The following instructions begin after the timing cover and old timing set have been removed.
Installing the timing set and degreeing the camshaft will be easier if you loosen the rocker arms so that the camshaft can turn freely. You should be able to turn the camshaft by hand. Make sure that the engine mounting surfaces and your new timing set have been thoroughly cleaned with a good solvent. If you are using a timing set with three keyways, select the appropriate keyway for your camshaft timing specifications. COMP Cams ® recommends the standard timing position for most applications. This position uses the round or “O” timing and keyway marks. Standard Timing Location: This is the same as original O.E.M. setting. Use keyway and crankshaft gear tooth marked “O”.
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Following these procedures will guide you in correctly indexing the distributor assembly and initially setting the ignition timing advance.
1: The first step in this procedure is to insure that the #1 piston is brought to the top dead center (TDC) firing position. The firing position is TDC between the piston’s upward compression stroke and the subsequent downward power stroke. To achieve # 1 TDC firing position, perform either one of the following tasks.
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Cylinder Heads
Mark IV cylinder heads, made by Chevrolet, will not interchange to a stock, production Gen.V Chevy block. There will be a water leak into the lifter valley because of a mismatch of water jacket core holes. Likewise, stock production Gen.V cylinder heads, made by Chevrolet, will not interchange onto Mark IV block cases for the same reason. There are exceptions. You can put Mark IV cylinder heads on a Gen.V “Bowtie” block because the Gen.V “Bowtie” cases have smaller Read the rest of this entry »

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The design and use of these roller tappets requires an adequate supply of oil for proper lubrication and cooling. Many of the newer racing oil pans reduce windage and eliminate splash oiling. Utilizing oil restrictors can reduce important oil flow to the tappets and will cause needle bearing failure, axle failure, and severe tappet body damage. Be sure that your oiling system provides adequate oiling to cool and lubricate your roller tappets and the balance of your valve train components.
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REMOVAL 1. REMOVE ENGINE UNDER COVER 2. DRAIN ENGINE OIL 3. 4WD: REMOVE FRONT DIFFERENTIAL AND DRIVE SHAFTS ASSEMBLY 4. REMOVE DRIVE BELT FOR GENERATOR, FAN WITH FLUID COUPLING AND WATER PUMP PULLEY (See page CO–5) 5. REMOVE CYLINDER HEAD ASSEMBLY (See page EM–34) 6. DISCONNECT A/C COMPRESSOR AND BRACKET (a) Remove the 4 bolts, and disconnect the compressor from the bracket. HINT: Put aside the compressor, and suspend it. (b) Remove the 4 bolts and A/C compressor bracket. 7. REMOVE GENERATOR, ADJUSTING BAR AND BRACKET (a) Disconnect the generator connector. (b) Remove the nut, and disconnect the generator wire and wire clip. (c) Remove the lock bolt, pivot bolt and generator. (d) Remove the bolt and adjusting bar. (e) Remove the 3 bolts and generator bracket. 8. Read the rest of this entry »

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The Edelbrock RPM Air-Gap #7516 intake manifold has been designed for 262-400 c.i.d. small-block Chevy engines equipped with Vortec style cylinder heads. The manifold accepts late model water neck, air conditioning, alternator and H.E.I. ignition systems. Use the recommended electric or manual type choke square bore carburetors only. This intake manifold is recommended for street high performance and race vehicles only. The RPM Air Gap manifold provides good low rpm response for street performance vehicles while providing increases in horsepower and torque up to 6500 RPM. When used with any mix of aftermarket equipment designed for this operating range, the performance increases will be even greater.
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1. Remove stock timing cover. Rotate engine to top dead center of cylinder #1 so that the timing marks on the original crank and cam sprockets are directly lined up with each other, i.e. the mark on the crank sprocket will be at 12 o’clock (straight up) and the mark on the cam sprocket will be at 6 o’clock (straight down).
2. Remove sprockets and chain.
3. Install desired offset bushing from enclosed set. Set selection provides 0-Gray, 2-Gold, 4-Copper, 6-Silver, 8-Black, Camshaft Degree Options.
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For those of you that have not come across or had the privilege of working on the Ford 4.0L SOHC cam engine you are about to get a baptism in its proliferation in the timing components used. Now before you go off and wonder why I am even trying to tell you about these, know this there are none available in the aftermarket (or at least not that I was able to find). You can buy tensioners, guides and chains but gears are not available from the aftermarket and as you see the proliferation you will understand why. So you will either have to purchase them new from Ford or you are going to reclaim those that are not worn or damaged.
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1. It is highly recommended that an oil and filter change be done before installing new cams.
2. Remove the plug wires, and valve cover from the engine. Use caution not to drop anything into the engine.
3. With the parking brake on, and the car out of gear (neutral), rotate the crankshaft clockwise until #1 cylinder is at TDC Read the rest of this entry »

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The Moroso Dry Sump Oil Pump is designed to fit either 90° V-6, small or big block Chevrolets, and the only difference is the mounting holes. You can see that there are two sets of slotted holes on the mounting bracket, which attaches the pump to the engine block.
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