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1960 Ford Car Shop Manual EAN: 978-1-60371-056-5

ISBN: 1-60371-056-6

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FOREWORD

This manual provides information for the proper servicing of

1961 Ford Cars, Station Wagons and Courier. The descriptions

and specifications contained in this manual were in effect at

the time the manual was approved for printing. The Ford Divi-

sion 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 NFORD MOTOR COMPANY

FORD CAR IDENTIFICATION

MODEL ASSEMBLY CONSECUTIVEYEAR PLANT MODEL ENGINE UNIT NUMBER

AXLERATIO

•SERIAL MADE INU.S.A. BY

REG. U.S.PAT. OFF.

BODY COLOR TRIM DATE TRANS. AXLE

THIS VEHICLE IS CONSTRUCTED UNDER UNI

2590719 2617681 2631694 2677572 2677 574 2683578

2698012 2726894 2782722 2784363 2789&21 2810447

OTHER PATENTS PENDING

TRANSMISSION

Car Patent Plate

N1130-B

The Car Patent Plate is attached to the left door front pillar.

MODEL YEARThe number " 1 " designates 1961.

ASSEMBLY PLANT

A

CD

E

F

G

H

Atlanta

Chester

Dallas

Mahwah

Dearborn

Chicago

Lorain

Los Angeles

Kansas City

Norfolk

..Twin City

...San Jose

..Pilot Plant

... Louisville

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 2 Door Club Sedan

32 4 Door Town Sedan

Fairlane 500-Series 40

41 2 Door Club Sedan

42 4 Door Town Sedan

Galaxie-Series 50

51 2 Door Club Sedan

52 4 Door Town Sedan

53 2 Door Club Victoria Starliner

Galaxie-Series 50

54 4 Door Town Victoria

55 Sunliner Convertible

57 2 Door Club Victoria

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

67 4 Door 6-Passenger Country Squire

68 v. 4 Door 9-Passenger Country Squire

69 2 Door Courier (Commercial Ranch Wagon)

ENGINE

R

T

V

W

X

Z

.. . .8 Cylinder 390 Cubic Inch (4-barrel LowCompression Export, 84 Octane)

. . . .8 Cylinder 292 Cubic Inch (Dual-LowCompression Export, 84 Octane)

. . . . 6 Cylinder223 Cubic Inch

. .8 Cylinder 292 Cubic Inch (Dual)

8 Cylinder 352 Cubic Inch (Dual)

8 Cylinder 390 Cubic Inch (4-barrel)

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

58E 4 Door Town Sedan

58F 2 Door Custom 300 Sedan64F 2 Door Club Sedan64H 2 Door Custom 300 Sedan

Fairlane 500

58A 4 Door Town Sedan64A 2 Door Club Sedan

Galaxie

54A 4 Door Town Sedan62A 2 Door Club Sedan63A 2 Door Club Victoria Starliner65A 2 Door Club Victoria75A 4 Door Town Victoria76B Sunliner Convertible

Station Wagons

59C 2 Door Ranch Wagon59E 2 Door Courier (Commercial Ranch Wagon)71E 4 Door 9-Passenger Country Sedan

71F 4 Door 6-Passenger Country Sedan71G 4 Door 9-Passenger Country Squire71H 4 Door Ranch Wagon71J 4 Door 6-Passenger Country Squire

C O L O R

Code "M" Number

A . . .C . . .D. . .E . . .F....H . . .J . . .K.. .M. . .Q . . .R...S . . .W.. .

.M30J-1724

.M30J-1139

.M30J-1361

.M30J-1364

.M30J-1366M30J-1367

.M30J-1232

.M30J-1369

.M30J-1238

.M30J-1371

.M30J-1372

.M30J-1373

.M30J-1385

Color

Black

Light Turquoise MetallicLight BlueMedium Green MetallicYellowDark Blue Metallic

RedBronze MetallicWhiteLight Gray MetallicMedium Blue Metallic

Light GreenTurquoise Metallic

Sales Name

Raven BlackAquamarineStarlight BlueLaurel GreenDesert GoldChesapeake BlueMontecarlo RedAlgiers BronzeCorinthian WhiteSilver GrayCambridge BlueMint GreenGarden Turquoise

TRIM04 Brown Strawprint-AII Vinyl11 Gray Stripe Fabric & Vinyl12 Blue Stripe Fabric & Vinyl13 Green Stripe Fabric & Vinyl21 Gray Slat Fabric & Vinyl22 Blue Slat Fabric & Vinyl

23 Green Slat Fabric & Vinyl24 Brown Slat Fabric & Vinyl27 Turquoise Slat Fabric & Vinyl30 Black Shimmer Fabric & White Vinyl

32 Blue Shimmer Fabric & Vinyl

33 Green Shimmer Fabric & Vinyl34 Brown Shimmer Fabric & Vinyl35 Red Shimmer Fabric & Vinyl37 Turquoise Shimmer Fabric & Vinyl38 Black Shimmer Fabric & Yellow Vinyl51 Gray-All Vinyl62 Blue Woven Plastic & Vinyl

63 Green Woven Plastic & Vinyl72 Blue Block Fabric & Vinyl73 Green Block Fabric & Vinyl77 Turquoise Block Fabric & Vinyl84 Brown Stripe Tweed Vinyl85 Red Stripe Tweed Vinyl92 Blue Morocco-All Vinyl94 Brown Morocco-All Vinyl95 Red Morocco-All Vinyl96 Black Morocco-All Vinyl97 Turquoise Morocco—All Vinyl98 Yellow Morocco-All Vinyl

DATEThe code letters for the month are preceded by a numeral to show the dayof the month when the car was completed.

First SecondModel Year Model Year

January AFebruary BMarch CAprilMayJuneJulyAugustSeptember

. . . .D

. . . .E

. . . . F

. . . .G

. . . .H

. . . JOctober KNovember LDecember M

T R A N S M I S S I O N

1 Standard

2 Overdrive3 Fordomatic4 Automatic—Cruise-O-Matic

AXLEA number designates a conventional axle, while a letter designates anEqua-Lock differential.

1 3.562 3.893 3.108 2.91A 3.56B 3.89C 3.10

GROUP I

ENGINES ANDEXHAUST SYSTEMS

PAGE

PART 1-1 GENERAL ENGINE SERVICE 1-2

PART 1-2 MILEAGE MAKER SIX 1-28

P A R T 1 -3 292 V-8 1-51

PART 1-4 352 AND 390 V-8 1-74

PART 1-5 EXHAUST SYSTEMS 1-102

PART 1-6 SPECIFICATIONS 1-106

GENERAL ENGINE SERVICE

Section Page

1 Engine Trouble Diagnosis.. 1-22 Tune-Up 1-8

Engine Compression Test. 1-10Final (Hot) Valve L a s h -Mechanical Valve Lifters. 1-15Camshaft Lobe Lift 1-16Manifold Vacuum Test... 1-17Preliminary (Cold) ValveLash—MechanicalValve Lifters 1-17Valve Clearance—Hydraulic Valve Lifters.. 1-18

Section page

3 Cleaning, Inspection, andReconditioning 1-19

Intake Manifold 1-19Exhaust Manifolds 1-19Valve Rocker Arm ShaftAssembly 1-19Push Rods 1-19Cylinder Heads 1-19Valves 1-20Hydraulic Valve Lifters.. 1-21Timing Chain 1-21

Section Page

Camshaft 1-21Crankshaft 1-22Connecting Rods 1-22Piston, Pins, and Rings... 1-23Main and ConnectingRod Bearings 1-24Flywheel—Manual-ShiftTransmissions 1-25Cylinder Block 1-25Oil Pan and Oil Pumps... 1-26Crankcase VentilationSystem Maintenance 1-27

This part covers engine troublediagnosis and tune-up proceduresfor all car engines. In addition,

the cleaning, inspection, repair, andoverhaul procedures are covered.

For engine removal, disassembly,

assembly, and installation proce-dures, refer to the part of this groupwhich covers the applicable engine.

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. Check the itemsin the order listed. For example,under Poor Acceleration, the ignitionsystem is listed as a probable cause

of the trouble. All the ignition systemitems that affect acceleration arelisted. Check all these items beforeproceeding to the next probablecause.

ENGINE TROUBLE DIAGNOSIS GUIDE

ENGINE WILLNOT CRANK

ENGINE CRANKSNORMALLY, BUT WILLNOT START

The cause of this t rouble is tempt to crank the engine with theusually in the starting system (page starter. If the engine cranks, it indi-12-14). cates that water is leaking into the

If the starting system is not at cylinders. Remove the cylinderfault, check for a hydrostatic lock head(s) and inspect the gasket(s)or a seized engine as follows: and/or head(s) for cracks. Examine

Remove the spark plugs, then at- the cylinder block for cracks.

Check the fuel supply. If there is be checked. Then hold the adaptersufficient fuel in the tank, the cause approximately %6 inch from the ex-of the trouble probably lies in either haust manifold and crank the engine,the ignition or the fuel system. ._ T H Fpc ic MO SPARK

To determine which system is at o p A W F A V S P A Q I Tfault perform the following test: " * T U F eD ADi? m u r e

Disconnect a spark plug wire. A T ™ 6 5 P A K K M-UWCheck the spark intensity at the end The cause of the trouble is in theof the wire by installing a terminal ignition system,adapter in the terminal of the wire to To determine if the cause of the

CONTINUED ON NEXT PAGE

P A R T 1-1-GENERAL ENGINE SERVICE 13

ENGINE TROUBLE DIAGNOSIS GUIDE (Continued)

ENGINE CRANKSNORMALLY, BUT WILLNOT START (Continued)

trouble is in the primary or thesecondary circuit, remove the coilhigh tension lead from the top ofthe distributor and hold it approxi-mately 3/16 inch from the cylinderhead. With the ignition on, crankthe engine and check for a spark.

If the spark at the coil high ten-sion lead is good, the cause of thetrouble is probably in the distributorcap or rotor.

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.

IF THERE ISA GOOD SPARK ATTHE SPARK PLUGS

Check the spark plugs. If thespark plugs are not at fault, checkthe 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, the

plate 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 SUPPLY AT THE 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 filter.The fuel pump.The carburetor fuel inlet line for

obstructions.The flexible fuel pump inlet line

for a collapsed condition.The fuel tank line for obstruc-

tions.The fuel tank vent.If fuel is reaching the carburetor,

check:The fuel inlet system including the

fuel inlet needle and seat assemblyand the float assembly.

ENGINE STARTS, BUTFAILS TO KEEP RUNNING

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 the fuel lines or

in the fuel filter.

Carburetor icing.Fuel pump defective.Check for dirt in the carburetor

not allowing fuel to enter or be dis-charged from the idle system.

IGNITION SYSTEM

Leakage in the high tensionwiring.

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.

CONTINUED ON NEXT PAGE

1-4 G R O U P 1-ENGINES AND EXHAUST SYSTEMS

ENGINE TROUBLE DIAGNOSIS GUIDE (Continued)

ENGINE RUNS, BUTMISSES (Continued)

ROUGH ENGINE IDLE

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. In this case,check the:

IGNITION SYSTEM

If the miss is isolated in a par-ticular cylinder, perform a sparktest on the ignition lead of that cyl-inder.

If a good spark does not occur,the trouble is in the secondary cir-cuit of the system. Check the sparkplug wire and the distributor cap.

If a good spark occurs, check thespark 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 (page1-10).

MISSES ERRATICALLYAT ALL SPEEDS

EXHAUST SYSTEM

Exhaust system restricted.

IGNITION SYSTEM

Defective breaker points, con-denser, secondary wiring, coil, orspark plugs.

High tension leakage across thecoil, rotor, or distributor cap.

FUEL SYSTEM

Engine idle speed set too low.

Idle fuel mixture needle(s) notproperly adjusted.

Float setting incorrect.Air leaks between the carburetor

and the manifold and/or fittings.Fuel leakage at the carburetor

fuel bowl(s).

FUEL SYSTEM

Float setting incorrect.Fuel inlet system not operating

properly.XT tr J

Dirt or water in the fuel lines orcarburetor.

Restricted fuel filter.

COOLINfi SYSTEMl>UULinu 9T9IEfn

Check 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 (page1-10) to determine which mechani-cal component of the engine is atf Qlllfld.lii.1.

MISSES AT IDLE ONLY

FUEL SYSTEM

Idle fuel mixture needle(s) notproperly adjusted.IGNITION SYSTEM

Excessive play in the distributorshaft.

Worn distributor cam.

ENGINE

Perform a compression test (page1-10) to determine which mechani-cal component of the engine is atfault.

MISSES AT HIGH SPEED

ONLYFUEL SYSTEM

Power valve clogged or damaged.Low or erratic fuel pump pres-

sure.Fuel inlet system not operating

properlvRestricted fuel filter.

COOLING SYSTEM

Engine overheating.

Power valve leaking fuel.Idle fuel system air bleeds or fuel

passages restricted.Fuel bleeding from the accelerat-

ing pump discharge nozzle(s).Secondary throttle plate(s) not

closing (4-barrel carburetor).Improper secondary throttle plate

stop adjustment (4 - barrel car-buretor).

CONTINUED ON NEXT PAGE

P A R T 1-1 -GENERAL ENGINE SERVICE 1-5

ENGINE TROUBLE DIAGNOSIS GUIDE (Continued)

ROUGH ENGINE IDLE(Continued)

POOR ACCELERATION

ENGINE DOES NOTDEVELOP FULL POWER,OR HAS POOR HIGHSPEED PERFORMANCE

IGNITION SYSTEM VACUUM BOOSTER PUMPLeaking pump, lines, or fittings.

Improperly adjusted or defectivebreaker points. ENGINE

Fouled or improperly adjusted L o o s e e n g l n e m o u n t I n g b o l t s o r

spark plugs. w o r n insulator.Incorrect ignition timing. Cylinder head bolts not properlye , i • rs • torqued.Spark plug misfiring. V a l y e l a s h ^ tOQ t i g h t ( e n g i n e s

with mechanical valve lifters).EXHAUST SYSTEM Crankcase ventilation regulator

valve defective or a restricted tubeExhaust gas control valve inop- (Positive Crankcase Ventilation Sys-

erative or sticking. tern).

IGNITION SYSTEM Leaky power valve, gaskets, or ac-T 4 . . . . . celerating pump diaphragm.Incorrect ignition timing. D i r , o r

Fc o r r o s i o n i n a c c e i e r a t i n g

Fouled or improperly adjusted t« i system.spar p ugs. Distributor vacuum passages in

Improperly adjusted or defective , h e c a r b u r e t o r b l o c k e d .breaker points. Restricted fuel filter.

Distributor not advancing prop-erty- EXHAUST SYSTEM

Exhaust gas control valve stuckFUEL SYSTEM c l o s e d

Inoperative accelerating pump in-let ball check. BRAKES

Inoperative accelerating pump dis- Improper adjustment,charge ball check.

Accelerating pump diaphragm de- TRANSMISSIONfective. Clutch slippage (manual - shift

Float 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 transmissions).

FUEL SYSTEM Distributor not advancing prop-erlv

Restricted air cleaner. Excessive play in the distributorRestricted fuel filter. ^aftClogged or undersize main jets S a

D i ; t r j b u t o r c a m w o r nand/or low float setting. F o u , e d Qr .

Clogged or undersize secondary . T r r J ijets (4-barrel carburetor). Spf* p lUgS; A. # . , - f.J „ v , . j . _, Improperly adjusted or defective

Power valve clogged or damaged. breaker pointsSecondary throttle plates not F

opening (4-barrel carburetor). BVUAIICT CYCTCMFuel pump pressure incorrect. EXHAUST SYSTEMDistributor vacuum passage in Exhaust gas control valve inop-

the carburetor blocked. erative or sticking.Restriction in exhaust system.

IGNITION SYSTEMT . . . . . , . COOLING SYSTEMIgnition timing not properly ad-

justed. Thermostat inoperative or incor-Defective coil, condenser, or rect heat range,

rotor. Check the cooling system for inter-

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

ENGINE OVERHEATS

GUIDE (Continued)

nal leakage and/or for a conditionthat prevents the engine from reach-ing normal operating temperature.

ENGINE

Perform an engine compressiontest (page 1-10) to determine which

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.

ENGINECrankcase ventilation regulator

valve defective or restricted tubes(Positive Crankcase Ventilation Sys-tem).

FINAL CHECKS

FUEL SYSTEM

Check:

TEMPERATURE SENDINGUNIT AND GAUGE

Unit or gauge defective (not in-dicating correct temperature), or con-stant voltage regulator defective.

mechanical component is at fault.One or more camshaft lobes worn

beyond wear limit.

TRANSMISSION

Improper band adjustment (auto-matic transmissions).

Fuel pump pressure.Engine idle speed.Idle fuel mixture needle(s) for

proper adjustment.Automatic choke for proper op-

eration.Fast idle speed screw for proper

adjustment.Accelerating pump stroke ad-

jusimeni.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:Spark plug condition and adjust-

IIlCIll.

Distributor spark advance opera-tion.

ENGINE

Perform an engine compressiontest (page 1-10) to determine whichmechanical component of the en-gine is at fault.

COOLING SYSTEM

Check thermostat operation andheat range.

TRANSMISSION

Check band adjustment (auto-matic transmissions).

ENGINE

Cylinder head bolts not properlytorqued.

Incorrect valve lash (engines withmechanical valve lifters).

CONTINUED ON NEXT PAGE

P A R T 1-1 -GENERAL ENGINE SERVICE 1-7

ENGINE TROUBLE DIAGNOSIS

ENGINE OVERHEATS(Continued)

LOSS OF COOLANT

ENGINE FAILS TO REACHNORMAL OPERATINGTEMPERATURE

NOISY HYDRAULICVALVE LIFTER

GUIDE (Continued)

Low oil level or incorrect viscos-ity oil used.

COOLING SYSTEM

Insufficient coolant.Cooling system leaks.

Drive belt tension incorrect.Radiator fins obstructed.

COOLING SYSTEM

Leaking radiator.

Loose or damaged hose connec-

tions.Water pump leaking.Radiator cap defective.Overheating.

EhlftlfcIF

Cylinder head gasket defective.

TEMPERATURE SENDINGUNIT AND GAUGE

Unit or gauge defective (not indi-cating correct temperature) or con-stant voltage regulator defective.

A noisy hydraulic valve lifter canbe located by operating the engine atidle speed and placing a finger on theface of the valve spring retainer. Ifthe lifter is not functioning prop-erly, a shock will be felt when thevalve seats.

Another method of identifying anoisy lifter is by the use of a pieceof hose. With the engine operatingat idle speed, place one end of thehose near the end of the valve stemand the other end to the ear andlisten for a metallic noise. Repeatthis procedure on each intake andexhaust valve until the noisy lift-er(s) has been located.

Thermostat defective.

Thermostat improperly installed.

Cooling system passages blocked.

Water pump inoperative.

IGNITION SYSTEM

Incorrect ignition timing.

Intake manifold to cylinder head

gasket defective.Cylinder head or intake manifold

bolts not properly torqued.Cylinder block core plugs leak-

ing.Temperature sending unit leak-

ing.Cracked cylinder head or block,

or warped cylinder head or blockgasket surface.

COOLING SYSTEM

Thermostat inoperative or of in-correct heat range.

The most common causes of hy-draulic valve lifter troubles are dirt,gum, varnish, carbon deposits, andair bubbles.

Dirt in the lifter assembly canprevent the disc valve from seating,or it may become lodged betweenthe plunger and body surfaces. Ineither case, the lifter becomes inop-erative due to failure to "pump-up,"or because the internal parts are nolonger free to function properly.When dirt is found to be respon-sible for lifter malfunction, removethe lifter assembly and thoroughlyclean it. Recommended engine oiland filter change intervals should be

1-8 G R O U P 1 - ENGINES AND EXHAUST SYSTEMS

ENGINE TROUBLE DIAGNOSIS GUIDE (Continued)

NOISY HYDRAULICVALVE LIFTER(Continued)

followed to minimize lifter prob-lems caused by dirt.

Deposits of gum and varnishcause similar conditions to existwhich may result in lifter malfunc-tion. If these conditions are foundto be present, the lifter should bedisassembled and cleaned in solventto remove all traces of deposits.

Air bubbles in the lubricating oil,caused by an excessively high or

low oil level, may likewise causelifter malfunction. A damaged oilpick-up tube may allow air to bedrawn into the lubricating system.To check for the presence of air,remove a valve rocker arm cover andnote the condition of the oil as it flowsfrom the valve rocker arm shaft as-sembly. Perform corrective action asrequired to remove air from the lubri-cating oil.

TUNE-UP

The Tune-Up Schedule (Table 1)is for either an A, B, or C tune-up.Perform all operations in the se-quence listed. The recommendedmileage interval for an A tune-up is4000 miles, for a B tune-up it is 8000miles and for a C tune-up it is 12,000miles. For a detailed description ofan operation procedure, refer to theoperation number under "Tune-UpProcedure."

TUNE-UP PROCEDURE

The tune-up is divided into 3 ma-jor parts.

The first part is performed withthe engine not operating. The firststep consists of visual and mechani-cal checks and adjustments. The sec-ond step consists of an instrumentcheck. Always follow the instructionsof the manufacturer of the test equip-ment used.

The second part of the tune-upcovers items that can be done whilethe engine is warming up for carbu-retor and valve adjustments.

The third part of the tune-upshould be performed with the engineoperating at normal operating tem-perature. For the engine to reachnormal operation temperature, itshould be operated for 30 minutes atfast idle (1200 rpm).

For more detailed information oncorrective action to be taken when aparticular defect is encountered, re-fer to the appropriate part of themanual.

At the end of the "Tune-Up Pro-cedure," additional engine checksand adjustments are described foruse as necessary.

ENGINE NOT OPERATING

Perform the following tests withthe engine off and at room tempera-ture.

MECHANICAL CHECKS, TESTS AND

ADJUSTMENTS

1. Clean, Adjust, And Test SparkPlugs. Remove the wire from eachspark plug by grasping the mouldedcap only.

Clean the area around each sparkplug with compressed air, then re-move the spark plugs.

Clean the spark plugs on a sandblast cleaner following the equip-ment manufacturer's instructions.Remove carbon and other depositsfrom the threads with a stiff wirebrush. Clean the electrode surfaceswith a small file (Fig. 1). Dress theelectrode to secure flat parallel sur-faces on both the center and sideelectrode.

After cleaning, inspect the plug for

a cracked or broken insulator, badlypitted electrodes, or other signs offailure. Replace as required.

B1390-A

FIG. 1-Cleaning Plug Electrode

B1391-A

FIG. 2-Gapping Spark Plug

P A R T 1-1 -GENERAL ENGINE SERVICE 1-9

Set the gap of all serviceable ornew plugs to 0.032-0.036 inch bybending the ground electrode (Fig.2).

After the gap has been adjusted,

TABLE 1-Tune-Up Schedule

check the plugs on a testing machine.Compare the sparking efficiency ofthe cleaned and gapped plug with anew plug. Replace the plug if it failsto meet requirements. Apply a coat-

ing of oil to the shoulder of the plugwhere the insulator projects throughthe shell, and to the top of the plug,where the center electrode and termi-nal project from the insulator. Place

OperationNo. Operation A B C

ENGINE NOT OPERATING

MECHANICAL CHECKS,TESTS, ANDADJUSTMENTS

1

2

3

4

5

6

7

8

9

10

11

12

Clean, adjust, and testspark plugs.

Take a compression readingof each cylinder.

Replace spark plugs.

Check and tighten intakemanifold bolts.

Check and adjust thedeflection of the drivebelts.

Clean fuel pump sedimentbowl.

Replace fuel filter.

Check and adjustcarburetor fuel level.

Clean the distributor capand rotor.

Lubricate the distributorcam, lubricating wick,and the distributorbushing.

Clean battery cables andterminals.

Clean positive crankcaseventilation system.

X

X

X

X

X

X

X

X

X

X

X

X

X

INSTRUMENT CHECKS

13 Check battery state ofcharge. X

OperationNo. Operation

14

15

16

17

Check and adjust breakerpoint dwell.

Check and adjust sparkadvance.

Perform a spark intensitytest of each spark plugwire.

Check fuel pump pressureand capacity.

A

X

B C

X

X

X

WHILE ENGINE ISWARMING-UP

18

19

20

Clean carburetor aircleaner.

Inspect the radiator, hoses,and engine for coolantleaks.

Check and adjust ignitiontiming.

X

X

X

ENGINE OPERATING ATNORMAL TEMPERATURE

21

22

23

24

25

Adjust accelerator pumplink to seasonal position.

Check and adjust engineidle speed.

Check and adjust idle fuelmixture.

Check and adjust anti-stalldashpot clearance—Automatic Transmissions.

Check and adjust valvelash—mechanicalvalve lifters

X

X

X

X

X

1-10 G R O U P 1-ENGINES AND EXHAUST SYSTEMS

the spark plug under pressure. Leak-age is indicated, by air bubblingthrough the oil. If the test indicatescompression leakage, replace theplug. If the plug is satisfactory, wipeit clean.

Install the spark plugs and torquethem to 15-20 ft-lbs.

2. Take A Compression ReadingOf Each Cylinder. Remove the sparkplugs. Remove the coil high tensionlead at the distributor cap. Set thethrottle plates (primary throttle platesonly on a 4-barrel carburetor) andchoke plate in the wide open position.

Install a compression gauge in No.1 cylinder.

Using a remote starter switch,crank the engine several times andrecord the highest reading recorded.Note the number of compressionstrokes required to obtain the highestreading.

Repeat the test on each cylinder,cranking the engine the same num-ber of times for each cylinder aswas required to obtain the highestreading on the No. 1 cylinder.

A variation of ± 20 pounds fromspecified pressure (Table 2) is satis-factory. However, the compressionof all cylinders should be uniformwithin 10 pounds.

A reading of more than the allow-able tolerance above normal indi-cates excessive deposits in the cyl-inder.

A reading of more than the allow-able tolerance below normal indi-

TABLE 2-Engine Compression Pressure

BAIL NUT B1215-B

Engine

Mileage Maker Six

292 V-8

352 V-8

390 and 390 Police Special V-8

390 High Performance V-8

Pressure + 20 Pounds(at cranking speed)

150

160

180

180

TABLE 3-lntake Manifold Bolt TorqueEngine

223 Six and 292 V-8

352 V-8, 390 and 390 Police Special V-8

390 High Performance V-8

Torque (ft-lbs)

23-28

32-35

12-15

cates leakage at the cylinder headgasket, piston rings, or valves.

A low even compression in twoadjacent cylinders indicates a cylin-der head gasket leak. This should bechecked before condemning the ringsor valves.

To determine whether the rings orthe valves are at fault, squirt the equi-valent of a tablespoon of heavy oilinto the combustion chamber. Crankthe engine to distribute the oil andrepeat the compression test. The oilwill temporarily seal leakage past therings. If approximately the samereading is obtained, the rings aresatisfactory, but the valves are leak-ing. If the compression has increased10 pounds or more over the originalreading, there is leakage past therings.

During a compression test, if thepressure fails to climb steadily andremains the same during the first twosuccessive strokes, but climbs higheron the succeeding strokes, or fails toclimb during the entire test, it indi-cates a sticking valve.

FILTERSCREEN

GASKET

FIG. 3-Sediment BowlInstallation

BAILASSEMBLY

FUELBOWL

B1216-B

Do not install the coil high tensionlead at this time.

3. Replace Spark Plugs. Install newspark plugs of the correct heat range(Part 2-3). Torque the plugs to 15-20ft-lbs.

4. Check And Tighten IntakeManifold Bolts. Check all intakemanifold bolts for the recommendedtorque (Table 3). Torque the bolts,as necessary, starting at the centerbolts and working outward.

5. Check And Adjust The Deflec-tion Of The Drive Belts. Check thedeflection of the drive belts usingtool 33-73F. Follow the instructionsof the gauge manufacturer. Adjustthe tension as follows:

Loosen the generator mountingbolts and the adjusting bracket bolt.Move the generator toward or awayfrom the engine until the proper de-flection is obtained between thewater pump pulley and the generatorpulley. Tighten the generator adjust-ing bracket bolt and the mountingbolts.

6. Clean Fuel Pump SedimentBowl. Clean the bowl and filter

FUEL LINE FILTER

B1O86-A

FIG. 4-Sediment Bowl AssemblyFIG. 5-Mileage Maker Six FilterInstallation—Except Taxi Cabs

P A R T 1 -1 -GENERAL ENGINE SERVICE M l

-A

FIG. 6-Y-8 Engine FilterInstallation-Except 390 HighPerformance Y-8

screen (Figs. 3 and 4) with cleaningsolvent and dry them with com-pressed air. Replace the gasket if itis defective.

7. Replace Fuel FilterALL ENGINES — EXCEPT

TAXI CABS AND 390 HIGH PER-FORMANCE V-8. Slide the clampsclosest to the filter away from thefilter (Fig. 5 or 6).

Slide the new filter into the rub-ber connections and slide the clampsinto place. Be sure the fuel-flow ar-rows on the filter are pointed towardthe outlet of the filter (toward thecarburetor).

390 HIGH PERFORMANCE V-8AND TAXI CABS. Unscrew thelower section of the filter (Fig. 7 or8) and remove the filter elementand gasket. Discard the filter ele-ment. Clean the lower section in sol-vent. Inspect the gasket, and replace

B1O89-A

FIG. 7-390 High Performance V-8Fuel Filter Installation

it if necessary.Place a new filter element in the

top section over the spout (Fig. 9).Place the gasket in the upper sectionand screw the lower section firmlyinto place. Start the engine and checkfor leaks.

8. Check and Adjust CarburetorFuel Level

SINGLE-BARREL. Remove thepower valve diaphragm cover andvalve assembly.

Place the fuel gauge in the open-ing and crank the engine. The fuelshould touch the tip of the "low"gauge pin and should not touch thetip of the "high" gauge pin (Fig. 10).

If the fuel level is too high or toolow, drain the fuel from the fuel bowlinto a suitable container and removethe fuel bowl.

Install the dummy bowl using thefuel bowl gasket and three of the re-taining screws (Fig. 10). Position asuitable container under the carbu-retor to collect any spill-over of fuel.To adjust the fuel level, bend thefloat arm tab. Crank the engine andrecheck the fuel level.

FORD DUAL AND 4-BARREL.Check and set the float(s). Refer to"Bench Adjustments" (page 3-25for the Ford dual carburetor or page3-35 for the Ford 4-barrel carbu-retor).

HOLLEY 4-BARREL. Positionthe car on a level floor. Be sure thefuel pump pressure is within specifi-cations. Operate the engine until nor-mal operating temperature has beenreached. Place a suitable containerbelow the fuel level sight plug to col-lect any spill-over of fuel. Checkeach fuel bowl separately.

With the engine stopped, removethe fuel level sight plug and gasketand check the fuel level. The fuellevel should be at the lower edge ofthe sight plug opening ± 1/16 inch.

If the fuel level is satisfactory, in-stall the sight plug. Do not install theair cleaner at this time.

If the fuel level is too high, drainthe fuel bowl and refill it and checkit again before altering the float set-ting.

If the fuel level is too high, itshould first be lowered below speci-fications and then raised until it isjust at the lower edge of the sightplug opening. If the fuel level is toolow, it is only necessary to raise itto the specified level. Follow the pro-cedure under "To Lower Fuel Level"or "To Raise Fuel Level," whicheveris applicable.

B1419-A

FIG. 8-Taxi Cab Fuel FilterInstallation

To Lower Fuel Level:1. With the engine stopped, loosen

the lock screw on top of the fuelbowl just enough to allow rotationof the adjusting nut underneath (Fig.11). Do not loosen the lock screw orattempt to adjust the fuel level withthe engine running because the pres-sure in the line will spray fuel outand present a fire hazard.

2. Turn the adjusting nut approx-mately Vi turn in to lower the fuellevel below specifications QA turn ofthe adjusting nut, depending on thedirection of rotation, will raise orlower the float assembly at the fuellevel sight plug opening %4 inch).

- UPPERSECTION

GASKET

LOWERSECTION

FILTERELEMENT

B 1 4 2 O - A

FIG. 9-390 High PerformanceV-8 and Taxi Cab Fuel FilterAssembly

1-12 G R O U P 1 - ENGINES AND EXHAUST SYSTEMS

FUEL SHOULD TOUCH " L O W PIN RAISEFUEL LEVEL

Too/-T52L-9550-AEE PLACE SLOTTED END OF Bending Too/ OVERTAB O N FLOAT ARM. HOLD FLOAT AND BEND

TAB TO CHANGE FUEL LEVEL.

FUEL LEVEL CHECK FUEL LEVEL ADJUSTMENT

FIG. 10—Single Barrel Fuel Level Check and Adjustment

Tool-T52L-9550-AGE

B1067-B

3. Tighten the lock screw. Startthe engine. After the fuel level hasstabilized, stop the engine and checkthe level at the sight plug opening.The fuel level should be below speci-fied limits. If it is not, repeat step 2,turning the adjusting nut an addi-tional amount sufficient to lower thefuel below the specified level.

4. Loosen the lock screw and turnthe adjusting nut out, in incrementsof Ye turn or less, until the correctfuel level is achieved. After each ad-justment, tighten the lock screw. Startthe engine and stabilize the fuel level.Check the fuel level at the sight plugopening. Install the sight plug andgasket.

Do not install the air cleaner atthis time.

To Raise Fuel Level:Perform steps 1 and 4 under the

procedure "To Lower Fuel Level."9. Clean The Distributor Cap And

Rotor. Disconnect the coil high ten-sion lead and the spark plug wiresat the distributor cap. Remove thedistributor cap and rotor.

Clean the inside of the distributorcap and clean the rotor using a mildcleaning solvent or mineral spiritsand a soft bristle brush. Remove dirtor corrosion from the sockets of thedistributor cap. Inspect the cap forcracks, burned contacts, or perma-nent carbon tracks. Inspect the rotorfor cracks or a burned tip. Replacethe cap and/or rotor if they are de-fective.

Do not install the rotor or distrib-utor cap at this time.

10. Lubricate The Distributor Cam,Lubricating Wick, And The Distribu-tor Bushing. Apply a light film ofhigh-temperature, non-fiber grease tothe distributor cam. Do not use en-gine oil.

Saturate the lubricating wick ofthe V-8 engines with SAE 10W en-gine oil.

Squirt a few drops of SAE 10Wengine oil into the distributor oilcup.

11. Clean Battery Cables AndTerminals. Disconnect the batterycables. Wash the battery includingthe terminals and battery carrier incold water using a stiff bristle brush.If the battery is extremely dirty, use abaking soda solution. Inspect the bat-tery cables for corrosion, fraying, orbreaks. Apply grease to the batteryterminals after cleaning. Connectand properly tighten the cableclamps.

12. Clean Positive Crankcase Ven-tilation System. Remove the crank-case ventilation regulator valve, ex-haust tube, and connections. Disas-semble the valve. Clean the valve andexhaust tube in clean carburetorsolvent and dry them with com-pressed air. Clean the rubber hoseconnections with a low volatilitypetroleum base solvent and dry themwith compressed air.

INSTRUMENT CHECKS

Always follow the instructions ofthe test unit manufacturer when per-forming instrument checks. All thetests except checking distributorspark advance can be made in-chassis. Perform the tests in the se-quence listed.

13. Check Battery State ofCharge. The battery state of chargecan be checked by measuring thebattery electrolyte solution specificgravity (hydrometer) or by measur-ing the voltage of the battery cellson open circuit (no current flow)with a battery charge tester.

If a hydrometer is used, a specific

ADJUSTINGNUT

FUEL LEVEL

SIGHT PLUG

OPENING

B1167-A

FIG. 11-Holley 4-Barrel FuelLevel Adjustment

gravity of 1.275-1.285 indicates afully charged battery. 1.230-1.240indicates approximately 60% charge.If the specific gravity varies morethan 0.025 between cells, the batteryshould be replaced.

Refer to page 12-12 which de-scribes in detail the procedure to befollowed.

14. Check And Adjust BreakerPoint Dwell. If the contacts are ex-cessively out of alignment, replacethe breaker point assembly. Do notattempt to align used breaker points.Install a new breaker point assemblyif necessary (Part 2-2).

On the dual point distributor, re-place both breaker point assembliesif one is defective.

Use a dwell meter only to checkthe gap of used breaker points. Theroughness of used breaker pointsmakes an accurate gap reading orsetting with a feeler gauge impos-sible. Check and set the contactdwell for conformance to specifica-tion (page 2-9) by following the in-structions of the meter manufac-turer. Always clean used points be-fore adjusting.

15. Check And Adjust Spark Ad-vance. Refer to the procedure forthe applicable engine on page 2-6.

After the spark advance has beenchecked and adjusted, install therotor and position the distributor inthe block so that the rotor is alignedwith the mark previously scribed onthe distributor body, and the markson the body and engine block are inalignment. Install the distributor re-taining screw(s). Install the distribu-tor cap. Insert each distributor wirein the proper distributor cap socket.Be sure the wires are forced all theway down into their sockets. TheNo. 1 socket is identified on the cap.

P A R T 1-1-GENERAL ENGINE SERVICE 1-13

Starting at the No. 1 socket, installthe wires in the direction of distribu-tor rotation (clockwise—MileageMaker Six and counterclockwise—allV-8 engines) in the firing order. Thefiring order of the Mileage Maker Sixis 1-5-3-6-2-4, and 1-5-4-8-6-3-7-2 onthe 292 V-8, and 1-5-4-2-6-3-7-8 onthe 352 V-8 and all 390 V-8 engines.

Push all weather seals into position.16. Perform A Spark Intensity

Test Of Each Spark Plug Wire.Check the spark intensity of one wireat a time. Install a terminal adapterin the terminal of the wire to bechecked. Hold the adapter approxi-mately %6 inch from the exhaustmanifold and crank the engine witha remote starter switch. The sparkshould jump the gap regularly.

17. Check Fuel Pump PressureAnd Capacity. Disconnect the fuelline at the carburetor. Install a pres-sure gauge (0-15 psi) and a petcockon the carburetor fuel inlet line (Fig.12). Vent the system, by opening thepetcock momentarily, prior to takinga pressure reading. Operate the en-gine at the specified rpm. After thepressure has stabilized, it should bewithin specifications (Table 4).

If the pressure is not to specifica-tions, remove the fuel filter from thesystem and take another pressurereading.

If the pressure is within specifica-tions with the fuel filter removed,the fuel filter was restricted and anew one should be installed.

If the pressure is not within speci-fications with the fuel filter removed,the fuel pump is defective.

Operate the engine at 500 rpm.Open the petcock and expel the fuelinto a suitable container. Observe thetime required to expel one pint. Itshould be within specifications(Table 4).

WHILE ENGINE ISWARMING-UP

Place the transmission selectorlever in neutral position and set theparking brake. Start the engine andoperate it at 1200 rpm for 30 min-utes to stabilize engine temperatures.While the engine is warming up, per-form the following operations:

18. Clean Carburetor Air Cleaner.Direct clean compressed air againstthe element in the opposite directionof normal air flow, that is, from theinside of the filter out.

Clean the air cleaner body andcover in cleaning solvent, then wipedry.

TABLE 4—Fuel Pump Pressure and CapacityEngine

223 Six

All V-8 engines except390 High PerformanceV-8

390 High PerformanceV-8

Pressure—psi

3.5-5.5 @ 500 rpm

4.0-6.0 @ 500 rpm

Capacity

1 pint within 30 seconds

1 pint within 20 seconds

TABLE 5—Ignition Timing

Engine

Mileage Maker Six

292 V-8

352 V-8

390 V-8

390 Police Special V-8

390 High PerformanceV-8

Recommended Setting

AutomaticTransmissions

10°

10°

6°

6°

Manual-ShiftTransmissions

4°

3°

3°

3°

AllowableRange

2°—10°

2°—10°

2°—10°

2°—10°

Do not install the air cleaner atthis time.

19. Inspect the Radiator, Hoses,and Engine For Coolant Leaks. In-spect the radiator hoses for cracks,leaks, and a collapsed condition. In-spect the radiator and engine for ex-ternal leaks.

Check for internal leakage by op-erating the engine at fast idle andlooking for the formation of bubblesin the radiator. Oil in the radiatormay indicate leakage in the engineblock or a leak in the automatictransmission oil cooler. Water for-mation on the oil level dipstick couldbe an indication of internal leakage.

20. Check And Adjust IgnitionTiming. On a Loadomatic or a dualadvance distributor, disconnect thedistributor vacuum line.

Connect the timing light high ten-sion lead to the No. 1 spark plugand the other two leads of the tim-ing light to the battery terminals. Donot puncture the spark plug wire ormoulded cap.

Clean the dirt from the timingmarks and, if necessary, chalk theproper mark and the pointer to im-prove legibility.

Operate the engine at idle speed.Be sure the engine is idling below550 rpm so that there will be nocentrifugal advance on engines witha dual advance distributor or cen-trifugal advance distributor. The tim-

ing light should flash just as theproper mark lines up with the pointeror pin indicating correct timing. Theoperator's eye should be in line withthe center of the damper and thetiming pointer. Refer to Table 5 forthe correct specifications.

ENGINE OPERATING ATNORMAL TEMPERATURE

21. Adjust Accelerator Pump Linkto Seasonal Position.

SINGLE-BARREL. Accelerationrequirements in various climates aresatisfied by controlling the quantityof fuel discharged by the acceleratingpump.

The pump stroke is controlled bychanging the position of the pumplink in the throttle lever (Fig. 13). Theinner hole (hole closest to the throttleshaft) is for average or hot weatheroperation. The outer hole is for coldweather operation.

FORD CARBURETORS. Theover-travel lever has four holes andthe accelerating pump link has twoholes to control the acceleratingpump stroke for different engine ap-plications (Fig. 15). Install the accel-erating pump operating rod in theNo. 4 (top) hole for winter operationor in the No. 2 hole for summer op-eration in the over-travel lever. Installthe accelerating pump operating rodin the outside hole in the acceleratingpump link for all climatic conditions.

On all V-8 engines operating in

1-14 G R O U P 1 - ENGINES AND EXHAUST SYSTEMS

-A

FIG. 12-Fuel Pump Pressure and Capacity Test

areas of 75° ambient temperature orover, install the accelerating pumpoperating rod in the No. 1 hole in theover-travel lever.

HOLLEY 4-BARREL CARBU-RETOR. With the primary throttleplates wide open, there should be aclearance of 0.015 inch between theaccelerating pump operating leveradjusting screw head and the pumparm when the pump arm is fully de-pressed manually (Fig. 16). Turn theadjusting screw in to increase the

SUMMERSETTING B1423-A

FIG. 13-Single-Barrel Accelerat-ing Pump Adjustment

clearance and out to decrease theclearance. One-half turn of the ad-justing screw will alter the adjustment0.015 inch.

The bottom hole (No. 2) in the camprovides a maximum pump dischargefor extreme cold weather. The tophole (No. 1) in the cam provides aminimum pump discharge for warmweather. To change the stroke, installthe screw in the desired hole in thecam (Fig. 16).

22. Check And Adjust EngineIdle Speed. Final engine idle speedmay be varied to suit the conditionsunder which the car is to be oper-ated. Refer to Table 6 for the speci-fied engine idle speed and refer toFigs. 14, 15, or 16. On a car withan air conditioner, operate the airconditioner for 20 minutes before set-ting the engine idle speed.

On a car with a manual-shifttransmission, place the transmissionselector lever in neutral position.Turn the idle speed stop screw in adirection to obtain the correct idlespeed setting. Open the throttle byhand and allow it to close normally.Recheck the engine idle speed.

On a car with an automatic trans-mission, be sure the parking brakeis on. Place the transmission selectorlever in drive range position. Checkthe engine idle speed and adjust itto drive range specifications. Placethe selector lever in neutral, acceler-ate the engine and let it return toidle. Place the selector lever in drive

range and recheck the engine idlespeed.

After the hot engine idle speedhas been adjusted, adjust the fastidle speed on the Ford dual and4-barrel carburetors and on theHolley 4-barrel carburetor as follows:

FORD CARBURETORS. Alignthe step of the fast idle cam with thefast idle screw (Fig. 17). With the fastidle screw resting on the step, turnthe screw in to obtain 1500 rpm(manual-shift transmissions) or 1700rpm (automatic transmissions).

HOLLEY 4-BARREL CARBU-RETOR. With the fast idle cam inthe slow position (bottom step on thecam contacting the fast idle adjust-ing screw), turn the fast idle speedscrew in to obtain the specified rpm(Fig. 18).

23. Check And Adjust Idle FuelMixture (Refer to Fig. 16, 19, or20). Make the initial mixture adjust-ment by turning the needle(s) inuntil it lightly touches the seat, thenback it off 1-1 Vi turns. Do not turnthe needle against the seat tightenough to groove the point. If theneedle is damaged, it must be re-placed before a proper mixture ad-justment can be obtained.

Turn the mixture needle(s) in untilthe engine begins to run rough fromthe lean mixture. Turn the needle(s)out until the engine begins to "roll"from the rich mixture. Then turnthe needle(s) in until the engine runssmoothly. Always favor a slightly

ANTI-STALL DASHPOT ADJUSTING SCREW

ENGINE IDLE SPEED SCREW B 1 4 2 2 - A

FIG. 14-Single-Barrel Engine IdleSpeed and Anti-Stall DashpotAdjustment

P A R T 1-1-GENERAL ENGINE SERVICE 1-15

TABLE 6-Engine Idle Speed

Engine

Mileage Maker Six292 and 352 V-8390 V-8

Specified Idle Speed (rpm)Manual-ShiftTransmission

(Neutral)500-525500-525575-600

AutomaticTransmission(Drive Range)

475-500450-475450-475

rich mixture rather than a leanmixture.

Recheck the engine idle speed.24. Check And Adjust Anti-Stall

Dashpot Clearance — AutomaticTransmissions.

MILEAGE MAKER SIX. Withthe engine idle speed and mixture

PUT ROD IN ACCELERATING PUMP STROKE ENGINE IDLE

OUTSIDE HOLE SUMMER SETTING WINTER SETTING SPEED SCREW

LOCK NUT ANTI-STALL DASHPOT CLEARANCE B1424-A

FIG. 15—Ford Carburetor Idle Adjustments

PUMPLEVER

SCREW

HOT ENGINEIDLE SPEED

IDLE FUELMIXTURE LOCK

NUTANTI-STALL

DASHPOTPUMP STROKE

SUMMER- PUT SCREW IN HOLE 1WINTER- PUT SCREW IN HOLE 2

B1429-A

FIG. 16-Holley 4-Barrel Idle Adjustments

FAST IDLEADJUSTING SCREW

FAST IDLE CAM

B1425-A

FIG. 17—Ford Carburetor FastEngine Idle Speed Adjustment

properly adjusted, and the engine atoperating temperature, turn the anti-stall dashpot adjustment screw in(Fig. 14) (away from the dashpotplunger).

Hold the throttle in the closedposition. Depress the plunger with ascrew driver blade. Turn the adjust-ment screw out (toward the plunger)until a clearance of 0.060-0.090 inchis obtained between the screw headand the tip of the plunger.

V-8 ENGINES. Loosen the anti-stall dashpot lock nut (Fig. 15 or 16).

Hold the throttle in the closedposition and depress the plungerwith a screw driver blade. Turn thedashpot in its bracket in a directionto provide a clearance of 0.060-0.090inch between the plunger and thethrottle lever. Tighten the lock nutafter the adjustment is made.

25. Check And Adjust Valve Lash-Mechanical Valve Lifters. It is very

FAST IDLESPEED SCREW

B1430-A

FIG. 18-Holley 4-Barrel FastEngine Idle Speed Adjustment

1-16 G R O U P 1-ENGINES AND EXHAUST SYSTEMS

IDLE FUEL MIXTURE ADJUSTING NEEDLEB1421-A

FIG. 19-Single-Barrel Idle FuelMixture Adjustment

important that the valve lash be heldto the correct specifications 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 withthe seats long enough to cool prop-erly. If the lash is excessive, it willcause the valve to open too late andclose too early causing valve bounce.In addition, damage to the cam-shaft lobe is likely because the tap-pet foot will not follow the patternof the camshaft lobe causing a shockcontact between these two parts.

Be sure the engine is at normaloperating temperature before at-tempting to set the valve lash.

With the engine idling, set thevalve lash (Fig. 21) using a step-type feeler gauge only ("go" and "nogo"). The final (hot) intake and ex-haust valve lash specifications arelisted in Table 7.

For example, to obtain the correctsetting on the 292 V-8, use a step-type feeler gauge of 0.018 inch ("go")and 0.020 inch ("no go"). The "go"step should enter, and the "no go"step should not enter. The resultantsetting will be to the required speci-fication (0.019 inch).

TABLE 7-Valve Lash Specifications

FIG. 20-Ford Carburetor Idle FuelMixture Adjustment

ADDITIONALTESTS ANDADJUSTMENTSCAMSHAFT LOBE LIFT

1. Remove the air cleaner and thevalve rocker arm cover(s).

On an engine with mechanicalvalve lifters, slide the rocker arm as-sembly serving the camshaft lobe tobe checked to one side. Secure it inthis position. To move the rocker armon either end of the shaft, it will benecessary to remove the retaining pinand washers and slide the rocker armoff the shaft.

On an engine with hydraulic valvelifters, remove the valve rocker armshaft assembly and install a solidtappet-type push rod in the push rodbore of the camshaft lobe to bechecked.

2. Make sure the push rod is inthe tappet socket or the lifter pushrod cup. Install a dial indicator insuch a manner as to have the actuat-ing point of the indicator in the pushrod socket and in the same plane asthe push rod movement (Fig. 22or 23).

3. Turn the crankshaft damperslowly in the direction of rotationuntil the tappet or lifter is on thebase circle of the camshaft lobe. Atthis point, the push rod will be in itslowest position.

4. Zero the dial indicator. Con-tinue to rotate the damper slowlyuntil the push rod is in the fullyraised position.

Engine

Mileage Maker Six

292 V-8

390 High Performance V-8

Final (Hot)

Intake

0.019

0.019

Exhaust

0.019

0.019

Step - Type Feeler Gauge Al 466-A

FIG. 21-Valve Lash Adjustment-Mechanical Valve Lifters

5. Compare the total lift recordedon the indicator with specifications.

6. To check the accuracy of theoriginal indicator reading, continueto rotate the damper until the indica-tor reads zero.

7. Remove the dial indicator.

BE SURE TO PLACE INDICATOR TIP IN CENTEROF PUSH ROD SOCKET A1333.A

FIG. 22-Camshoft Lobe Lif t-Mechanical Valve Lifters

SOLID TAPPET-TYPEPUSH ROD

BE SURE TOPLACE IndicatorTIP IN CENTEROF PUSH ROD

SOCKET m

FIG. 23-Camshaft Lobe Lift-Hydraulic Lifters

P A R T 1 - 1 -GENERAL ENGINE SERVICE 1-17

On an engine with mechanicalvalve lifters, position the valve rock-er arm. If an end valve rocker armwas removed, slide it into position onthe shaft and install the washers andretaining pin. Perform a preliminaryvalve lash adjustment as necessary.Operate the engine until normaloperating temperature has beenreached.

Check and adjust the valve lash.On an engine with hydraulic valve

lifters, install the valve rocker armshaft.

8. Install the valve rocker armcover(s) and the air cleaner.

MANIFOLD VACUUM TESTA manifold vacuum test aids in

determining 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 manifold 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 readings

may 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 8 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.

PRELIMINARY (COLD) VALVELASH—MECHANICAL VALVELIFTERS

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.

MILEAGE MAKER SIX

The cylinders are numbered fromfront to rear 1-2-3-4-5-6 and thevalves are arranged from front to rearE-I-I-E-I-E-E-I-E-I-I-E.

1. Turn all the valve adjustingscrews until interference is noted.Check the torque required to turn thescrew further. If the torque required

TABLE 8— Manifold Vacuum Gauge ReadingsGauge Reading

18 inches—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.

to turn a screw is less than 3 ft-lbs(36 in-lbs), try a new self-locking ad-justment screw. If this is still unsatis-factory, replace the rocker arm andadjusting screws.

2. Make two chalk marks on thecrankshaft damper (Fig. 24). 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).

3. Rotate the crankshaft until theNo. 1 piston is near. TDC at theend of the compression stroke.The No. 1 piston is on TDC atthe end of the compression strokewhen both valves are closed andthe timing mark on the crankshaftdamper is in line with the timingpointer.

4. Adjust the intake and exhaustvalve lash for No. 1 cylinder (Fig.21). The preliminary (cold) intakeand exhaust valve lash should beset at 0.019 inch.

5. 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.

V-8 ENGINES

The cylinders are numbered fromfront to rear—right bank, 1-2-3-4;left bank, 5-6-7-8.

On the 292 V-8, the valves arearranged from front to rear on bothbanks, E-I-I-E-E-I-I-E.

On the 390 High Performance V-8,the valves are arranged from front torear on both banks, E-I-E-I-I-E-I-E.

1. Follow step 1 under "MileageMaker Six".

2. Make three chalk marks onthe crankshaft damper Fig. 25).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). Set the intake and ex-haust valve lash to specifications.

3. Rotate the crankshaft untilNo. 1 piston is near TDC at the endof the compression stroke. Adjust thefollowing valves:

No. 1 Exhaust No. 2 IntakeNo. 4 Exhaust (292 V-8)No. 5 Exhaust No. 7 IntakeNo. 1 Intake No. 8 Intake

(390 High Per-formance V-8)

1-18 G R O U P 1-ENGINES AND EXHAUST SYSTEMS

STEP 1—SET NO. 1 PISTON ON 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. A i 4 1 5 A

FIG. 24-Preliminary Valve Lash Adjustment-MileageMaker Six

I STEP 2 -ADJUST NO. 6 & 8 EXHAUST & NO. 4 & 5 INTAKESTEP 3 -ADJUST NO. 2, 3, 7 EXHAUST & NO. 3, 6, 8 INTAKE

A1203-A

FIG. 25-Preliminary Valve Lash Adjustment-292 V-8or 390 High Performance V-8

4. Rotate the crankshaft 180° orVi turn (this puts No. 4 piston onTDC). Adjust the following valves:

No. 2 Exhaust(390 High Per-formance V-8)

No. 6 Exhaust(292 V-8)

No. 8 ExhaustNo. 4 IntakeNo. 5 Intake

5. Rotate the crankshaft 270° or3A turn from 180° (this puts No. 3piston on TDC). Adjust the follow-ing valves:

No. 2 Exhaust No. 2 Intake(292 V-8) (390 High Per-

No. 3 Exhaust formance V-8)No. 7 Exhaust No. 3 IntakeNo. 8 Exhaust No. 6 Intake

(390 High Per- No. 8 Intakeformance V-8) (292 V-8)

VALVE CLEARANCE-HYDRAULIC VALVE LIFTERS

Hydraulic valve lifters are used onthe 352 V-8, 390 V-8, and 390Police Special 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 or a longerpush rod is necessary, make the fol-lowing check:

1. Position the crankshaft asoutlined in steps 2 and 3. Positionthe hydraulic lifter compressor toolon the rocker arm and slowly apply

Detail 1

Al204-A

FIG. 26-Valve Clearance-Hydraulic Valve Lifters

pressure to bleed down the hydrau-lic lifter until the plunger is com-pletely bottomed (Fig 26). Hold thelifter in the fully collapsed positionand insert the clearance gauge (Fig.26) 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 isexcessive 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 TDC at the endof the compression stroke. WithNo. 1 piston on TDC, check the fol-lowing valves:

No. 1 IntakeNo. 3 IntakeNo. 7 IntakeNo. 8 Intake

No. 1 ExhaustNo. 4 ExhaustNo. 5 ExhaustNo. 8 Exhaust

P A R T 1-1 -GENERAL ENGINE SERVICE 1-19

3. After these valves have beenchecked, position No. 6 piston onTDC and check the following valves:

No. 2 Intake No. 2 Exhaust

No. 4 Intake No. 3 Exhaust

No. 5 Intake No. 6 Exhaust

No. 6 Intake No. 7 Exhaust

When compressing the valvespring to remove push rods, be surethe piston in the individual cylinderis below TDC 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 arm

shaft 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 leak-down rate can be accelerated byusing the tool shown in Fig. 26 onthe valve rocker arm and applyingpressure in a direction to collapsethe lifter.

CLEANING, INSPECTION, AND RECONDITIONING

INTAKE MANIFOLDClean the manifold in a suitable

solvent, then dry it with compressedair.

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 and 390 V-8 engines,check the baffle plate on the under-side of the manifold for loosenessand be sure the maze screen is inplace. Clean off any varnish accumu-lation.

EXHAUST MANIFOLDSInspect the manifolds for cracks,

leaks, or other defects that wouldmake them unfit for further service.

On the right exhaust manifold ofthe 352 and 390 V-8 engines, makesure the automatic choke air inletand outlet holes are completely openand the cover does not leak. Blowout the automatic choke air heat tubewith compressed air.

VALVE ROCKER ARMSHAFT ASSEMBLYCLEANING AND INSPECTION

Clean all the parts thoroughly.Make sure that all oil passages areopen.

Check the clearance betweeneach rocker arm and the shaft bychecking the ID of the rocker arm

Dial Indicator

bore and the OD of the shaft. If theclearance between any rocker armand the shaft exceeds the wear limit,replace the shaft and/or the rockerarm. Inspect the shaft and the rockerarm bore for nicks, scratches, scores,or scuffs.

Inspect the pad at the valve endof the rocker arms for a groovedradius.

Check for broken locatingsprings.

On engines with mechanical valvelifters, check the rocker arm adjust-ing screws and the push rod end ofthe rocker arms for stripped or brok-en threads, and the ball end of the ad-justing screw for nicks, scratches, orexcessive wear. Inspect the oil tubesfor cracks or sharp bends.

REPAIRS

Dress up minor surface defects onthe shaft and in the rocker arm borewith a hone.

On engines with mechanical valvelifters, if the pad at the valve end ofthe rocker arm has a grooved radius,replace the rocker arm. Do not at-tempt to true this surface by grinding.

PUSH RODS

INSPECTION

Check the ends of the push rodsfor nicks, grooves, roughness, or ex-cessive wear.

Holding Fixture PUSH ROD A1003-A

FIG. 27-Push Rod Runout

,^_^ CHECK DIAGONALLLY

2 ) CHECK ACROSS CENTER

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. 27).

REPAIRSIf the runout exceeds the maxi-

mum limit at any point, discard therod. Do not attempt to straightenpush rods.

CYLINDER HEADSCLEANING

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 valveguide cleaning tool. Use cleaningsolvent to remove dirt, grease, andother deposits.

INSPECTION

Check the cylinder head forcracks, and the gasket surface forburrs and nicks. Replace the headif it is cracked.

Runout Gauge

A1207-A

FIG. 28-Cylinder Head Flatness

A1208-A

FIG. 29-Valve Seat Runout

1-20 G R O U P 1-ENGINES AND EXHAUST SYSTEMS

Seat Width Scale

A1209-A

FIG. 30-Valve Seat Width

Cylinder Head Flatness. Check theflatness of the cylinder head gasketsurface (Fig. 28).

Valve Seat Runout. Check thevalve seat runout with an accurategauge (Fig. 29). Follow the instruc-tions of the gauge manufacturer. Ifthe runout exceeds the wear limit,reface the valve and valve seat.

Valve Seat Width. Measure thevalve seat width (Fig. 30).

REPAIRS

Replace the head if it is cracked.Do not plane or grind more than0.010 inch from the cylinder headgasket surface. Remove all burrs orscratches with an oil stone.

Reaming Valve Guides. If it be-comes necessary to ream a valveguide (Fig. 31) to install a valve withan oversize stem, a reaming kit isavailable which contains the follow-ing reamer and pilot combinations:a 0.003-inch O.S. reamer with astandard diameter pilot, a 0.015-inch

Too/-T58P-6085-6352 AND 390 V-8

Tool-T52L-6085-AEEMILEAGE MAKER SIX

AND 292 V-8

FIG. 31-Reaming Valve Guides

O.S. reamer with a 0.003-inch O.S.pilot, and a 0.030-inch reamer witha 0.015-inch O.S. pilot.

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 ofthe valve seats should be closely co-ordinated with the refacing of thevalve face so that the finished seatwill match the valve face and be cen-tered. This is important so that thevalve and seat will have a good com-pression tight fit. Be sure that the re-facer grinding wheels are properlydressed.

Grind the valve seats of all enginesto a true 45° angle (Fig. 32). Removeonly enough stock to clean up pits,grooves, or to correct the valve seatrunout. After the seat has been re-faced, measure the seat width (Fig.30). Narrow the seat, if necessary, tobring 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. 32).

On the valve seats of all engines,use a 60° angle grinding wheel to re-move stock from the bottom of theseats (raise the seats) and use a 30°angle wheel to remove stock from thetop 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

Remove all deposits from the

TO REMOVE STOCKFROM BOTTOM \

OF SEAT, \USE 60° WHEEL

45

TO REMOVE STOCKFROM TOP OF SEAT,

USE 30° WHEEL

VALVE SEAT WIDTH:0.060-0.080 U~

A1211-B

FIG. 32-Valve Seat Refacing

valve with a fine wire brush or buff-ing wheel.

INSPECTION

The critical inspection points andtolerances of the valves are illus-trated in Fig. 33.

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.

Inspect the valve springs, valvespring retainers, locks, and sleevesfor defects.

Valve Face Runout. Check thevalve face runout (Fig. 34). It shouldnot exceed the wear limit.

Valve Stem Clearance. Check thevalve stem to valve guide clearanceof each valve in its respective valveguide with the tool shown in Fig. 35or its equivalent. Use a flat-end indi-cator point.

Valve Spring Pressure. Check thespring for proper pressure (Fig. 36).

DO NOT REMOVEMORE THAN 0.010

INCH

CHECK FORBENT STEM

DIAMETER

FORDIMENSIONS

REFER TOSPECIFICATIONS

A1010-A

FIG. 33—Critical Valve Tolerances

P A R T 1-1-GENERAL ENGINE SERVICE 1-21

Model TV-2

A1011-A

FIG. 34-Valve Face Runout

Do not remove the damper springfrom the 390 Police Special V-8 orthe 390 High Performance V-8 whenchecking the pressure. Weak valvesprings cause poor engine perform-ance.

Valve Spring Squareness. Checkeach spring for squareness, using asteel square and a surface plate (Fig.37). Stand the spring and square onend on the surface plate. Slide thespring up to the square. Revolve thespring slowly and observe the spacebetween the top coil of the springand the square. The out-of-squarelimit is ^6 inch.

REPAIRS

Valve defects, such as minor pits,grooves, etc. may be removed. Dis-card valves that are severely dam-aged, or if the face runout or stemclearance exceed specifications.

Al l 99-A

FIG. 35-Valve Stem Clearance

Discard any defective part of thevalve assembly.

Refacing Valves. The valve refac-ing operation should be closely co-ordinated with the valve seat refac-ing operation so that the finishedangle of the valve face will match thevalve seat. This is important so thatthe valve and seat will have a goodcompression tight fit. Be sure thatthe ref acer grinding wheels are prop-erly dressed.

If the valve face runout is exces-sive and/or to remove pits andgrooves, reface the valves to a true44° angle. Remove only enough stockto correct the runout or to clean upthe pits and grooves. If the edge ofthe valve head is less than Ys2 inchafter grinding, replace the valve asthe valve will run too hot in theengine.

On engines with hydraulic valvelifters, if the valve and/or valveseat has been refaced, it will benecessary to check the clearance be-tween the rocker arm pad and thevalve stem with the valve train as-sembly installed in the engine. Referto page 1-18.

Select Fitting Valves. If the valvestem to valve guide clearance ex-ceeds the wear limit, ream the valveguide for the next oversize valvestem. Valves with oversize stemdiameters of 0.003, 0.015, and 0.030inch are available for service. Referto "Reaming Valve Guides."

HYDRAULIC VALVE LIFTERS

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-

ValveSpring Tester

A1013-A

FIG. 36— Valve Spring Pressure

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 for freeness of operation bypressing down on the push rod cup.The lifters can also be checked with ahydraulic tester to test the leak-downrate. The leak-down rate specificationis 10-80 seconds. Follow the instruc-tions of the test unit manufacturer.

TIMING CHAINClean all parts in solvent and dry

them with compressed air. Inspectthe chain for broken links and thesprockets for cracks, and worn ordamaged teeth. Replace all the com-ponents if any one item needs re-placement.

CAMSHAFT

CLEANING AND INSPECTION

Clean the camshaft in solvent and

NOT MORETHAN 1/j6"

A1014-A

FIG. 37—Valve Spring Squareness

1-22 G R O U P 1-ENGINES AND EXHAUST SYSTEMS

wipe 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 1-16.

Check the distributor drive gearfor broken or chipped teeth.REPAIRS

Remove light scuffs, scores, ornicks from the camshaft machinedsurfaces with a smooth oil stone.

CRANKSHAFTCLEANING

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.INSPECTION

Inspect main and connecting rodjournals for cracks, scratches,grooves, or scores.

Measure the diameter of eachjournal in at least four places to de-termine out-of-round, taper, or un-dersize condition (Fig. 38).

On engines used with a manual-shift transmission, check the fit ofthe clutch pilot bushing in the boreof the crankshaft. The bushing ispressed into the crankshaft and

A VS B = VERTICAL TAPERC VS D = HORIZONTAL TAPERA VS C AND B VS D = OUT-OF-ROUND

CHECK FOR OUT-OF-ROUND ATEACH END OF JOURNAL

A1015-A

FIG. 38-Crankshaft JournalMeasurements

should not be loose. Inspect theinner surface of the bushing for wearor a bell-mouth condition. The IDof the bushing for all engines shouldbe 0.6715-0.6725 (Fig. 39). Replacethe bushing if worn or damaged.

Inspect the pilot bearing, whenused, for roughness, evidence ofoverheating or loss of lubricant. Re-place if any of these conditions arefound.

REPAIRS

Dress minor imperfections with anoil stone. Reface severely marredjournals.

If the journals exceed the wearlimit, they should be refinished tosize for the next undersize bearing.

Refinishing Journals. Refinish thejournal to give the proper clearancewith the next undersize bearing. Ifthe journal will not "clean up" togive the proper clearance with themaximum undersize bearing avail-able, replace the crankshaft.

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 improperly

machined 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

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.

INSPECTION

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-

PILOT BUSHING Telescope Gauge

FLYWHEEL A132O-A

FIG. 39—Clutch Pilot BushingWear Check

P A R T 1 - 1 -GENERAL ENGINE SERVICE 1-23

Tool-RC-500

A1016-A

FIG. 40—Cleaning Ring Grooves

cessive, the connecting rod should bestraightened or replaced.

PISTONS, PINS, AND RINGSCLEANING

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. 40).Make sure the oil ring slots (or holes)are clean.

INSPECTION

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-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.

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A1017-A

FIG. 41-Piston Clearance Chart

Check the piston pin fit in the pistonand rod.

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.

REPAIRS

Fitting Pistons. Pistons are avail-able for service in standard sizes and0.020, 0.030, 0.040, and 0.060-inchoversize.

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,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 provided

the piston clearance in the cylinderbore is within limits. If the newrings are to be installed in a usedcylinder that has not been re-finished, remove the cylinder wall"glaze."

To fit a piston:1. Calculate the size piston to be

used by taking a cylinder bore check(Fig. 47).

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 Vi-inch wide andof one of the thicknesses listed inFig. 41.

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 the

1-24 G R O U P 1-ENGINES AND EXHAUST SYSTEMS

top 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 toremove the feeler ribbon (Fig. 42).

In Fig. 41, 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 AVA 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 Fig. 41 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 feeler

A1201-B

FIG. 42-Checking Piston Fit

FIG. 43-Piston Ring Gap

ribbon is used and it takes approxi-mately 9 pounds pull to remove theribbon, the resultant clearance is ap-proximately 0.0015 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 toposition 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. 43). 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. 44). 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 pinshould be a light thumb press fitat normal temperature (70°F). Stand-ard piston pins are color codedgreen. Pins of 0.001-inch oversize(color coded blue) and 0.002-inchoversize (color coded yellow) areavailable.

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,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 grooves.

MAIN AND CONNECTINGROD BEARINGS

CLEANING 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. 45. Thecopper lead bearing base may bevisible through the bearing overlay.This does not mean that the bearingis worn. Do not replace the bearingif the bearing clearance is within rec-ommended limits. Check the clear-

A1O2O-A

FIG. 44-Ring Side Clearance

P A R T 1-1-GENERAL ENGINE SERVICE 1-25

OVERLAY GONFROM ENTIRE SURFACETAPERED JOURNAL

RADIUS RIDE

RADIUS RIDE

CRATERS OR POCKETS

FATIGUE FAILURE

A1021-A

FIG. 45—Bearing Failures

ance of bearings that appear to besatisfactory with Plastigage. Fit newbearings following the recommendedprocedure (Part 1-2, 1-3, or 1-4).

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 the

A1024-A

FIG. 46-Flywheel Face Runout

indicator point bears against theflywheel face (Fig. 46). Turn theflywheel 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

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.

INSPECTION

After the block has beenthoroughly cleaned, make a check

for cracks. Minute cracks not visibleto the naked eye may be detectedby coating the suspected area witha mixture of 25% kerosene and 75%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.47).

Refinish cylinders that are deeplyscored and/or when out-of-roundand/or taper exceed the wear limits.

If the cylinder walls have minor

•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. 47—Cylinder Bore Out-of-Round and Taper

1-26 G R O U P 1-ENGINES AND EXHAUST SYSTEMS

surface 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.

REPAIRS

Refinishing Cylinder Walls. Hon-ing is recommended for refinishingcylinder walls only when the wallshave minor imperfections, such aslight scuffs, scratches, etc. The gradeof hone to be used is determined bythe amount of metal to be removed.Follow the instructions of the honemanufacturer. If coarse stones areused to start the honing operation,leave enough material so that allhone marks can be removed with thefinishing hone which is used to ob-tain the proper piston 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. AH 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 the

Feeler Gauge

A1026-A

FIG. 48-Outer Race to HousingClearance

maximum oversize. If the cylinderwill not clean up when refinishedfor the maximum oversize piston rec-ommended, 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 that 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.

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 the

pump 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 — Rotor - Type. Checkthe inside of the pump housing andthe outer race and rotor for damageor 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 hous-ing clearance (Fig. 48).

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. 49).

The outer race, shaft and rotor arereplaceable only as an assembly.

Check the drive shaft to housingbearing clearance by measuring theOD of the shaft and the ID of thehousing bearing.

Inspect the relief valve spring fora collapsed or worn condition.

Check the relief valve spring ten-sion. If the spring tension is notwithin specifications and/or thespring is defective, replace thespring.

Check the relief valve piston forscores and free operation in the bore.

Inspection — Gear-Type. Inspect

Straight Edgt

Feeler Gauge

A1027-A

FIG. 49-Rotor End Play

P A R T 1-1-GENERAL ENGINE SERVICE 1-27

the pump body and the gear teethfor damage or wear. Check the gearend clearance with a dial indicator orPlastigage. The Plastigage method isas follows:

Position the gasket on the hous-ing, then place the Plastigage on thegears and install the cover. Removethe cover and check the reading.

Check the gears for freedom ofrotation. Check the compression ofthe oil pressure relief valve springand check the clearance of the reliefvalve in the valve chamber.

CRANKCASE VENTILATIONSYSTEM MAINTENANCE

Refer to Group 18 for the correct

mileage interval for maintenance.

BREATHER CAP

The breather cap located on theoil filler tube should be cleaned witha solvent at the proper mileage in-terval.

POSITIVE CRANKCASE VENTILATION

SYSTEM

At the recommended interval, re-move the crankcase ventilation regu-lator valve, exhaust tube, and con-nections. Clean the valve and exhausttube in clean carburetor solvent anddry them with compressed air. Cleanthe rubber hose connections with a

low volatility petroleum base solventand dry them with compressed air.

VENT TUBE-TYPE CRANKCASE

VENTILATION SYSTEM

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 352and 390 V-8 engines, the maze screenin the intake manifold baffle plateshould be cleaned in solvent to re-move any accumulation of sludgedeposits.

1-28

MILEAGE MAKER SIX

Section Page1 Description 1-282 Engine Removal and

Installation 1-313 In-Chassis Repair

Operations 1-33Engine Supports 1-33Manifolds 1-33Exhaust Gas ControlValve Replacement 1-34

Section Page

Regulator Valve^—PositiveCrankcase VentilationSystem 1-34Valve Rocker Arm ShaftAssembly 1-35Cylinder Head 1-35Valve Stem SealReplacement 1-38Cylinder Front Cover andTiming Chain 1-38

Section Page

Camshaft 1-39Camshaft Bearing BorePlug Replacement 1-40Tappet Replacement 1-41Crankshaft Lower RearOil Seal Replacement 1-41Main and Connecting RodBearing Replacement 1-41Pistons and ConnectingRods 1-42Flywheel 1-43Clutch Pilot Bushing 1-43Oil Filter Replacement... 1-44Oil Pan 1-44Oil Pump 1-44

4 Work Stand RepairOperations 1-45

Crankshaft 1-46Camshaft BearingReplacement 1-47Engine Disassembly 1-48Engine Assembly 1-48

DESCRIPTION

FIG. 1-Mileage Maker Six

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 "V."

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.

A1213-A

CYLINDER HEAD

A1214-C

FIG. 2—Mileage Maker Six—Sectional

The cylinder head carries thevalves, valve rocker arm shaft as-sembly, manifold assembly, ignitioncoil, the coolant outlet, and thermo-

CLOSED(HEAT ON)

OPEN (HEAT OFF)' A1O3O-A

FIG. 3-Exhaust Gas Control Valve

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.

The pistons have two compres-sion rings and one oil control ring.

P A R T 1-2-MILEAGE MAKER SIX 1-29

FIG. 4—Lubrication System

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.

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-typelubrication system (Fig. 4) by agear-type oil pump. A spring-loadedrelief valve in the pump limits the

maximum 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 by-pass 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 rod

A1215-C

which 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 supportThe oil from the shaft flows throughdrilled holes in each rocker arm tolubricate the eccentric, and the valve,and push rod end of the rocker arm.Excess oil spirals down the rotatingpush rod and assists in lubricating thetappet and push rod seat. An oil out-let tube exhausts excess oil from therocker shaft to lubricate the distribu-tor lower bushing and distributordrive gear. The oil outlet tube is lo-cated at the No. 1 rocker arm sup-port. The oil from each rocker armdrains into the push rod chamberthrough holes provided in the cylin-der head.

The oil in the push rod chamberdrains back into the oil pan throughan opening at the back of the block.

1-30 G R O U P 1-ENGINES AND EXHAUST SYSTEMS

A1216-A A1467-A

FIG. 5 -Vent Tube-Type Crankcase Ventilation System FIG. 6-Positive Crankcase Ventilation System

CRANKCASE VENTILATION

The Mileage Maker Six engine isequipped with either a vent tube-typecrankcase ventilation system or apositive crankcase ventilation system.In the vent tube-type system, thecrankcase vapors are discharged tothe atmosphere. In the positive sys-tem, the crankcase vapors are re-turned to the intake manifold.

VENT TUBE-TYPE CRANKCASE

VENTILATION SYSTEM

A crankcase ventilation tube is lo-cated at the rear of the engine. Theforward motion of the car causes apartial vacuum to be formed at thetube outlet. This vacuum actioncauses air to be drawn through theengine from the combination oil fillerand breather cap located in the frontof the valve push rod chamber cover(Fig. 5). The filler cap contains amaze filtering 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 airminimizes the formation of crank-case sludge.

The ventilating air moves downpast the push rods into the crankcase.Air is diverted from the front sectionof the crankcase through holes in the

front of the cylinder block wall toventilate the timing chain chamber.The air from the crankcase is thendirected into the crankcase ventila-tion tube by the rotating action ofthe crankshaft.

POSITIVE CRANKCASE VENTILATIONSYSTEM

Ventilating air enters the engine inthe normal manner through thebreather cap and is distributedthrough the engine in the same man-ner as in the vent tube-type system.However, instead of the ventilatingair being discharged to the atmos-phere, it is returned to the intakemanifold. The air is returned to theintake manifold through an exhaust

TO INTAKEMANIFOLD

tube which extends from the crank-case ventilation outlet in the left sideof the cylinder block to a spring-loaded regulator valve (Fig. 6). Thevalve regulates the amount of air tomeet changing operating conditions.

During idle, intake manifold vac-uum AS high. The high vacuum over-comes the tension of the spring pres-sure and seats the valve (Fig. 7). Withthe valve in this position, all theventilating air passes through a cali-brated orifice in the valve. With thevalve seated, there is minimum venti-lation. As engine speed increasesand manifold vacuum decreases, thespring forces the valve off its seat andto the full open position. This in-creases the flow of ventilating air.

FROMCRANKCASE

OUTLET

HIGH SPEED OPERATIONLOW INTAKE MANIFOLD VACUUM

TO INTAKEMANIFOLD

LOW SPEED OPERATIONHIGH INTAKE MANIFOLD VACUUM A1192-A

FIG. 7-Positive Crankcase Ventilation Regulator Valve