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, Tue, 14 Mar 2006 19:22:00
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All I did was walk away for an hour, developed a hunger and decided to see if I would have chicken for dinner (needed to drive for that) or cereal from the cupboard. I wanted chicken, so I turned the key and it started. My worries about the different sized cam bearings were for not it turns out. Maybe turning the engine by hand (via the tranny) forwards and a little back until I got the TDC setting right did something to the starter??? Who the hell knows when the continuum strikes. So back on the road. While driving, I noticed the ping issue lessened somewhat now with this older turbo intake cam. But it was still there, so the timing was still obviously off. Then I thought about the head resurfacing job. I asked the tech to shave off as little as possible, 5 thousanths preferable. He ended up shaving off 12 thou (fu*ker!)claiming it was necessary. Perhaps it was, but that means the timing will invariably be advanced if the distributor setting remained from the previous head. There's also the possibility that I need to adjust the fuel air mix. Keep in mind this is a 16V CIS conversion project car. When I first started that initial 86 2.0 16V engine/head (the engine previously was the original 82 8V) a few years ago, I had to enrichen the setting at the fuel distributor just to keep it idling smoothly and keep the emissions within spec. Now with the larger capacity head with the larger intake manifold, the setting may again have to be adjusted richer. A too lean setting plus some advance would be most obvious during idling and under boost with the engine being underfueled by the simple mechanical CIS operated fueling system. The fuel setting I can't do anything about until I find the damn hex key that has forever been sitting in the dash recess, but has suddenly disappeared now that I really need it. While on my way to dinner I thought about the overmilled head which would advance the timing (shorter chain distance) even after strobe timing the engine, and decided to pull over and retard rotate the distributor setting. The idle smoothed out a little, and the ping was much less noticable, but still evident while boosting. I think I'm heading in the right direction. Next step is that fuel setting. Then I'll retry that 92 intake cam. Any hint of ping and out it goes until I update the fuel delivery system. I may have simply run up against the limits of the older CIS system. I must say I do like the sound of this head so far. It's best performance range at present is around 2500 - 3000 rpm. A nice growl can be heard. It obviously wants more fuel to go along with all that air. There's also the possibility that with the milled head and the valve job, the compression has increased, which would certainly cause ping if underfueled during boost along with over-advanced timing. I'll just keep tweaking, like we all do. Thanks a whole lot for your (everyone's included) invaluable pointers.
posted by 207.200.11...
, Tue, 14 Mar 2006 19:22:00, Wed, 15 Mar 2006 08:46:36, Tue, 14 Mar 2006 19:40:52, Wed, 15 Mar 2006 07:18:22
, Tue, 14 Mar 2006 18:56:54
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