How To Rebuild Your Ford V-8 351C-351M-400-429-460.pdf - Index of
How To Rebuild Your Ford V-8 351C-351M-400-429-460.pdf - Index of
How To Rebuild Your Ford V-8 351C-351M-400-429-460.pdf - Index of
Create successful ePaper yourself
Turn your PDF publications into a flip-book with our unique Google optimized e-Paper software.
A simple check to make sure pistons are in the right holes and in the right direction-rod numbers pointing toward their cylinder bank and<br />
piston arrows or notches pointing forward. These pistons are numbered because they were fitted to the bores to obtain consistent pistonto-bore<br />
clearances. Even the most accurate pistons or bores are not exactly the same diameter, but don't think you have to do this<br />
because fitting pistons is not a standard rebuilding procedure.<br />
Checking connecrlng-roa slae clearance. It<br />
should be 0.010-0.020 inch with a maximum<br />
allowable clearance <strong>of</strong> 0.023 inch.<br />
Align crank and cam like this when installing<br />
timing chain and sprockets. Crankshaft<br />
key is slightly left <strong>of</strong> straight-up.<br />
With crankshaft sprocket and damper bolt and washer on crank end, fit cam sprocket and<br />
chain to crank sprocket so timing marks line up. Sllde sprocket-and-chain assembly back<br />
so cam sprocket engages camshaft nose. It's going to be tight if you are installing a new<br />
chain and sprockets. Fully engage cam sprocket with its drive pin by turning crankshaft<br />
clockwise whlle pushing back on cam sprocket.<br />
Install the Fuel-Pump Cam-Secure the<br />
camshaft sprocket, making sure you install<br />
the fuel-pump cam, or eccentric between<br />
the sprocket and the attaching bolt and<br />
washer. There are two basic types <strong>of</strong> cams,<br />
the one-piece and the two-piece. One-piece<br />
cams were used on the early <strong>429</strong>s until<br />
they changed to the two-piece design<br />
during the 1971 model year. <strong>429</strong>CJ, SCJ<br />
and Police engines continued to use the<br />
one-piece cam. The Police version <strong>of</strong> the<br />
460 as well as <strong>429</strong>1460s installed in F150<br />
or larger trucks also use the one-piece<br />
design. All other fuel-pump cams are the<br />
two-piece design.<br />
The difference between these two fuelpump<br />
cams is the fuel-pump actuating<br />
arm slides against the one-piece cam<br />
much in the sqme way a lifter slides<br />
against its cam lobe. The outer ring <strong>of</strong><br />
the two-piece cam rotates OII its inner<br />
piece, reducing sliding action between the<br />
fuel-pump arm and the cam. Sliding action<br />
is not harmful to the cam or arm.The twopiece<br />
type is less costly to manufacture,<br />
which is why the change was made.<br />
As opposed to most one-piece fuelpump<br />
cams for other <strong>Ford</strong> engines, the<br />
<strong>429</strong>1460 types doesn't depend on the<br />
camshaft drive pin to locate or drive it.<br />
It depends on the clamping force <strong>of</strong> the<br />
camshaft-sprocket bolt. Consequently it<br />
only has one hole in it. This doesn't present<br />
any particular problem unless the<br />
bolt loosens. If this happens, the cam<br />
rotates on the bolt rather than against the<br />
fuel-pump arm and no fuel is pumped to<br />
the carburetor. In a way this is a good<br />
feature because it brings attention to a<br />
bigger problem-the loose bolt.<br />
Unlike the one-piece cam, the twopiece<br />
locates to the cam sprocket with a<br />
ENGINE ASSEMSLY 107