Cylinder Heads and

Valves
 Cylinder Heads
 Purpose – regulates the air/fuel in/out of
the engine
 Construction
 Cast Iron

 Cast Aluminum

 Overhead valve heads incorporate:

 Valves @ related components

 Coolant passages

 Valve operation mechanism(s)

 Cylinder Heads
 Overhead
camshaft heads
will also
incorporate:
 Camshaft(s)
 Rocker arms or

followers
 Hemispherical
Cylinder Heads
 Hemi – a Chrysler term for a symmetrical
cylinder design.
 Typically valves would be positioned directly
opposite in the head with (ideally) a spark-
plug positioned between them.
 Modern designs my incorporate two spark-plugs.
 NOT exclusive to Chrysler!
Hemi Head
 Cylinder Heads
 Cross flow head
design – the
practice of
placing the intake
port and the
exhaust port on
opposite sides of
the cylinder
head.
 Traditional Arrangement
 Traditionally,
combustion
chambers
would have
one exhaust
valve and one
intake valve.
 Multiple Valves
 Four valves
per cylinder –
two exhaust
and two
intake valves.
 Pentroof
design – each
pair of valves
are inline
 Intake - Exhaust Ports
 The passageways in the cylinder
head that lead to/from the
combustion area.
 Intake:
 Larger ports = more airflow

 Smaller ports = better velocity

for low RPM operation

 Longer ports = better

atomization on carb and TBI

 Shorter ports = denser A/F

charge
 Gasket Matching

•Using an intake
gasket as a
template to
“port” the heads
 Coolant Passages

 Coolant travels through

the cylinder head from
the engine block.
 Cylinder head gaskets
may be designed to
restrict coolant flow rate.
 Often a source for

corrosion and leakage.


Blown Head Gasket
 Cylinder Head Removal

 All aluminum
cylinder heads
should be
removed with a
reverse torque
procedure.
 Cylinder Head Resurfacing

 Heads should be
checked in five places
for warpage,
distortion, bends or
twists.

 Check manufacturers
specifications,
maximum tolerances
usually around .004”.
 Valve Guides
 The “bore” in the
cylinder head that
supports and controls
lateral valve
movement.
 Often integral on

cast iron heads

 Always an insert on

aluminum heads
 Valve Guides

 Steel
insert on
aluminum
heads
 Valve Stem To Guide
Clearance
 Always check manufacturers specs
 Intake valve will typically be .001
to .003”
 Exhaust valve will typically be .002
to .004”
 The exhaust valve stem clearance
will generally be greater due to the
higher operating temperatures.
 Valve Guide Wear
 Guides are
checked in 3
locations
 With a small-hole gauge
then measured with a
micrometer
 Or checked with a small
bore gauge
 Valve Stem Wear

 Measured with a
micrometer at
three separate
locations.
 Valve Stem To Guide
Clearance Correction
 Oversized Valve
Stems – the guide
is reamed to
accept a larger
stem.
 Must use a valve
with an oversized
stem.
 Reduced flow rate
 Valve Stem To Guide
Clearance Correction
 Valve guide Knurling – a tool is driven into the
guide that displaces metal thus reducing the
inside diameter of the guide. (p. 340-341)
 The guide is then reamed to attain proper clearance
 Not recommended for clearances +.006
 Valve Stem To Guide
Clearance Correction

 Valve guide replacement – (insert)

the old guide is driven out and a
replacement guide is driven in.
 The guide may require reaming to
achieve proper stem to guide
clearance.
 Valve Stem To Guide
Clearance Correction
 Valve Guide Inserts
– (integral) the old
guide is drilled
oversized and
inserts are installed.
 Pressed fit
 May be steel or

bronze
Valve & Seat
Service
 Intake & Exhaust Valves

 Automotive
valves are
of a poppet
valve
design.
 Valve Materials

 Stainless steel
 May be aluminized to

prevent corrosion
 Aluminum
 Hardened valve tips and

faces
 Stellite (nickle, chromium

and tungsten) valve tips

and faces
 Stellite is non-magnetic
 Valve Materials
 Sodium-filled – a hollow
stem filled with a metallic
sodium that turns to liquid
when hot (heat dissipation).
 Exhaust valves are largely
comprised of a chromium
material (anti-oxidant) with
nickel, manganese and
nitrogen added.
 May be heat-treated

 May be of a two-piece

design
 Intake & Exhaust Valves
 Valves are held
into place by a
retainer and
keeper.
 Aluminum heads
will have a
separate spring
seat (iron heads
will have integral
seats)
 Valve Seats
 Integral seats – cast iron heads –
induction-hardened to prevent
wear
 Valve seat inserts – typically
aluminum heads – hardened seats
are pressed into the heads
 Valve Inspection
 Valve tips should not
be mushroomed
 Most valve damage is
due to excessive heat
or is debris “forged”.
 Replace any valve that
appears Burnt
 Cracked
 Stressed
 Necked
Valve Springs
 A spring “winds-up” as it is
compressed – this causes the
valve to rotate.
 May have inside dampers to
control vibration.
 Springs are camshaft specific.
 Squareness (+ (-) .060)

 Spring free height (+ (-) .060)

 Compressed force (+ (-) 10%)

 Valve open height

 Valve closed height

Valve Spring Tester
 Valve Seat
Reconditioning
 The angle of the valve seat is
reconditioned.
 Often 3 stage (triple-angle)
to promote flow and
overhang.
 May be done with “seat
stones”
 May also be done with a SERDI
type set-up where the 3 angles
are cut with one cutting tip.
 Valve Reconditioning
 The stem is lightly chamfered to
insure proper fit in the valve
grinder.
 The face of the valve is reground
using a valve grinder. (45 or 30
degrees typical).
 Interference angle – the practice
of grinding the face 1degree less
than the seat angle.
 The valve must retain its

“margin” area.
 the stem should be ground ½

the value that the face was

ground with nonadjustable
rockers.
 Valve Lapping
 The use of valve
compound and a
suction cup stick to
establish a pattern
 May be done to
“freshen” the seat
and face areas
 Valve Lapping
 The use of valve
compound and a suction
cup stick to establish a
pattern
 May be done to “freshen”
the seat and face areas
 Also used to check the
contact pattern while
cutting valve seats
All compound must be
removed prior to
service
 Valve Seals
 Valve Seals are designed
to allow sufficient
lubrication of the valve
stem/guide and also
control oil consumption.
 Umbrella seals – hold

tightly onto the valve

stem
 Positive valve stem

seals – hold tightly

onto the guide
 O-rings – controls oil

between the spring

and retainer
 Checking Installed Height
 If a valve seat and face are
cut the valve will sit lower in
the head.
 The result is that the stem
will sit higher on the top of
the head.
 This will cause the springs to
have improper tension.
 Installed height is measured
and shims are added under
the spring to compensate.
Camshafts
Camshaft
The camshaft rotates ½ times the
crankshaft – or –
once per four-cycle stroke.
 The camshaft may operate the:
 Valve train
 Mechanical fuel pump
 Oil pump
 Distributor
Camshaft
 Major function - operate the valve
train.
 The lobes on the cam open the valves
against the pressure of the valve
springs.
 Bearing journal can be internally or
externally lubricated (oiled).
When installing
externally oiled
cam bearings it
is essential that
the holes in the
bearings lineup
with the oil
passages in the
block
 Camshaft
 Pushrod engines have the cam located in the
block.

•Cam is
supported by the
block and the
cam bearings.
 Camshaft

•Cam may or
may not be held
in place by a
thrust plate.
•Most roller
camshafts are
held in by a
thrust plate.
 Overhead Camshafts
 Overhead
camshafts are
either belt or
chain driven
and are located
in the cylinder
heads.
Overhead Camshafts
 Will use one of the following:
 Cam followers

 Rocker arms

 May have a one piece lifter – rocker

design
 A bucket design
Camshaft Operation
Bucket Design
Camshaft Followers
Rocker Arms
 Design
 A cam casting
will include
 Lobes
 Bearing journals
 Drive flange
(gear)
 Design
 A cam casting
may include
 Oil pump drive
gear(s)
 Fuel pump
eccentric
(mechanical fuel
pump)
The fuel pump
plunger rides on the
camshaft eccentric.
 Classification
 Camshafts are of one of four types:
 Hydraulic flat-tappet
 Hydraulic roller
 Solid flat-tappet
 Solid roller

This designation is actually determined by

the lifter design.
 Hydraulic flat-tappet
 The lifter is “spring” and oil loaded to
allow for compensation.
 Traditional O.E. style (1950’s – mid
90’s)
 Used with flat or convex-faced lifters
 Generally cast iron or hardened steel
 Requires a “break-in” period to
establish a wear pattern
Cutaway view of
a hydraulic lifter. TECH
TIP
Flat tappet Lifters
 Hydraulic flat-tappet

 Most cams are coated at the factory with

 
manganese phosphate . This gives the cam a dull black
appearance. This coating is to absorb and hold oil
during the “break-in period”.
                        
 Hydraulic flat-tappet
 Most late model designs use a convex bottom (.002”) to
encourage lifter rotation.
 This rotation helps reduce lifter and (or) bore wear.
 The Cam lobe will also be slightly tapered (.0007” - .002”).
 This provides for a wider contact pattern.
 Hydraulic flat-tappet

Camshaft “break-in”
 The lobes of the cam and the bottom of the
lifters must be coated with a molydisulfide
lubricant often called “cam lube”.
 This insures that the cam is properly
lubricated during “break-in”.
Hydraulic flat-tappet
Camshaft “break-in”
 Typical procedure –
 Maintain 1,500 RPM for 10 - 20 minutes
 Drain the engine oil a immediately
afterwards
Check the recommended
procedure and lube for your
particular cam!
Hydraulic Roller
 The lifter is “spring” and
oil loaded to allow for
compensation.
 The contact between
the cam and lifters are
separated by a steel
roller.
 This roller reduces
friction.
 Lifters cannot be
allowed to rotate within
the lifter bore.
Hydraulic Roller
 A roller camshaft is generally made of
non-hardened steel.
 The lobes must be “finished” by the
manufacturer prior to assembly
 there is no “break-in period”.
 Hydraulic Lifters (tappets)
 Hollow cylinders
fitted with a
plunger, check
valve, spring and
push-rod seat.
Hydraulic Lifters (tappets)
 Hydraulic Lifters
 The oil passed
through the check
valve exits through
the hole in the push
rod seat.
 The oil then passes
through the pushrod
to lubricate the
rocker arms.
 •Engine oil pressure
forces oil into the lifter
through the oil inlet
holes.
•A check valve and ball
hold most of the oil
inside the lifter “hydro-
locking” the plunger
inside the cylinder.

A cross-sectional
view of a typical
flat-bottomed
hydraulic lifter.
Hydraulic Lifter Preload
 Also called valve lash.
 The distance between the pushrod seat
and snap-ring when the lifter is resting
on its base circle.
 Typical values range from .020
to .045”.
 Check manufacturers specifications.
 End
of
show

To correctly adjust the valve clearance (lash),

position the camshaft on the base circle of
the camshaft lobe for the valve being
adjusted.
Remove all clearance by spinning the
pushrod and tightening the nut unit all
clearance is removed.
The adjusting nut is then tightened one
complete revolution. This is what is meant by
the term “zero lash plus 1 turn.”
Hydraulic Lifter Preload
 Adjusted by:
 Adjustable rocker arms
 Often referenced by “turns past zero
lash”
 Non-adjustable rocker arms
 Longer or shorter pushrods
 Shim or grind rocker stands
Hydraulic Lifter Preload
 Necessary if:
 Cylinder head has been decked
 Cam has been changed
 Altered head gaskets
 Camshaft is worn
 An engine rebuild
Hydraulic Lifter Valve-float
NOT GOOD

 The lifter fills with oil

faster than it can purge
it. This raises the lift of
the camshaft.
 Usually caused by
excessive RPM.
 May damage valves,
pushrods, pistons etc.
Solid Flat-tappet and
Roller
 No internal hydraulic absorption.

 Allows for a more consistent valve lift,

especially at high RPM.

 Noisy when cold, more frequent and

precise valve-lash adjustments required.
Solid Flat-tappet and Roller
Oil is diverted
through the
pushrods
via a
pushrod
seat.
Solid Flat-tappet and Roller
 No lifter preload – valve lash only.
 Lash values may be given hot or cold
 Typical values range from .002 - .005”.
Cam Specifications
 Lift
 Duration
 Valve overlap
 Lobe center (separation angle or lobe
spread)
Lobe Lift
 The amount the cam lobe lifts the
lifter
 Expressed in decimal inches

As lift increases the forces on

the entire valve train also
increase.
The lobe lift is the amount the cam lobe
lifts the lifter.
Because the rocker arm adds to this
amount, the entire valve train has to be
considered when selecting a camshaft
that has the desired lift and duration.
A 1.5:1 ratio rocker arm means
that dimension A is 1.5 times the
length of B.
Therefore, if the pushrod is
moved up 0.400 inch by the
camshaft lobe, the valve will be
pushed down (opened) 0.400 inch
X 1.5, or 0.600 inch.
Lobe Lift
 Asymmetrical design – the amount of
lift between the intake and exhaust
lobes is different.
 Symmetrical design - the amount of lift
between the intake and exhaust lobes is
the same.
Duration
 The number of degrees of crankshaft
rotation for which the valve is lifted off
of the seat.
 If the amount of degrees that the intake
and exhaust valve are open differ – it is of
an asymmetrical design.
Duration
Usually expressed as one of two
values

 Duration (at zero lash)

 Duration at .050” lift – preferred
method
 Compensates for tappet styles and
clearances
Duration
 More duration = rougher idle and better
high RPM performance
 Less duration = smoother idle and
better low RPM performance
Valve Overlap
 The number of degrees of crankshaft
rotation that both valves are off of their
seat (between the exhaust and intake
strokes).
 Lower overlap = a smoother idle and
better low RPM operation
 Higher overlap = better high RPM
operation
 Valve Overlap
 Having the exhaust valve
still open when the intake
starts to open uses the
exhaust "pull" out the
exhaust port to help start
the intake charge
entering the chamber --
before the piston has
started down and has
generated it's own
vacuum.
 Lobe Separation Angle
 The difference, in degrees,
between the center of the
intake lobe and the center of
the exhaust valve.
 The smaller the angle the

greater the valve overlap

 The larger the angle the

less the overlap

 Link to LSA effects
 Camshaft (Valve) Timing
Pushrod- Type Engine
 It is crucial that the
crankshaft, camshaft
and balancing shaft (if
equipped) are timed
correctly.
 This is often achieved
by aligning “timing
marks” on the gears
 Camshaft (Valve) Timing
V-type DOHC Design
 Modern DOHC
motors may
incorporate chains
and belts on the
same motor
 Some of these
designs are quite
elaborate
 Camshaft (Valve) Timing
 Some designs do
not provide
“alignment
marks” and
require special
tools for proper
timing
Camshaft Degreeing
 Advanced cam timing
 The camshaft is slightly ahead of the crankshaft
 More low speed torque
 less high RPM power
 Retarded timing
– The camshaft is slightly behind the crankshaft
 More high RPM power

 Reduced low RPM torque

Adjustable Camshaft Gear