Toyota Celica/Supra 1971-1985 Repair Guide

Valves and Springs

Print

ADJUSTMENT (AFTER ENGINE SERVICE)



The valves on all engines covered here, except the 5M-GE, must be adjusted following any valve train disassembly. Follow the procedure given in Engine Performance and Tune-up for Valve Lash adjustment.

REMOVAL & INSTALLATION



See Figures 1 through 14



Click image to see an enlarged view

Fig. Fig. 1: A magnet may be helpful in removing the valve keepers



Click image to see an enlarged view

Fig. Fig. 2: Remove the spring from the valve stem in order to access the seal



Click image to see an enlarged view

Fig. Fig. 3: Remove the valve stem seal from the cylinder head



Click image to see an enlarged view

Fig. Fig. 4: Invert the cylinder head and withdraw the valve from the cylinder head bore



Click image to see an enlarged view

Fig. Fig. 5: A wire wheel can be used to clean carbon deposits on non-aluminum cylinder heads



Click image to see an enlarged view

Fig. Fig. 6: A dial gauge can be used to check valve stem-to-guide clearance



Click image to see an enlarged view

Fig. Fig. 7: Valve stems may be rolled on a flat surface to check for bends



Click image to see an enlarged view

Fig. Fig. 8: With the valve spring out of the way, the valve stem seals can now be replaced



Click image to see an enlarged view

Fig. Fig. 9: Use a caliper gauge to check the valve spring free-length



Click image to see an enlarged view

Fig. Fig. 10: Check the valve spring for squareness on a flat service; a carpenter's square can be used



Click image to see an enlarged view

Fig. Fig. 11: The valve spring should be straight up and down when placed like this



Click image to see an enlarged view

Fig. Fig. 12: Use a micrometer to check the valve stem diameter



Click image to see an enlarged view

Fig. Fig. 13: Always install new valve stem seals



Click image to see an enlarged view

Fig. Fig. 14: Lightly tap each assembled valve stem to ensure correct fit of the keepers, retainers and seals

A valve spring compressor is needed to remove the valves and springs; these are available at most auto parts and auto tool shops. A small magnet is very helpful for removing the keepers and spring seats.

Set the head on its side on the bench. Install the spring compressor so that the fixed side of the tool is flat against the valve head in the combustion chamber, and the screw side is against the retainer. Slowly turn the screw in towards the head, compressing the spring. As the spring compresses, the keepers will be revealed; pick them off of the valve stem with the magnet as they are easily fumbled and lost. When the keepers are removed, back the screw out and remove the retainers and springs. Remove the compressor and pull the valves out of the head from the other side. Remove the valve seals by hand and remove the spring seats with the magnet.

Since it is very important that each valve and its spring, retainer, spring seat and keepers is reassembled in its original location, you must keep these parts in order. The best way to do this to to cut either eight (four cylinder) or twelve (six cylinder) holes in a piece of heavy cardboard or wood. Label each hole with the cylinder number and either IN or EX , corresponding to the location of each valve in the head. As you remove each valve, insert it into the holder, and assemble the seats, springs, keepers and retainers to the stem on the labeled side of the holder. This way each valve and its attending parts are kept together, and can be put back into the head in their proper locations.

After lapping each valve into its seat (see Valve Lapping below), oil each valve stem, and install each valve into the head in the reverse order of removal, so that all parts except the keepers are assembled on the stem. Always use new valve stem seals. Install the spring compressor, and compress the retainer and spring until the keeper groove on the valve stem is fully revealed. Coat the groove with a wipe of grease (to hold the keepers until the retainer is released) and install both keepers, wide end up. Slowly back the screw of the compressor out until the spring retainer covers the keepers. Remove the tool. Lightly tap the end of each valve stem with a rubber hammer to ensure proper fit of the retainers and keepers.

INSPECTION



See Figures 15, 16 and 17



Click image to see an enlarged view

Fig. Fig. 15: Carefully scrape the carbon from the valve's head



Click image to see an enlarged view

Fig. Fig. 16: The valve stem tip can be ground if necessary



Click image to see an enlarged view

Fig. Fig. 17: Refacing should always be done by a reputable machine shop

Before the valves can be properly inspected, the stem, lower end of the stem and the entire valve face and head must be cleaned. An old valve works well for chipping carbon from the valve head, and a wire brush, gasket scraper or putty knife can be used for cleaning the valve face and the area between the face and lower stem. Do not scratch the valve face during cleaning. Clean the entire stem with a rag soaked in thinners to remove all varnish and gum.

Thorough inspection of the valves requires the use of a micrometer, and a dial indicator is needed to measure the inside diameter of the valve guides. If there instruments are not available to you, the valves and head can be taken to a reputable machine ship for inspection. Refer to the Valve Specifications chart for valve stem and stem-to-guide specifications.

If the above instruments are at your disposal, measure the diameter of each valve stem at the locations illustrated. Jot these measurements down. Using the dial indicator, measure the inside diameter of the valve guides at their bottom, top and midpoint 90°deg; apart. Jot these measurements down also. Subtract the valve stem measurement from the valve guide inside measurement; if the clearance exceed that listed in the specifications chart under Stem-to-Guide Clearance, replace the valve(s). Stem-to-guide clearance can also be checked at a machine shop, where a dial indicator would be used.

Check the top of each valve stem for pitting and unusual wear due to improper rocker adjustment, etc. The stem tip can be ground flat if it is worn, but no more than 0.020 inch (0.50mm) can be removed; if this limit must be exceeded to make the tip flat and square, then the valve must be replaced. If the valve stem tips are ground, make sure you fix the valve securely into a jig designed for this purpose, so the tip contacts the grinding wheel squarely at exactly 90°deg;. Most machine shops that handle automotive work are equipped for this job.

Valve spring squareness, length and tension should be checked while the valve train is disassembled. Place each valve spring on a flat surface next to a steel square. Measure the length of the spring, and rotate it against the edge of the square to measure distortion. If spring length varies (by comparison) by more than 1 / 16 inch (1.5mm) or if distortion exceeds 1 / 16 inch (1.5mm), replace the spring.

Spring tension must be checked on a spring tester. Springs used on the Celica engines should be within one pound of each other when tested at their specified installed heights.

REFACING



Valve refacing should only be handled by a reputable machine shop, as the experience and equipment needed to do the job are beyond that of the average owner/mechanic. During the course of a normal valve job, refacing is necessary when simply lapping the valves into their seats will not correct the seat and face wear. When the valves are reground (resurfaced), the valve seats must also be recut, again requiring special equipment and experience.

VALVE LAPPING



See Figure 18



Click image to see an enlarged view

Fig. Fig. 18: Lapping a valve by hand

After machine work has been performed on the valves, it may be necessary to lap the valves to assure proper contact with their seats. You should first contact your machine shop to determine if lapping is necessary. Some machine shops will perform this as part of their service, but the precision machining which is available today often makes lapping unnecessary. Additionally, the hardened valves and seats used in modern automobiles may make lapping difficult or impossible. If your machine shop does recommend that you lap the valves, proceed as follows:

  1. Set the cylinder head on the workbench, combustion chamber side up. Rest the head on wooden blocks on either end, so there are two or three inches between the tops of the valve guides and the bench.
  2.  
  3. Lightly lube the valve stem with clean engine oil. Coat the valve seat completely with valve grinding compound. Use just enough compound that the full width and circumference of the seat are covered.
  4.  
  5. Install the valve in its proper location in the head. Attach the suction cup end of the valve lapping tool to the valve head. It usually helps to put a small amount of saliva into the suction cup to aid it sticking to the valve.
  6.  
  7. Rotate the tool between the palms, changing position and lifting the tool often to prevent grooving. Lap the valve in until a smooth, evenly polished seat and valve face are evident.
  8.  
  9. Remove the valve from the head. Wipe away all traces of grinding compound from the valve face and seat. Wipe out the port with a solvent soaked rag, and swab out the valve guide with a piece of solvent soaked rag to make sure there are no traces of compound grit inside the guide. This cleaning is important.
  10.  
  11. Proceed through the remaining valves, one at a time. Make sure the valve faces, seats, cylinder ports and valve guides are clean before reassembling the valve train.
  12.  

 
label.common.footer.alt.autozoneLogo