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

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If you don't have a snap gage, here's an easy way to measure crank thrust-face width. Measure width of the bearing thrust surfaces with micrometers. Then, with the bearing fitted to the center main-bearing journal, measure clearance between bearing insert and crankshaft thrust surfaces. These two measurements add up to the crank's thrust-surface width. Checking crankshaft runout with only the upper halves of the front and rear bearina inserts in place and oiled. Total dial-indica: tor reading as the crankshaft is rotated should not exceed 0.004 inch or 0.005 inch depending on the engine. Chart provides crank specifications. for the major and minor dimensions of an ellipse. These can also be read directly. An out-of-round journal will be a close approximation of an ellipse. The minor dimension can be found by measuring around the journal in several locations. Major and minor dimensions will occur about 90" from each other. The difference between these two figures is the journal's out-of-round, or Major Dimension - Minor Dimension = Out-of-Round Start with the connecting-rod journals when doing your checking. They are the most likely to suffer From this out-ofround condition because they are highly loaded at top and bottom dead centers. With this in mind, check each journal in at least a couple of locations fore and aft on the journal. The maximum allowable out-of-round is 0.0004 inch or 0.0006 inch, depending on your engine. Remember, if you find one journal out of spec, your crankshaft should be reground or replaced. Taper-Crankshaft journal taper causes uneven bearing wear more than an out-ofround journal. This is due to uneven bearing loads over the length of the bearing. As a journal tapers, it redistributes its load from less on the worn portion or smaller diameter, to more on the lessworn part or larger diameter of the journal. This results in high bearing load and wear when a crank with excessively tapered journals is reinstalled with new bearings. Taper is specified in so many tenths of thousand ths-of-an-inch per inch. This means your micrometer readings will 118"~ 1 Use this pattern for making a bearing-jouP nal-radius template. A journal radius should not be larger than 0.100 inch, otherwise it will edge-ride the bearing. 1 /l6-inch (0.0625-inch) and 1 /&inch (0.1 25-inch) radii are for reference. vary by this amount when taken one inch from each other in the same plane. For connecting-rod journals, maximum allowable taper is 0.0003 inch/inch or 0.0006 inchlinch, as shown in the table. Remember, if one journal is not within spec, all the other journals should be reground at the same time the faulty journal is being corrected. If your crankshaft needs regrinding, trade it in for a crank kit. You'll be getting someone else's crankshaft that has been reground. A crank kit consists of a freshly reground or reconditioned crankshaft and new main and connecting-rod bearings. I recommend taking this approach rather than having your crank reground and buying new bearings. You'll end up saving about $25. Just make sure the bearings - accompany the crankshaft. After Regrinding-Check your crankshaft carefully if you've had it reground or traded yours in on a reconditioned one. Two things to look for are sharp edges around the oil holes and wrong shoulder radii at the ends of the journals. All oil holes should be chamfered, or have smooth edges to prevent bearing damage. As for the radius, there should be one all the way around each journalwhere the journal meets the throw. If there's a corner rather than a radius, it will weaken the crankshaft because a corner is a weak point, or a good place for a fatigue crack to start. A radius that's too large is great for the crankshaft, but bad news for the bearings. The bearings will edge-ride, or ride up the radius rather than seat on the journal. Use the accompanying sketch to make a checking template for checking journal radius. Make it from cardboard-the kind that comes inside shirts from the laundry or thin sheet metal if you want something more durable. Maximum specified mainjournal radius is 0.100 inch. If any crank radius isn't right, return the crankshaft to be corrected, otherwise it could spell trouble. Smooth and Clean Journals and Seal Surface - A newly reground crankshaft should have its journals checked for roughness for no other reason than they may be too rough-just like you checked your old crankshaft, but not the same way. Rather than using your finger, rub the edge of a copper penny lengthwise on the journal. If it leaves a line of copper, the journal is too rough. If this is the case, consider smoothing the journals yourself rather than going through the
All that's normally required to restore a crankshaft: Lightly polish the bearing journals with fine-grit abrasive cloth. Clean the crank surface with special attention paid to the oil holes. A wire used to pull a solvent-soaked rag through the oil holes does a good cleaning job. A good coat of light oil keeps the journals rust free. hassle of getting it redone. More often than not, you'll end up with a better job and avoid going through the frustration which usually accompanies getting the job redone. Also, if your original crankshaft checks out OK in all departments, you should give it the same treatment just to put a tooth on the highly polished journals and oil-seal surface, and to remove any varnish buildup. Regardless of whether the journals are newly reground and need smoothing or are original, polish them with 400-grit emery cloth. A 1 -inch-wide strip a couple of feet long should be sufficient to do all the journals and the rear-main seal surfaces. Wrap the cloth around the journal as far as possible and work it back and forth lightly as you gradually move around the journal. Keep track of where you start on a journal so you can give it an even finish all around. If you concentrate in one spot too long or use too much pressure, you'll remove material unevenly. The object isn't to remove material, but to give the journal and rearmain-seal surfaces a clean smooth surface. Be careful with the oil-seal surface. Don't do too good a job. Polish it just enough to remove any varnish or to smooth out any nicks or burrs. Some oil is required between the seal and the crankshaft to lubricate both. A highly polished surface will seal too completely with the result being eventual seal failure. Crankshaft Runout-Crankshaft ruizout describes how much a crankshaft is bent. It is found by rotating the crank between two centers and reading runout with a dial indicator set 90' to the center mainbearing journal. As the crankshaft is rotated, the indicator reading will change if the crankshaft is bent. I haven't mentioned runout until now because it's not likely you'll encounter this problem. If you do, it may be a false alarm because a cast-iron crank just lying around on the garage floor for some time can bend. Not enough so you can see it, but enough to show with a dial indicator. Dial-Indicator Checking Method-All you'll need is an indicator with a tip extension so the crank throws won't interfere with the dial-indicator body as the crank isrotated. Just set the crank in the block with only the oiled top halves of the front and rear bearing inserts in place. Without the center three bearingsin place, the crankshaft is free to wobble as you turn it. To measure this wobble or runout, mount your dial indicator base to the block with the indicator at 90° to the center main-bearing journal. Offset the indicator tip on the journal to miss the oil hole. Rotate the crankshaft until you find the lowest reading, then zero the indicator. You can turn the crankshaft and read runout directly. Turn the crank a few times to make sure you get a good reading. Maximum allowable runout is either 0.004 inch or 0.005 inch per the table on page 60. If your crank exceeds this, don't panic. As I said, a crank can change from just sitting around, so if yours is beyond the limit, turn the side that yielded maximum runout up, or down as the crankshaft would look with the engine in its normal position. Install the center main cap with its bearing insert. This will pull the crank into position. Leave it this way for a day or two and recheck the runout.Your crankshaft will probably creep, or bend to put it within the specified range. However, if it's too far off and can't be corrected using this method, have it reground or trade it in for a crank kit. Cleaning and Inspecting the Crankshaft- When cleaning a crankshaft, it is very important to concentrate on the oil holes. Get them really clean. Even if you sent your crank along with the block for cleaning, some wire tied to a strip of lintfree cloth pulled through the oil holes will remove what's left if the cleaning solution didn't get it. Soak the rag in carburetor cleaner or lacquer thinner and run it through each hole several times. If you want to be sure the oil holes are really clean, a copper-bristle gun-bore brush works great. You may have used one of these for cleaning your block's oil galleries. By all means use it if you have one. Installation Checking Method-To do a real-world check, install your crankshaft in the block using oiled new bearings, but without the rear-main seal. Torque the caps to specification. You'll find these specs in the assembly chapter, page 101. If the crank can be rotated freely by hand, consider it OK. Any loads induced by what runout there is will be minor compared to the inertial and power-producing loads normally applied to the journals and bearings when the engine is running. I suggest this method of checking because crankshaft runout isn't usually a problem with the normal "tired" engine that just needs rebuilding. If you decide to use this check, follow the procedure for crank installation detailed in the assembly chapter.
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 34 and 35: pushrod-guided aspect comes in. Thi
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 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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