PJpathy Posted December 21, 2014 Share Posted December 21, 2014 Thought u lot might be able to help. The following photos will explain a lot better, but with the timing on the crank at what I assume to be cyl1 TDC, the RH cam marking is where it should be, but the LH mark is almost a tooth off. I suspect this is due to taking around 10thou off both heads/block, but will this affect power at all? Should I redrill the cam drive pulley to line up? Also the distributor when installed with the above markings lined up looks like this, look ok? Link to comment Share on other sites More sharing options...
rickpyle13 Posted December 21, 2014 Share Posted December 21, 2014 I think your cam sprockets might have gotten switched from the correct side. Switch them and see if it lines up better. Plus I remember after doing mine that they don't align dead on, they were very slightly off such as that. Link to comment Share on other sites More sharing options...
Nefarious Posted December 21, 2014 Share Posted December 21, 2014 They are marked. L3 goes on the left side and R3 goes on the right side. They would be way off if they were backwards. Link to comment Share on other sites More sharing options...
PJpathy Posted December 21, 2014 Author Share Posted December 21, 2014 Cam gears are definately the correct side. Link to comment Share on other sites More sharing options...
rickpyle13 Posted December 22, 2014 Share Posted December 22, 2014 Thanks for clarifying Link to comment Share on other sites More sharing options...
adamzan Posted December 22, 2014 Share Posted December 22, 2014 As long as you have 40 teeth between the cams, and 43 teeth between the Left side cam and the crank, you're fine. Link to comment Share on other sites More sharing options...
PJpathy Posted May 20, 2015 Author Share Posted May 20, 2015 Guys I thought I might add a followup to my question. I was quite worried about cam timing (justified or not) but either way nothing short of measuring it would satisfy me. So, with my trusty dial gauge and a couple of extensions, I found that the final mark on the balancer is indeed exactly TDC of cylinder one, and then proceeded to fit and align a degree wheel to crank. From there, I then fitted the dial gauge to the inlet and then exhaust lifters of cylinder one for the RHS cam, and cylinder four for the LHS cam. This is due to the firing order of 1,2,3,4,5,6. Ie cylinder one and four are at TDC at exact same time. You can just get the dial gauge onto each respective lifter barrel for true measurements. Long story short, the measurements were pretty much dead on what they should be, with the lift on valve open/close on inlet/exhaust averaging .15mm when exactly on the factory specified crank degree for the VG30E camshafts. Link to comment Share on other sites More sharing options...
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