I'm assuming Alfred and Chris are going to check the lifters too. I have no doubts about their abilities (it's the only place I bring my car), just want to be sure that nothing gets dismissed out of hand.

 

I like the idea of leaving your car with them. I also wonder about the lifters. I just ordered some from partsdinosaur.com because I think $130 is cheap insurance. Good luck Pd1. Keep us posted.

 

I can assure everyone that a solution will be found. We will keep posting once the car is back in our hands and we can tear into it.

 

Update:

Conclusions as of Today

1.) Both cam gears were properly installed using the "B" dowel, as per the instructions. Ogvw mentioned there may have been confusion as these gears have two dowels each -- one for DSM use (labeled A), and the other stricly for Evo use (B). These dowels are 185 degrees apart from one another.

2.) The timing mark on the harmonic balancer, while lining up with the "T" mark on the lower timing cover, coincides with the piston's TDC orientation.

3.) The single hash mark directly above each of the "B" dowels on the cam gears alignes perfectly with the TDC markings on the valve cover while the crank remains situated as described in Conclusion #2.

4.) With the cam gears situated as described in #3, and the crank left as described in #2, the CAS is properly indexed in the 5 o'clock position.

5.) Because of proper CAS orientation, which exists while the exhaust cam gear is aligned to TDC, one can conclude that the exhaust cam gear is not defective in its indexing mark relative to TDC.
------------------------------------------------------------------------

Supporting Evidence

Here is a photo, using a small mirror, which depicts the harmonic balancer TDC mark lining up with the "T" mark located on the lower timing cover. You'll have to look closely, but about 3/4 of the way over to the right-hand side of the mirror, you should see both markings. (If you don't, trust me. It was a hard picture to take.)


Here is a photo which shows the cam gears aligned at TDC.


Here is a photo displaying the orientation of the CAS while the crank and cams are aligned to TDC.


The procedures used to arrive at the aforementioned conclusions should be obvious, with the exception of the latter half of Conclusion #2 (..."T" mark on the lower timing cover, coincides with the piston's TDC orientation.). I determined this by removing the #1 spark plug and placing a long screwdriver down the plug hole so that it sits on top of the piston. You can see the screw driver in the picture of the cam gears -- it's in the middle pointing straight up. On this screw driver, I placed a small strip of electrical tape near the middle of the shaft. I used this tape as a referencing point while turning the crankshaft slowly up to TDC and back down from TDC. Quite simply, when the tape is the highest, so is the piston. Sure enough, the piston reached its tallest position at the exact same point where the cam gears and crank markings lined up with their TDC marks on the valve cover and lower timing cover; respectively.

EDIT: The cam gears have not been adjusted since the car left Tuning Technologies. They remain as follows: -4in/-2ex.

 

Im glad to see that you've stuck it out this long PD1

 

Updates?

 

The car was left with TT yesterday morning. The "known good" set of Revolver cams has arrived, but I don't know whether or not they've been installed. I asked Tuning Technologies to do a compression and cylinder leak down test to rule out any other engine issues before they address the cams themselves.

I'm in NYC now, and heading out of the country tomorrow. I'll update you as soon as I hear back from TT. If I'm unavailable to post, they can update this thread as they go. The real culprit should be identified in fairly short order.

 

A brief update...

The motor is in good shape. The compression checked in at 162, 162, 160, and 161 going from cylinder from 1 to 4.

I'm waiting to hear the status on the cams. Perhaps TT can chime in here when they know what's going on, as I may be unable to post for a few days.

 

Fixed Yet?

 

what ecu are you using

 

dsmlink.... did you guys read the thread?

he's out of town right now his car is at tt

 

I am very interested in the Revolvers. We know they can make power as evidenced by Timzcat's car. When all is said and done, I wonder what the takeaway will be.

 

isnt the dsmlink for an old dsm why would he use a primative ems on an evo

 

I can think of a few reasons..

 

DSMlink has been updated to work with the Evo. A lot of guys really love it, and from what I know, it datalogs and is user-tuner friendly.