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Old 10-06-2009, 09:10 AM   #1
CPO TED
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Default Ford Tech's ... Inline 6 Valve Adjustment...

This should be up Knall's alley ...


Valve lash adjustment on the 1980-1985 Ford 300 In line 6 cyl ... ain't the procedure:

ENGINE OFF ... loosen the valve until you got some freeplay ... tighten down until you eliminate the free play ... then tighten one more full turn (360 degrees)


In the old days under the ol' oak tree ... ENGINE RUNNING ... loosen the valve until it taps ... tighten it 'til it don't.

Then clean up the oil that got all over!




One more question ... was it the Chevy inline 6 that we just torqued the rocker shaft down ... and that was it? I don't remember anymore...

T
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Old 10-06-2009, 09:18 AM   #2
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It looks like the rockers changed in 1985 due to longer valve stems.

http://www.rebuiltautoengines.com/fo...-articles.html

There may be no adjustment on the 1980 - 1985 300 rocker arms. Maybe just torqued. There is a problem with varnish in the 300 lifters that cause noise and the lifters need replacement. This noise can not be adjusted out of the engine.

REVISED LIFTER ADJUSTMENT

Revised Hydraulic Lifter Adjustment Procedure On
1962-65 Ford V-8 Engines

The Ford Motor Company recommends a new procedure for adjusting hydraulic valve lifters on 1962-65 3.6L, 3.9L, 4.3L, 4.7L, and 4.9L (221, 240, 290 and 300 CID) engines.

Instead of turning down the rocker arm studs an additional one and one-half turns after the clearance between the push rod and rocker arm has been just barely eliminated, the new procedure calls for tightening the rocker arm studs just an additional three-quarters of one turn.

This looser adjustment is overcoming lifter bottoming trouble and thereby correcting noisy lifters and rough engine operation.
The AERA Technical Committee



Oil Pressure Loss On
Ford 4.9L (300 CID) Engines Built On August 1, 2 And 3, 1983

A small quantity of light E & F trucks and Bronco vehicles may have mismachined camshaft journals which could cause premature bearing wear and subsequent loss of engine oil pressure. Low oil pressure concerns, with or without engine noise, may be a result of this condition on subject vehicles built on the above dates.

To determine if a camshaft is suspect, inspect the journals and lobes for any excessive wear, chatter or unusual pattern on the surface finish. Pay particular attention to the #1 lobe or the 2nd and 3rd bearing journal.

If any of the described conditions exist, replace the camshaft and bearings. If the camshaft does not show excessive wear or irregularity of the surface finish, check the oil pump for damage and proper operation.

The AERA Technical Committee
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Old 10-06-2009, 09:26 AM   #3
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It looks like it might have studs but they may or may not be positive stop (non-adjustable). 1985 - 1986 has bolt down rockers, no studs , no adjustment.
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Old 10-06-2009, 09:28 AM   #4
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This says no adjustment. Only torque the rocker nuts 17 - 23 ft-lbs. never mind the "clearance" as this a test of the lifters not an adjustment unless the head has been shaved. You do not need to rotate the engine to torque the rockers.

Valves, Adjust
Crank engine with ignition Off, using an auxiliary starter switch.
Mark crankshaft damper at two locations, approximately 120°apart, so that, with the timing mark, the damper is divided into three equal sections.
Rotate crankshaft until No. 1 piston is on TDC of compression stroke.
Measure torque required to turn each stud nut in a counterclockwise direction (breakaway torque). Replace stud nuts where breakaway torque is not 4.5 - 15 ft. lbs. If breakaway torque is still not within specifications after replacing stud nut, the stud must be replaced.
Install stud nut and torque to 17 - 23 ft. lbs. with No. 1 piston at TDC of compression stroke. Using a suitable tool, slowly apply pressure to bleed down lifter until plunger is completely bottomed. Hold lifter in this position and check clearance between rocker arm and valve. If clearance is not within specifications, install a longer or shorter pushrod as needed.
On all models, repeat step 5 or 6 for remaining valves. Turn crankshaft 120°at a time in normal direction of rotation and adjust valves following engine firing order.
Valve Arrangement

Front to Rear
6-300 .........E-I-E-I-E-I-E-I-E-I-E-I

ENGINE YEAR CLEARANCE
6-300 80-87 .125-.175

On engines with hydraulic lifters, clearance specified is at valve stem tip with lifter collapsed.
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Old 10-06-2009, 09:42 AM   #5
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If the engine is knocking see here.

http://www.rebuiltautoengines.com/fo...-articles.html

Detonation Complaints On
Ford 4.9L (300 CID) Engines

Resolving detonation complaints on Ford 4.9L (300 CID) engines can go beyond selecting the right piston and making sure that the cylinder head has not been resurfaced below specifications. A worn distributor can also result in detonation.

Mechanical distributors used in these engines rely on plastic bushings to pivot the advance weights. Over time these bushings can wear allowing ignition timing to advance to the point at which the engine will detonate.

The correct timing specifications are:

Static distributor setting 8^ BTDC maximum
2000 rpm, distributor vacuum off & plugged 21^ BTDC maximum
2000 rpm, distributor vacuum connected 33^BTDC maximum

These specifications may not apply to engines equipped with electronically controlled distributors.

For additional information see AERA EXPO '92 Technical presentation: Changing Compression Ratios in Today's Engines, by Clarence Clark.

The AERA Technical Committee
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