Head Gasket job
#42
Intake 0.20+-0.02mm (0.008+-0.0008in.)
Exhaust 0.25+-0.02mm (0.010+-0.0008in.)
Last edited by Box; 11-28-2017 at 02:50 PM.
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soceraz (11-28-2017)
#43
The reason they should be kept in order, is the shim that sets the clearance between the camshaft and the valve stem tip. If you did not keep them in order, you will need to check with the cams installed, and on the base circle check clearance. Follow Valve Clearance Check 12.29.47
Intake 0.20+-0.02mm (0.008+-0.0008in.)
Exhaust 0.25+-0.02mm (0.010+-0.0008in.)
Intake 0.20+-0.02mm (0.008+-0.0008in.)
Exhaust 0.25+-0.02mm (0.010+-0.0008in.)
#44
The tappet buckets are all the same, the shim thickness is different, and used to set clearance between the cam lobe and the bucket. Setting is done while cold, so can be done while the head is off the vehicle.
#45
#46
#47
Sealant not necessary.
As for the valve buckets, that's car mechanics 101.
Lay everything out in order and number it.
You now have to measure the gaps on every valve after you've put the cams back in and torqued them down.
This means that you are going to have the cams in and out multiple times to get the buckets in the right order and on the right side.
If you dont, the engine will rattle like hell, run like crap and throw multiple codes.
As for the valve buckets, that's car mechanics 101.
Lay everything out in order and number it.
You now have to measure the gaps on every valve after you've put the cams back in and torqued them down.
This means that you are going to have the cams in and out multiple times to get the buckets in the right order and on the right side.
If you dont, the engine will rattle like hell, run like crap and throw multiple codes.
#49
#50
It is argued in this forum that the EGR does NOT actually cause as much of a problem.
This problem is more prevalent with SC cars and that is the reason I have an oil catch can in the high load pcv line and it DOES catch quite a bit of oil.
I have also installed a snow stage 2 meth/water injection system not for performance but to try and keep carbon deposits at bay. That is why I was so interested in seeing what state the carbon build up in your engine was.
Last edited by jackra_1; 12-08-2017 at 06:47 AM.
#51
All that I can tell you was that the 1965 Pontiac Catalina was not using oil at all before the valves were ground on both heads, and that the 389 engine still had the original rings. In fact, I distinctly remember my father telling me at the time that the engine was going to use oil, and that I shouldn't be hard on the engine as that would only exacerbate the oil consumption. You know, I believe that my father ran into a similar situation sometime before, or that he knew someone who did. Otherwise, he would have never mentioned anything like that to me. Take my word for it. He knew.
Last edited by Rickkk; 12-08-2017 at 09:00 AM.
#52
#53
I can't ascertain what type of rings that the 1965 Pontiac Catalina actually had. However, during the early 1970s, aftermarket manufacturers did offer a choice between cast iron rings or chrome rings as for overhauling/rebuilding engines. Needless to say, cast iron rings (although considerably cheaper) would definitely not be recommended at all.
#54
You may have "less than efficient" piston rings. That combined with the PCV valve function causes oil products to recycle thru the inlet manifold.
It is argued in this forum that the EGR does NOT actually cause as much of a problem.
This problem is more prevalent with SC cars and that is the reason I have an oil catch can in the high load pcv line and it DOES catch quite a bit of oil.
I have also installed a snow stage 2 meth/water injection system not for performance but to try and keep carbon deposits at bay. That is why I was so interested in seeing what state the carbon build up in your engine was.
It is argued in this forum that the EGR does NOT actually cause as much of a problem.
This problem is more prevalent with SC cars and that is the reason I have an oil catch can in the high load pcv line and it DOES catch quite a bit of oil.
I have also installed a snow stage 2 meth/water injection system not for performance but to try and keep carbon deposits at bay. That is why I was so interested in seeing what state the carbon build up in your engine was.
#57
#58
Latest update.
Both heads are on. Used my harbor freight hoist to lower them into place, very easy using this method. Tried it manually at first, no chance, too awkward, heavy and my lower back was raging. I torqued the head bolts to spec and was surprised at how much less torque than when I pulled them off. The power steering pump and a/c compressor went on alot easier than they came off. For the AC compressor, you just have to raise and lower the motor to get at the bolt holes through the wheel arch. Waiting for a new thermostat housing as I noticed the old one was cracked yesterday. Anyone have any thoughts on torquing the crankshaft pulley bolt? I'm thinking of jamming the fly wheel but I'm a bit concerned about damaging it.
Both heads are on. Used my harbor freight hoist to lower them into place, very easy using this method. Tried it manually at first, no chance, too awkward, heavy and my lower back was raging. I torqued the head bolts to spec and was surprised at how much less torque than when I pulled them off. The power steering pump and a/c compressor went on alot easier than they came off. For the AC compressor, you just have to raise and lower the motor to get at the bolt holes through the wheel arch. Waiting for a new thermostat housing as I noticed the old one was cracked yesterday. Anyone have any thoughts on torquing the crankshaft pulley bolt? I'm thinking of jamming the fly wheel but I'm a bit concerned about damaging it.
#59
See post #9
https://www.jaguarforums.com/forum/x...2/#post1790831
You will be replacing the flywheel if you try it your way.
https://www.jaguarforums.com/forum/x...2/#post1790831
You will be replacing the flywheel if you try it your way.
#60