Valves ? I have no problems... mine are nice and quite. Maybe and maybe not. As we know, metal expands and contracts as it heats and cools. Because of this there needs to be some clearance for the metal to expand into. Sometimes it's a little and sometimes it's a lot.
So what happens if there is too little clearance ? Well, for one thing the valve loses most of it's heat through the valve seat. If the valve doesn't seat fully it will start to get hotter and hotter. Sooner or later the valve starts to melt or burn. Not good ! Now if the clearance is too much the valve train components will be hammered every time the valve opens. Again, not good but better then too hot.
To prevent these problems some engines use hydraulic tappets which pump up with engine oil while the engine is running and keep the right clearance. The newer Honda Gold Wings have them and so do the Honda and Kawasaki V-twins. Harley-Davidson Big Twins have them too, not to mention others. Now for some reason everybody thinks valves loosen as the miles pile up but they don't, at least they don't unless you have lubrication problems. ( So change your oil, OK ? Well, at least check it now and then... maybe ? ). If an engine is running right the valve will slowly wear its way into the engine, taking up clearance until the valve is held open and burns. So you need to check the valves at regular intervals until you find out at what rate they are wearing. You can use your shop manual as a guide to how many miles to go between checks but, you will need to check several times to know for sure.
Over Head Cams With Rocker Arms
AH... now we get to the whole purpose of this page, how we adjust the valves. The engine must be dead cold before we can adjust anything, so let it sit overnight. First, we will need to find Top-Dead-Center(TDC) of the compression stroke of the cylinder to be checked. Remove the gas tank, the covers to the valves and the cover to the nut on the crankshaft or flywheel. Turn the engine over until you see the intake valve go down and then up. There will be a mark on the crankcase and a "T" mark on the flywheel. When those two marks align, the engine will be at TDC and both intake and exhaust valves should be loose.
If you can't get a wrench on the flywheel nut don't worry. You can turn the engine over by jacking the rear wheel off the ground and putting the transmission in top gear. Now simply turn the rear wheel to turn the engine. If you can't find the flywheel marks look at the intake valve as you turn the engine over in the forward direction. When it goes down and then up, take a long thin screw driver and stick it down the spark plug hole. Continue to turn the engine over until the piston touches the tip of the screw driver. Continue to turn the engine. Be careful not to jam or bind the screw driver in the spark plug hole. The piston will push the screw driver up. When it stops and starts to go down, that is TDC of the compression stroke. This will work on all piston engines.
Now we are ready to check/adjust valve clearances. For engines with rocker arms and screw type adjusters, take a feeler gauge of the right size and place it between the end tip of the valve and the screw adjuster. If it is out of specification use a wrench or Valve Adjusting Tool to loosen the screw and change it. Sometimes you can use a regular wrench and screw driver to adjust things and sometimes you must have the special tool. When you push the feeler gauge between the valve tip and the adjuster screw there should be a little bit of resistance. One way of doing it is the go-no-go way. If a .002" and a .003" feelers fit but a .004" feeler does not, the clearance must be .003". On most engines the intake clearances will be tighter then the exhaust clearances... but not always ! Sometimes they are the same. I have never seen an engine where the exhaust is tighter then the intake. If you are going to make an error, error on the loose side. I've found most engines prefer their valves a bit loose but only one or two thou... not much more. I like to hear just a hint of valve noise. Complete silence bothers me. I keep seeing valves roasting.
Shim Type Adjusters
Shim type adjusters are supposed to extend the valve check intervals. However, when it comes time to change things it can get expensive. Each shim is a certain thickness. If you need more valve clearance, you put in a thinner shim, at $10 to $15 per shim. Let's see... a 4 cyl, 4 valve engine has 16 shims... WOW, that adds up fast. AND you are replacing good parts. For the shims rarely wear out. Good news is you can swap shims between valves, tight one for a loose one, and save some money there.
Get the valve cover off. On most shim engines that entails 10-20 bolts, a real fragile gasket that is easy to break and a big H shaped cover. Now you will find that things look a bit different from a rocker engine... namely, there aren't any rockers. You will notice the cam and the shim are real close together. To get that shim out first rotate the shim bucket till the notch on it is out. Then rotate the engine so the cam lobe pushes the shim and shim bucket down. Now you use a special tool to hold the edge of the shim bucket down and rotate the cam lobe out of the way. Reach in the notch with a small screw driver and pop the shim up. Remove it with tweezers. Look on the down side of the shim and it will give you it's size. If you can't make out the numbers, measure it with dial calipers. Now when you put in the special too be very careful and don't force anything. Go slow. It all should feel very smooth. If it feels like it is binding... IT IS. DON'T FORCE IT you can break very expensive parts very easily. Consider yourself warned ! The Yamaha XS series of engines uses a different tool. But the idea is still the same. Naturally, there are different tools for each make of engine. The tools are not too expensive so I just buy them, but I think you could make them too. They all work on the same principle. You have to hold down the edge of the shim bucket, but not the shim, against the valve spring pressure.
Some engines, like the KX650 Kawasaki, have the shim UNDER the shim bucket. You must remove the cams to adjust the valves. There are some others that do that too. Real smart work fellows !
The shims come in different diameters too. You can use the same shim in different make engines as long as they are the same diameter and, of course, the right thickness.
Always put the side with the size stamped on it in down. That is so
the cam lobe will not wear the size markings off.
Push rod engines like BSA, older Triumphs, older BMWs etc. have rocker arms and adjust just like the OHC rocker engines. I like to put in the feeler gauge and then spin the push rod with my fingers. It should spin freely with no up and down play. If I want the clearance to be a bit tight I tighten the adjuster till the rod spins a bit hard. Looser ? Adjust till it spins real easy. Then take out the feeler gauge.
On Harley-Davidson V-Twins with solid tappets. When one valve is open
the corresponding valve on the other cylinder is closed. When the rear
exhaust is open, the front exhaust is closed. same for intake. Adjust the
push rod so that it turns easy with no up and down play, both intake and
Hydraulic Tappets are filled with oil and normally require no adjustment of any kind except for adjustment when the engine is taken apart.
Eccentric Shaft Adjusters
The old Honda 350 and 450cc twins had what are called eccentric rocker arm shafts. That is, the center of the shaft is ground off center so that as you turn it, the rocker arm that rides on it, moves back and forth. This increases and decreases the valve clearance. If you adjust the valves on these engines the regular way with a feeler gauge you will be ok But, there is a better way.
Start and warm the engine up enough so that it idles good. Loosen each
valve adjuster lock nut and turn the adjuster shaft with a screw driver.
The valve will get noisy and the engine RPM will go up. You want the highest
engine RPM with the lowest tappet noise. Do this on each valve. You will
notice that the engine RPMs go way up. Sometimes as much as 1000 to 1500
RPM gain. Now back the idle down with the throttle stop screws and do it
again. We want the highest RPMs and the least tappet noise, with the emphasis
on the RPM. Yes, they will be noisy but, where do you think that RPM is
coming from ? Stock clearance too tight ? I learned this trick from a factory
mechanic when I worked in a Honda shop in 1968. I have never heard of it
from any other source. It works though. I've used it on a lot of 350s/450s
with no ill effects.
Side Valve Tappets
Some of the Old, Old singles and V-Twins, 30s/40s/50s type stuff had side valves. You remove a plate on the side of the cylinder and adjust things from there. These are getting pretty rare now so you will probably not run into them.
The thing to remember on all these engines is that you MUST have clearance
and that clearance must be checked at regular intervals. If you don't know
or don't remember when they were last checked, check them now.