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From: pmk@spuxll.UUCP
Newsgroups: net.auto
Subject: Re: Liquid Wrench
Message-ID: <457@spuxll.UUCP>
Date: Fri, 27-Apr-84 11:23:32 EST
Article-I.D.: spuxll.457
Posted: Fri Apr 27 11:23:32 1984
Date-Received: Sat, 28-Apr-84 09:39:47 EST
References: <309@astrovax.UUCP>, <1039@sdcrdcf.UUCP>
Organization: AT&T Information Systems, South Plainfield NJ
Lines: 72

I think that some people are misinformed about Chrysler product V-8's and
the adjustment of their valve train. The majority of Chrysler valve trains
are of the non-adjustable hydraulic type. The only 2 adjustable valve trains
for V-8 Chryslers that come to mind are the mid to late 1960's 273 high 
performance V-8 and the pre 1970 426 Hemi. These 2 are fully adjustable solid
lifter engines which require frequent adjustment if you would like to keep
you camshaft around for awhile. There might be many adjustable valve trains
in the pre mid-sixties time frame, but I make no claims to know anything of 
them. Since as long as I can remenber, Chrysler has used the solid lifter
setup in their slant-6. 
   I think that the confusion may stem from the fact that Chevrolet valves
are adjustable to some extent, and owners of these cars assume that all
manufacturers have this setup. Ford used to use it but switched to what they
call positive stop rocker arms; you simply tighten the nut down to the
proper torque specifications and that is it. This might be good for the
person in the factory building it but leaves very little room for adjust-
ment. As a consoloation, GM doesn't put drain plugs in their torque
converters and most garages charge you for a full fluid change when they only
drain the pan. Chrysler, unlike Ford nad Chevy, uses shaft mounted rocker
arms instead of stud mounted rocker arms. When you have this arrangement
the rocker arms are totally different when they are adjustable. The end of
the rocker arm that touches the valve has a screw in it to adjust for 
clearance. 
For you Ford owners that would like adjustable valve trains there are 2
possibilities. The first one is the less expensive approach although
the second method is probably better. Go to any speed shop and ask for
what are often referred to as 'Poly Locks'. These go on in place of
the nut that holds the rocker arm on the stud and are adjustable. The 
best method for getting adjustable rocker arms is to remove the heads
and send them to a machine shop to have them drilled and tapped for 
threaded studs. This is the best setup and came on many of the sixties
and seventies High performance engines from Ford and Chevy. All run of
the mill Chevys and Fords use pressed in studs which can easily be 
pulled out by a solid lifter engine with heavy duty valve springs.

As an aside to my posting, some people have been asking about foreign
car automatics. I'm not sure any more but several years ago, I worked
for a transmission shop. Foreign cars of those days, especially Datsuns
and Toyotas, used a transmission built by Borg Warner. This transmission
was extremely outdated and was also used by AMC before 1970 or so.
AMC then started using the Chrysler Torqueflite, in my opinion the 2nd
best transmission, second only to the Ford C-6. No flames from Chrysler
lovers, as I will route then to /dev/null. The C-6 and Torqueflite 
transmissions are in a class all by themselves, way above the C-4, Turbo 400,
and the ughh!!!! Turbos 350 and 200. But I stray from my point. The Borg
Warner trans is a single planetary transmission as compared to the 
dual planetary, common sun gear transmissions used in most American automobiles
the exception being the Ford Cast Iron Cruisomatic, sometimes referred to
as the MX or FMX transmission. I am currently the unhappy owner of a
FMX and rather than get rid of the car, which I happen to love otherwise,
(a 1972 Mustang Mach I) I am going to convert to a manual trans. For those
of you who prefer the automatic a C-6 will fit behind most engines with
some modifications. Anyone who is interested in either method of conversion,
conatct me and I will give details, but again I wander. If you have to buy
a foreign car save yourself some trouble and if the automatic is indeed the
Borg Warner type, either learn how to drive a stick, go to another foreign
car, or seriously consider buying an American car. Just make sure that if
GM makes it, that the Turbo 200 is not in it. One more final note: change the
fluid in the transmission at least every other year, if not every year. 
The transmission you save may be your own. You don't know how many times
I took apart a transmission and found the plug to the filler pipe hole
that was knocked in at the factory, still in there. Meanwhile, there was
some jack*ss out front, scratching his/her head and wondering why the  
transmission was dead on their 4 year old car.

	Treat your car right and it will treat you right.

	Long live the 'Pony' cars.

					P Kelliher
					At&T-ISL
					S. Plainfield, NJ