Happyhippo
Active Member
- Posts
- 122
Hi
I was airing various problems under the Cam belt failure heading and I thought I should start a new thread. I noticed that Zigster has already bagged the thread title I was going to use!
Anyway briefly my L-series engine suffered cam belt failure and I've obtained a brand new unused stripped engine that must receive most of my old components, including the FIP. My problem is how can I maintain the FIP timing when transferring the pump. Is the main reference TDC on firing stroke on both engines? Remember I will have to transfer the flywheel as well.
Another problem is that I may not be able to achieve TDC on firing stroke on the damaged engine owing to chewed up valves. I can't remove the head either because that removes the camshaft timing.
Can I assume that all the components are accurately machined so that one can just interchange parts and that TDC will be accurate with different flywheel/crank assemblies and that crank position sensors will indicate the right position with any correct flywheel.
Are there any L-series eggsperts out there who would be prepared to share there eggspertise. I need to find a way round this conundrum without making an awful mistake!
I was airing various problems under the Cam belt failure heading and I thought I should start a new thread. I noticed that Zigster has already bagged the thread title I was going to use!
Anyway briefly my L-series engine suffered cam belt failure and I've obtained a brand new unused stripped engine that must receive most of my old components, including the FIP. My problem is how can I maintain the FIP timing when transferring the pump. Is the main reference TDC on firing stroke on both engines? Remember I will have to transfer the flywheel as well.
Another problem is that I may not be able to achieve TDC on firing stroke on the damaged engine owing to chewed up valves. I can't remove the head either because that removes the camshaft timing.
Can I assume that all the components are accurately machined so that one can just interchange parts and that TDC will be accurate with different flywheel/crank assemblies and that crank position sensors will indicate the right position with any correct flywheel.
Are there any L-series eggsperts out there who would be prepared to share there eggspertise. I need to find a way round this conundrum without making an awful mistake!
