Ford COUGAR 1968 Shop Manual page 313

PART 8-2- 8 9 8
And 200 Six
Section Page
1 Description and Operation
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8-29
Manifolds
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8-29
Cylinder Head
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8-29
Cylinder Block
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8-29
Valve Train
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8-30
Lubricating System
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8-3 1
Cooling System
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8-32
Closed Crankcase Ventilation System
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8-32
Exhaust Emission Control Systems
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8-33
Imco
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8-33
Thermactor
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8-33
2 In-Vehicle Adjustments and Repairs
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8-35
Engine Front Supports
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8-35
Engine Rear Support
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8-35
Thermactor Air Pump Drive Belt
Adjustment
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8-36
Thermactor Air Pump Drive Belt
Replacement
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-8-36
Thermactor Air Bypass Valve
Replacement
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8-36
Thermactor Check Valve Replacement.
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-8-37
Thermactor Air Manifold
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8-37
Thermactor Air Supply Tube Replacement
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8-37
Thermactor Air Pump Drive Pulley
Replacement
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8-37
Thermactor Air Supply Pump
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8-37
Thermactor Air Pump Relief Valve
Replacement
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8-37
Thermactor Relief Valve Pressure
Setting Plug Replacement
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8-37
Section Page
Thermactor Air Pump Centrifugal Filter
Fan Replacement
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8-37
Exhaust Manifold
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8-37
Closed Crankcase Ventilation System
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8-38
Valve Rocker Arm Shaft Assembly
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8-38
Cylinder Head
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8-39
Valve Spring, Retainer and Stem Seal
Replacement
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8-40
Water Pump..
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8-4 1
Cylinder Front Cover and Timing Chain
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8-41
Front Oil Seal Replacement
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8-42
Camshaft
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8-42
Camshaft Rear Bearing Bore Plug
Replacement
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8 - 4 3
Hydraulic Valve Lifter Replacement
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8-44
Main and Connecting Rod Bearing
Replacement..
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8-44
Pistons and Connecting Rods
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8-46
Flywheel
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8-47
Clutch Pilot Bushing Replacement
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8-47
Oil Filter Replacement
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8-48
Oil Pan
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8-48
Oil Pump
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8-49
3 Engine Removal and Installation
....................
8-49
4 Major Repair Operations
..............................
8-50
Crankshaft
..............................................
8-51
Camshaft Bearing Replacement
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8-52
Cylinder Assembly Replacement
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8-53
Cylinder Block Replacement
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.8-53
Engine Disassembly
........... ..... .. ..... .........
8-54
Engine Assembly
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8-54
1
DESCRIPTION AND OPERATION
The 170 and 200 Six engines (Figs.
I, 2, 3 and 4) have compression ratios
of 8.7 and 8.8 respectively. The 170
Six engine has a piston displacement
of 170 cubic inches and the patent
plate identification symbol is U. The
200 Six engine has a piston displace-
ment of 200 cubic inches and the pat-
ent plate symbol is T.
The 170 and 200 Series engines use
either the Thermactor or the Imco ex-
haust emission control system to keep
exhaust gas contaminants at an accep-
table level. Engines on standard trans-
mission vehicles incorporate the Ther-
mactor exhaust emission control
system. On vehicles with an automatic
transmission, the engines incorporate
the Imco exhaust emission control
system. The distributors are not inter-
changeable between these two types of
engines, due to special calibrations
for the Imco exhaust emission control
system. For a detailed description re-
fer to Exhaust Emission Control Sys-
tems in this section.
An improved closed crankcase ven-
tilation system reduces the amount of
air pollutants emitted by the crank-
case ventilating system.
MANIFOLDS
The intake manifold is cast integral-
ly with the cylinder head. A hot and
cold air cleaner eliminates the need
for the coolant-heated spacer. The air
cleaner draws warm air from around
the exhaust manifold as needed during
cold operation.
Exhaust gases provide the heat nec-
essary to assist in vaporizing the in-
coming fuel mixture. The exhuast mani-
fold is a one-piece runner type of cast
iron.
CYLINDER HEAD
The cylinder head carries the
valves, valve rocker arm shaft assem-
bly, integrally cast intake manifold,
the coolant outlet and thermostat.
Valve guides are integral with the
head. The valves are arranged from
front to rear E-I-I-E-I-E-E-I-E-I-I-E.
CYLINDER BLOCK
The cylinders are numbered from
I to 6 starting at the front of the en-
gine. The firing order is 1-5-3-6-2-4.
The distributor, located on the left
front of the engine, drives the oil
pump through an intermediate drive
shaft.
The crankshaft used on the 170
engine is supported by four main
bearings. Crankshaft end thrust is
controlled by the flanges of the No. 3
main bearing.
The crankshaft used on the 200
engine is supported by seven main
bearings. Crankshaft end thrust is
controlled by the flanges of the No. 5
main bearing.
The pistons have two compression
rings and one oil control ring. The
top compression ring is molybdenum
coated and the lower compression
ring is phosphate-coated. The oil
control ring assembly consists of a