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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

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Tearing down your engine is the first<br />

rebuilding step. What you find through<br />

close inspection <strong>of</strong> your engine's components<br />

will "tell" you which parts have<br />

to be replaced, or to what extent they<br />

must be reconditioned. It also gives<br />

you a first-hand look at how engine servicing<br />

and operation affected internal<br />

wear. Don't look at the engine teardown<br />

phase as merely involving getting your<br />

engine apart.<br />

REMOVE EXTERNAL HARDWARE<br />

While your engine is still "on the<br />

hook" after being lifted out <strong>of</strong> its engine<br />

compartment, remove as much external<br />

hardware as possible before setting it<br />

down. It will be more convenient to do<br />

it now, rather than after it's on the floor<br />

or a workbench. Another tip: Use small<br />

boxes or cans for storing fasteners and<br />

small parts. Store them in groups according<br />

to their function. For example,<br />

keep the exhaust-manifold bolts in the<br />

same container rather than in different<br />

boxes containing some oil-pan, valvecover<br />

bolts and the like.<br />

Mark the Distributor-Put a scribe mark<br />

or scratch on the distributor housing and<br />

one on the engine block to match it. Or<br />

simply remember the vacuum diaphragm<br />

points approximately straight ahead in<br />

the installed position. This provides a<br />

reference for positioning the distributor<br />

when you reinstall it. Disconnect the<br />

spark-plug and coil wires, then remove<br />

the distributor cap with the wires. Remove<br />

the distributor after removing the<br />

hold-down clamp and disconnecting the<br />

vacuum-advance hosels.<br />

Fuel Pump-Remove the fuel-pump-tocarburetor<br />

line by disconnecting the<br />

rubber hose at the carburetor fuel filter,<br />

then unthreading the line's tube nut from<br />

the pump. The pump is secured to the<br />

side <strong>of</strong> the <strong>351C</strong>, <strong>351M</strong> and <strong>400</strong> engines'<br />

integral front cover by a bolt at the top<br />

and a stud and nut at the bottom.<br />

Remove the bolt first, then the nut to<br />

remove the pump. On <strong>429</strong>1460 engines<br />

the pump is secured to the aluminum<br />

front cover by two bolts at the pump's<br />

sides.<br />

Carburetor-Disconnect the heat tube<br />

from the automatic choke plus any additional<br />

wiring-harness and vacuum-tube<br />

connections that may still run to the<br />

carburetor. Label everything so you can<br />

<strong>429</strong>/460 is a flexible engine as evidenced by its use in luxury and hlgh-performance cars<br />

as well as trucks. Photo courtesy <strong>Ford</strong>.<br />

get it back correctly during reassembly.<br />

Remove the 4 carburetor mounting nuts<br />

and lift the carburetor and its spacer <strong>of</strong>f<br />

the intake manifold.<br />

Water Pump-Remove the water-pump<br />

mounting bolts. On <strong>429</strong>1460 engines,<br />

loosen one <strong>of</strong> the thermostat-bypass<br />

hose clamps. Finish removing the bypass<br />

hose after the pump is out <strong>of</strong> the way.<br />

Pry the pump loose from the timing<br />

chain cover with a screwdriver, but<br />

watch out for the flood! Coolant will<br />

pour out <strong>of</strong> the block when the seal<br />

is broken.<br />

Engine Mounts-<strong>Your</strong> engine mounts<br />

should still be bolted to the block. Remove<br />

them, but keep track <strong>of</strong> the<br />

bolts by threading them back into the<br />

block and tightening them.<br />

Pressure Plate and Disc-Before removing<br />

your clutch, if your car has a standard<br />

transmission, mark the pressure-plate<br />

cover and flywheel with a center punch<br />

so they can be replaced in the same<br />

relative position. When removing the<br />

clutch, loosen the 6 mounting bolts a<br />

couple <strong>of</strong> turns at a time in rotation. This<br />

will prevent the pressure-plate cover from<br />

being twisted as a result <strong>of</strong> being unevenly<br />

loaded. When the pressure plate appears<br />

to be loose, you can remove the bolts.<br />

Be prepared to handle about 25 pounds<br />

<strong>of</strong> pressure plate and disc. One final<br />

point, if your clutch or a portion <strong>of</strong> it<br />

can be reused, avoid getting any grease on<br />

the friction surfaces, particularly the disc.<br />

One greasy fingerprint can make a clutch<br />

chatter and grab.<br />

Flywheel or Flexplate-<strong>Your</strong> engine has a<br />

flywheel if it was mated to a standard<br />

transmission and a flexplate in the case<br />

<strong>of</strong> an automatic. There's no big difference<br />

about removing either except the flywheel<br />

weighs about 30 pounds more, so be<br />

ready to handle some weight. When<br />

loosening the attaching bolts, you will<br />

probably need something to keep the<br />

crankshaft from turning. A friend with<br />

a wrench on 'the crankshaft-damper<br />

bolt is good for holding the crankshaft.<br />

Production history <strong>of</strong> your engine is on an<br />

aluminum tag bolted to the front <strong>of</strong> your<br />

engine, or a decal on the front <strong>of</strong> the righthand<br />

valve cover. Information includes<br />

engine displacement, production date, and<br />

change level. Don't lose or destroy either1

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