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#1
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VALVE ADJUSTMENT
What is considered the most accurate and reliable method of adjusting valves on a stock engine? Heads are back on, and ready for valve adjustment. Valley pan still off, so I can get a clear view of lifters, which have not been replaced, so they have oil in them.
Thanks in advance. |
#2
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If by stock you mean all factory parts, including the bottle-neck rocker studs then torquing the nuts to 20 ft lbs is the method.
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Will Rivera '69 Firebird 400/461, 290+ E D-Ports, HR 230/236, 4l80E, 8.5 Rear, 3.55 gears '64 LeMans 400/461, #16 Heads, HR 230/236, TKO600, 9inch Rear, 3.89 gears '69 LeMans Vert, 350, #47 heads: Non-running project |
#3
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if not stock & is adjustable, best way is to rotate engine until lifter is on base of cam circle then adjust that rocker to zero lash & 1/2 to 3/4 turn, depending on lifter brand. check with the company for exact amount after zero lash.
if its a relatively small cam, then you can use the common SBC procedure thats usually stated in most manuals, that allows you to adjust a series of rockers in one engine position, usually TDC, then rotate 180 degrees & do the remaining series of rockers. need to know what cam/lifter/rockers you have, but usually best to do individually on the base of the lobe. & you can do a search of teh forum as this is one of the more popular topics asked. Last edited by 78w72; 10-17-2015 at 09:32 AM. |
#4
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Here is the most accurate way to adjust valves for a 1-8-4-3-6-5-7-2 firing order.
Here is my chart. When the valve on the top line is full open, adjust the valve under it. Full Open- 6E 4I 5E 3I 7E 6I 2E 5I 1E 7I 8E 2I 4E 1I 3E 8I Adjust____1E 7I 8E 2I 4E 1I 3E 8I 6E 4I 5E 3I 7E 6I 2E 5I This insures you are 100% on the base circle.
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Paul Carter Carter Cryogenics www.cartercryo.com 520-409-7236 Koerner Racing Engines You killed it, We build it! 520-294-5758 64 GTO, under re-construction, 412 CID, also under construction. 87 S-10 Pickup, 321,000 miles 99Monte Carlo, 293,000 miles 86 Bronco, 218,000 miles |
#5
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Quote:
This will work with all cam profiles Paul??? That's a cool way ....maybe I'll try that way this winter....
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1973 Firebird Navajo Orange w/shaker,1973 400/461,1972 Intake SD CNC'd,1977 Q-Jet 800 CFM w/ Cliffs Kit,Tanks Inc PA4 255 Walbro intank pump ,-8an feed/return,RobbMc Regulator,RobbMc 40 micron filter,253 CFM 6x-8's w/H.S 1:5 Roller Rockers,SD Stump Puller H/R Cam 230/236 @.050 112 lobe separation 565/.570 lift,Crower Solid Rollers,28150 Hedman Headers,3" exhaust,full tailpipes,350 Turbo,9.5" 3200 Converter,3:42 gear,8.5 posi,C/E slide-alinks,Koni adj frt shocks,Best 12.18@110.55 Lookin for 11's Last edited by cnc; 10-17-2015 at 02:54 PM. |
#6
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It's 360 degrees, by the way.
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#7
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Thanks for the advice! No idea how [I] did it but she runs like a champ! A little white smoke from coolant that spilled into the exhaust and I may just need to adjust 1 or 2 valves. I can haer a little tick from drivers side. Thanks again!
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#8
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1973 Firebird Navajo Orange w/shaker,1973 400/461,1972 Intake SD CNC'd,1977 Q-Jet 800 CFM w/ Cliffs Kit,Tanks Inc PA4 255 Walbro intank pump ,-8an feed/return,RobbMc Regulator,RobbMc 40 micron filter,253 CFM 6x-8's w/H.S 1:5 Roller Rockers,SD Stump Puller H/R Cam 230/236 @.050 112 lobe separation 565/.570 lift,Crower Solid Rollers,28150 Hedman Headers,3" exhaust,full tailpipes,350 Turbo,9.5" 3200 Converter,3:42 gear,8.5 posi,C/E slide-alinks,Koni adj frt shocks,Best 12.18@110.55 Lookin for 11's |
#9
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Quote:
When you bring the piston to top dead center, compression stroke, you are on the base circle, just not 180° from the peak. Just somewhere on the base circle. I've seen roller cams where this method does not work well.
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Paul Carter Carter Cryogenics www.cartercryo.com 520-409-7236 Koerner Racing Engines You killed it, We build it! 520-294-5758 64 GTO, under re-construction, 412 CID, also under construction. 87 S-10 Pickup, 321,000 miles 99Monte Carlo, 293,000 miles 86 Bronco, 218,000 miles |
#10
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Quote:
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1973 Firebird Navajo Orange w/shaker,1973 400/461,1972 Intake SD CNC'd,1977 Q-Jet 800 CFM w/ Cliffs Kit,Tanks Inc PA4 255 Walbro intank pump ,-8an feed/return,RobbMc Regulator,RobbMc 40 micron filter,253 CFM 6x-8's w/H.S 1:5 Roller Rockers,SD Stump Puller H/R Cam 230/236 @.050 112 lobe separation 565/.570 lift,Crower Solid Rollers,28150 Hedman Headers,3" exhaust,full tailpipes,350 Turbo,9.5" 3200 Converter,3:42 gear,8.5 posi,C/E slide-alinks,Koni adj frt shocks,Best 12.18@110.55 Lookin for 11's |
#11
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I have a question... If you've got a stock engine, and using the "20 ft lb" method, do you still have to rotate the engine to remove the tension from the rockers (prior to torquing), or does it really matter?
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'67 Piper Cherokee '66 Lemans |
#12
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no. youre just tightening the rocker nut untill it bottoms out on the shouldered stud. no need to rotate or care about which rocker youre doing, 20lb/ft for all of them.
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#13
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With the engine in the vehicle I like doing one cylinder at a time then marking the one I just did with a magic marker. Makes for turning the engine thru a few extra times, but keeps me on track and I don't miss any or get confused. I have a Ford solenoid with a button on it in my own car, so it gets this process done pretty quickly.
I turn the engine until the intake valve is fully open, then set the exhaust beside it. On the same cylinder I turn the engine till the exhaust valve just starts to open then set the intake beside it. No matter how big the cam is you'll always be on the base circle with this method. If the engine is on the engine stand with the intake/valley pan off, I do the base circle method as Paul mentions, as I can look down and verify that I'm on the correct one and not getting confused, which happens a lot these days as I get older!......Cliff
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If you can read this, thank a teacher. If you can read this in English, thank a Veteran! https://cliffshighperformance.com/ 73 Ventura, SOLD 455, 3740lbs, 11.30's at 120mph, 1977 Pontiac Q-jet, HO intake, HEI, 10" converter, 3.42 gears, DOT's, 7.20's at 96mph and still WAY under the roll bar rule. Best ET to date 7.18 at 97MPH (1/8th mile), |
#14
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Cliff: Should it not be turn engine over till intake valve fully opens, then closes, then set exhaust ? or intake valve fully open then just starts to close set exhaust?
Thanks Charles
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68 Firebird. IA2 block, 505 cu in, E-head, Solid roller 3650 weight. Reid TH400 4:11 gear. 29" slick. Best so far 10.12@133 mph. 1.43 60 ft. 76 Trans am, TKX .81 o/d, 3.73 Moser rearend, 468 with KRE D-ports, Doug headers, 3" Exh. Last edited by chuckies76ta; 10-19-2015 at 08:21 AM. |
#15
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Exhaust starts to open = adjust intake
Intake almost all the way closed = adjust the exhaust That's how I've always remembered it .
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. 1970 GTO Judge Tribute Pro-Tour Project 535 IA2 http://forums.maxperformanceinc.com/...d.php?t=760624 1971 Trans Am 463, 315cfm E-head Sniper XFlow EFI, TKO600 extreme, 9", GW suspension, Baer brakes, pro tour car https://forums.maxperformanceinc.com...ght=procharger Theme Song: http://www.youtube.com/watch?v=7zKAS...ature=youtu.be |
#16
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Once at full lift on the intake all the way to fully closed you are well on the base circle for exhaust.
This method works laying over the fenders and keeps me from jumping all over the place and getting confused. We've done it this way for decades, especially at the track back when we ran flat solid lifter cams on race engines and checked them hot. On the engine stand with easy access to both sides, no time constraints, and we can also look in and see the cam, I'll usually follow the firing order or use methods where I can run all the valves in two revolutions of the engine.......Cliff
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If you can read this, thank a teacher. If you can read this in English, thank a Veteran! https://cliffshighperformance.com/ 73 Ventura, SOLD 455, 3740lbs, 11.30's at 120mph, 1977 Pontiac Q-jet, HO intake, HEI, 10" converter, 3.42 gears, DOT's, 7.20's at 96mph and still WAY under the roll bar rule. Best ET to date 7.18 at 97MPH (1/8th mile), |
#17
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Ya that's what I seem to remember when checking my solids on last engine.. I found going fully open then about 1/2 way closed was pretty much base circle.
Charles
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68 Firebird. IA2 block, 505 cu in, E-head, Solid roller 3650 weight. Reid TH400 4:11 gear. 29" slick. Best so far 10.12@133 mph. 1.43 60 ft. 76 Trans am, TKX .81 o/d, 3.73 Moser rearend, 468 with KRE D-ports, Doug headers, 3" Exh. |
#18
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Quote:
Back to the original post. If these are bottleneck studs and original nuts, then the nut must be torqued to 20 foot pounds or the nuts are going to loosen. I wouldn't run the engine again until they are set to factory spec.
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Mick Batson 1967 original owner Tyro Blue/black top 4-speed HO GTO with all the original parts stored safely away -- 1965 2+2 survivor AC auto -- 1965 Catalina Safari Wagon in progress. |
#19
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Am I a neanderthal? I take the covers off and fire it up with the rocker lock nuts loose and torqued down a few turns from resistance. I then loosen each in turn until I hear and feel it rattle with lash and then turn it in about a half turn from where it goes quiet. Then tighten lock nut.
Sam
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-- Sam Agnew Where you come from is gone; where you thought you were going to, weren't never there; and where you are ain't no good unless you can get away from it. Ministry - Jesus Built My Hotrod |
#20
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Thats How I do it, and I also follow the firing order when setting either INT or EXh Valves then u barely move crank like Mick says for each valve... I have a Bump switch on my firewall also.
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Darby 74 Grandville 2Dr 455 c.i 4550# 2011 1.60 60 ft,7.33@94.55-11.502@117.74 2017, 74 firebird -3600 lbs (all bests) 1.33 60 ft, 6.314@108.39 9.950@134.32 M/T 275/60 ET SS Drag Radial 2023,(Pontiac 505) 1.27 60 ft, 5.97@112.86, 9.48@139.31.... 275/60 Radial Pro's |
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