How To Rebuild Your Ford V-8 351C-351M-400-429-460.pdf - Index of

351 C 351 M-400
No. 8 Intake No. 7 Exhaust No. 8 Intake No. 4 Exhaust
No. 4 Intake
No. 6 Exhaust
Point B Rotate crank clockwise 180
(half turn) so point 2 lines up No. 2 Intake No. 4 Exhaust No. 2 Intake No. 7 Exhaust
with pointer.
No. 5 Intake No. 5 Exhaust
No. 6 Intake No. 8 Exhaust No. 6 Intake No. 8 Exhaust
Use this chart to save time when adjusting your valves. Adjust the valve indicated in the positions shown by the black dots. If it confuses
you, simply go through your engine's firing order to do the adjusting.
their closed positions.
Two methods can be used for checking
non-adjustable rocker-arm adjustment.
The first is by rotating the rocker arm to
collapse the lifter so the rocker-arm-tovalve-tip
clearance can be measured. The
next, and simplest, is to count the number
of turns of the nut or bolts it takes to
go from no slack in the rocker arm to
when the stamped-steel rocker-arm fulcrum
contacts its stand, or when the nut
contacts the shoulder on the positive-stop
stud with cast rockers.
You'll need a screwdriver. Just pry
between the spring retainer and rocker
arm to compress the lifter after you've
tightened down on the nut or bolt, and
measure tip-to-rocker clearance. This is
more difficult with the cast-iron rocker
arms because the rails are not much wider
than the valve tip. Consequently, you'll
have to use extremely narrow feeler
gages. You probably don't have them.
Regardless, rocker-arm-to-valve-stem clearances
should be within the following tolerance
ranges: 351C and351M/400,0.100-
0.200 inch; 4291460 using cast-iron rockers,
0.075-0.175 inch; 4291460 using
stamped-steel rockers, 0.100-0.1 50 inch.
Just as rocker-arm-to-valve-stem clearance
is directly proportional to lifter
collapse, so is the vertical movement of
the rocker-arm nut or bolt. The number
of turns of the nut or bolt is directly proportional
to how much the lifter is collapsed.
This fact eliminates the need for
any special tool-making the job easier
and less involved.
To determine if you need different
length pushrods, count the number of
turns it takes to bottom each rocker-arm
fulcrum bolt or nut. Count the number of
turns from the time all the slack is taken
up to when the bolt or nut just bottomsnot
tightened, just bottomed. Wiggle the
rocker arm and rotate the pushrod to
check for slack, and look at the lifter to
see if its plunger has moved. Run the nut
or bolt down while keeping track of the
number of turns. When the nut bottoms
on its stud or the fulcrum bottoms on its
stand, stop turning and counting. The
range is 314 to 1-314 turns. If you're in the
tolerance range, finish the job by torquing
the nut or bolt 18-22 ft.lbs. If fewer
turns are required, you need a shorter
pushrod, and a longer one if more turns
are needed. The object is to position the
lifter-plunger approximately in the center
of its travel, or 0.090-inch collapsed.
INTAKE MANIFOLD
Before covering the lifter valley with
the intake manifold, pour any remaining
assembly oil over the valve lifters. Pour
some on the rocker arms too. You'll need
three or four gaskets to seal the intake
manifold to the heads and the top of the
engine. All 351C, 351M1400 and later
4291469 engines use three gaskets. Two
neoprene end gaskets seal the manifold to
the block and one manifold bafflelmanifold-to-cylinder-head
gasket seals the
manifold to both heads. The exception is
the pre-1974 4291460 and '73 truck 460.
These have the manifold heat-passage
baffle directly attached to the underside
of the manifold. Consequently, the manifold-to-head
gaskets are separate, thus
giving the appearance that there is an
additional gasket. In addition to the gaskets,
you'll need sealer and the attaching
bolts, studs and nuts.
Put the Gaskets in Place-First step in the
intake-manifold installation procedure is
to fit the gaskets to the heads and the
block. The cork end gaskets used to be a