Works on all single and dual overhead cam sprockets with holes and will hold or turn cam sprockets. Insert the holding pins into opposing holes on the cam sprocket, turn tool handle to adjust the cam position. Can also be used to hold the cam sprocket in place when removing the cam bolt. Ford master cam tool kit containing all 22 cam tools covering thru for over 50 applications, in a molded storage case. These tools ensure correct cam timing when servicing timing belts, chains, head gaskets or other valve train repairs.
Service the following engines Remove or insert camshaft bearings in nearly all engines from compact cars to heavy trucks. The two parallel bars "float" which allows the knurled pins to align with the sprockets. Preserves the engine timing during belt or chain replacement.
For locking the camshafts in their required timing position. The Tool will ensure proper alignment of the camshafts. For GM 1. Packed in blow mold case. Tools can also be used to check spring loads on chain tensioners. Part of the complete set OTC Ford 3. DOHC Zetec engines. Note: This tool is used with No. Ford 2. Will not work on 3-valve engines. Kit for through 4. Contains tools , , , , , , , and molded storage case. The OTC Ford Cam Tools Kit ensures correct cam timing when servicing timing belts, chains, head gaskets or other valve train repairs.
The 22 tools in the Master Kit cover thru applications and comes in a molded storage case. OTC Ford 4. All tools required for camshaft timing are in this one convenient kit.
OTC Cam Gear Holder Set 2 Pack - These tools are used to clamp between either the engine block or the head and the back of the gear to lock it in place. Torque the jackscrews to 4 ft-lbs, and then 7 ft-lbs before cross bolt installation and torquing. Before you build the bottom end, you need to think about fasteners. Because it has long been in the aerospace fastener business where integrity must be to the highest standards.
ARP suggests you think of fasteners like springs. As you tighten them, they stretch to create a certain amount of tension to hold components together. Three basic tools can be used to determine how much tension you place on a fastener: torque-to-yield torque-angle , torque wrench, and stretch gauge. Proper fastener function requires proper tension. Fastener tension places a load on whatever the fastener is clamping together, which is called clamping force.
To have proper torque tension on a fastener you need to understand where its yield point is. When a fastener yields, it exceeds its proper tension and stops providing clamping force. In other words, the fastener has been stretched too far, and the clamping force goes away. The type of material being fastened is another aspect to consider when the fastener reaches tension.
Aluminum is softer than iron, which also dictates torque value. Anytime a fastener is over-torqued, it has exceeded its yield point. Even if the yield is as little as. This is why the Modular engine employs torqueto-yield fastener technique. All fasteners must have lubricated threads to achieve an accurate torque reading. Torque-to-yield is also known as the torque angle. Bolt or stud stretch is determined by the number of degrees of rotation that occur after the fastener is tightened to specification with a torque wrench.
According to ARP, thread pitch and material determine torque angle. The amount of stretch from a given fastener determines how many degrees the fastener can be tightened beyond its initial torque value.
These reconditioned cracked powderedmetal connecting rods have been fitted with new bolts from Ford and are good to go. Bolts for these rods are not currently available from ARP. Always check ring end gaps as a matter of practice. Better safe than sorry. Ring end gap should be.
Not all ring sets are pre-gapped. Heat up and slide pins home on cracked powdered-metal connecting rods, such as these that use press-fit piston pins. As the rod cools, it contracts around the pin for a solid interference fit. Remember, connecting rods and pistons install only one way. Directional bumps on rods should always face the front of the engine, as should the arrows on the pistons. When installing piston rings, never distort them to this degree. Roll your oil rings on like this, putting end gaps degrees opposite of each other.
Make sure the oil-ring expander ends meet flush without overlap. Oil each of the grooves with engine oil not with assembly lube.
Never roll on primary or secondary piston rings. Always use a ring-expansion tool shown. Again, get those ring end gaps degrees apart, but not lined up with oil-ring end gaps.
Check the rings for freedom of movement. Use a billet piston ring compressor for easy installation. Pistons are a smooth press fit this way.
Place a vacuum hose over the connecting rod studs to help prevent cylinder wall damage. Once the rings have been compressed into the piston, use a plastic mallet to carefully tap the piston into the bore. Verify piston deck height to confirm the amount of space when the pistons reach TDC. Most engine builders check the number-1 cylinder only. I recommend checking all eight and recording the measurements.
This information gives you true TDC on all eight cylinders. Being redundant leaves nothing to chance. Crankshaft endplay must always be checked to determine how much the crank moves end to end. Excessive crankshaft endplay means excessive side loads, which can lead to engine failure. The one-piece real main seal is one of the best things to ever happen to Ford engines.
However, take nothing for granted in your installation. Circle the seal opening with The Right Stuff gasket sealer and carefully press the seal in place. The seal lip always goes toward the inside. Be careful not to disturb the seal spring. Lose this spring and your seal will leak. Use a soft mallet to gently tap it into place on the cover. This rear main seal has been lubricated around its lip and is carefully positioned to prevent damage. These bolts call for an 8-mm socket and are torqued to 8 ft-lbs in a gentle crisscross fashion until the cover is seated.
Use caution as you seat the pump and use The Right Stuff sparingly around pump passage contact surfaces. This may be difficult because this pump is challenging to fit around the crankshaft flat spots.
Work rotor contact surfaces until it slips over the crank. Bolts get torqued to 8 ft-lbs with an 8-mm socket. The Modular oil pump must be primed. Forget to prime this pump with assembly lube or high-viscosity engine oil and you do not get oil pressure on start-up. Fill the pump cavity to capacity with engine assembly lube because this engine has such a long oil pick-up.
You want immediate oil pressure on start-up. You want the pick-up point to clear the bottom of the pan by at least. Measure the pick-up, and then measure the pan depth. Torque angle or torque-to-yield gives a more accurate measure of bolt stretch than resistance shown via simple torque wrench. Resistance to torque creates the same challenge for both a torque wrench and torqueto-yield because thread irregularities affect torque. Damaged and dirty threads yield bad information.
Material also determines torque readings because iron and aluminum are dynamically different. The chosen lubricant is of central importance to torque value. Surface finish and material are also important to proper torque value.
ARP cautions that black oxide tightens differently than a polished surface. ARP recommends measuring a fastener before torquing, and then monitoring stretch as you tighten.
If you discover a permanent stretch of. And remember, torque values differ with engine oil and ARP moly lube. The main caps secure the crank, and jackscrews Romeo and dowels Windsor provide stability. For Modular blocks without jackscrews or dowels with a flush fit, cross bolts alone provide stability when properly torqued.
Modular engine connecting rod bolts receive the torque-to-yield treatment for accurate bolt tension and stretch. New rod bolts from Ford are mandatory. Bolts and threads must be lubricated with engine oil.
Cracked powdered-metal connecting rod bolts need to be torqued to 18 ft-lbs first, then 30 ft-lbs, and then 90 degrees more on the torque-angle gauge. Simply put, you tighten the rod bolt to a total of 30 ft-lbs, then tighten each bolt another 90 degrees. Only taking off the cold air tube, valve covers and a couple coil packs to access the cams.. I was more than pleased! Ford Mustang Performance Parts. Recent Posts. Anderson Ford Motorsport has been in the Fox Mustang performance industry since One of the bi ….
Check out this Ford Mustang before and after we installed a Roush Supercharger. Are all de …. Rating Required Select Rating 1 star worst 2 stars 3 stars average 4 stars 5 stars best.
0コメント