DEMO - 1959 Ford Thunderbird Shop Manual - ForelPublishing.com

More documents

Recommendations

Info

1-22 GROUP 1 -ENGINES AND EXHAUST SYSTEM coarse stones are used to start the honing operation, leave enough ma terial so that all hone marks can be removed with the finishing hone which is used to obtain the proper piston clearance. Cylinder walls that are severely marred and/or worn beyond the specified limits should be refinished. Before any cylinder is refinished, all main bearing caps must be in place and tightened to the proper torque so that the crankshaft bearing bores will not become distorted from the refinishing operation. Refinish only the cylinder or cyl inders that require it. All pistons are the same weight, both standard and oversize; therefore, various sized pis tons can be intermixed without upset ting engine balance. Refinish the cylinder with the most wear first to determine the maximum oversize. If the cylinder will not clean up when refinished for the maximum oversize piston recommended, replace the block. Refinish the cylinder to within ap proximately 0.0015 inch of the re quired oversize diameter. This will allow enough stock for the final step of honing so the correct surface finish and pattern are obtained. Use clear sharp hones of No. 220-280 grit for this operation. For the proper use finishing of the re equipment follow the in structions of the manufacturer. Only experienced personnel should be al lowed to perform this work. After the final operation in either of the two refinishing methods de scribed and prior to checking the piston fit, thoroughly wash the cyl inder walls with solvent to remove all abrasive particles, then thoroughly dry the walls. Check the piston fit. Mark the pistons to correspond to the cylinders in which they are to be installed. When the refinishing of all cylinders that require it has been completed and all pistons fitted, thor oughly clean the entire block to re move all particles from the bearing cylinder head bolt bores, oil passages, holes, etc. Coat the cylinder walls with oil. OIL PAN AND OIL PUMP (AND VACUUM BOOSTER 430 ENGINE) OIL PAN AND OIL PUMP OIL PAN Scrape any dirt or metal particles from the inside of the pan. Scrape all old gasket material from the gas ket surface. Wash the pan in a sol vent and dry it thoroughly. Be sure all foreign matter is removed from below the baffle plate. Check the pan for cracks, holes, damaged drain plug threads, a loose baffle, and a nicked or warped gas ket surface. Repair any damage, or replace the pan if repairs can not be made. OIL PUMP Cleaning. Wash all parts in a sol vent and dry them thoroughly. Use a brush to clean the inside of the pump housing and the pressure re lief valve chamber. Be sure all dirt and chips are removed. Clean the vacuum pump housing, rotor, and vanes (430 engine). Inspection. Check the inside of the pump housing and the outer race and rotor for damage or excessive wear. Check the mating pump surface of the cover for wear. If the cover mating surface is worn, scored, or grooved, replace the cover. ing Measure the outer race to hous clearance (Fig. 26). With the rotor assembly installed in the housing, place a straight edge over the rotor assembly and the hous ing. Measure the clearance between the straight edge and the rotor and outer race (Fig. 27). The outer race, shaft and rotor are replaceable only as an assembly. Check the drive shaft to housing bearing clearance by measuring the O.D. of the shaft and the I.D. of the housing bearing. Inspect the relief valve spring for a collapsed or worn condition. Check the relief valve spring ten sion. If the spring tension is not with in specifications and/or the spring is defective, replace the spring. Check the relief valve piston for scores and free operation in the bore. On a 430 engine pump, inspect all the vacuum pump parts for damage. Replace the complete vacuum pump if any part is damaged. Straight Edge Feeler Gauge 1742-A 1743- A FIG. 26 Outer Race to Housing Clearance FIG. 27-Rotor End Play
on" 1-23 Section 1-2 THUNDERBIRD 352 SPECIAL Page 1 Description 1-23 2 Engine Removal and Installation 1-28 3 Engine Disassembly (Engine Removed) 1-30 4 Disassembly and Assembly of Component Parts 1-32 Section V-8 Page Valve Rocker Arm Shaft. 1-32 Cylinder Heads 1-33 Hydraulic Valve Lifters. . 1-34 Pistons and Connecting Rods 1-35 Oil Pump 1-35 Section Page 5 Engine Assembly (Engine Removed) 1-36 6 Repair Operations (Engine Installed) 1-44 Engine Supports 1-44 Intake Manifold 1-45 Cylinder Heads 1-45 Crankshaft Damper 1-45 Cylinder Front Cover and Timing Chain 1-45 Camshaft 1-46 Hydraulic Valve Lifter Replacement 1-46 Flywheel 1-46 Oil Filter Replacement. . . 1-47 Oil Pan and Oil ... Pump 1-47 DESCRIPTION The Thunderbird 352 Special V-8 engine (Figs. 1 and 2) has a 4.00-inch bore and a 3.50-inch stroke and a total piston displacement of 352 cubic inches. It has a compression ratio of 9.6:1. The patent plate symbol for the engine is "H." MANIFOLDS The intake manifold, which also serves as the valve push rod cham ber cover, contains a passage through the center section and under the carburetor, through which hot exhaust gases are directed to assist in vaporizing the incoming fuel charge (Fig. 3). The exhaust gases are directed into the intake manifold by a thermostatically con trolled exhaust valve (Fig. 4). The valve is located at the outlet of the right exhaust manifold. When the valve is closed or in the "heat position, part of the exhaust gases are directed from the right exhaust 1722-A manifold, through the heat riser passage, to the left exhaust mani FIG. 1 Thunderbird 352 Special V-8 Engine fold. When the valve opens "heat off," more of the exhaust gases from tain the valves and the valve rocker oil pan at the front, is driven the right manifold are permitted to by the arm shaft assembly. The combus distributor through an intermediate flow directly out the exhaust system tion chambers are cast in the head. drive shaft. in the normal manner. Valve guides are an integral part of The crankshaft is supported The intake manifold has two sets by the head. The valves are arranged of fuel passages, each with its five insert own type main bearings. from front to rear on both banks separate inlet connection to the car Crankshaft end thrust is controlled E-I-E-I-I-E-I-E (Fig. 6). buretor (Fig. 5). The right side of by the flanges of the No. 3 main the carburetor feeds Nos. 1, 4, 6, CYLINDER BLOCK bearing. and 7 cylinders and the left side The pistons have two compres The cylinders are numbered from feeds Nos. 2, 3, 5, and 8 cylinders. sion rings and one oil control ring. front to rear on the right bank The distributor is mounted at the 1, 2, 3, and 4 and on the left bank The 5, 6, top compression ring left front of the intake is manifold. 7, and 8. The firing order is 1-5-4- chrome-plated and the lower com CYLINDER HEADS 2-6-3-7-8. pression ring is phosphated-coated. The cylinder head assemblies con- The oil pump, mounted inside the The oil control ring assembly con-
Page 1 and 2: 1 FORD SHOP FORD DIVISION MAM J POR
Page 3 and 4: INDEX IGNITION, FUEL, AND COOLING S
Page 5 and 6: I THUNDERBIRD SHOP MANUAL GROUP I E
Page 7 and 8: PART 1-1 -GENERAL ENGINE SERVICE 1-
Page 15 and 16: PART 1-1 -GENERAL ENGINE SERVICE Ml
Page 19 and 20: PART 1-1 -GENERAL ENGINE SERVICE M5
Page 21 and 22: PART 1-1- GENERAL ENGINE SERVICE 1-
Page 23 and 24: - PART 1-1 -GENERAL ENGINE SERVICE
Page 25: PART 1-1 -GENERAL ENGINE SERVICE 1-
Page 29 and 30: PART 1-2 -THUNDERBIRD 352 SPECIAL V
Page 49 and 50: tributor" PART 1-2 -THUNDERBIRD 352

DEMO - 1959 Ford Thunderbird Shop Manual - ForelPublishing.com

Create successful ePaper yourself

Delete template?

Save as template?