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next step compression test ,
unplug the computers,
charge the battery ,
foot to the floor,
then crank six compression strokes per cyl.
post your results please.
#5 looks like it running lean or low fuel supply, same for #4 crossed wires?
I would pull the injectors after the comp test and see how tight they fit into the manifold,
if you got witchunter lower o rings then they might fit a bit loose and cause a air leak
Oh, and the owner dropped off a couple of barrels of beer he brewed [surely?]
The owner is terrific guy - he is my go to guy for wiring harness repairs on several car that have passed through my hands. I just want to help him get this all sorted out.
next step compression test ,
unplug the computers,
charge the battery ,
foot to the floor,
then crank six compression strokes per cyl.
post your results please.
#5 looks like it running lean or low fuel supply, same for #4 crossed wires?
I would pull the injectors after the comp test and see how tight they fit into the manifold,
if you got witchhunter lower o rings then they might fit a bit loose and cause a air leak
I handed him my fuel pressure gauge and compression tester. I am not sre who rebuilt the injectors.
He's checked the spark plug wires more than once.
The car starts and idles fine. So, strange.
Let's wait for the compression results. Should have those tomorrow.
The owner is terrific guy - he is my go to guy for wiring harness repairs on several car that have passed through my hands. I just want to help him get this all sorted out.
Anyone who helps you out with wiring harness issues is well worth the effort- ask me how I know!
Let's wait for the compression results. Should have those tomorrow.
Amongst other things, the compression test will reveal whether the cams are timed correctly or not via the avg delta is psi from one bank to the other.
These numbers were recorded with the engine cold. Owner performed the test twice after increasing the number of revolutions(7-9).
1 -8 below.
105
115
108
80
190
160
190
178
Car history at the shop in Orlando. Customer (not current owner) has shop do timing belt and water pump. While on test drive tech noticed heavy white smoke. Determines that car needs a head gasket. One cylinder (7) had coolant in it. They pulled the engine and emptied the PO's wallet.
take the cam cover off the low side and inspect the cams at TDC .
use the WSM to verify the cams are correctly spaced,
it looks like one of the cams is out of time.
take the cam cover off the low side and inspect the cams at TDC .
use the WSM to verify the cams are correctly spaced,
it looks like one of the cams is out of time.
This^
The intake and exhaust cams on the p-side (assuming numbers above are in cylinder order) are mis-indexed by a 1/2 - 1 chain link.
It's very easy to get the p-side cams 'out of sync' because the marks are on the firewall side and it is hard to see them.
... Heads were done with the engine in the car right?
No:
Originally Posted by Kevin in Atlanta
Car history at the shop in Orlando. Customer (not current owner) has shop do timing belt and water pump. While on test drive tech noticed heavy white smoke. Determines that car needs a head gasket. One cylinder (7) had coolant in it.
They pulled the engine and emptied the PO's wallet.
Looking at those numbers it seems as though the car needs to go back to the purveyor of $12k bills and ask him to do the job correctly this time assuming you would trust someone who got the passenger side cams out of synch- presumably by one tooth on a cam sprocket.
Getting this wrong on an interference engine is a pretty serious error I would think. From memory the cam sprocket has 20 teeth so a single tooth error amounts to 36 crank degrees or 3 cambelt sprocket teeth [15 crank degrees per tooth]. There seems to be a general consensus that getting the cambelt sprocket out one or two teeth should not cause a problem but 3 teeth? That number 4 compression is significantly lower than 1,2 &3 makes me wonder if this diference is significant and I would be insisting that the shop responsible take appropriate action to ensure there is no consequential damage. Not sure I see any point in doing a leakdown at this stage - maybe it will give some idea of what is happening on No6 that is suspiciously low at 160 but presumably not linked to the 1/4 cam issue.
It is going to be intersting to see how this pans out.
05-12-2017, 05:56 PM
