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Payment details. Payment methods. Select PayPal Credit at checkout to have the option to pay over time. Other offers may also be available. Interest will be charged to your account from the purchase date if the balance is not paid in full within 6 months. Again, not good but better then too hot. To prevent these problems some engines use hydraulic tappets which pump up with engine oil while the engine is running and keep the right clearance. Harley-Davidson Big Twins have them too, not to mention others.
Now for some reason everybody thinks valves loosen as the miles pile up but they don't, at least they don't unless you have lubrication problems. So change your oil, OK? Well, at least check it now and then If an engine is running right the valve will slowly wear its way into the engine, taking up clearance until the valve is held open and burns.
So you need to check the valves at regular intervals until you find out at what rate they are wearing. You can use your shop manual as a guide to how many miles to go between checks but, you will need to check several times to know for sure.
The engine must be dead cold before we can adjust anything, so let it sit overnight. Remove the gas tank, the covers to the valves and the cover to the nut on the crankshaft or flywheel.
Turn the engine over until you see the intake valve go down and then up. There will be a mark on the crankcase and a "T" mark on the flywheel. When those two marks align, the engine will be at TDC and both intake and exhaust valves should be loose. If you can't get a wrench on the flywheel nut don't worry. You can turn the engine over by jacking the rear wheel off the ground and putting the transmission in top gear. Now simply turn the rear wheel to turn the engine.
If you can't find the flywheel marks look at the intake valve as you turn the engine over in the forward direction.
When it goes down and then up, take a long thin screw driver and stick it down the spark plug hole. Continue to turn the engine over until the piston touches the tip of the screw driver. Continue to turn the engine. Be careful not to jam or bind the screw driver in the spark plug hole. The piston will push the screw driver up.
When it stops and starts to go down, that is TDC of the compression stroke. This will work on all piston engines. For engines with rocker arms and screw type adjusters, take a feeler gauge of the right size and place it between the end tip of the valve and the screw adjuster. If it is out of specification use a wrench or Valve Adjusting Tool to loosen the screw and change it.
Sometimes you can use a regular wrench and screw driver to adjust things and sometimes you must have the special tool. When you push the feeler gauge between the valve tip and the adjuster screw there should be a little bit of resistance. One way of doing it is the go-no-go way. On most engines the intake clearances will be tighter then the exhaust clearances Sometimes they are the same.
I have never seen an engine where the exhaust is tighter then the intake. He says "T Triumphs are the exception. Triumph did it that way to slightly retard intake cam timing, and kill some of the bottom end power, They were afraid the motor would chew up main bearings if the cam timing were advanced.
Mark you are right. My only excuse is that I have never had a T come into the shop. The information is right there in the shop manual, next line down. Like I always say "Check your shop manual. I've found most engines prefer their valves a bit loose but only one or two thou I like to hear just a hint of valve noise. Complete silence bothers me. I keep seeing valves roasting. If you have one rocker arm, operating two valves, with two screw adjusters, you will get a more accurate adjustment if you use two feeler gauges.
Loosen both screw adjusters, put the right sized feeler gauges in each tappet and then adjust both at the same time. When both feeler gauges feel like they have the same resistance, tighten the lock nuts, pull them out and you are done. Remember to always double check your work. The clearance can change when you tighten the lock nut.
Sometimes you have to set the tappet loose and when you tighten the lock nut it will pull the tappet into the right clearance. However, when it comes time to change things it can get expensive. Each shim is a certain thickness. If you need more valve clearance, you need to put in a thinner shim.
So if you need. That shim is thinner so that would add. Got that? No huh? Well, just remember each shim size goes up or down. A shim numbered is. Let's see WOW, that adds up fast. AND you are replacing good parts. The shims rarely wear out. Good news is you can swap shims between valves. Tight one for a loose one, loose one for a tight one, and save some money.
Get the valve cover off. On most shim engines that entails bolts, a real fragile gasket that is easy to break and a big H shaped cover. Some of the engines will have a thick rubber gasket that can be a bit of a pill to get back on. On both just take your time and gently work them off and back on. If you tear or rip either type of gasket you will need to buy a new one and they can be rather expensive. Now you will find that things look a bit different from a rocker engine Well, except of course, when there are.
They call them cam followers. More about that later. You will notice the cam and the shim are real close together. To get that shim out first put that cylinder at Top-Dead-Center of the compression stroke. Then rotate the shim bucket till the notch on it is out.
Then rotate the engine so the cam lobe pushes the shim and shim bucket down. Now you use a special tool to hold the edge of the shim bucket down and rotate the cam lobe out of the way. You may have to do this several times to get it right. Reach in the notch with a small screw driver and pop the shim up. Remove it with tweezers. Look on the down side of the shim and it will give you it's size.
If you can't make out the numbers, measure it with dial calipers. Sounds so easy doesn't it? Now when you put in the special too be very careful and don't force anything. Go slow. It all should feel very smooth. If it feels like it is binding IT IS. Consider yourself warned! The Yamaha XS series of engines uses a different tool.
But the idea is still the same. Naturally, there are different tools for each make of engine. The tools are not too expensive so I just buy them, but I think you could make them too.
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