So Fix it

The Ford 5.4l engine first debuted in the newly redesigned 1997 F-150. Upon introduction, the engine was primarily used as a truck engine. It has since debuted as a "performance" engine in the North American and Australian markets.

Power

The 5.4l engine is among Fords most powerful. Early versions were rolled out in Fords pickup truck line. These engines produced between 255 and 260 horsepower. Today, a version used in the Ford Shelby GT 500 produces 550 hp and 510 foot pounds of torque.

Physical Specifications

The 5.4l engine has a bore diameter of 90.2 mm, while featuring a stroke of 105.8 mm. The engine has a 169.1 mm connecting rod. This combination achieves a 1.60:1 rod-to-stroke ratio.

Versatility

The highly versatile engine is available in two-, three- and four-valve per cylinder designs. The four-valve engine can also be super-charged (use of a compressor to provide more air flow) to produce extra power. These supercharged engines have been used to power Fords top-end performers, such as the Shelby GT 500 and Ford GT.

The 2005 Triumph Tiger 955i was the third revision of Triumphs popular, three cylinder, dual-sport motorcycle, first introduced in 1993. The original Tiger, known as the Tiger 900, was powered by an 885 cc motor, fed by three carburetors and designed for more off-road use. In 2001, the motor was increased to 955 cc with electronic fuel injection handling the mixing chores. New cast wheels, revised steering geometry and more street-biased suspension were the biggest changes for the 2005 model year.

Engine/Final Drive

For 2005, the Tigers signature three-cylinder DOHC, or double overhead camshaft, engine remained virtually unchanged from its predecessor, introduced in 2001. Engine bore and stroke stayed at 79 x 85 mm with a compression ratio of 11.65 to 1. Power output was a claimed 104 hp at 9,500 rpm with 67 foot pounds of torque available at 4,400 rpm. Final drive was through a six-speed transmission to an O-Ring chain.

Chassis, Suspension, Brakes

For 2005, the Tigers chassis and suspension were modified to favor back road and highway riding. Though the earlier tubular steel perimeter frame was still used, the bikes swingarm was shortened slightly, reducing wheelbase to 59.5 inches. To fit this new, more street-oriented mission, fork travel was also reduced to 6.8 inches and the spring rate stiffened 10 percent on the Tigers rear monoshock, which offered remote pre-load and rebound adjustment.

Other changes included 14-spoke cast aluminum wheels running 110/80-19 in front and 150/70-17 for the rear tubeless tires. The bikes twin floating brake discs up front and a single rear disc were lightened and both featured two piston calipers.

Physical Dimensions and Capacities

The 2005 Tiger weighed in at 474 pounds without fluids. Seat height was a still lofty 33.1 inches at the lowest setting. The machine measured 54.7 inches high and 33.9 inches wide. Fuel capacity remained at 6.3 U.S. gallons.

Triumph designed the 2005 Tiger 955i to go head-to-head with other so-called "adventure" bikes like BMWs popular R1200GS and Suzukis V-Strom, and as long as riders realized the bike was never intended for serious of-road use, most reviewers felt it hit all its marks.

Tightening bolts to the proper torque is extremely important. Bolts that are not tightened enough can fail to provide the necessary support and stability, and bolts that are tightened too much can actually snap unexpectedly, particularly when you apply additional pressure. There are several factors to consider when calculating bolt torque specs, including the grade, size and purpose of the bolt, and the fastener that is catching it. If a bolt should be tightened to 2,000 inch-pounds of torque, but the fastener can only withstand 1,000 inch-pounds, there is a good chance the fastener will bend or break as the bolt is tightened.

Types of Stainless Steel

The two main types of steel used in stainless steel bolts are 18-8 stainless steel and 316 stainless steel. Stainless steel given an 18-8 designation consists of approximately 18 percent chromium and 8 percent nickel. The remainder of the steel comprises several other elements and compounds, including manganese, phosphorus, sulfur, silicon and chromium. Carbon is held to a maximum of 0.08 percent in both basic types of stainless steel. The term 18-8 applies to several similar grades of steel, including types 302, 303, 304, 305 and 384. These types of stainless steel represent the "basic alloy," and there is little difference between them in terms of strength or resistance to corrosion. Type 316 stainless steel is similar to 18-8 stainless steel except that it is more resistant to corrosion because there are higher levels of molybdenum in it. Type 316 stainless steel is often used in marine situations because it is particularly more resistant to corrosion caused by salt water.

Size, Thread Count and Other Factors

In addition to the grade of stainless steel the bolt is composed of, several other factors, such as the length of the bolt, the bolts thread count, the job that the bolt is being used for, the fastener the bolt is being applied to, any plating the bolt has been coated in and whether or not the bolt is clean, dry or lubricated can affect the the amount of torque that should be applied to a bolt. For instance, a 5/16 bolt with 24 threads per inch requires more torque than a 1/4 inch bolt with 28 threads per inch. The Rask Cycle website recommends lubricating motorcycle bolts with motor oil to reduce the torque by 15 percent to 25; to reduce torque by 50 percent, use a Teflon dry film or a Cetyl alcohol dry wax.

Bolt Torque Specs

Taking the above factors into consideration, the following specs provide a good ball-park range for the perred fastening torque of several bolts. The torque is given in inch-pounds and is intended for standard bolts (without plating) that are dry at the time of tightening.

You should tighten bolts that are 1/4 of an inch long and made of 18-8 stainless should to 75.2 inch-pounds if they have 20 threads per inch and to 94 inch-pounds if they have 28 threads per inch. Tighten bolts of the same size and thread count that are made of 316 stainless steel to 78.8 inch-pounds and 99.0 inch-pounds, respectively.

Tighten bolts that are 3/4 of an inch long and made of 18-8 stainless steel to 1,530 inch-pounds if they have 10 threads per inch and to 1,490 inch-pounds if they have 16 threads per inch. With bolts of the same size and thread count that are made of 316 stainless steel, tighten to 1,582 inch-pounds and 1,588 inch-pounds, respectively.

Tighten one inch long bolts that are made of 18-8 stainless steel to 3,440 inch-pounds if they have 8 threads per inch and to 3,110 inch-pounds if they have 14 threads per inch. Bolts of the same size and thread count that are made of 316 stainless steel should be tightened to 3,595 inch-pounds and 3,250 inch-pounds, respectively.

For the 2010 model year, Dodge continued to market its Dakota, Ram 1500, Ram 2500 and Ram 3500 lines of pickup trucks. The Dakota is considered a mid-size pickup truck, while the Doge Rams are heavy-duty pickup trucks. Each of the Dodge pickup trucks came in several two-wheel-drive and four-wheel-drive trims in 2010. Likewise, each truck was available with multiple types of cabs. Some trims came with different-sized wheels. All of these factors influence the alignment specs of the truck, and it is important to be certain to use the appropriate alignment specs for a given vehicle. Before attempting to adjust the alignment of a 2010 Dodge truck, consult your owners manual or a certified mechanic. The specs provided below apply only to the designated trims of the vehicles and should not be applied to any other Dodge truck of 2010 or any other year. The rear end is not adjustable on any of the vehicles erenced below.

2010 Ram 1500 4X2 with 17-inch Tires

The caster angle should be set at +3.5 degrees on the left front wheel and +3.75 degrees on the right front wheel, with a variance of 0.5 degrees on either wheel and a cross tolerance of 0.5 degrees. The camber angle should be set at +0.1 degrees on the left wheel and -0.1 degrees on the front right wheel, with a variance of 0.5 degrees for either wheel and a cross tolerance of 0.5 degrees. The ideal setting for the toe-in on the front end is +0.1 degrees but it can range from -0.26 to +0.46 degrees.

2010 Ramp 3500 4X4, All Trims Except Box Off

The caster angle on the front end can range from +4.0 degrees to +5.0 degrees, with the ideal setting being +4.5 degrees with a cross tolerance of 0.5 degrees. The camber angle can range from -0.25 degrees to +0.75 degrees, with the ideal setting being +0.25 degrees with cross tolerance of 0.5 degrees. The toe-in should be set at +0.2 degrees but can range from +0.1 degrees to +0.3 degrees.

The 2010 Dakota 4X4

The ideal setting for the caster angle is +3.5 degrees on the front left wheel and +3.8 degrees on the front right wheel, with a variance of 0.5 degrees on either wheel and a cross tolerance of 0.5 degrees. The ideal setting for the camber angle is +0.1 degrees on the front left wheel and -0.1 degrees for the front right wheel, with a variance of 0.5 degrees on either wheel and a cross tolerance of 0.5 degrees. The ideal setting for the toe-in is +0.2 degrees but it can range from +0.1 degrees to +0.3 degrees.

The small-block Chevy is a compact eight-cylinder engine of cast-iron construction. Although Chevrolet used a V8 engine briefly in the 1920s, most of their cars from the late 1920s through the early 1950s were powered exclusively by inline six-cylinder engines. When virtually every other American car maker had an eight-cylinder engine to offer, the Chevy still had its six. All that changed in 1955 when the small-block V8 was introduced. This engine was designed with larger versions in mind, and several different displacements were manufactured until the 1990s, when the small-block was replaced with more modern engines. All parts of the small-block are fastened together and tightened to a specific torque, as this keeps everything together securely.

Internal Parts

The bearing cap retaining bolts on small-blocks with two-bolt 7/16-inch main bearing caps should be tightened to 70 foot-pounds. The outer bearing bolts on four-bolt 7/16-inch bearing caps should be tightened to 65 foot-pounds, while the inner bolts should be tightened to 70 foot-pounds. All four retaining bolts on four-bolt 3/8-inch bearing caps should be tightened to 40 foot-pounds. Connecting rod bolts with a measurement of 3/8 inch should be tightened to 45 foot-pounds, while 11/32-inch connecting rods should be tightened to 35 foot-pounds. Cylinder head bolts are tightened to 65 foot-pounds, while the screw-in rocker studs need to be torqued to 50 foot-pounds. The oil pump retaining bolts should be tightened to 65 foot-pounds.

External Parts

The threads on the exhaust manifold bolts should be coated with an anti-seize lubricant and tightened to 25 foot-pounds. The intake manifold gets tightened to 25 foot-pounds. The transmission bell housing bolts should be tightened to the block at 25 foot-pounds each. The center bolt on the harmonic balancer needs to be tightened to 60 foot-pounds. Spark plugs get torqued down to 20 foot-pounds. The flex plate on automatic transmission-equipped vehicles and the flywheel on manual transmission-equipped vehicles both get tightened to 60 foot-pounds.

Sheet Metal Parts

The small-block Chevys oil pan retaining bolts need to be tightened to 12 foot-pounds. The bolts attaching the timing cover to the front of the engine block get tightened to six foot-pounds, while the valve cover bolts require a torque of only three foot-pounds.

Fuel pumps transfer pressurized fuel to various engine components. Some vehicles, such as older motorcycles, do not require fuel pumps. Fuel injected engines use a fuel pump that is mounted on the inside of the fuel tank. There are options available to replace the fuel pump on a 1994 Chevrolet Blazer.

Mr. Gasket

The Mr. Gasket company manufactures the micro electric fuel pump, model 12S. The pump is compatible with 1994 Chevy Blazer vehicles. The pump can be used alone or as a booster pump. The micro electric fuel pump has a two wire design and works on vehicles with a 12-volt negative ground system. The pump delivers 35 gallons of fuel per hour under four to seven pounds per square inch of pressure. Instructions are included for self-installation. The universal design fits most domestic, non-diesel four, six and eight-cylinder vehicles.

Airtex

The Airtex electric fuel pump, part number E3902, is compatible with 1994 Chevy Blazer vehicles. A strainer is required to validate the pump warranty. Airtex electric pumps feature brush and terminal assembly, which prolong the life of the fuel pump. The ball check valve ensures fuel is delivered under a consistent pressure level. The inlet is specially molded to reduce friction. A screen filters out fuel contaminants.

Delphi

Delphi electronic fuel pumps feature internal steel plated, all metal components. The pump has internal springs that enhance stability and reduce tube chafing. Delphi electronic pumps have a large volume reservoir that delivers continuous fuel during vehicle cornering and low-fuel situations. A two-strainer system greatly reduces fuel contaminants. Delphi guarantees a correct gas gauge reading with its pumps. Installation is facilitated with a color-coded wire harness.

Manufactured by General Motors, the 1995 Chevrolet Caprice falls into the category of large luxury cars. The good sides of the car included anti-lock brakes (ABS), ability to tow trailers and very impressive size of cargo and passenger room. The 1995 Caprice was also equipped with Powertrain Control Module (PCM) with significantly improved drivability and fuel economy.

Measuring Ignition Timing

A timing light is used to check the timing. When the motor is running, an inductive trigger signal is picked up from one of the spark plug cables causing the light to illuminate and freeze while the spark plug fires. This helps determine the crankshaft position.

Timing Specifications

The ignition timing is completely controlled by the PCM. No timing specifications are available.

Adjustments

The base timing is preset when the engine is manufactured, no adjustment is possible. Timing advance and retard are accomplished through the PCM with ignition control (IC) and knock sensor (KS) systems.

The 289 was a V-8 engine developed and manufactured by Ford Motor Company in the mid-1960s as a performance engine for the Mustang, Falcon and Fairlane. It was also available in the larger Galaxy sedan, but it was primarily seen as a high performance, small-block engine and could produce up to 300 horsepower in certain configurations.

History

The 289 cubic-inch engine was introduced to the Ford lineup in 1963 and was the power plant for the first Mustangs released in 1964. Through 1968, the engine was a great success, winning races all over the world. The first 289 engines were available with two- or four-barrel carburetors with 190 to 210 horsepower. The Falcon and Fairlane models had the 289 engine as an option in 1965 and 1966. The engine was used through 1968 when Ford converted the block to the 302 engine.

Development

Ford also offered a "Hi-Po" option in the 289 with higher compression which raised the horsepower to 271. It was used in the Shelby Mustang and reached 302 horsepower by 1967. The four-barrel carburetor made a big difference in power output in the Mustang.

Time Frame

In 1968, with rising emission standards, the engines horsepower was reduced from 225 to 190. The engine remained essentially unchanged internally from 1964 through 1966.

In 1969, Ford bored out the 289 and converted it to a 302. The engines remained interchangeable as the only difference was the bore and stroke.

The exhaust manifold is a large metal block bolted to the side of the engine, and it connects the exhaust pipe to the main engine block. To locate the exhaust manifold, trace your exhaust pipe to where the round pipe bolts to a two-bolt connection near the engine. The solid structure to which the pipe is bolted is the exhaust manifold. Installing a manifold requires careful torquing of the bolts.

Amount of Torque

Every vehicle has different levels of torque necessary to properly tighten its bolts. The standard is to use 20 to 30 foot-pounds of torque. Older engines often fall on the lighter side of the equation, so use 15 to 20 foot-pounds of torque if your engine is 15 years old or older. Some manifolds house different sensors and plugs, such as a check valve or exhaust plug. The different elements require less torque than the bolts on the manifold. Use between 10 and 17 foot-pounds of torque for those elements. The precise torque for your vehicle can be identified in the vehicle-specific repair manual, available from an auto parts retailer.

Torque Sequence

Clean off any used gasket material, and install a new gasket when you take the manifold off the vehicle. Torquing the bolts properly requires following a set pattern. The pattern helps the new gasket sit correctly against the engine blocking leaks. Hand-tighten all bolts initially. Torque the bolts in sequence to half the amount of torque necessary. Start with the middle bolts, and work your way toward the edges one bolt at a time. Repeat the process using the full torque necessary.

Additional Information

In most vehicles, the manifold is covered by a heat shroud, which is a simple piece of formed aluminum. The metal acts as a heat damper to prevent excessive heat from bouncing around in the engine. You must remove the heat shroud before working on the manifold. When installing the shroud, use 10 to 12 foot-pounds of torque. You also should inspect the length of the exhaust pipe for damage. When servicing the exhaust, you should disconnect each bolted connection, clean the surface of the connection and install new gaskets at each joint. You can unbolt each connection and separate the joint by several inches without removing the unit from the vehicle.

Making sure that the wheels are aligned correctly on your Nissan Quest is important for many reasons. Correct wheel alignment helps to prevent uneven tire wear. It is also necessary so that the vehicle tracks straight and true down the road, without pulling or wandering from one side to the other. The three angles of wheel alignment -- caster, camber and toe -- have specifications for the correct settings.

Caster

Caster is the forward and backward tilt of the upper control arm or strut in relationship to the lower control arm. If the upper suspension component tilts forward, it has negative camber. If the upper suspension component tilts backwards, then it has positive camber. Camber, like other alignment angles, is measured in degrees. The 1996 Quest caster specifications call for a positive camber range of 1/20 to 1 11/20 degrees, with the ideal being 4/5 of a degree of positive caster.

Camber

Camber is the tilt inward or outward of the wheel in relationship to the center of the vehicle. If the wheel tilts outward at the top, it has positive camber. If the top of the wheel tilts inward towards the center of the vehicle, it has negative camber. The range of camber can be from 9/20 to 1 1/20 degrees positive. The ideal measurement is 3/4 of a degree positive.

Toe

Toe is the relationship between each of the wheels in relationship to the center line of the vehicle. If the front of the wheel tilts inward, the toe is negative. If the front of the wheel tilts outward, the toe is positive. Each wheel has its own toe measurement, in addition to the measurement of total toe, which is the sum of the toe from both sides. Toe is also measured by how many inches closer the wheels are in the front of the tires than the rear. The correct setting for the Nissan Quest is 0.08 to 0.16 inches toe-in.

Adjustments

Caster and camber settings on the Quest are not adjustable. If caster or camber are out of specifications, you will need to replace the components that are causing the problem with the suspension. Toe is adjustable by turning the sleeves on the tie rods in the correct direction.

Rear Alignment

The angles on the rear are the same as on the front, except there is no caster measurement. Caster is primarily a measurement concerning turning and since the rear wheels do not steer, caster is not applicable. The rear wheels should have a camber measurement between minus 1/4 degree to 1/4 degree. Rear toe should be from minus 0.16 degree to 0.16 degree. Rear camber is not adjustable, but the toe is. If the camber is off, replace the components that are responsible for the incorrect angles.

The Ford Taurus is a mid-sized family sedan first introduced in the early 1980s. The Taurus uses a conventional front suspension, with ball joints connecting the knuckle to the wheel hub. The ball joints carry the weight of the front of the vehicle and must meet specific torque specifications when replaced.

Testing and Inspection

Raise the vehicle until its wheels fall to full down position and are off the ground. Have an assistant grasp the lower edge of a tire and move the wheel assembly in and out. As the wheel is being moved in and out, observe the upper end of the wheel spindle and the rear suspension arm and bushing. Any movement will indicate abnormal joint wear.

Torque Specifications

The torque specification for the front lower and upper ball joint nut is 68 to 92 Nm, or 50 to 67 ft. lbs.

Part Replacement

The OEM part number for a ball joint for a 1999 Taurus is 5F1Z3050A. This part is supplied by Ford and available at dealerships.

The alignment specs were the same for all two-wheel-drive trims of the Ford Ranger from 1990 to 1992. However, the alignment specs for the four-wheel-drive trims of the Ford Ranger varied from 1990 to 1992. The rear alignment was not adjustable on any 1990 to 1992 Ford Ranger. All measurements are in degrees.

The 1990 to 1992 Ford Ranger 4X2

The caster can range from +3.5 to +6.0. The camber can range from -0.75 to +1.25, with the ideal setting being +0.25. The toe-in should be set at zero but can vary in either direction by 0.25.

The 1990 Ford Ranger 4X4 with Dana 28 Axle

The caster can range from +2.5 to +4.5. The ideal camber is +0.5, but it can vary 0.75 on all trims except for the the STX, for which it can vary in either direction by 0.25. The toe-in should be set at zero but can vary by 0.25 in either direction.

The 1990 Ford Ranger 4X4 with Dana 35 Axle

The caster can range from +2.5 to +6.0. The ideal camber setting is +0.25 but it can vary by one degree in either direction on all trims except for the STX, for which it can vary by 0.75. The toe-in should be set at zero but can vary by 0.25 in either direction.