For U Solution

When discussing engine maintenance, torque ers to the amount of force required to rotate a bolt around a fixed point or axis. In the United States, the Society of Automotive Engineers (SAE) issues standards for bolt and torque specifications; in most other countries, especially European ones, they use metric equivalents.

Metric Dimensions

In metric units, bolts are listed according to three parameters. The first reading is the major thread diameter, listed in millimeters. The second value represents the distance between the threads, in millimeters. The third value represents the bolts length in millimeters. A metric label for a bolt might look like this: M8-1.25x25.

U.S. Dimensions

U.S., or SAE, bolt dimensions are listed according to three parameters. The first value represents the major thread diameter in inches. The second value is the number of threads in the bolt per inch. The third value indicates the bolts length in inches. An SAE label for a bolt might look like this: 5/16-18 1-1/2.

Pound-Feet vs. Netwon Meters

In U.S. units, torque is generally listed in pound-feet (lb.-ft.) or less commonly in pound-inches (lb-in.). In metric units, the same values are listed in Newton-meters (nm). To convert lb-ft. to nm, multiply the value by 1.356. To convert nm to lb-ft., multiply the value by 0.738. To convert lb-in. to nm, multiply the value by 0.113. To convert nm to lb-in., multiply the value by 8.851.

When searching for the torque specifications for the bolts on intake manifolds, it is necessary to find the specs for the exact make and model rather than simply the model year. The torque specs for bolts are highly individualized. Since most manufacturers use different bolts for different engines, the specs for bolts on one intake manifold will rarely correspond to those of another intake manifold. Relying on inaccurate or imprecise torque specs can lead to serious problems. Not tightening a bolt enough can fail to ensure the proper seal, and tightening a bolt too much can cause it to break, either immediately or during times of increased stress.

Intake Manifolds

An intake manifold is a primary part of the fuel-induction system and serves as the conduit between the carburetor and the ports in the cylinder head. Manifolds come in several types and designs. For instance, Edelbrock manufacturers and sells eight series of aluminum intake manifolds for various engine types. Ensuring that the airflow specs of the intake manifold match the requirements of the camshaft, cylinder and engine helps to guarantee peak performance, and making certain that the bolts on the intake manifold are tightened to the right torque specs helps create the necessary air pressure.

Bolt Torque

Torque is basically the amount of force applied to an object in order to twist or turn it. It is usually given in foot-pounds or inch-pounds, with one foot-pound equivalent to one pound of force applied to the end of a lever (such as a wrench) that is 1 foot long. Bolt torque specs for vehicle maintenance are often based on the bolts being clean or perhaps even lightly lubricated with clean motor oil. It is common to tighten the bolts on engine components in separate cycles. Tightening all the bolts to a given torque, and then returning to the first bolt and tightening each of them to a second, and then perhaps even a third, specification.

Bolt Torque for 1997 Intake Manifolds

Here are some examples of bolt-torque specs for 1997 intake manifolds. These specs should not be applied to any intake manifolds other than the ones cited. For the intake manifold of the 1997 Ford Mustang 3.8-liter engine, first tighten each bolt to 96 inch-lbs of torque, then tighten each bolt to 15 ft-lbs and, finally, tighten each bolt to 24 ft-lbs. For the intake manifold on the 1997 Chevrolet Corvette 5.7-liter engine, tighten each bolt to 44 inch-lbs and then go back and tighten each bolt to 89 inch-lbs. For the 1997 Pontiac Firebird 5.7-liter engine, tighten each bolt to 44 inch-lbs and then go back and tighten each bolt to 7.5 ft-lbs.

Carburetors are an important component in gasoline powered engines, mixing fuel vapor and air to create efficient combustion, which converts to mechanical power. Motorcycle carburetors come in a multitude of options, designed for street, off-road, casual ride and racing. Keihin offers five lines of carburetors for every motorcycle engine model and type. Keihin carburetors cover the gamut, from inexpensive bolt-on designs, enhancing handle and performance of motor-cross dirt bikes, to full-throttle super-charged carburetors, used for high-performance super-bike racing.

FCR:

Keihin FCR Carburetor models 33MM, 35MM, 37MM, 39MM and 41MM are all engineered with a durable and dependable flat valve, air brake acceleration air pump. The flat valve and slide are hard-coated and engineered to run clean on rollers, for a smooth ride. This is the perfect enhancement or replacement part for all four-stroke engines.

PWK:

Keihin PWK Carburetor models 28MM and 29MM are 83 mm by 147.4 mm in size. The 33MM and 35MM units measure 91-mm by 164.3-mm. The larger PWK models are 36MM, 38MM, and 39MM. These are designed with a width of 91 mm by 171.6 mm in height. The PWK carburetors are designed with a semi-elliptical section valve, providing riders with enhanced air flow. The PWK is a more powerful carburetor than the FCR, providing riders with more rapid engine revs on top, without letting the engine go flat.

PE:

Keihin PE Carburetors models 20MM through 28MM are 83 mm in width, ranging from 136 mm to 150.9 mm in height. Keihin PE models 30MM through 38MM are each 95 mm in width, ranging from 157.8 mm to 182.5 mm in height. These PE carburetors are designed with a chrome-plated round slide valve for two-stroke engines. they are an inexpensive bolt-on carburetor designed to increase performance and ride on mini-cross dirt bikes and scooters.

PWM:

The Keihin PWM Carburetors are Keihins top performer. The PWM is available in three models: 38MM, 39MM and 40MM. Each measures 75 mm in width by 154.5 mm in height. This high performance carburetor was designed with a shorter length, giving the throttle an unparalleled response on top end cycles. The larger float bowl and quad vent system allows two-stroke engines great air flow, enabling them to run in the worst conditions. Keihin PWM carburetors are ideal for fast and furious motor-cross and street-racing bikes.

FCR Street:

Keihin FCR Street Carburetors, available in 32MM, 33MM, 35MM, 39MM and 41MM models, all come in a wide-range of horizontal and downdraft styles and options for two, three and four-cylinder engines. Keihin FCR street carburetors are used by super-bike racing teams around the world. These high performance carburetors are available for application to any road racing bike.

The Chevrolet Silverado is one of the best selling trucks of all time. It is rugged, reliable and available with four-wheel drive. However, the front hub assembly must be serviced or replaced occasionally, due to wear and tear. When this happens, the hub nut, which connects the axle shaft to the hub assembly, must be tightened to the right torque setting. If it is not tightened enough, it will loosen and cause an unsafe condition in the front end. On the other hand, over tightening can strip the threads, leading to a costly repair. It also subjects the bearings to unnecessary heat and wear.

Clean the Parts

The underside of a car may be covered with dirt, oil, grime, snow or ice. Clean the parts thoroughly with brake cleaner or degreaser before disassembling or re-assembling any of your cars suspension components.

Determine Torque Setting

The hub nut for a 2000 Chevrolet Silverado is 155 foot-pounds, or 210 Newton-meters.

Use the Proper Tools

Always use the proper sockets, wrenches and torque wrenches. Ill-fitting sockets will strip bolt heads. Tighten the hub nut with a 35 mm socket. A dab of medium-strength thread locker, such as blue Loctite, will prevent the nut from loosening.

Test Drive

When the hub, brakes and wheels are assembled, check for looseness and excessive play. Test drive the truck and verify that the four-wheel drive and ABS systems work.

Ford introduced the Escape, a compact four-door SUV, in 2001. The 2006 to 2010 Escape came in several front-wheel-drive and four-wheel-drive trims of both the traditional and hybrid version of the SUV. The front alignment specs are the same for all trims of the 2006 to 2010 Escape. The rear alignment specs differ for the traditional and hybrid versions.

Front Alignment Specs

The caster on the front end can range from +1.1 degrees to +2.1 degrees, but the ideal setting is +1.6 degrees. The camber can ranger from -0.34 degrees to -1.34 degrees, but the ideal setting is -0.84 degrees. The toe-in can range from zero degrees to +0.46 degrees, but the ideal setting is +0.23 degrees.

Rear Alignment Specs for the Rear End of the Traditional Escape

The camber angle can range from -0.65 degrees to +0.65 degrees but is best when it is evened out at zero. The caster is not adjustable on the rear end. The toe can range from -0.20 degrees to -0.16 degrees.

Alignment Specs for the Rear End of the Hybrid Ford Escape

The camber can range from -0.035 degrees to -.75 degrees, but the ideal setting is -0.1 degrees. The caster is not adjustable on the rear end. The toe can range from -0.10 degrees to -0.14 degrees, with the ideal setting being -0.12 degrees.

Chevrolet introduced the Impala in 1958. This Impala was offered in three trims -- the entry-level LS, the mid-grade LT and the fully loaded LTZ. The LS and LT were equipped with a 3.5-liter engine, while the LTZ was fitted with a 3.9-liter engine. When searching for timing specs for a vehicle, it is important to search by the model, model year and trim rather than just the model. Timing specs change from year to year, and different trims of a model might come with different engines, as is the case with the 2010 Impala. Manufacturers began introducing computerized, distributor-less ignition systems in the 1980s and those systems are universal today. As a result, the timing is not adjustable on newer vehicles.

Firing Order

An engines firing order is the order in which the spark plugs fire to ignite a small explosion in the combustion chamber. In engines with a distributor, the firing order is determined by the order of the wires connecting the spark plugs to the distributor. In newer engines with Electronic Control Units (ECU), such as those found in the 2010 Impala, the ECU controls the firing order. The firing order for the 2010 Impala is 1-2-3-4-5-6, regardless of which V-6 engine it comes with. The firing order cannot be adjusted without replacing the ECU.

Top Dead Center

In ignition systems with distributors, the distributor can be adjusted so that all spark plugs fire when their corresponding piston is at Top Dead Center (TDC) or even slightly Before Top Dead Center (BTDC) to allow a few milliseconds for the fuel-oil mixture to ignite upon entering the pistons combustion chamber. The timing can be adjusted by turning the rotor and cap in the distributor by a few degrees. In newer cars, however, the timing is completely controlled by the ECU and the Ignition Control Unit (ICU). These are components of the on-board computer system and cannot be adjusted.

Timing Mark

On traditional combustion engines with distributors, the timing mark on the distributor pulley shows where to set the timing so that it corresponds to the manufacturers original setting. However, in vehicles with distributor-less ignitions, the mark is not adjustable. The 2010 Impala comes with a crankshaft position sensor that signals the computer system, which then adjusts the timing based on the vehicles rpm output.

The British Motor Company (BMC) introduced the Classic Mini in England in 1959, amidst the fuel shortage caused by Suez Canal crisis. The approximately 10,000 Classic Minis were sold in the United States from 1960 to 1967, before BMC removed the line from the U.S. market. BMC eventually became part of the Rover group, which is owned by BMW. In 2002, BMW introduced the new MINI Cooper, based on the Classic Mini, to the U.S market. The alignment specs are the same for all trims of the 2010 MINI Cooper, including the convertible, but the same specs do not apply to the MINI Clubman, Countryman or John Cooper Works (JCW).

Caster

The caster angle is the measurement of the slope of the steering pivot, with vertical being zero. However, the caster angle is not adjustable on the front end or rear end of the 2010 MINI Cooper because it is a front-wheel-drive vehicle with a fixed rear axle. If the caster is misaligned on either the front or rear, it is more than likely due to a bent or otherwise damaged wheel or axle and will require more extensive repairs.

Camber

The camber angle is the measurement of the way that a wheel tilts when viewed from the front or rear of a vehicle. If the top of a wheel tilts inward, the wheel has a negative camber. If the top of a wheel tilts outward, the wheel has a positive camber. For the front end of the 2010 MINI Cooper, the camber angle should be set at -0.5 degrees, but it can range by 0.42 degrees in either direction, with a cross tolerance of 0.5 degrees. For the rear end, the camber angle should be set at -1.75 degrees, but it can range by 0.08 degrees in either direction.

Toe-in

Toe-in is the measurement of the angle of the wheel in relation to the centerline of the vehicle when viewed from the top of the vehicle. Toe-in is given in positive degrees or inches and means that the front of a wheel is angled slightly inward toward the vehicles centerline. For the front end of the 2010 MINI Cooper, the toe-in should be set at +0.2 degrees, but it can range by 0.07 degrees in either direction, with a cross tolerance of 0.5 degrees. For the rear end, the toe-in should be set at 0.4 degrees, but can range 0.07 degrees in either direction.

The 1996 Chevrolet Lumina is a mid-size vehicle available as a four-door sedan and minivan. The Lumina was redesigned for 1995, and this second-generation design would carry over through 2001.

Battery Size

When replacing a battery, it is important to know the physical size of the battery that is needed. Most cars are designed to accommodate one specific size of battery in the engine compartment. These numerical two-digit sizes take into account the length, width and height of the battery. The 1996 Chevrolet Lumina accommodates battery size 75.

Cold-Cranking Amps

The next consideration is the cold-cranking amps of a battery --- how much "juice" it takes to get the car started on a cold day. Cold-cranking amps are the number of amperes a vehicle battery can provide for 30 seconds and maintain an effective amount of voltage per cell in 0 degree weather. The Chevrolet Lumina requires a battery with 600 cold-cranking amps. It is acceptable to purchase a battery with higher cold-cranking amps than the minimum recommendation, especially if you live in a cold climate.

Reserve Capacity

Battery shoppers can compare batteries by their advertised reserve capacity. Chevrolet does not recommend any particular reserve capacity, but it is wise to purchase a battery that offers the greatest reserve capacity within your budget.

Regardless of the type of bolt, the tightness that a bolt requires -- its torque -- is essential to using a bolt properly. The torque of a bolt will vary depending upon a number of factors, which can make finding torque specs a little difficult. However, there are many ways to find out what the torque specifications are for a particular bolt.

Torque

When speaking of the tightness of a bolt, one is actually referring to the bolts torque. Torque is the amount of force that is required to rotate an object, like a bolt, around a pivot point. With bolts, the torque is the amount of tightening it requires so that the bolt and whatever the bolt is secured to are not damaged.

Metric Bolts vs. SAE Bolts

There are two major categories of bolts: SAE bolts, which are sized by their diameter, pitch thread and length and are measured in inches; and metric bolts, which are sized by their diameter, distance between threads, and length and are measured in millimeters. SAE or American bolts are used in America; metric bolts are used in most other countries. When looking at a bolt torque specification chart, it is important to check the chart for whether the specs are for SAE or metric bolts, since their torque specs will not be the same.

Bolt Grades

Not all bolts are the same. Bolts are made out of different materials that give them different strengths, uses and capabilities. All bolts have a grade, which indicates the strength of a bolt and what material it is made from. Usually the grade is stamped on the head of the bolt, but metric bolts are sometimes unmarked. Higher grade bolts have higher torque values.

Torque Specs

There are many charts available online that will give a rough estimate of a bolts torque specs based on its size and grade; however, all of these charts are approximations. The torque of a bolt will vary depending upon the manufacturer and other factors, such as whether the bolt is lubricated or dry. There are many instances in which knowing exact bolt specs is essential; for instance, preventing a bolt from breaking or a material from warping. In these cases, contacting the supplier of the bolts for their specs or looking for a chart that is specifically designed for a certain brand of bolt is very important.

Chrysler manufactures several lines of automobiles, such as the 300, the PT Cruiser and the Town & Country. Each vehicle comes with unique alignment specs, and the alignment specs can vary from year to year or trim to trim on a given vehicle. Before aligning a vehicles wheels, it is important get the specs for the specific model, year and trim rather than simply the make. The specs below are for the front ends only. The alignment may differ on the rear end of a vehicle.

All-Wheel-DriveTrims of the 2010 300 and 300C

The caster angle should be set at +4.5 degrees on the front left wheel and +5.1 degrees on the front right wheel, with one degree of variance for either wheel. The camber should be set at +0.15 on the left front wheel and -0.25 on the right front wheel, with +0.65 degrees of variance for either wheel. The toe-in can range from +0.1 degree to +0.3 degrees, but the ideal setting is +0.2 degrees.

All Trims of the 2010 PT Cruiser

The caster on the front wheels should be set at +2.45 degrees, with a variance of one degree. The camber should be set at zero, with a variance of 0.4 degrees. The toe-in should be set at +0.1 degree, with a variance of 0.1 degree.

All Trims of the 2010 Town & Country

The caster on the front end should be set at +2.5 degrees, with a variance of one degree. The camber should be set at +o.35 degrees on the front left wheel and +0.05 degrees on the front right wheel, with a variance of 0.4 degrees. The toe-in should be set at +0.26 degrees, with a variance of 0.2 degrees.

Whether you want to improve your current engines performance or need an engine replacement for your vehicle, building your own engine can save you money and guarantee you get the engine you want. Before you build your engine you have to decide what specifications you want your engine to meet and the parts and accessories you want to use. Do not dry to build your own engine unless you have the necessary training and experience.

Compression Ratio

A fundamental specification for a combustion engine is its compression ratio. The compression ratio of an engine is the volume ratio of the combustion chamber before and after the pistons compression stroke. This ratio specifies how much the engines fuel is compressed when the piston is at its highest point. Compression ratios of 8.5 to 1 to 9 to1 are recommended for vehicles running on 91 to 93 octane gas.

Heads

Install higher-flowing heads to generate more horsepower than your stock heads. Choosing aluminum heads, which are better at dissipating heat, can give you around 1 pound per square inch more pressure than cast-iron heads.

Pistons

Use forged pistons for all engine-building applications. You can also use cast and hypereutectic pistons, but you should limit them to engines with 450 to 500 horsepower.

Exhaust System

The size and design of your headers will determine if you have a low-end torque or high-revolutions-per-minute horsepower.

Carburetor

Your carburetor mixes air with gasoline vapor in the right proportions and supplies the mix to your engine. You need a carburetor that supplies metered amounts of gas at precisely the right time and that can handle the rate of gas your car requires. The volume rate capability of the carburetor you choose will vary depending on the horsepower of your car. Engines up to 500 horsepower should have a carburetor with at least a 600-cfm (cubic feet per minute) rating.

Correct ignition timing specifications are crucial for engine performance. Timing affects many variables, including fuel economy and engine longevity. Corolla is one of the most popular compact cars, introduced in 1966 by Japanese automaker Toyota. Its engineers have determined precise timing specifications so that you can maximize benefits and use of your Corolla as much as possible.

Adjusting Timing

The base timing on the 1995 Toyota Corolla is preset when the company manufactures the engine, and no adjustment is possible. The powertrain control module (PCM) manages timing advance and retard, along with with ignition control (IC) and knock sensor (KS) systems.

Base Timing Specification

The best time at which the air-fuel mixture should be fully burned on the 1995 Corolla is 10 degrees before top dead center (BTDC) with the maximum allowable difference of +2 degrees both for the 1.6 liter and the 1.8 liter engine. The engine should run at about 700 RPM.

Notes

Allow the engine to warm up before measuring timing. Also, reaching maximum RPM is not allowed during the ignition timing check. Cooling fan and vacuum advance should be turned off while you are adjusting the ignition timing.

The Keihin PC20 is a carburetor kit for normal cylinder heads. It is manufactured by Keihin North America, Inc. The company is a leading manufacturer of automotive, fuel management and electronic control systems.

Contents

Keihin PC20 carburetors are often sold in kits that include a fuel hose, hardware and gaskets, complete with instructions that ensure maximum user experience. An S-stage carburetor kit also may contain an air filter.

Mechanics

The Keihin PC20 is a tube that promotes the right amount of airflow with gasoline in order to make an engine run. The funnel for the PC20 also promotes maximum throttle response by an inhalation resistance feature around the air that flows through the carb.

Considerations

All Keihin carburetors, including the PC20, are pre-jetted for bolt-on operation using motorcycles as well as watercraft. For those using PC20s in other types of vehicles that require higher compression piston, it is best to consult with a professional.

The rotary engine is a highly unusual and very rare power plant. Its sole application in road legal passenger vehicles is found in Mazdas RX-8 sports car. The compact dimensions and low weight of the engine allow Mazda to keep the RX-8s center of gravity near the ground and weight quite low, making it one of the best handling cars on the road today.

Basic Specs

Rotary engines have radically different designs than conventional motors and use a "rotor" (hence the name) instead of cylinders. The rotor is a triangular, lightweight piece mounted on a circular lobe. The rotor compresses the gas/air mixture simply by rotating on the lobe and therefore does not need pistons, camshafts or rods. Concepts such as bore and stroke do not apply to rotary engines. The capacity of a rotary is defined by the maximum volume it can compress and ignite per cycle, which for Maxdas rotary is 1.3 liters.

The compression ratio is 10:1, with multi-port electronic fuel injection igniting the mixture during the compression stroke. The rotor is housed in an aluminum chamber with chrome-steel liners. Exhaust gasses flow into stainless steel headers, which then connect to a low back pressure main muffler. Transmission options for the engine are a six speed manual or six speed automatic

Power and Torque

In addition to its light weight and compact dimensions, a chief advantage of the rotary engine is its ability to reach very high engine speeds. The Mazda rotarys redline is a stratospheric 9,000 rpm when mated to a manual transmission, and 7,500 rpm when combined with the automatic, as the later transmission is unable to cope with higher speed and torque. Due to the restriction in engine speeds, the maximum power also varies based on the choice of transmission. While the engine makes 232 horsepower at 8,500 rpm with a manual transmission, with the automatic it produces 212 horsepower at 7,500. This difference is solely the result of engine speed restrictions, as evidenced by the fact the the motor produces an identical peak torque of 159 pound-feet at 5,500 rpm regardless of transmission type.

Performance

This fast-spinning engine propels the RX-8 from zero to 60 miles per hour in six seconds flat when paired with the manual and six and a half seconds with the automatic transmission. Fuel economy is relatively poor in either case however, especially considering the 3,000-pound weight of the whole car, which is very light for a four-seater. Both the manual and automatic vehicles achieve 16 miles per gallon in the city. While the manual version gets 22 mpg on the highway; the automatic can squeeze one more mile from each gallon, due to its longer final gear ratio. Although both transmissions feature six forward speeds, the manuals final ratio is 0.79 while the automatics tops at 0.58.

Excess fuel consumption is practically unavoidable with rotarys and is the main reason these engines are not more commonly used in modern automobiles. The unique design not only allows a significant amount of unburnt fuel to escape the combustion process, but also results in a good deal of energy being wasted as heat.

Rotary is a brand of vehicle service lift produced by the Vehicle Service Group and distributed throughout the world. The lifts are available in several configurations, including small mid-rise lifts, two-post lifts and heavy duty four post truck lifts. Each lift has a set of requirements that must be met when it is installed. Because Rotary lifts often raise several tons into the air, these installation requirements are an important factor in keeping operators safe.

Concrete

Rotary lifts must be installed on a quality concrete floor that is free of cracks and defects. The minimum anchor depth for Rotary lifts is 3 1/4 inches. The total overall concrete thickness must be at least 4 1/4 inches for two-post lifts, or 5 inches for heavy-duty four-post lifts. The concrete must be rated to withstand 3,000 pounds per square inch. Rotary lift concrete anchors must be torqued to 150 foot-pounds.

Bay

Standard two-post Rotary lifts must be installed in a bay of at least 12 feet inch length and 24 feet in width. For heavy duty two-post lifts, this requirement increases to 12 feet by 26 feet. Low rise Rotary lifts must be installed in an 11-foot-by-24-foot bay, while four-post lifts require a 15-foot-by-23-foot bay size. The minimum ceiling height for a Rotary lift is 10 feet. Heavy duty four-post lifts require approximately 5 feet of additional ceiling clearance.

Electrical

Rotary lifts can be installed using several different electrical sources. The required electrical breaker size changes depending on the input voltage. For single-phase 100 volt installations, lightweight Rotary lifts require a 15 amp breaker, while larger lifts need a 25 amp breaker. Single-phase 220 volt installations must have either a 20 amp or 40 amp breaker, depending on the capacity of the lift. This breaker requirement drops to 20 amps if three-phase wiring is used. Installations using 400 volts and three-phase wiring require only a 10 amp breaker.

Hydraulic

Rotary lifts require Dextron III automatic transmission fluid, or a similar International Standard for Organization specification fluid for use in the hydraulic system. Standard two-post Rotary lift installations must have 19 quarts, or 17.98 liters, of fluid. The lightweight mid rise lift requires only 6.5 quarts, while the heavy duty Rotary lift must have 22 quarts.

The 1968 Ford 300 was a six-cylinder engine equipped with a single-barrel carburetor. The engine was first produced in 1965 and was largely based on the slightly smaller 240 engine. The engine is considered by some to be one of Fords most reliable six-cylinders of the era and was known more for its torque than its horsepower. Due to the engines simple design, rebuilding the 300 is fairly straightforward, provided that the engines specifications are followed closely.

General Specifications

The 300 featured a stroke of 3.98 inches and a bore of 4 inches. The compression ratio was 9:2. The 300 produced 170 horsepower at 3,800 revolutions per minute and 283 ft.-lbs. of torque at 1,600 RPM. Normal oil pressure is between 35 and 60 pounds, depending on the speed of the engine.

Tune-up Specifications

The 300 was equipped with Autolite brand BF-32 spark plugs. Spark plug gap is .034 inches. The distributor point gap is .027 inches. The distributors dwell angle is between 35 to 40 degrees. Ignition timing is 6 degrees before top-dead-center. Hot idle speed is 600 revolutions per minute with the headlights and the air conditioning turned on if the engine is mounted to a manual transmission. Hot idle speed is 500 RPM with the headlights turned on and the air conditioning turned off if the engine is mounted to an automatic transmission. Cylinder compression must be between 155 and 195 pounds. Fuel pump pressure is between 4 and 6 pounds.

Valve Specifications

Valve spring pressure for the 300 is 80 pounds at 1.66 inches. Stem clearance for both the intake and exhaust valves is between .001 and .0027 inches. Stem diameter for both the intake and exhaust valves is between .3416 and .3423 inches. The valve seat angle is 45 degrees, and the valve face angle is 44 degrees. Valve spring installed height is 1-1/16 inches.

Pistons, Pins, Rings, Crankshaft and Bearings

The 300s piston clearance is between .0014 and .0022 inches. Compression ring end gap is .010 inches. Oil ring end gap is .015 inches. Wrist pin diameter is .9121 inches. The rod bearing shaft diameter is between 2.1228 and 2.1236 inches. Rod bearing clearance is between .0008 and .0015 inches. Main bearing shaft diameter is between 2.3982 and 2.3990 inches. Main bearing clearance is between .005 and .0015 inches. Crankshaft endplay is between .004 and .008 inches.

Cooling System Specifications

If the 300 was equipped without a heater, the engine holds 12 quarts of antifreeze. If the engine was equipped with a heater, the engine stores 13 quarts. If the engine is equipped with or without air conditioning, the radiator cap relief pressure is between 12 and 15 pounds. The thermostat opens at a temperature of 195 degrees.