line at thefuel tank line.
3. Disconnect the radiator upperhose at the radiator supply tank. Dis-connect the radiator lower hose atthe water pump.
4. On a car with an automatic
transmission, disconnect the trans-mission oil cooler lines at the radiator.
5. Remove the radiator. Removethe air cleaner.
6. Disconnect the accelerator re-tracting spring and the acceleratorrod assembly at the carburetor. Dis-connect the choke control cable atthe carburetor.
7. On a car with an automatictransmission, remove the acceleratorbracket from the intake manifold,then tie the bracket to the dashpanel.
8. Disconnect the exhaust mani-fold from the muffler inlet pipe. Dis-connect the generator wires at thegenerator, and the engine groundstrap at the converter housing or fly-wheel housing.
9. Disconnect the primary wire
at the coil, the oil pressure and tem-perature sending unit wires at thesending units, and the starter cableat the starter.
10. Remove the starter (and theautomatic transmission fluid fillertube bracket). Remove the enginerear plate upper right bolt.
11. On a car with a manual - shifttransmission, remove the flywheel in-spection cover. Disconnect the clutchrelease spring and rod. Remove theclutch bracket from the rear of theengine block.
12. On a car with an automatictransmission, remove the converterhousing access cover and cover as-sembly. Remove the flywheel to con-verter nuts, then secure the converterassembly in the housing. Remove thetransmission oil cooler lines from the
1-24 G R O U P 1 - ENGINES AND EXHAUST SYSTEMS
FIG. 7—Engine Installation
retaining clip at the engine and re-move the clip from the engine rightmount.
13. Remove the flywheel or con-verter housing to engine bolts. Sup-port the transmission with a jack. Re-move the remaining engine rear plateretaining bolts.
Tool-T52L-6000-C
14. Remove the engine right andleft support insulator to frame re-taining nut.
15. Attach the engine lifting hook(Fig. 8). Raise the engine slightly,then carefully pull it from the trans-mission. Lift the engine out of thechassis, then install it on a workstand (Fig. 9).
Tool-T54L-6005-C
\
A1O35-A
FIG. 8—Engine Lifting Hook
Tool-T52T-6005-CJD(SPLINED SHAFT)
Tool-T52T-6005- KJD(KEYED SHAFT) A1036-A
FIG. 9-Engine Mount
INSTALLATION
1. Place a new gasket over theexhaust manifold to muffler inletpipe studs.
2. Lower the engine carefullyinto the chassis. Make sure the studs
on the exhaust manifold are alignedwith the holes in the muffler inletpipe and the dowels in the blockengage the holes in the flywheel orconverter housing.
3. On a car with an automatictransmission, start the converterpilot into the crankshaft. Install theengine to flywheel housing bolts.Tighten the bolts to specifications.Remove the jack supporting thetransmission. Remove the retainersecuring the converter in the hous-ing, then install the flywheel to con-verter nuts and tighten them to speci-fications. Install the converter hous-ing access cover and the cover assem-bly and left rear splash shield.
4. On a car with a manual-shifttransmission, start the transmissionmain drive gear into the clutch disc.It may be necessary to adjust theposition of the transmission withrelation to the engine if the trans-mission input shaft will not enterthe clutch disc. If the engine "hangsup" after the shaft enters, turn thecrankshaft slowly (with the trans-mission in gear) until the shaftsplines mesh with the clutch discsplines. Install the flywheel housingbolts and tighten them to specifica-tions. Remove the jack supportingthe transmission.
5. Install the converter or fly-wheel housing upper retaining bolts.Remove the engine lifting hook.
6. Install the engine left and rightsupport insulator to engine retainingnuts (install the automatic transmis-sion oil cooler lines bracket).
7. Install the remaining converteror flywheel housing retaining bolts.Install the engine rear plate lowerretaining bolts.
8. Install the starter (and auto-matic transmission fluid filler tubebracket).
9. On a car with an automatictransmission, install the transmissionoil cooler lines in the bracket at theengine block.
10. Install the exhaust manifold tomuffler inlet pipe lockwashers andnuts, then tighten the nuts to speci-fications. Connect the engine groundstrap, the generator wires, and thechoke control cable.
11. On a car with an automatictransmission, install the acceleratorbracket on the intake manifold.
12. On a car with a manual-shifttransmission, connect the clutch re-lease spring and rod. Adjust the
P A R T 1-2-MILEAGE MAKER SIX 1-25
clutch pedal free travel. Install theflywheel housing inspection cover.
13. Connect the accelerator re-tracting spring and the acceleratorrod assembly.
14. Connect the starter cable, thecoil primary wire, the oil pressureand temperature sending unit wires,the vacuum hose and flexible fuel
line, the heater hoses, and the batteryground cable.
15. Install the radiator. Connectthe radiator upper hose to the waterpump and the radiator lower hose tothe radiator supply tank.
16. On a car with an automatictransmission, connect the oil coolerlines.
17. Fill and bleed the cooling sys-tem. Fill the crankcase. Operate theengine at fast idle and check all hoseconnections and gaskets for leaks.
18. On a car with an automatictransmission, adjust the transmissioncontrol linkage.
19. Install the air cleaner.
REPAIR OPERATIONS-ENGINE INSTALLED
ENGINE SUPPORTS
The front supports are located oneach side of the crankcase (Fig. 10)and the rear support is located at thetransmission extension housing. (Fig.11).
INSULATOR
SPACERA1219-A
FIG. 10—Engine Front Support
ENGINE FRONT SUPPORT
The procedures given apply toeither a right or left installation.
REMOVAL
1. Raise the engine with a jackand a wood block placed under theoil pan.
2. Remove the insulator to framenut and lockwasher.
3. Remove the insulator to enginebolts and lockwashers and removethe insulator. If only one support isbeing removed, loosen the other sup-port.INSTALLATION
1. Position the insulator assembly.2. Lower the engine, then install,
the insulator to frame lockwasherand nut.
3. Install the insulator to enginelockwashers and bolts.ENGINE REAR SUPPORTREMOVAL
1. Remove the support retainingbolts and washers.
: J
SUPPORT PLATE(FORDOMATIC ONLY)
. TRANSMISSION\ EXTENSION
HOUSING
RETAINER
A1220-A
FIG. 1 1 — Engine Rear Support
2. Raise the engine slightly to gainclearance at the transmission and re-move the support assembly.
INSTALLATION
Position the support assembly. In-stall the support to extension housingflat washers, lockwashers, and bolts.Lower the engine.
MANIFOLDS
REMOVAL
1. Remove the air cleaner.
2. On a car with an automatictransmission, disconnect the throt-
tle control rod and the acceleratingassembly connecting link at the ac-celerator bracket. Disconnect theaccelerator retracting spring at theblock mounted bracket, and then re-move the bracket.
3. On a car with a manual-shifttransmission, disconnect the accele-rator retracting spring and the ac-celerator rod assembly at the bellcrank.
4. Disconnect the vacuum line atthe intake manifold.
5. Disconnect the choke controlcable.
6. Disconnect the fuel inlet lineand the distributor vacuum line atthe carburetor.
7. Disconnect the muffler inletpipe from the exhaust manifold.
8. Remove the bolts fastening themanifold to the head (two manifoldbolts retain the radiator supply tankmounting bracket). Lift the manifoldassembly from the head. Remove thegaskets and sleeves.
9. To separate the manifolds, re-move the nuts and bolt joining the in-take and exhaust manifolds.
INSTALLATION
The manifold assembly is shown inFig. 12.
1. If the intake and exhaust mani-folds have been separated, place theintake manifold over the studs on theexhaust manifold. Install the lock-washers, nuts and bolt, then tightenthem finger tight.
2. Install new intake manifold gas-kets using new sleeves, if necessary,in the ports of the cylinder head.
3. Place a new exhaust manifoldto muffler inlet pipe gasket over thestuds on the exhaust manifold.
4. Coat the mating surfaces lightlywith graphite grease. Place the mani-fold assembly in position against thehead. Make sure the port openingsin the manifold assembly are alignedwith the port openings in the cylin-
1-26 G R O U P 1-ENGINES AND EXHAUST SYSTEMS
LOCKWASHER NUT
NUT
LOCKWASHER
GASKET
THERMOSTATICSPRING BOLT
GASKET B U S H 1 N G
COUNTERWEIGHTLOCKWASHER A N D SHAFT ASSEMBLY
FIG. 12-lntake Manifold Assembly
der head and that none of thegaskets have become dislodged. Posi-tion the radiator supply tank bracket.
5. Install the attaching washersand bolts. Tighten the bolts to speci-fications, tightening from the centerto the ends.
6. If the intake and exhaust mani-molds were separated, tighten the boltand nuts joining them.
7. Install the exhaust manifold tomuffler inlet pipe lockwashers andnuts. Tighten the nuts to specifica-tions.
8. Connect the vacuum line to theintake manifold. Connect the chokecontrol cable. Connect the fuel inletline and the distributor vacuum lineat the carburetor.
9. On a car with an automatictransmission, install the acceleratorretracting spring bracket. Connectthe spring. Connect the acceleratorassembly connecting link and adjustthe transmission control linkage.
10. On a car with a manual-shifttransmission, connect the acceleratorretracting spring and the acceleratorrod assembly.
11. Install the air cleaner.
EXHAUST GAS CONTROLVALVE REPLACEMENT
The exhaust gas control valve islocated in the outlet of the exhaustmanifold. Normally, it does not re-quire replacement unless it becomesinoperative due to excessive corro-sion or damage.
1. Remove the manifold assemblyand separate the intake and exhaustmanifolds following the proceduresunder "Manifold Removal" on page1-25.
2. Before removing the controlvalve assembly, note the position ofthe counterweight in relation to the
WASHER WINDSHIELDWIPER
CONNECTION
INTAKEMANIFOLD
A1068-A
valve plate. Remove the stop springand thermostatic spring from thefront end of the shaft.
3. Using an acetylene torch in-side the manifold, cut the shaft onboth sides of the valve plate. Usecaution to avoid damage to the shaftbearing bores.
4. Remove the valve and shaftpieces.
5. Clean the bushings of corro-sion and repair any damage that mayhave occurred. Replace the bushingsif necessary.
6. When new bushings are install-ed, there should be a distance of 23/sinches from the inside edge of onebushing to the inside edge of theother bushing. The bushings shouldbe equally spaced within the counter-bores.
7. After installation, ream thebushings with a 5/16-inch reamer.
8. Lubricate the new shaft andbushings with a penerating oil andgraphite mixture.
9. Insert the shaft through thebushings and valve plate.
10. Rotate the shaft in the valveplate until the counterweight is in thenormal "up" (heat on) position (Fig.3).
11. Tack weld the valve to theshaft. Move the assembly back andforth to check for a binding condi-tion.
12. If there is no binding, weldthe valve to the shaft in the originalmanner. The shaft and valve arestainless steel to minimize corrosionand/or damage by excessive heat.
13. Install the thermostatic springin the shaft slot. Secure the spring bycrimping the shaft at the slot. Windthe spring 3A turn and hook the openend of the spring over the stop pin.The thermostatic spring should holdthe valve in the closed (heat on)position (i.e. in the proper position
to direct the flow of gases into theheat riser).
14. Install the stop spring.15. Lubricate the shaft bushings
while operating the valve manuallyto replace the original lubricant lostby the welding operation. Install themanifold assembly following the pro-cedure under "Manifold Installa-tion" on page 1-25.
CYLINDER HEAD
Cylinder head repair operationsand checks, such as valve and valveseat refacing, cylinder heat flatnesschecks, etc., are covered in Part 1-1.
REMOVAL
1. Drain the cooling system. Re-move the air cleaner.
2. Disconnect the radiator upperhose at the radiator and the heaterhose at the water outlet housing.
3. Disconnect the oil pressure andwater temperature sending unit wiresat the sending units, and the batteryground cable at the cylinder head.
4. Disconnect the carburetor fuelinlet line and the vacuum line at thefuel pump, and the distributor vac-uum line at the distributor.
5. Disconnect the fuel inlet lineand the distributor vacuum line atthe carburetor, and the vacuum lineat the intake manifold, then removethe three lines as an assembly.
6. Disconnect the choke controlcable at the carburetor.
7. Disconnect the accelerator re-tracting spring. Disconnect the ac-celerator rod assembly at the accele-rator assembly.
8. Disconnect the high tensionlead at the coil. Remove the coil fromthe head and move it to one side. Re-move the distributor cap and thespark plug wires as an assembly. Re-move the spark plugs.
REMOVE SCREW
PRY UP OIL LINE WITH PLIERS A l 0 3 7 - B
FIG. 13—Oil Inlet Line Removal
P A R T 1-2-MILEAGE MAKER SIX 1-27
9. Disconnect the flexible fuel lineat the fuel tank line.
10. Remove the valve rocker armcover. Remove the cap screw andbracket from the No. 6 rocker armsupport. Pull the oil inlet line out ofthe support, then pull it out of theblock with pliers (Fig. 13). Be care-ful not to damage the line.
11. Remove the cap screw fromthe No. 1 rocker arm support, thenremove the oil outlet line andbracket.
12. Loosen all rocker arm adjust-ing screws to remove the valvespring load from the rocker arms,then remove the valve rocker armshaft assembly.
13. Remove the valve push rods insequence and identify them so theycan be installed in their originalpositions (Fig. 14).
A1038-A
FIG. 14-Valve Push Rod Removal
14. Remove the manifold to cylin-der head bolts (two manifold boltsretain the radiator supply tankmounting bracket). Pull the mani-fold assembly away from the cylin-der head. Brace the assembly so thatthe muffler inlet pipe will not bedamaged.
15. Disconnect the radiator sup-ply tank support at the water pumpand remove the supply tank.
16. Install the cylinder head hold-
BOLT FIXTURES TO INTAKE PORTS
ing fixtures for convenience in lift-ing the head and to protect the gasketsurfaces (Fig. 15).
17. Remove all cylinder headbolts. Install the cylinder head guidestuds (Fig. 16). Lift the cylinderhead assembly off the engine. Donot pry between the head and blockas the gasket surfaces may becomedamaged.
7/ l6"—14 x 6 " BOLT. CUT OFF HEAD,TAPER END AND SLOT FOR SCREWDRIVER,
AS SHOWN.
FIG. 16—Cylinder Head GuideStuds
INSTALLATION
1. Clean the head and block gas-ket surfaces.
2. If the cylinder head was re-moved for a cylinder head gasket re-placement, check the flatness of thehead and block gasket surfaces (page1-12).
3. Apply cylinder head gasketsealer to both sides of a new gasket.Use the brush furnished to spreadthe sealer evenly over the entire gas-ket surface.
4. Position the gasket over theguide studs on the cylinder block.
5. Lift the cylinder head over theguides and slide it down carefully.
6. Coat the threads of the bolts forthe left side of the cylinder head withwater resistant sealer. Install, but donot tighten, two bolts at opposite endsof the head to hold the head and gas-ket in position.
7. Remove the guides. Removethe cylinder head holding fixtures. In-stall the remaining bolts.
8. The cylinder head bolts aretightened in three progressive steps.Follow the sequence shown in Fig.17. Tighten the bolts to 55 foot-pounds torque, then to 65 foot-
Tool-T52P-6085-DAD A1039-A A1065-A
FIG. 15—Cylinder Head HoldingFixtures
FIG. 17—Cylinder Head BoltTightening Sequence
pounds torque. Finally, tighten thebolts to 75 foot-pounds torque.
9. Lubricate both ends of thepush rods with engine oil. Install thepush rods in their original bores,positioning the lower end of the rodsin the tappet sockets.
10. Position the valve rocker armshaft assembly on the head. Be surethe oil holes in the shaft are facingdownward,
11. Install the oil outlet line,bracket, and retaining screw on theNo. 1 support. Make sure the oil lineenters the shaft locating hole.
12. Install a new O-ring seal onthe lower end of the oil inlet line.Position the line in the No. 6 support.Make sure the O-ring seal is in theoil supply counterbore. Install thebracket and support bolt.
13. Tighten all the valve rockerarm shaft retaining bolts to specifica-tions. Perform a preliminary valvelash adjustment (page 1-10).
14. Position the generator adjust-ing arm and radiator supply tank sup-port and install the retaining bolt.
15. Clean the intake manifold gas-ket surfaces. Install new intake mani-fold gaskets using new sleeves, ifnecessary, in the ports of the cylinderhead. Place the manifold assembly inposition against the head. Make surethe port openings in the manifold as-sembly are aligned with the portopenings in the cylinder head and thatnone of the gaskets have becomedislodged. Install the manifold assem-bly retaining lockwashers and bolts(two manifold bolts retain the radiatorsupply tank mounting bracket).Tighten the bolts to specifications.
16. Connect and adjust the chokecontrol cable.
17. Position the fuel inlet line andthe two vacuum lines on the engine.Connect the distributor vacuum lineand the carburetor fuel inlet line atthe carburetor, and the manifoldvacuum line at the manifold.
18. Connect the accelerator rodassembly and the accelerator retract-ing spring.
19. Install the ignition coil, sparkplugs, and the distributor cap andspark plug wire assembly.
20. Connect the spark plug wiresand the coil high tension lead.
21. Connect the carburetor fuelinlet line and the vacuum line at thefuel pump, and the distributor vacu-um line at the distributor.
22. Connect the flexible fuel line.Connect the windshield wiper hose atthe vacuum pump tube.
1-28 G R O U P 1-ENGINES AND EXHAUST SYSTEMS
23. Connect the battery groundcable. Connect the oil pressure andwater temperature sending unit wires.
24. Connect the radiator upperhose at the radiator. Connect theheater hose at the water outlet hous-ing, but do not tighten the clamp.
25. Fill and bleed the cooling sys-tem.
26. Start the engine and operateit for a minimum of 30 minutes at1200 rpm to stabilize engine tem-peratures. Check the valve lash (Part1-1) with the engine idling and adjustthe lash if necessary, using a step-type gauge ("go" and "no go"). Ad-just the engine idle speed and idlefuel mixture (Part 3-1).
27. On a car with an automatictransmission, adjust the transmissioncontrol linkage.
28. Coat one side of the valverocker arm cover gasket with oil re-sistant sealer. Lay the cemented sideof the gasket in place in the cover.Install the cover, making sure thatthe gasket seats evenly all around thehead.
29. Install the air cleaner.
CRANKSHAFT DAMPER
REMOVAL
1. Drain the cooling system.2. On a car with an automatic
transmission, disconnect the trans-mission oil cooler lines at the radi-ator.
3. Disconnect the radiator upperhose at the radiator supply tank andthe radiator lower hose at the waterpump. Remove the radiator.
4. Remove the fan, drive belt, andpulley.
5. On a car with power steering,remove the power steering pumpdrive belt, and then remove the power
Tool-T52L-6316-
steering pump pulley from the crank-shaft damper.
6. Remove the cap screw andwasher from the end of the crank-shaft, then remove the damper (Fig.18).
INSTALLATION
1. Lubricate the crankshaft witha white lead and oil mixture. Lubri-cate the front oil seal rubbing surfacewith grease.
2. Align the damper keyway withthe key on the crankshaft, then in-stall the damper on the crankshaft(Fig. 19).
A1041-A
FIG. 18—Damper Removal
Tool-T52L-6306-AEE
A1064-A
FIG. 19—Damper Installation
3. Install the lockwasher and capscrew, then tighten the cap screw tospecifications.
4. On a car with power steering,install the power steering pump pul-ley on the crankshaft damper. Installand adjust the power steering pumpdrive belt.
5. Install the pulley, drive belt,and fan.
6. Install the radiator. Connectthe radiator lower hose at the waterpump and the radiator upper hose atthe radiator supply tank.
7. On a car with an automatictransmission, connect the transmis-sion oil cooler lines.
8. Fill and bleed the cooling sys-tem.
CYLINDER FRONT COVERAND TIMING CHAIN
REMOVAL
1. Remove the crankshaft damperand related parts by following theprocedure under "Crankshaft Dam-per Removal."
2. Drain the crankcase.3. Remove the oil pan and related
parts by following the procedure un-der "Oil Pan Removal" page 1-32.
4. Disconnect the heater hose atthe water pump and the generatoradjusting arm at the water pump. Re-move the water pump.
5. Remove the cylinder front cov-er and discard the gasket.
6. Remove the crankshaft frontoil slinger. Crank the engine untilthe timing marks on the sprocketsand chain are positioned as shownin Fig. 20.
CAMSHAFT SPROCKETTIMING MARK
12 PINSBETWEEN MARKS
DRIVING CRANKSHAFT SPROCKETSIDE OF CHAIN TIMING MARK AT 0 6 1 - A
FIG. 20—Aligning Timing Marks
7. Remove the camshaft sprocketretaining bolt and washer. Slide bothsprockets and timing chain forwardand remove them as an assembly.
FRONT OIL SEAL REPLACEMENT
It is good practice to replace theoil seal each time the cylinder frontcover is removed.
1. Drive out the old seal with apin punch, then clean out the recessin the cover.
2. Coat a new seal with grease,then install the seal (Fig. 21). Drivethe seal in until it is fully seated inthe recess. After installation, check
Tool~T52L-6700-BEEA1234-A
FIG. 21-Front Oil Seal Installation
P A R T 1-2-MILEAGE MAKER SIX 1-29
to be sure the spring is properlypositioned in the seal.
INSTALLATION
1. Place the keys in position inthe slots on the camshaft and crank-shaft.
2. Position the sprockets and tim-ing chain on the camshaft andcrankshaft. Be sure the timingmarks on the sprockets and chainare positioned as shown in Fig. 20.Install the camshaft sprocket capscrew and washer.
3. Install the crankshaft front oilslinger.
4. Clean the cylinder front coverand the gasket surface of the cyl-inder block. Coat the gasket surfaceof the block and cover with sealer.Position a new gasket on the block.
5. Place the cover on the blockand install the retaining screws.
6. Install the water pump. Con-nect the heater hose. Connect thegenerator adjusting arm.
7. Install the crankshaft damperand related parts following the pro-cedure under "Crankshaft DamperInstallation" (Page 1-28).
8. Install the oil pan and relatedparts following the procedure under"Oil Pan Installation" (Page 1-32).
9. Fill and bleed the cooling sys-tem. Fill the crankcase. Start the en-gine and adjust the ignition timing.Operate the engine at fast idle andcheck all hose connections and gas-kets for leaks.
CAMSHAFT
REMOVAL
1. Remove the crankshaft damper,cylinder front cover, and oil pan fol-lowing the procedures in this section.Remove the grille.
2. Remove the valve rocker armcover and the valve rocker arm shaftassembly. Remove the valve pushrods in sequence (Fig. 14).
3. Disconnect the primary wireand the high tension wire at the coil.Disconnect the vacuum line andprimary wire at the distributor. Re-move the distributor cap and sparkplug wires as an assembly. Removethe distributor.
4. Disconnect the ignition wiresfrom the clip on the valve push rodcover, then remove the cover.
5. Disconnect the fuel lines andthe vacuum line at the fuel pump.Remove the fuel pump. Remove theoil filter.
6. Remove the crankshaft frontoil slinger. Push the camshaft towardthe rear of the engine. Install a dialindicator so that the indicator pointis on the camshaft sprocket retainingscrew. Set the dial on zero. Positiona large screwdriver between the cam-shaft sprocket and the block. Pullthe camshaft forward and release it.Compare the dial indicator readingwith specifications. If the end play isexcessive, check the spacer for cor-rect installation before it is removed.If the spacer is correctly installed,replace the thrust plate when thecamshaft is installed.
7. Remove the dial indicator. Ro-tate the crankshaft in a clockwisedirection (as viewed from the front)to take up the slack on the left sideof the chain.
8. Establish a reference point onthe block and measure from thispoint to the chain (Fig. 22).
RIGHT SIDE OF CHAIN
Magnetic Tappet Lifter
REFERENCE POINT
TAKE UP SLACK ON LEFT SIDE. ESTABLISH AREFERENCE POINT AND MEASURE DISTANCE A.
TAKE UP SLACK ON RIGHT SIDE AND FORCELEFT SIDE OUT WITH THE FINGERS ANDMEASURE DISTANCE B. DEFLECTION IS A
M I N U S B ' A 1 0 6 2 - A
FIG. 22—Timing Chain Deflection
9. Rotate the crankshaft in theopposite direction to take up theslack on the right side of the chain,then force the left side of the chainout with the fingers and measure thedistance between the reference pointand the chain. The deflection is thedifference between the two measure-ments.
10. If the deflection exceeds V2inch, replace the timing chainand/or sprockets.
11. Remove the camshaft sprocketretaining bolt and washer. Slide bothsprockets and the timing chain for-ward and remove them as an assem-bly.
12. Turn the camshaft until thetappets can be lifted with either a
A1069-A
FIG. 23—Lifting and SecuringValve Tappets
magnet (Fig. 23), or the fingers.Raise the tappets clear of the cam-shaft lobes and secure them withspring-type clothes pins or windowregulator spring clips (Figs. 23 and24).
REWORKCLOTHESPIN
A1070-A
FIG. 24—Tappet Retainers
13. Remove the camshaft thrustplate and spacer. Carefully removethe camshaft by pulling it toward thefront of the engine. Use caution toavoid damaging the camshaft bear-ings.
INSTALLATION
1. Oil the camshaft and applyLubriplate to all the lobes. Carefullyslide the camshaft through the bear-ings.
2. Install the camshaft spacer. Besure the chamfer on the spacer isto the rear or faces the camshaftjournal.
3. Install the thrust plate andtighten the retaining screws to speci-fications.
4. Position the sprockets and tim-ing chain on the camshaft and crank-shaft. Align the timing marks on thetiming chain and sprockets as shownin Fig. 20. Install the camshaftsprocket cap screw and washer. In-stall the crankshaft front oil slinger.
5. Replace the crankshaft frontoil seal. Install the cylinder frontcover, the crankshaft damper, andrelated parts following the proce-dures in this section. Install the grille.
