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You can now remove your old timing chain if you need to. Place the new chain over the crank snout and let it droop down like before. Leave the oil pump off the car for now.
End of optional section This step is one of the KEY parts of the install. If you mess this part up, you risk major engine damage once you try to start the car up later on.
However, we'll verify everything is right before we go further, so don't worry too much. The goal here is to get the cam gear back onto the front of the cam, with the chain in place.
That part is easy enough, the hard part is getting the dots lined up. There is one dot on the face of the cam gear, and one dot on the front of the crank gear behind the oil pump.
Thread your old crankshaft bolt back into the crank and with a wrench, turn the crankshaft until you see the small black dot pointing straight up.
See picture on the left for reference. Next, in your hand, orient cam gear so dot is on bottom and hold it up to the front of the cam That is where the cam alignment dowel goes in.
Spin camshaft by hand so dowel looks like it'll line up with cam gear properly to align the dots. Put the timing chain on the crank gear, and then put it on the cam gear, holding the cam gear up with your hand to keep tension on the chain.
Carefully try to get the camgear to seat on the front of the cam. If you don't get the hole and the dowel aligned just right, you're just going to push the cam back into the block.
If you are having trouble aligning it, try threading a cam bolt through the gear into the cam to grab it and line it up like that.
Most likely you are going to have to keep moving the chain on the cam gear until you get the dots lined up just perfect, and you'll have to get lucky and have the cam oriented just perfect so the gear seats on like it should.
If all this sounds complicated, just look at the picture on the left and make yours look exactly like that.
Don't get mad if this part takes minutes of trying until it all looks correct. Once it's all together, make If it looks off a little bit, turn the crankshaft by hand again to see if the 2 dots do indeed line up when they are straight up and down If you removed your oil pump in the previous step, you'll need to do this to reinstall it Find your oil pump pickup tube O-ring, it may be brown or blue in color.
It will either be inside the opening of your stock oil pump, or it'll still be on the snout of the pickup tube.
If it was inside the oil pump, remove it and place it on the snout of the pickup tube If you bought a new oil pump, get it out now and place your old pump aside.
Now, push the pickup tube downwards with one hand, and with the other, try to line up the gear on the oil pump with the gear on the crankshaft and push it on.
Again, this may take a few minutes to get the gears all lined up. Once the pump slides on, rotate it a little and try to line up the snout so it'll slip into the oil pump nice and centered.
If you try to insert it off center, you run the risk of chewing up the o-ring which will mean you have very little oil pressure and have to tear all this apart to get back in here to replace it.
You don't want that, so make sure you insert the pickup tube nice and centered. It shouldn't take much force at all to push it in.
Now, retighten up the oil pan bolts. End of optional section Part 3: Changing the springs Time To Complete: Before we get started, I want to show you the parts that we'll be dealing with.
The most obvious part is the valve spring. Under the valve spring is a metal "spring seat". The seat sits on the head, and the spring sits on the seat.
The valve stem goes straight up through the center of the spring and at the end of the valve stem is a hat.
The hat is called a "retainer", and it is locked into place using 2 pieces of curved metal called "locks". Now, on and later LS1's, integrated with the seat is the valve seal On LS1's, the valve seal is a separate piece that must be removed to get the seat off.
If you are not replacing spring seats most setups will not require this , then you do not need to worry about seals or seats so you can skip those steps below.
Okay, let's get to work. The first thing we need to do is remove all 8 spark plugs. Sometimes a 1 inch extension is handy, but for the most part no other fancy adapters are needed.
Now that the plugs are removed, we need to figure out a way to keep our valves from falling into the cylinder, since when we remove the spring and retainer NOTHING but friction will be holding the valve up.
If it falls, it could spell disaster. There are a few options for this, but I'll detail the 2 I like to use. Option 1 Use an air compressor and spark plug fitting to pressurize the cylinder This is probably the easiest method if you have an air compressor.
It will require you to get a special air hose fitting that lets you screw into the spark plug hole. These come in many of the leakdown testing kits as well as a cylinder pressure testing kit.
All you need to do is remove the schrader valve in one end of the hose, screw it in, and hook the other end up to an air supply set at around psi.
Once the cylinder is full of compressed air, the 2 valves for that cylinder will be locked up in place. Option 2 Top dead center method This method requires you to put the piston at the highest position in the bore, so that when you start to compress the spring, the valve can only drop until it hits the piston.
When the piston is at top dead center, the valve can't move very far at all. There are several ways to accomplish this: You should be able to feel when the piston comes up to the top.
B This method is a bit more elegant. Rotate your motor over by hand until your cam gear and crank gear are dot to dot like you set them up as earlier.
At this position, piston 1 and 6 should be at top dead center. You can change the 4 springs on these 2 cylinders now using the instructions below.
After you change those 4, then, rotate the crankshaft a full 90 degrees, and the cam gear dot will turn 45 degrees, as if it is pointing to 7: Now piston 8 and 5 are at the top and can be changed.
Rotate another 90 degrees on the crank and your cam gear dot will now be at 9 o'clock. Piston 7 and 4 can now have their springs changed. You can now change your remaining four springs on piston 3 and 2.
Now that the valve won't be falling down into the cylinder, we can compress the spring. Spring compressors come in so many shapes and sizes it's impossible to list them all.
Use this tool at your own risk! The tool from Scoggins Dickey will not fit on the back two cylinders on the passenger's side, but the other 6 cylinders work fine.
For the back two, the MORE tool does the job great. Install whatever spring compressor you chose, and start compressing the spring.
Now, if the VALVE stem is moving down with the retainer, you may need to tap the retainer lightly with a hammer to pop the valve out of the retainer sometimes they are sort of wedged in there really good.
Once you've got the spring compressed enough, the 2 metal locks should be just sitting in there next to the valve stem.
Using a magnet, you should be able to easily remove these locks. If they are still stuck in there, you may need to compress the spring a little more.
The locks are removed, so literally the only thing holding the spring down now is the compressor. Unbolt the spring compressor and remove it. You can now pull off the spring and retainer!
If you have a or earlier, the oil seal will be a small black or brown thimble shaped thing, and you can now remove the stock spring seat using a pen magnet is easiest to pick it up.
Now that you've got the old seal and seat removed, place your new seat down until it's flush on the head surface.
The seal for the intake is black, and the seal for the exhaust is brown. Before you install the seal, smear some motor oil onto the valve stem and onto the black valve guide.
Place the seal onto the top of the valve guide, take a deep 12 point 10mm or 12mm socket and put it over the valve so that it's up against the valve seal, and tap it with a hammer until it seats solidly.
There will be a gap between the seal and the seat, that is okay! End of optional section Now, toss your new spring onto the seat and place a retainer new if you got them, otherwise reuse the stock ones as long as the springs accept them on top of the spring.
You don't want to snag the retainer on the valve stem while you are compressing the spring. Now put the locks in.
If you are using a tool where you have to manually compress the spring by hand as you are installing the locks, it may help to put a dab of grease in the inside of each lock It's a handy trick if the you are having issues getting the locks in.
The locks need to lock into a groove on the end tip of the valve stem so you should be able to easily tell as you decompress it if it worked or not.
Repeat the above for all 16 springs and you're done! From this point on, it's all reassembly! The hard parts are over.
You can start by putting the 8 spark plugs back in to the motor if you removed them. Put a dab of anti-seize on the threads and HAND thread them into the hole to ensure you do not crossthread them in.
It is a good time to put in brand new plugs. NGK TR's with a plug gap around 0. Reassembly and testing Time To Complete: Now, using your 24mm socket wrench, turn the motor over by hand should be difficult as you are now building compression and make sure the motor turns over by hand turns.
If you feel the crank get stuck at a certain point to where it does not want to turn anymore, you somehow messed up the degreeing of the camshaft, or your cam is WAY too big to clear stock pistons.
This check is NO substitute for a real piston to valve clearance check, but it will catch any gross errors like lining up the dots VERY incorrectly.
Assuming all went well, let's move on. Place your valve covers back on the heads and bolt them down. The valve cover bolts do not need to be tight, as the valve covers use a rubber gasket to seal.
Re-attach any PCV connections you removed. Now reattach your coils, and reattach the plug wires but DON'T plug in the big white coil pack wiring harness yet.
For the coil end of the wire you'll hear it snap twice, and for the spark plug end you'll feel it snap onto the plug. I usually put a dab of dielectric grease inside both ends of the wire before I reattach it.
Now, we need to put the front cover back on; however, it's best to not reuse the front seal that is pressed into the hole in the middle of the cover.
Using a big flathead screwdriver and a hammer, hammer the seal out from the back of the cover as shown in the picture.
Hammer all around the seal and work it out. This may require some pretty heavy hitting with the hammer. Once you have removed the seal, place your new seal centered on the hole.
Using a block of wood or very careful hammer placement, tap the front seal into the hole. Again, this may take some trial and error as when you hammer one side in, the other will pop up.
That is where the block of wood comes in handy as you can hammer the whole seal in equally using it.
Now that the new seal is in, you need to place a bead of silicon RTV gasket maker along the bottom edge of the timing cover.
Now place the cover on the front of the engine make sure you have the timing cover gasket in place, and oriented the correct way it is NOT symmetrical!
At this time do NOT tighten any of the bolts. Just get them started a few turns and let's move on. Seat your pulley back onto the snout of the crankshaft as best you can by hand.
Use your old stock crank pulley bolt to pull the pulley onto the crankshaft until the bolt seems to get impossible to turn. Now, break the bolt free and remove it.
If you did not buy a longer crank bolt, and you are reinstalling the stock pulley, you run the risk of stripping out the first few threads of the crankshaft.
This will NOT be fun to fix! Take your NEW crank pulley bolt and thread it in all the way by hand. Now, we need to stretch the bolt into place.
Get your breaker bar and pipe extension, and try to turn the bolt degrees past where it is at now, keeping in mind the engine will be trying to turn some and those are degrees you can't count.
Again, I always seem to get about degrees worth estimating, knowing what 90 degrees looks like and leave it as is so don't worry about going crazy here.
Once the pulley is installed, the timing cover should be nice and centered around it, so we can now tighten all 10 of those timing cover bolts.
Reinstall the water pump now, using new gaskets if you bought them. Hand thread in all 6 water pump bolts as far as you can, then finish the job off with a wrench.
Connect the 2 smaller heater hoses going to the side of the water pump now. You can now reinstall the main drivebelt by compressing the belt tensioner with a 15mm wrench.
Now work the radiator back into place. Once it's all back in, now reconnect the 2 big hoses going to the water pump, and reconnect your coolant vent tube that goes from the throttle body or under the throttle body if you have a coolant bypass installed to the radiator neck.
Also reconnect the as well as the radiator over flow hose to the radiator. Get under the car and re-snap all the wiring harness back into place on the back of the fan shroud.
You can now plug in both the fan electrical connectors as well. Optional Before you reinstall the air intake setup, you may want to drill your TB.
This will be a trial and error process that will be different on each car and camshaft combination. If you purchased a very large cam and will be trying to drive it on stock tuning, go ahead and enlarge the hole a little even before we fire it up the first time.
To remove the throttle body, you'll need to unbolt the 3 10mm bolts holding it to the intake manifold, and also unclamp the 2 coolant lines running to the throttle body unless you have a coolant bypass.
Once it is off the car you can drill it. There will already be a hole in the stock throttle body blade. Slide the lid into place and snap the clamps down.
If you removed your strut tower brace, reinstall it now. Now we need to do a final check on everything. Go ahead and start to fill up the radiator with coolant.
Once you pour a jug in, fill the jug with water and pour that in. Keep pouring until the radiator is full, and then keep the jug with water handy as we'll need to re-fill the radiator in a bit.
Now double check your oil level, go over the engine bay and look for ANY loose connections, hoses, belts, wires, etc. If all looks good, go ahead and reconnect the battery cables and we're ready to rumble!
Now, make sure the radiator cap is removed and the coil pack main wiring harnesses are disconnected one big white connector on each side.
Get in the car. Insert the key, pray, and turn the motor over for 4 seconds If you heard a god awful noise, you screwed something up.
Chances are the cam is either too big or the cam was not lined up right with the timing marks on the crank! If the car turned over fine, connect the 2 coil pack harnesses.
There are a few things you need to know before you turn the key: This is because the lifters need to pump up with oil.
It will sit at zero very briefly, and within seconds it should come up to psi at idle. Some year model cars take time to "learn" the cam so it may try to stall before then.
Turn the key being sure to keep an eye on the oil pressure gauge. Make SURE oil pressure comes up within 5 seconds it'll take a few seconds since the motor has been apart and you may have swapped the oil pump and if it doesn't, shut the car off.
The car should idle really poorly depending on how big you went with the cam , and rpms will fluctuate a lot. If all is going well, let the car idle up to full temperature, making sure to constantly watch the radiator and refill as necessary.
Once the engine reaches full temp, reinstall the coolant fill cap and you are ready for your test drive! For the first day, cruise around in the car as long as you like and get the car nice and hot, but don't take the RPMS over until the springs have a chance to cool overnight.
The next day you can take the car to redline, just remember that HIGH rpms on stiff high performance cold valve springs is bad, so from now on make sure your engine is warm before you beat on your car.
A common code at this point is P Random Misfires , and may happen from time to time when idling depending on the size of your camshaft. This is nothing to worry about, and if it bugs you, tuning can get rid of it.
This will make it difficult to drive at first, but after miles of city driving it will learn itself out. If it doesn't, programming will be able to fix the issue or you can drill a bigger hole in your throttle body blade to let more air in at idle.
More aggressive cams WILL make the engine sound like a sewing machine, especially when you are inside the car driving with the windows up and radio off.
You have finished installing an LS1 cam and springs! Enjoy your new power, and email me to let me know your success!
I love to hear when people use my site! I'd like to thank: Well, that all depends. If you've got a car with under 36k miles on it and you aren't going too extreme with the cam, I'd say you'll be just fine.
If you've got a higher mileage car, or a cam that is bigger, you really should replace the chain. An important thing to note is that to change the timing chain, it means you'll have to pull off your oil pump.
This adds a little risk to the install as the O-Ring that seals the pickup tube to the oil pump gets pinched every once in a while. If that happens, you'll find yourself tearing the engine back down to replace the O-ring.
There are a few timing chains to choose from. There are upgraded single roller chains that are a little beefier, like the JWIS chain Thunder Racing sells, and there are also some double roller timing chains which are actually like 2 chains in one.
The double roller setup will be VERY strong and very hard to break, however it requires a little more effort to install including pulling off the lower cam gear, and shimming the oil pump.
It also makes bolting in the pickup tube more difficult as the pump is now shimmed outwards. If you are up for the extra effort, the double roller is worth it.
If you have a later model LS1 then it is less of an issue as the quality control did seem to get better on the oil pumps early ones would fail, toasting a motor.
If you do end up buying a new oil pump, definitely get a new timing chain as the install will be "free".
I myself have gone through about cams before I found the one I liked the most. For me, a LSA was more my taste and mid to high 's duration was about what I can stand without being annoyed at all by drivability issues.
Just pick a cam close to what you think will be good, or go with what a buddy has used. Don't get caught up in a few horsepower here or there, a degrees, 10 thousandths lift, just go for something in the general area and work from there.
If you plan on putting a cam in ONCE and only once, go with something countless others have used so you can put it in and not worry about if you made a good choice, and don't look back.
If you will be revving the car up above rpms and have aggressive cam lobes like a Comp XE-R lobe then yes, I think you should get titanium retainers.
As long as you choose a mild to average camshaft, stock tuning is probably going to be just fine. It will not be best for power or drivability, but it will get you around.
An A4 with stock tuning will probably be able to handle less of a cam than a 6 speed with stock tuning due to the fact an A4 has more of a load on it at idle and idles lower.
Some people with 6 speeds daily drive cams over duration with LSA using the bone stock factory tuning, and while the car may stall from time to time at idle, it can get you around and to work everyday.
The tuning will just smooth the rough edges and get some more power out of the combo. LS1's have a roller cam, so motor oil and no camshaft break-in is perfectly acceptable.
A couple of heat cycles on the springs is all you will need. You should probably get back to the oil pump and pull the pickup tube to inspect the O-ring.
If it is torn, you'll need to order a replacement from GM. I would not recommend using a generic replacement rubber O-ring.
Well, if you've installed a cam with high lift, your base circle will be smaller. Since the base circle is smaller, even if you have heads that have been milled 30 thousandths of an inch, 7.
If you have severely milled heads, and a cam without extreme lift, 7. Yup, the stock rocker arms will be fine. In fact, higher ratio rocker arms are not recommended at this time as it exagerates the cam ramp rates and could be even more harsh on your valvetrain.
Since you put are putting in a cam, you might as well just get it with the right lift and duration with a 1. However, there are some nice replacement 1.
Yes, in some circumstances especially when using a corvette ASP pulley , the ASP pulley will need to be machined for clearance when using a double roller timing chain.
The picture on the right illustrates the machining required. E-Mail me if you used or enjoyed this article Feedback and hearing people's experiences when using my instructions is very important to me.
If you used these instructions, drop me a line and let me know how it all went. With button pressed in below the outer housing, slide the battery pack out from the handle.
You need only plug the cable into your host. Some POS keyboards require more intricate installation instructions.
Male, TxD on pin 2 or TxD on pin 3. Female, TxD on Pin 2 or Pin 3. For other pinouts and cable types, contact the Symbol Support Center at Failure to do so may re- sult in hardware damage.
There are four basic steps to this installation: Remove the printer assembly as follows: Replace the Keyboard and Top Cover 1.
Replace the keyboard down into the retaining glides. Replace the top cover as follows: Replace the display cable if display is integrated.
Sliding Printer Locking Tabs Interface Guide Figure Connecting J2 to J16 Figure Be sure the IBM terminal is powered-down. Open the door over the ribbon cartridge as shown in 2.
Loosen the right side panel screw see at top of the rear corner; pull out to the side and push back to remove the panel. Remove the protective foam from the register end of the base station Y- cable, and insert into the cable assembly.
Place the assembly near the bottom of the register behind the keyboard. Interface Guide Screws Figure Removing Keyboard Cover Figure Opening Card Cage Figure Voltage Adjustment Hole Figure Installing Keyboard Connector Ensure that the NCR is powered down and unplugged.
Open the door on the top, left-hand side and remove the two screws which fasten the steel plate to the terminal cover. Slide the steel plate to the left to remove.
Slide that end under the board assembly inside the register. Leave enough slack to make the connection required in the next few steps. Switch off the NCR Remove the two large, pan head screws from the front of the terminal to allow the top section to open up.
Use the two hood support rods located to the sides of the housing to support the top section. Remove the keyboard by grasping the keyboard cover at its corners and lifting upward.
Interface Guide Fujitsu Installation 1. Switch-off the Fujitsu , and disconnect the power. Push down on the keyboard release latch below the keyboard.
Pull the keyboard forward, lift and remove 2. Press down the printer release tab. Push the printer back and remove. Press down the display release tab.
Interface Guide Interfaces Select the appropriate interface cable assembly for your host system. Chapter 6 Programming Programming Overview Before programming, follow the instructions in the 5: Programming occurs through use of bar code menus.
Simply ignore those parameters not designed for your application. For example, if you want to set the baud rate to , simply scan the bar code listed under Baud Rate.
These assemblies, their corresponding defaults, and additional bar codes begin in Menus. If autodiscrimination is chosen, the LS will, after additional processing to ensure a good decode, transmit either.
To minimize the risk of invalid data transmission, it is recommended that you select whether to read or Programming Code 39 Check Digit When enabled, this parameter checks the integrity of a Code 39 symbol to ensure it complies with a modulo 43 check digit algorithm.
Increasing levels of security are provided for decreasing levels of bar code quality. There is an inverse relationship between security and scanner aggressiveness, so be sure to choose only that level of security necessary for any given application.
A higher level of redundancy ensures the accuracy of a decode in, for example, poor quality symbols. The following are standard selections: The scanner's baud rate setting should match the data rate setting of the host device.
If not, data may not reach the host device or may reach it in distorted form. When the host asserts CTS, data is transmitted.
Programming Software Handshaking This parameter offers control of the data transmission process. It may be used instead of, but not in conjunction with, hardware handshaking.
The base station also provides four software handshaking options: Programming When you select the wait for ENQ option, the base station waits for an ENQ, Enquire character, from the host before it transmits data; otherwise the unit transmits data without waiting for an ENQ character from the host.
Programming Serial Response Timeout This parameter determines the maximum period allowed to elapse before the base station assumes end of transmission.
The delay period can range from 0 to 9. Stop Bit Select The stop bit s at the end of each transmitted character marks the end of transmission of one character and prepares the receiving device for the next character in the serial data stream.
Programming Intercharacter Delay Select the intercharacter delay option matching host device requirements. The intercharacter delay gives the host system time to service its receiver and perform other tasks between characters.
Select from no delay to a 99 msec delay between the transmission of each character. If the host is not prepared to accept data at that time i.
Programming National Keyboard Types Use this parameter to set the national character type for keyboard characters. The following terminals do not support Italian or French International but do support the other six options: IBM , X, X; Programming Set Transmission Frequency Use this parameter to set an initial transmission frequency to avoid interference on the default channel channel Programming Parameter Selections Supported features for each host type.
Programming Code 39 Buffering While there is data in the transmission buffer, deleting Code 39 buffering capability via the parameter menu is not allowed.
These defaults take precedence over standard defaults. Chapter 7 Parameter Menus While the last section provided descriptions of all parameter options and other programming information, this one provides the bar codes to do the actual programming.
Programming Host Interface To select a host interface: Locate the type of interface from the list below. Scan the corresponding bar code from those on the following pages.
In some cases, two bar codes may correspond to one interface type; this happens when different software revisions exist for the same host type.
Transmit and Receive from Port 1.If you feel the crank get stuck at a certain point to where it does not want to turn anymore, you entropay messed festgeld consors the degreeing of the camshaft, or your cam is WAY too big to clear stock pistons. Slide the lid into place and snap the clamps down. For example, if you want to set the baud rate tosimply scan the bar code listed under Baud Rate. If you have a vernier caliper, place it on one of the lobes and compress the caliper with your hand. When setting the address of the base, you automatically set the initial frequency on best slot games the base and stargames 10 € gutschein scanner communicate. The hat is called a "retainer", and it is locked into place using 2 pieces of curved metal called "locks". An error is indicated by 6 beeps after a bar code is scanned, casino kino aschaffenburg gutschein the bar code data appears on the host display. Symbol Technologies is not responsible for any damages incurred dur- ing shipment if the approved shipping container is not used. Optional Now, if you are the curious type, you may want to measure the base circle of your new cam before you install it. Again, I always seem to get about degrees worth estimating, knowing what 90 degrees looks like and leave it as is so don't worry about going crazy here.