Ordered, theory‑based procedure for valve adjustment on a Toyota 1HD‑FT (concise, no extra questions).

Summary theory (short):
- Valve clearance (lash) is the intentional small gap between the cam lobe and the valve actuation surface so thermal expansion of head/valves doesn't close the valves solid at running temperature and so the cam always contacts the valve train on the cam base circle. Correct lash ensures valves fully seat (good compression, combustion) and opens to the designed lift (breathing). Wrong lash:
- Too tight: valve won’t fully seat → loss of compression, misfire, hot/exhaust valve burning, white/blue smoke, rough running.
- Too loose: noisy tappets/valve clatter, reduced effective valve lift, reduced power, accelerated wear.
- 1HD‑FT uses shims and buckets under the cam (shim‑under‑bucket style typical for Toyota DOHC diesels). To change lash you replace the shim to change the stack thickness; thicker shim reduces clearance, thinner increases it.
- Calculation for new shim thickness: New_shim = Old_shim + (Measured_clearance − Spec_clearance). Units in mm (or same units throughout).

Step‑by‑step procedure (in order)
1. Preparation
- Service manual/specs at hand (correct cold/ hot condition, spec clearances, torque and sequence, timing marks).
- Tools: metric sockets, torque wrench, feeler gauges, micrometer or vernier caliper (0.01 mm resolution), shim kit or selection, magnet/tweezer, camshaft holding tool, clean rags, engine degreaser, drip trays.
- Work safely: battery negative disconnected, engine cooled, clean workspace.

2. Condition and access
- Valve clearance usually checked on a cold engine unless manual specifies otherwise (cold gives repeatable dimensions).
- Remove intake plumbing/airboxes/etc. Remove cam/cylinder head covers to expose camshafts. Keep fasteners and parts organized.

3. Set engine to TDC compression for cylinder #1
- Rotate engine by crank (use socket on crank bolt) to align crank timing mark for TDC. Confirm cylinder 1 is on compression stroke by checking both intake and exhaust cam lobes for cylinder 1 are on their base circles (lobe faces away from the bucket). Do not rotate past marks or disturb injection timing.

4. Measure clearances with cams installed
- With cam lobes on the base circle for a given valve, use the correct feeler gauge to check clearance between cam lobe (or cam follower face) and bucket/top of shim depending on what’s accessible. Record each valve reading and compare to the factory spec. Only measure valves whose lobes are on base circle; rotate the crank as needed so each valve is measured when its lobe is on the base circle.

5. Mark which valves need correction
- For valves out of spec (too tight or too loose), note cylinder and valve (intake/exhaust) and measured clearance.

6. Remove cams where necessary
- Loosen cam bearing caps in the specified sequence gradually (to avoid bending cams), keep caps and bolts in order and orientation. Lift camshaft carefully and support it (do not let it hang by timing chain/belt).
- If many valves require shims you may remove each cam you need to access; on a DOHC engine you will likely remove the cam that covers the affected valves.

7. Remove buckets and record shim
- Remove the bucket (valve tappet) and carefully extract the shim (they are small). Keep location labeled. Use a small magnet/tweezer. Clean contact surfaces.

8. Measure existing shim thickness
- Use micrometer to measure shim thickness to the nearest 0.01 mm. Record.

9. Compute new shim thickness
- Use: New_shim = Old_shim + (Measured_clearance − Spec_clearance).
- Example: Old shim 3.20 mm, measured clearance 0.30 mm, spec 0.20 mm → New_shim = 3.20 + (0.30 − 0.20) = 3.30 mm.
- Pick nearest available shim size from your shim kit. If exact size not available choose the closest and re‑measure after assembly; repeat if necessary.

10. Install new shim and bucket
- Clean seating surfaces, ensure shim is clean and seated flat in the bucket. Replace bucket over valve stem and shim. Do not use solvents that leave residue.

11. Reinstall camshaft and torque caps
- Seat camshaft in journals, ensure timing marks still aligned, torque bearing caps in the correct sequence and to the specified torque in the manual (incremental tightening). Refit cam sprockets/chain/marks if disturbed; maintain timing.

12. Rotate engine and recheck
- With cams installed and torqued, rotate engine at least two full revolutions by hand and return to TDC. Recheck clearances with feeler gauges for all valves. If any still out of spec, repeat shim change for that valve.

13. Final assembly and test
- Replace gaskets/covers, reconnect removed components and battery. Start engine, listen for abnormal noise, check for leaks. After a short run, recheck for oil leaks and retorque caps only if manual requires.

How the repair fixes the faults (clear, brief)
- Replacing the shim to restore the specified clearance restores:
- Valve seating: Correct clearance ensures the valve fully seats at the end of its closing travel, restoring compression and avoiding burned valves.
- Valve timing & lift: Proper clearance ensures designed valve opening duration and lift; that restores breathing (power and efficiency).
- Reduced wear and noise: Correct lash avoids impact loads from too‑loose tappets and thermal/seat damage from too‑tight valves.
- Net effects: restored compression, smoother idle, correct combustion (reduced smoke/misfire), quieter operation, and prevention of progressive valve and cam damage.

Important precautions and common pitfalls
- Always use factory specs for clearances and torque. Don’t guess.
- Keep cam timing marks aligned; disturbing timing without correcting it causes engine damage.
- Work clean: dirt under shim/bucket causes incorrect clearance and wear.
- If a valve was measured tight (zero clearance) for a long time, the valve seat or valve face may be burned; adjusting lash may not fully restore compression—inspect and pressure test if compression doesn’t return.
- Recheck after rotating engine; shims often require iteration to hit the exact spec.

That is the ordered procedure and the theory of how and why it fixes the faults.
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