Accurate or not, I don't know, but all I have to go on at the moment. I am testing that by pulling coil plug & injector plug. So pulled the injectors again, cleaned them again, moved the ones for the dead cylinders around, some of the same still dead, plus new ones are now dead. Spark tester tells me all coils are firing. I checked all my grounds anyway, everything came up good there. Noid lights barely turn on, but they do flash and volt meter shows alternator voltage at the plug. So I pull the injectors and clean them, no change. Troubleshooting and troubleshooting and more troubleshooting, I thought I had it narrowed down to 1 2 & 6. Now after replacement, has a flat out dead miss. MAF and TB have been cleaned, no vacuum leaks. Shortly before it let go it had new Motorcraft plugs and COP's installed and was running fine until the timing set let go. So brand new timing set top to bottom, chains, guides, phasers, tensioners, VCT solenoids, oil pump, rod & main bearings, and gaskets all over. Some additional resources that will help you during this project:įor full torque specs on this project, check out this database.I heard the chains slapping, and before I was able to make the repairs, the guides let go and disintegrated. The Parts You Needįord Performance Parts Camshaft Drive Kit While those experienced shops may take 8-9 hours, we suggested budgeting a weekend for this job if you’re not a Ford tech. There are tutorials on YouTube that show full valvetrain disassembly and cam removal to do this timing upgrade, and while that’s fine, we’re going to show you the quickest and easiest way to knock this out. You can find off-brand/unknown brand kits available through other outlets online, but we strongly suggest only using Ford parts for this swap since the quality of other sources has been very suspect, and this is not a job you want to do more than once. Most quoted us around $1,200-$1,500.įortunately, since these are known issues, upgraded versions of all of the parts are readily available through Ford Racing Performance Parts, and are in stock at Summit Racing for the best prices. However, even working with an experienced shop you’re looking at a minimum of 8 hours labor, and here in SoCal, that’s at least $900 at most shops, parts not included. We’ll be honest we didn’t want to do it ourselves. The bad news is that it is really time consuming, which is why it tends to cost quite a bit at shops that tend to bill by the hour. If you can follow instructions closely, you can do this and save a bunch of money. The somewhat good news when it comes to changing the timing assembly on a 3V is that it really isn’t that difficult of a job, technically speaking. That’s when we parked it and decided it was time to take the plunge. When you hear any of these, don’t ignore them for long-they’ll definitely get worse quickly. And we knew something was going on with the chain guides when the chain’s movement suddenly became more audible one morning. The cam phasers were ticking on both sides. We knew the chain tensioners were failing thanks to a chain rattle upon start up. In the case of our project-burdened by 116,000 miles of SoCal traffic mixed with lots of autocross and track days-we had a few things going on. However, everything else timing related-including the infamous chain tensioners-requires significantly more time to resolve. The cam phasers can go out (usually a ticking sound gives this away), which isn’t a terribly hard swap since it can be accomplished by just pulling the valve covers. The most dreaded ones revolve around the timing assembly. On the downside, it also introduced more complexity into the system while falling well short of the benefits that a DOHC 4V design would have provided.įor the most part, though, 3Vs are tough and reliable engines (provided that you keep the power under around 450 to the wheels), but there are a few issues that are going to pop up eventually. On the upside, they sound great and the extra valve and variable cam timing provided by the phasers on the camshafts provided more usable torque and horsepower in a street friendly range then the 2V it replaced. Ford’s 4.6 3V, typically just referred to as a “3V” in the Mustang community, is a bit of an oddball in the modular engine family and definitely has its pros and cons.
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