First you need to pull the cover and check clearances , then when you find one with more or less clearance then it should have you have to remove that bucket and see what size it is then add or subtract from that to order the proper size to get proper clearance, all buckets are etched in MM on the inside of the bucket , If you havent done this before with a chain drive you may want to get help before trying it
Tom
Understood. Here's the deal: Last time I adjusted a DOHC, mechanical, valve train was on a '79 KZ650C. Same in principle, with a couple of departures. First, the buckets have buttons (or shims) underneath to adjust the clearance. Second, and most critically in contrast, the cam chain tensioner was accessed outside of the engine case.
I was hoping someone out there had broken the code on releasing cam chain tension on the PZEV. A special tool, a stategic hole in the timing chain cover, et.al. As I read it, all of the accessories, the crank pulley/balancer and a motor mount have to be removed prior to pulling the timing chain cover (spans the entire front of the engine) to gain access to the tensioner.
I suppose this aligns with the 150K service life of the engine. This depth of maintenance begs cylinder head overhaul, accessory replacement and so forth. Bottom end has a pretty good track record (typical service) to go beyond the specified 150K. That said, the expectation is to take it to the limit, top overhaul at 150K, and watch oil pressure and other vitals for clues as to re-ring/re-bearing.
Driving profile is 60 miles each way home to work and back. Occassional duals with Civics/Altimas/Jettas once in town traffic.
We always win.
Regards,
A6
