well the spark plugs were out from the get-go, I had watched eric’s valve adjustment video for accord, which I just pulled up again to try to locate a model year for the accord, which I couldn’t see, but its a 4-cyl vtec like mine in the video, and it looks old. he is rotating the power steering pump pulley counterclockwise in the video. after hitting a bump in the road I went to my Chilton which told me to take off the upper t/b cover and rotate the crankshaft in a counterclockwise position to tdc, so I know the counterclockwise is correct for this engine, which my model accord (EX) has the f22b1 engine but the Chilton doesn’t specify different procedures for other capacity engines (which it will if the procedure varies from the v6, etc.) so this should be an across the board procedure for similar model cars. the Chilton I’m using is a Honda accord/prelude 1996-00.
the car is on jackstands right now w/ only rear wheels touching ground, and I didn’t check if I set a gear, but I usually put it in 1st when I put it on jackstands. just a little more info, if relevant.
unfortunately didn’t get my t/b cover off, gotta go to harbor freight tomorrow morning (on my bike) 🙂 and get some offset wrenches cuz one of the screws holding it on has very limited access room, with the dipstick directly behind it.
THANKS EVERYONE for the info! very appreciative, being new to all of this. I’m going to watch the valve lash video again all the way thru and if it doesn’t have the model year for this accord I will try to personal msg eric on his g+ to let him know.
YAY eric wrote me back. I feel special. also very helpful cuz I was thinking, how the hell do I tighten this pulley bolt, googling the topic and seeing ‘pulley pliers’ to adjust tension on these bolts and all that. super, sounds like I didn’t break anything.
EDIT: according to the chilton, the valve adjustment specs are as follows:
1996, 2.2L engines (F22A1, F22B1, F22B2): IN: .009-.011, EX: .011-.013
1996 2.2L H22A1 engine: IN: .006-.007, EX: .007-.008
1996 2.3L H23A1 engine: IN: .003-.004, EX: .006-.007
1996 2.7L C27A4 engine: IN: .009-.011, EX: .011-.013
1997, 2.2L engines (F22A1, F22B1, F22B2): IN: .009-.011, EX: .011-.013
1997 2.2L H22A4 engine: IN: .006-.007, EX: .007-.008
1997 2.7L C27A4 engine: IN: .009-.011, EX: .011-.013
1998 2.2L H22A4 engine: IN: .006-.007, EX: .007-.008
1998 2.3L engines, (F23A1, F23A4, F23A5): IN: .009-.011, EX: .011-.013
1998 3.0L J30A1 engine, IN: .008-.009, EX: .011-.013
1999 2.2L H22A4 engine: IN: .006-.007, EX: .007-.008
1999 2.3L engines, (F23A1, F23A4, F23A5): IN: .009-.011, EX: .011-.013
1999 3.0L J30A1 engine, IN: .008-.009, EX: .011-.013
2000 2.2L H22A4 engine: IN: .006-.007, EX: .007-.008
2000 2.3L engines, (F23A1, F23A4, F23A5): IN: .009-.011, EX: .011-.013
2000 3.0L J30A1 engine, IN: .008-.009, EX: .011-.013
it looks like from these specs that
*all 2.2 and 2.3L accords in this year range are .010in .012ex
*the C27A4 engines use same .010in .012 specs, but there is no reference to this model engine after 1997, curious as to what this car was
*the prelude (guessing) is the H series and uses a slightly smaller clearance, but remains constant at .006-.007intake, .007-.008EX, from the transition from the H22A1 to the H22A4. the H23A1 model (different clearance) is not mentioned after 1996
*in 1998 we have the introduction of the J30A1 3.0L (v6?), IN: .008-.009, EX: .011-.013
ALSO WANTED TO ADD that the Chilton manuals don’t tell you everything about your car! so just because there’s only one valve adjustment procedure specified, doesn’t mean all these model cars have similar engines. it just means that there is no significant difference in the procedure between models. it may even assume that you already know which direction the crankshaft rotates for your vehicle.
there is a great amount of variation even in these accords. for example, (according to the Chilton 🙂 )the ignition systems on the 3.0L V6’s from 2000+ were significantly different than earlier models, switching to a ‘distributorless’ system where there is a separate ignition coil for each cylinder, and the signal to ignite is sent by the pcm rather than the distributor. ignition timing cannot be adjusted on these models, it’s purely electronic. just an example.