rocker arms torque for 2000 venture chevy
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Filed Under (Honda) by admin on 21-12-2010
1. Check the engine oil level. Is the level OK? YES- Go to step 2 . NO- Adjust the engine oil to the proper level, then go to step 14 . 2. Turn the ignition switch ON (II). 3. Clear the DTC with the HDS. 4. Do the VTEC TEST in the INSPECTION MENU with the HDS. Is the result OK? YES- Intermittent failure, system is OK at this time. Check for poor connections or loose terminals at the rocker arm oil pressure switch (VTEC oil pressure switch) and the ECM/PCM. NO- Go to step 5 . 5. Check the result of step 4 . Rocker Arm Oil Pressure Switch (VTEC Oil Pressure Switch) Failure Rocker Arm Oil Pressure Switch (VTEC Oil Pressure Switch) Open Rocker Arm Oil Pressure Switch (VTEC Oil Pressure Switch) SIG Line Open Rocker Arm Oil Pressure Switch (VTEC Oil Pressure Switch) GND Line Open Is the test result any of the above? YES- Go to step 6 . NO- Check for poor connections or loose terminals at the rocker arm oil pressure switch (VTEC oil pressure switch). If it is OK, replace the rocker arm oil control solenoid (VTEC solenoid valve) (see step CMP SENSOR A REPLACEMENT ), then go to 14 . 6. Turn the ignition switch OFF. 7. Disconnect the rocker arm oil pressure switch (VTEC oil pressure switch) 2P connector. 8. Check for continuity between rocker arm oil pressure switch (VTEC oil pressure switch) 2P connector terminals No. 1 and No. 2.
Filed Under (Mercedes-Benz) by admin on 10-08-2010
CAUTION: If the camshaft is renewed, the rocker arms must also be renewed. Inductively hardened camshafts must only be used with hard chrome-plated rocker arms (standard up to February 1989). Chilled cast camshafts may only be used with rocker arms with carbide metal coating (standard as from March 1989). If bearing fretting or severe scoring exists, the camshaft bearings can be drilled open by 0.5 mm (0.020 in) in the cylinder head or in the rocker arm bearing brackets and a camshaft with oversized bearing journals installed. After damage to a cam (e. g. worn cams), all the affected timing parts (hydraulic elements, valves, valve springs, valve plates and valve wedges) should be checked for signs of damage. If individual rocker arm bearing brackets are renewed, all the bearing brackets must be tightened to specification and the camshaft checked to ensure that it moves freely. REMOVAL Setting TDC 1. Set piston of No. 1 cylinder to TDC (arrow). 2. Remove front cover at the top, See: Timing Components/Timing Cover/Service and Repair 3. Remove chain tensioner, See: Timing Components/Timing Chain Tensioner 4. Mark position of camshaft gear relative to camshaft. This is done by applying colored marking next to the locating pin (20) on the camshaft gear. CAUTION: If the camshaft gear is renewed, the colored marking must be applied to the corresponding point on the new camshaft gear. The camshaft gear with 3 oblong holes (1st version) should be renewed if performing repairs with the camshaft gear 2nd version with 3 holes e 6 mm. The camshaft gear 2nd version can be used when performing repairs in place of the camshaft gear 3rd version with 3 7 mm holes. In this case the 3 holes should be widened from 6 mm to 7 mm. The timing can be set by turning or changing the side of the camshaft gear on the camshaft
Filed Under (Chrysler) by admin on 09-12-2010
NOTE: NOTE: Whenever a torque strut bolt(s) is loosened, this procedure must be performed. Upper and lower torque struts need to be adjusted together to assure proper engine positioning and engine mount loading. To prevent minimal upward lifting of engine, floor jack must be positioned as shown. See Fig. 1 . 1. Remove pencil strut. See Fig. 2 . Loosen upper and lower torque strut attaching bolt at suspension crossmember and shock tower bracket. Engine position may now be adjusted by positioning a suitable floor jack on the forward edge of transmission bellhousing. See Fig. 1 . 2. With engine supported, remove upper and lower torque struts attachment bolt(s) at shock tower bracket and suspension crossmember. See Fig. 3 . Verify that torque struts are free to move within shock tower bracket and crossmember. Reinstall torque strut bolt(s), but DO NOT tighten. 3. Carefully apply upward force, allowing upper engine to rotate rearward until distance between center of rearmost attaching stud on engine mount bracket (point “A”) and center of hole for washer hose clip on shock tower bracket (point “B”) is 4.7″ (119 mm). See Fig. 4 . CAUTION: Engine must be held in position with jack until both upper and lower torque strut bolts are tightened. 4. With engine held at proper position, tighten both upper and lower torque strut bolts to specification. See TORQUE SPECIFICATIONS . Install pencil strut, and tighten nuts to specification. Remove floor jack.
Filed Under (Subaru) by admin on 26-04-2010
Possible Causes Setting Conditions Communication circuit between to the TCM is Engine speed more than 500 rpm; system voltage
open or shorted to ground over 8.0v, and the PCM detected an unexpected high PCM connector is damaged (check pins voltage condition on the Engine Torque Control damage, and for Signal 1 circuit. TCM connector is damaged (check pins for
damage, and for moisture) This code sets in 2 Trip(s). This code will turn on the MIL (Malfunction Indicator Lamp)
Filed Under (Ford) by admin on 05-11-2010
ENGINE – 5.0L – NEW TORQUE-TO-YIELD CYLINDER HEAD BOLT KIT AND NEW PROCEDURES – SERVICE TIP FORD: 1988 THUNDERBIRD 1988-91 CROWN VICTORIA 1988-95 MUSTANG 1991-93 THUNDERBIRD LINCOLN-MERCURY: 1988 COUGAR 1988-90 TOWN CAR 1988-91 GRAND MARQUIS 1988-92 MARK VII 1991-93 COUGAR LIGHT TRUCK: 1988-95 BRONCO, ECONOLINE, F-150-350 SERIES ISSUE: In 1992, the type of cylinder head bolts used on the 5.0L engines was changed to the torque-to-yield bolts. Depending on the build date of the engine, the 1992 model year engines came with either torque-to-yield bolts or standard torque, not a combination of the two (2). In 1993, torque-to-yield bolts were used on all 5.OL engines. ACTION: Refer to the following for proper bolt identification, usage and torque specifications. ^ The two (2) types of bolts being used are physically different. Refer to Figure 1. ^ The standard torque bolt is a non-flanged hex head bolt. ^ The torque-to-yield bolt is a flanged head bolt. ^ The two (2) types of bolts may be used on any of the 5.0L engines. ^ The bolts must be all the same style on each cylinder head. CAUTION: DO NOT USE BOTH TYPES OF CYLINDER HEAD BOLTS ON ONE (1) CYLINDER HEAD. EACH CYLINDER HEAD MUST HAVE ALL OF ONE (1) TYPE OF RETAINING BOLT: STANDARD TORQUE OR TORQUE-TO-YIELD. The torque-to-yield cylinder head bolts will be available only in a packaged kit (F3ZZ-6065-E). The kit will contain the following: Five (5) 7/16-14×3.94 Bolts Five (5) 7/16-14×2.49 Bolts One (1) 3/8-16×7/16-3.93 Stud One (1) Instruction Sheet (I.S. # 6605) Some applications use a various quantity of studs for fastening of items to the cylinder head. TORQUE SPECIFICATIONS FOR THE NON-FLANGED STANDARD HEX HEAD BOLTS, TIGHTEN IN TWO (2) STEPS AS FOLLOWS: