So I agreed to replace the left bank cylinder head for one of my students parents due to a burnt exhaust valve an the # 2 cylinder. Did the job following the factory supplied technical service bulletin only to discover that it had been superseded 8 times since then and the recommended procedure that ships with the part results in cam shaft end play and forces the vehicle into reduced power mode on every key cycle. So I dropped the motor a second time replaced the faulty cam shims re-timed the motor and dropped the car back on it only to discover a damaged tension chain guide. This caused the right back to run like hammered dog shit. Dropped it third time replaced the chain guide and re-timed that bastard for the third time. After stuffing it back under the hood I fired it up and all seemed well the thing ran like a top. 3 days later I get it back with the service engine light an a laundry list of codes and and occasional stumble. I ran the diagnostic trouble shooting tree only to discover a bare wire on the knock sensor left bank and another bare wire on the left bank cam actuator solenoid. Repaired those and half the codes went by-by. BUT my cam position feed back did not agree on both intake banks and the left bank exhaust. Bit the bullet and dropped that motor a fourth time suspecting a damaged reluctor wheel on the left bank exhaust cam actuator only to discover that my crank timing for phase 1 left bank was over advanced by one tooth. Well you can just imagine how red my face was when I discovered that I screwed the pooch on that one. If you understood all of that than we can still be friends if you didnt well.... Awkward... If you are a former student and you understand that well that means I must have taught you a thing or two about a thing or two. That is all
Posted on: Fri, 28 Mar 2014 22:54:01 +0000
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