please help with timing issue..... i think im crazy

newttn · Post by **newttn** » 05 Oct 2012, 16:41

Ive got the cams straight and locked and pretty sure [YouTube][/YouTube]i have the crank in the right mark. when i put the belt on and try to rotate the engine, the valves hit. where am i going wrong? 2004 t5 with vvt on both cams and no i have no had the cam gears off.

Post by **regent** » 05 Oct 2012, 20:51

Take the belt off, remove the plugs, align all marks, and then put it back on. Double check the marks after tightening the belt, then rotate the crankshaft 2 full revolutions and recheck marks. With the plugs off, it is much easier to rotate in small increments and with very little force.

Post by **jimmy57** » 05 Oct 2012, 20:56

did you rotate the cam gear clockwise until they stopped before you fitted belt while cams are locked? The CVVTs must be at full stop CW and the gears can't be stopped by the 3 cvvt bolts before they get to their stops.

newttn · Post by **newttn** » 05 Oct 2012, 23:06

All the plugs were out, its hitting valves. With the back of the cams lined up with a cam tool, I can not get the front hash marks to line up. If i rotate the cam gears clockwise to the internal stop(vvt stops). the hash marks are about three teeth clockwise to where they should be. Its been apart by someone else before, could someone not put the vvt and cam gears back in the right spot. Because I didn't move any of these parts. It rotates fine this way, but if I line the marks up, the back of the cams are not straight across and it hits valves. Now what would u do????

Post by **jimmy57** » 06 Oct 2012, 09:20

The marks on gears are almost meaningless. Start over and time it and forget those marks. WHen you are done scribe your own new marks. New replacement gears have no marks as they are done after gears are fitted during engine manufacture.

Have you found the procedure for doing it from scratch. It is part of cylinder head R&R on the 99 and later's. Your XC will not the aggravating return spring in the exh cvvt so you save that grief.

newttn · Post by **newttn** » 06 Oct 2012, 10:24

No I don't have that procedure. Do you have it? Or can you give me a breif run down of it?

newttn · Post by **newttn** » 06 Oct 2012, 10:33

My cam tool is an aftermarket, that holds the cam straight across in the back, so that the grooves are inline with each other, when then cam postion cups are on, the intake is facing toward the front, and exhaust is facing toward rear of car. Is this right?

Post by **jimmy57** » 06 Oct 2012, 10:50

OK.
Crank aligned with mark on oil pump or the lock pin installed in hole behind starter with crank CCW to stop on the pin.
Cam locking tool fitted. Slots will be horizontal, in line with seam of cyl head and top cover. Exh cam slot offset down, int offset up.
Fit gear to cvvt with the bolt in middle of slots on gear, tighten, not torque one bolt. Fit cvvt to cam with mark at 10 o'clock and snug the center tx55 bolt. turn the cvvt to the right (clockwise) until the mark is straight up to align with the notch on plastic top cover. Torque the center bolt to 89 lb-ft and then fit the plug and torque it to 27 lb-ft.
Repeat for intake cvvt on that cam. Loosen the bolt for the gear on cvvt.
Fit the belt with the gear marks straight up aligned. Overtighten the tension to assure the belt gets tight all way around and then back it down to correct position straight up between the "goalposts" of the tension block bracket. The tensioner for 4 and 5 cyl goes CW to increase tension, 6 cylinders it goes CCW.
Now that belt is tensioned use the TX55 bit and rotate the CVVT hubs for both cams CW to stops. Make sure the CVVT hubs do not stop due to contacting gear bolts. If they stop due to gear bolts then the gear must be refitted on tooth left so this doesn't happen. With cvvt's against stop torque the gear bolts to 10 lb-ft.

newttn · Post by **newttn** » 06 Oct 2012, 11:17

So basically set the crank and cams, rotate gears clockwise til vvt stop. throw on the belt and your good to go?

Post by **jimmy57** » 06 Oct 2012, 11:28