Grey Motor
From Holdenpaedia
This is a WIP originally submitted by T:
Contents |
[edit] Grey Motor History:
[edit] Grey Motor Engine Numbers:
Submitted by FB_MAD on Mon, 13/03/2006 - 23:44.
If its any help and briefly speaking the grey motor engine numbers were
FE/FC "L" prefix then a number
FB/EK "B" prefix then a number
EJ "J" prefix then a number
FX/FJ were just straight numbers with no letter prefix although some FJ's did have a "U" prefix then a number.
A history of
GreyMotors
can be found here.
[edit] Grey Motor Tappet Adjustment:
Submission by Jacks.
To adjust Tappets correctly the engine should be HOT, Remove the air cleaner and rocker cover then if you restrict the oil flow from the "OIL BLEED HOLE" where the connector is at the two halves in the middle of the rocker shaft, then this in turn would stem the flow of oil dripping from the head and going onto the floor etc
The engine at a slow Even idling, adjust the clearance between the rocker arms and ends of the valve stems (check for the recommended specification)'''
[edit] Important Note:
For the correct clearance, assume that the rocker arm contact face has been machined that there is no valve stem impressions on the rocker arm contact face as the feeler gauge will give a false reading.
Don't forget to remove the restriction after the adjustments to the tappets, the top cut out of an old rocker cover, is good as well to keep the oil at bay
Refit rocker cover, and at if need be fit new rocker cover gasket, Don't over tight the screws keep going around and just nip them evenly.
[edit] Rocker Oil Supply:
The Rocker Oil Supply in a Grey Engine is fed to the Rocker Gear by a Pipe located behind the Side Cover.
[edit] Adjustable Tappets:
Grey engines used solid lifters as standard and so used adjustable tappets. Hydraulic lifters were fitted from red engines on.
[edit] To Carry Out These Operations:
The engine is cold so rotate the crankshaft, clockwise.
Check that No. 1 piston is at T.D.C. on the compression stroke, then turn No. 1 Inlet Valve rocker arm to get the zero clearance between the valve stem and the rocker arm, you should be able to feel this by hand as you will notice that all the side play of the push rod has been eliminated.
Then when you get to this position you then turn the rocker adjusting nut by an additional Half Turn to bring the tappet plunger to the midway position of its travel.
Then do the same to the Exhaust valve while still at the No 1 Cylinder.
Then repeat the same same adjustment to the remaining cylinder's the rockers will now no longer need any further adjustments. Refit rocker cover and if need be, fit new rocker cover gasket, Don't over tight the screws, keep going around and just nip them evenly.
End of submission by Jacks.
[edit] Benefits of Falcon Rocker Gear:
Submission by Oinks308.
When I owned my FX Holden it had a Speedway motor fitted to it and when we fitted the cam up I accidentally mixed up 132 Pushrods with the 138's (they're shorter) and came up with no way to lock down the adjusters, one day at the old Car Dump I stumbled across a set of Rocker gear from an early 60's Falcon long motor (144ci/170ci?) and I oiled up the Grey's Rockers and threaded these directly into them.
They are a self locking hollow nut and work brilliantly, no more struggling with a ScrewDriver and Spanner over tightening them and closing the gaps, just a twitch on the socket or ring spanner and it was adjusted, a fluke on my part but a brilliant mod to an otherwise awkward way of adjusting the Rockers...
Maybe this could help some old Side Platey Nut out of a bad situation?
Think of this; Shorter PushRods would surely mean less chances of bending under high Rev's? (Which was how I ended up having to change my pushrods originally, 132 to 138 can have its draw backs and yet... advantages... ;{)
End of submission by Oinks308.
[edit] Grey Motor Pushrod Lengths:
FX-FJ 10.305" / FE-FC-FB 10.4" (+/- .015") / EK-EJ 10.212" (+/- .015")
