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

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pushrod-guided aspect comes in. This is accomplished by pushrod guide plates. One guide plate controls two rocker arms and pushrods, so there are four guide plates per head. Each guide plate is secured under two rocker-arm studs. The pushrods operate in slots at the edge of their guide plates, thus preventing lateral pushrod and rocker-arm movement. Engines with this type of valve train must use hardened pushrods. Conventional pushrods would quickly gall and fail. Adjustable and Non-Adjustable-There are two classifications of rocker arms, adjustable and non-adjustable. Valve-stem and pivot-guided rocker arms are non-adjustable. Depending on the specific engine, pushrod-guided rockers arms may or may not be adjustable. 351C Boss, HO and 429 SCJ engines have adjustable rocker arms to allow setting valve lash with a mechanical camshaft and its lifters. Even though 429 CJ's built prior to 11-1-69 had hydraulic lifters, they used adjustable rocker arms, but changed to the non-adjustable positive-stop stud as used on '71-'72 429 and '73-'74 460 Police engines, and the early railrocker-arm equipped 4291460 engines. Push-rod-guided, stamped-steel rocker arms used in high-performance versions of the 351 C, 429 and 460 engines. - Drawing - by - Tom Jakeway. The difference between adjustable and positive-stop rocker-arm studs is the adjustable stud has a 7/16-20 thread on a required with hydraulic lifters. Pivot- arms. Their use is restricted to the 351C 7116-inch stud, whereas the positive-stop guided rocker arms are superior to rail- Boss, and HO, 429 CJ, SCJ and Police has a 318-inch thread on the same size type rocker arms because there is no and early 460 Police engines. The differ- stud. This results in a shoulder at the stabilizing load on the valve. Therefore ence lies in how the rocker arm is guided bottom of the thread which the rockervalve-stem, valve-stem-tip, guide and and how the pivot is fitted to the head. arm nut bottoms against, fixing the posirocker-arm wear are reduced. The cylindrical fulcrum is fitted to a tion of the stud and its adjustment. Pushrod-Guided-Pushrod-guided rocker rocker-arm stud. Without this shoulder and alonger thread, arms are the high-performance versions of The rocker arm and its pivot must not the adjustable rocker-arm nut can be the 335 and 385 stamped-steel rocker rotate around the stud. This is where the moved up and 'down for adjusting its Section through pushrod-guided rocker arm is representative of performance versions of 351C, 429 and 460 engines. Nonadjustable positive-stop stud at top Is used in the late 429CJ, all 429 police and pre-'75 460 police engines. Drawing courtesy Ford. Pushrod guideplates of late 429CJ head are clamped under rocker-arm studs. Head is distinguished from 429SCJ or pre-ll- 1-69 CJ heads by positive-stop rocker-arm studs. Note the light shining through the valve-cover-bolt holes into the end intake ports. Photo by Bill Fisher.
75-78 8.67 C9VZ-A 1 1. 0.060 inch oversize/undersize pushrods available. 2. Hardened, must use these with guide plates. 3. Before 4-1 -69, change L8. 4. From 4-1-69, change L8. Look close to see the difference: A standard-length pushrod next to its 0.060-inch shorter cousin. If your engine has fixed rocker arms, be aware of Ford's replacement 50.060-inch-from-standard-length pushrods. rocker arm. Once lash is set, a jam nut locks the adjusting nut in position. Pivot-guided rocker arms are not adjustable simply because the rocker-arm fulcrums are clamped to their rocker-arm stands, fixing the height of the rocker arm like the positive-stop stud, but in a different manner. PUSHRODS Two things should be known about 335 and 385 pushrods, one of which I've already alluded to-hardened pushrods. They must be used with pushrod-guided rocker arms, otherwise they will gall. The other item is pushrod length. Due to lack of valve adjustment with the nonadjustable rockers, something is needed to compensate for distance changes between the lifters and rocker arms after major engine work is done such as valve-seat or face grinding, cylinder-head milling or camshaft replacement. These frequently change the lifter and rocker-arm relationships more than the lifters can compensate for. If this situation occurs, the valves need "adjusting." This is accomplished with different length pushrods. Ford offers replacement pushrods which vary k0.060 inch from their standard length. Refer to the nearby chart for pushrod lengths. Determining the correct pushrod length is covered in the assembly chapter. CYLINDER HEADS Cylinder-head interchangeability exists in the 335 and in the 385 engine series, but not between the series. In other words, 351C, 351M and 400 heads are interchangeable under certain conditions (the same applies to the 429 and 460 heads), however 351C or 351Ml400 heads will not fit a 4291460 engine. Cylinder-Head Basics-To interchange cylinder heads, you'll have to understand some cylinder-head basics. Let's start with compression ratio and how it's figured. As a piston travels from BDC to TDC, it sweeps through or displaces a volume called swept volume (S.V.). With the piston at TDC, the volume above it is called clearance volume (C.V.). Clearance volume includes combustion-chamber volume in the cylinder head, volume created by the head gasket spacing the head above the block deck surface, additional volume created by piston deck clearance and the shape of the piston top. A concave or dished piston adds clearance volume. A convex or pop-up piston reduces it. Of these four factors, cylinder-head combustion-chamber volume is the biggest contributor to clearance volume., A cylinder's compression ratio is directly proportional to its ckarance volume and it's swept volume or displacement: S.V. +, Compression ratio = - C.V. The compression-ratio formula says that as an engine's displacement is increased, its clearance volume must increase to tnaititain the same compression ratio. This is a very important consideration when interchanging cylinder heads, particularly these days when gasoline octane ratings have fallen like the value of the dollar. Excessively high compression will cause detonation problems. On the other hand, low compression reduces engine power output and mileage. To see exactly what I mean, look at a couple of examples from the compression ratio chart and see what happens when heads are interchanged. The '72 400, equipped with a 78.4~~ (cubic centimeters) cylinder head has an 8.4:l compression ratio; the '70351C-4V head has a 62.8~~ combustion chamber and a 11.0:l compression ratio. Swapping the
Page 1 and 2: HPBooks How to find out what needs
Page 3: Introduction This book deals with r
Page 6 and 7: DIAGNOSIS home and dumping the "ins
Page 8 and 9: A complete, high-quality tune-up ki
Page 10 and 11: may be causing the problem at this
Page 12 and 13: ect, particularly if there appears
Page 14 and 15: To ensure that your hood will fit a
Page 16 and 17: Radlators can be heavy like this bi
Page 18 and 19: emove the compressor and have a sys
Page 20 and 21: ENGINE REMOVAL 19 - i When jacking
Page 22 and 23: ENGINE REMOVAL 21 After starter-mot
Page 24 and 25: get on with the physical makeup of
Page 26 and 27: Cylinder-block, cranksharr an0 cy~~
Page 28 and 29: When sifting through your local scr
Page 30 and 31: 351C Boss, '71 CJ, HO '72-74 4V CYL
Page 32 and 33: I I Pop-up '71 351C Boss piston and
Page 36 and 37: PARTS 35 Compression ratio is deter
Page 38 and 39: 4291460-Standard 429 and 460 cylind
Page 40 and 41: Tearing down your engine is the fir
Page 42 and 43: Remove engine-lifting lugs and exha
Page 44 and 45: You'll need a puller to remove the
Page 46 and 47: cam sprocket and chain, and then th
Page 48 and 49: them; they'll tell you a story. Bea
Page 50 and 51: If you are removing your cam bearin
Page 52 and 53: 5 Inspecting and Reconditioning the
Page 54 and 55: After you've cleaned out the head-
Page 56 and 57: 0.020 inch, the next available over
Page 58 and 59: Checking deck-surface flatness with
Page 60 and 61: Cross-hatch pattern of a freshly ho
Page 62 and 63: If you don't have a snap gage, here
Page 64 and 65: Using grease and some machined roun
Page 66 and 67: while your micrometer is handy, do
Page 68 and 69: When measuring piston diameter, do
Page 70 and 71: Using a piston ring and a feeler ga
Page 72 and 73: Five- and four-plate timing chains
Page 74 and 75: New oil-pump drive shaft above and
Page 76 and 77: CYLINDER-HEAD RECONDITIONING 75 If
Page 78 and 79: anything from a cardboard box to a
Page 80 and 81: CYLINDER-HEAD RECONDITIONING 79 . .
Page 82 and 83: The K-Line bronze valve-guide inser
Page 84 and 85:
will be sealed the first time the v
Page 86 and 87:
or 68 lbs. in this case. If a sprin
Page 88 and 89:
Uslng a short sectlon of wlre cut a
Page 90 and 91:
Except for rocker arms and fulcrums
Page 92 and 93:
This is the part of engine building
Page 94 and 95:
.,., ....., ,. ,., .,. . .,. differ
Page 96 and 97:
If you are installing a new or regr
Page 98 and 99:
BEARING-CLEARANCE CHECKING ROTATING
Page 100 and 101:
Large socket and brass hammer being
Page 102 and 103:
ENGINE ASSEMBLY 101 in the caps, po
Page 104 and 105:
Section of an oil-ring assembly. Le
Page 106 and 107:
Piston-and-rod assemblies lined up
Page 108 and 109:
A simple check to make sure pistons
Page 110 and 111:
metal cover. You can tap the seal i
Page 112 and 113:
Install water pump before the seale
Page 114 and 115:
Carefully fit oil pan on block and
Page 116 and 117:
Yes, 429/460 head bolts are differe
Page 118 and 119:
Installing early stamped-steel rock
Page 120 and 121:
lnstalllng the Intake-manifold end
Page 122 and 123:
ENGINE ASSEMBLY 121 With the gasket
Page 124 and 125:
12-15 ft. lbs. 4291460 has a horizo
Page 126 and 127:
LUBRICATING WICK- Centrifugal weigh
Page 128 and 129:
- 1 I Magnetic-pickup retaining cli
Page 130 and 131:
I - Real-life removal of top distrl
Page 132 and 133:
- Slide gear on the shaft while kee
Page 134 and 135:
housing with the remaining screw. I
Page 136 and 137:
Begin carburetor teardown by removi
Page 138 and 139:
You're now ready for the last big o
Page 140 and 141:
Install standard-transmission front
Page 142 and 143:
spots, creating little bumps on the
Page 144 and 145:
4 - -- - - - - - \ 2 ~ ---- I nrr:
Page 146 and 147:
_- PASSENGER CAR KICKDOWN ROD 10-25
Page 148 and 149:
TOOTH MUST BE PERFECTLY ALIGNED WIT
Page 150 and 151:
P'. Object here is to ger rnar rlrs
Page 152 and 153:
If your choke has a clip for routin
Page 154 and 155:
- R ENGINE INSTALLATION 153 ~ Cross
Page 156 and 157:
starts turning and the rest of the
Page 158 and 159:
After putting a few hundred miles o
Page 160 and 161:
Index A AIC compressor 152- 153 bac
Page 162:
HP AUTO BOOKS MAKE YOU THE PRO! I H
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