Table of Contents
Advertisement
8-18
PART
8-2
(138)
430 V-8 ENGINE
Section
Page
Section
Page
1 Description and Operation ................ 8-18
2 In-Car Adjustments and Repairs ............ 8-23
2 In-Car Adjustments and Repairs (Continued)
Camshaft Rear Bearing Bore Plug
Engine Supports ....................... 8-23
Replacement ........................ 8-36
Intake Manifold ....................... 8-24
Main and Connecting Rod Bearing
Exhaust Manifold ...................... 8-25
Replacement ........................ 8-36
Valve Push Rod Chamber Cover ......... 8-26
Piston and Connecting Rod Assembly ..... 8-38
Valve Rocker Arm Cover ............... 8-26
Flywheel ............................. 8-41
Valve Rocker Arms, Shafts and Push Rods 8-26
Oil Filter and Adapter .................. 8-41
Hydraulic Valve Lifters ................ , . 8-27
Oil Pan . . . . . . . . . . . ................... 8-41
Positive Crankcase Ventilation System ..... 8-28
Oil Pump ............................. 8-42
Oil Filler Pipe and Cap ................. 8-43
Cylinder Heads ........................ 8-29
Valve Spring, Retainer and Stem Seal
3 Engine Removal and Installation ........... 8-43
Replacement ........................ 8-31
4 Major Repair Operations .................. 8-46
Crankshaft Damper .................... 8-32
Crankshaft . . . . . . . . . . . . . . . . . . . . . ...... 8-46
Cylinder Front Cover .................. 8-33
Camshaft Bearing Replacement ........... 8-48
Timing Chain, Camshaft and
Engine Disassembly .................... 8-49
Crankshaft Sprockets ................. 8-34
Cylinder Block Plugs and Fitings ......... 8-50
Camshaft ............................. 8-35
Engine Assembly ...................... 8-50
D
DESCRIPTION AND OPERATION
The 430 V-8 engine (Figs.
1,
2
and 3) has a 4.300-inch bore and a
3. 700-inch stroke. It has a total pis-
ton displacement of 430 cubic inches
and a compression ratio of 10.1 : 1.
The warranty plate identification
symbol for the engine is "H".
MANIFOLDS
The four-venturi manifold is of the
water-jacketed design. A wide layer
of water constantly circulates within
a chamber located below the intake
air passages which allows close con-
trol of intake manifold temperatures.
The intake manifold port arrange-
ment is shown in Fig. 4. The four
fuel-air intake ports of the manifold
are positioned in a manner that
places the carburetor primary barrels
in the center of the intake manifold.
The secondary barrels are located
off-center toward the rear. The cen-
trally located primary barrels pro-
vide uniform fuel-air distribution to
all cylinders.
The exhaust manifolds are secured
to the cylinder heads. An' air inlet
duct and shroud assembly is posi-
tioned on the left exhaust manifold
and directs warm air into the air
cleaner and carburetor.
CYLINDER HEADS
The cylinder head assemblies have
a flat machined surface and contain
the valves, springs and related parts.
The valve guides are an integral part
of the cylinder head.
The front to rear valve arrange-
ment for the cylinder heads (Fig.
4) is as follows; right bank I-E-I-E-
I-E-I-E, and left bank E-I-E-I-E-
I-E-1.
CYLINDER BLOCK
The cylinders are numbered from
front to rear, on the right bank 1, 2,
3 and 4 and on the left bank 5, 6, 7
and 8. For easy reference, each cylin-
der number is embossed on the in-
take manifold and is located directly
over the cylinder bores.
The cylinder firing order is 1-5-4-
2-6-3-7-8. This information is em-
bossed on the top surface of the in-
take manifold.
The cylinder block is cast in one
piece with cored passages for cooling
the entire length of the cylinder
barrels.
Each cylinder has an angle wedge
combustion chamber at the top of
the cylinder bore. The combustion
chambers-in-block are formed by
machining the top of each cylinder
bank on a 1
oo
angle to the piston
(Fig.
3).
The pistons are of a step design.
Two raised projections on the dome
of the piston prevent damage to the
piston or valves
if
contact (valve
float) should occur.
Slotted openings in the piston are
parallel with the level of the oil
control ring. These openings reduce
heat build-up between the cylinder
wall and piston body. The openings
also allow trapped oil to return
rapidly to the crankcase. The slot
openings also work jointly with oil
passages drilled through the pin
bosses of the piston. Oil from the
cylinder walls, received through the
piston openings, lubricates the piston
pins, then drains into the crankcase.
The oil control ring (lower ring)
has two chrome-plated steel rails
which contain the self-expanding
spacer. The spacer has ample open-
ings for positive oil control.
The second compression ring is
phosphate-coated and has a scraper
groove. The top compression ring
has a chrome-plated
face
to resist
abrasive wear, scoring and scuffing.
The piston pins have an interfer-
Advertisement
Table of Contents
Troubleshooting
