392 starter cranking speed, oil smoke, compression?

From what I've read elsewhere both are standard rotation engines and the difference is in the gear boxes. Watch the flywheels while someone shuts the engines down, as they coast to a stop you should be able to tell if the are both standard rotation or 1 standard and 1 reverse.
 
sdowney717 said:
also, I set the valves .oo4 greater clearance cold than what they say hot. I think it is too loose anyway. A hot adjustment, not keen on burning myself slaving over a hot motor setting the valves.

Is it possible the camshaft distributor drive gear could have a reverse spiral cut helix to make the distributor spin cw ?
Here is pics of the camshaft gears on the port side.
Click to expand...


Would think setting at hot spec while cold would be ok. The lash usually loosens up on an all iron engine especially on the intake. Although the exhaust will have a tighter while running clearance by the time you get it apart the lash will have gone back larger.


Reverse helix on both the gear mates is the only way to keep the dizzy going the correct direction and turn the cam the opposite direction and a common practice on marine reverse rotation engines.

Now days the engines all turn the same standard direction for the most part (except for some larger format marine diesels) but the prop shafts are reversed through the transmission.
 
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Oh yes they absolutely are reverse rotation motors.
The velvet drive 71 - 72 series cant reverse rotate the props full time due to internal design, when in reverse, the velvet drive uses a bushing plus I thing the gear ratio changes in reverse mode which would wear out in full time use. It is just the way it was done.
rotation guide
velvet drive - marine | products

Operating any of the above transmissions in reverse to obtain forward boat motion will severely
damage the transmission. The reverse gear is not made to handle higher than idle rpm. The shift
on the transmission must be toward engine when boat is moving forward.
Click to expand...

They dont mention the cr-2 which can go either way on the output. I think it was discontinued in favor of the 5000 series.
http://www.tadiesels.com/borg_warner-cr2.html
 
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would think setting at hot spec while cold would be ok. The lash usually loosens up on an all iron engine especially on the intake. Although the exhaust will have a tighter while running clearance by the time you get it apart the lash will have gone back larger.
Click to expand...

Yes, I might redo this after I think about it. Exhaust stems would lengthen more than intakes since they get hotter.

What do the Chevy 350 guys set lashes to?
Would it not be similar?
All I can think is IH did not want these valves to ever float open.
If you run the motor hard, it will heat up more and lash would tighten up more I would think. Boat can put the motor under a lot more strain than a car or truck.
You do hear the valves with the loose lashes.

Apparently looser than what mine is.
.024 for intake and .030 for exhaust hot
Click to expand...
http://forums.corvetteforum.com/c3-...1972-solid-lifter-valve-lash-adjustments.html

Plus a discussion on cold lash
http://www.nastyz28.com/forum/showthread.php?t=170882
 
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The lash setting for a solid lifter profile has nothing to do with what engine it is but what size the cam clearance ramp is. This can be mapped using a dial indicator and a degree wheel.

My model a's 327 with a comp 284h is set at 22 I and e. Some cams that are considered tight lash can be as small as .008-.010.

Running a particular cam looser that spec will do nothing but beat the valve train to death and I absolutely recommend against doing that.
 
Hello,

just joined, I was looking for any info on v392 solid lifter cams. I have a new complete setup with pushrods, lifters, cam, rocker arms and rocker arm shaft asm. From palmer marine. I purchased them from palmer back in the late 70's when I was more into hot rodding IH's. Never got around to installing it. I had just turbo'ed the engine, got too busy to finish the project. Anyway, truck was wrecked and didn't need them. I think IH used this setup in the industrial division also. I thought this would be better for a turbocharged setup. If you want I 'll try to find out what the lash should be. Think I still have the 392 industrial service book with this info.
 
Hi,
in my palmer manual it says .024 exhaust hot and .018 intake hot

in my study of this apparently numbers are mostly posted for hot running motors. Makes sense seeing when things warm up they lengthen.

Can you tell me if they listed part numbers for the solid lifters-cam, etc...? I called around and sent in pictures of the dumbbell lifter to various places and lifter companies told me they dont exist.

Is that cam for a standard rotation motor?
How about putting up some pictures.

It would be great if you could post that industrial service book online at docstoc.com

I scanned in my palmer IH operators manual into a pdf and posted it
http://www.docstoc.com/docs/34445237/1970-palmer-marine-engine-manual-ih304-ih345-ih392
 
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