The car died last weekend; cranked but wouldn't fire. I had it towed
home thinking that I would be able to fix it. She had fuel
pressure, spark, power at the coil, power at the inertia switch and I
could here the fuel pump working. Being that I didn't really
have a lot of spare time, I arranged for tow truck to take her to an
old friend's shop.
The next day I got the call, catastrophic failure! The bolt that holds
the harmonic balancer to the crankshaft broke, so the
harmonic balancer moved forward, which took the signal away from the
crank sensor, and the collar for the harmonic balancer
was still pressed onto the crankshaft. My old friend didn't want to go
any further with the job, so I had it towed home where
I would determine whether it was worth fixing myself or moving on to
My buddy came over for a few hours with some of his tools, and he got
the bolt out in about 10 minutes. The collar was a bit
more difficult, but after about 30 minutes, he had it off.
I've always had a coolant leak from the timing cover, so now is as good
a time as any to fix it.
Day 1 (Sunday, October
Houston, we have a problem.
The bolt broke inside the crankshaft. Luckily it came out fairly
The broken stock harmonic balancer.
What was left on the crankshaft.
A few strategic drills holes and she came right off.
I didn't order any parts just in case the bolt wouldn't come out
crank, or the crank was damaged. All is well to this point, so
I'll order up my parts tomorrow. I also found my oil leak; the snout on
the supercharger is leaking.
Parts will be: BHJ harmonic balancer, cranks sensor, crank seal, snout
I'm sure there will be more by the time I'm done.
Day 2 (Saturday,
I started with the snout seal.
Put a rag under to catch and debrit. Remove any
excess grease, then remove the factory lock ring.
Drill two holes in the old seal (don't drill to deep) and
thread two screws. I drilled 1/8 holes and
used 6-32 machine screws. You can use any size screw or bolt that you
Put pliers on the machine screws and pull the old seal
Clean up any grease from the inside of the snout with a
and a rag.
Put a small amount of supercharger fluid on the seal and
tap it in until it is seated.
Install a proper snap ring. I used one that was 1 13/16"..
Install the pulley and tighten the nut and you are all done.
Here are the old seal and retaining ring.
I got the water pump off, along with most of the timing
bolts. I can't get the cam sensor off as there is a tamper-proof bolt
it down, and the clearance between it and the supercharger
snout is minimal. I will try and make/modify a tool the take care of
that will have to wait until tomorrow.
Day 3 (Sunday, October
What I have to work with today.
I couldn't get any combination of tools between the snout and
the cam sensor to remove the camshaft syncronizer
hold down bolt, so I ended up using a regular T-45 tamper-proof bit and
an 8mm combination wrench .
Finally the timing cover came off.
The left side (right side in the picture) seemed to hang up, but
I figured it was the silicone
on the oil pan. She cracked free after some delicate prying and
Yup, that was a real "crack" I heard.
Just took the corner off. I'll see if I can get it welded.
I read about an allen head bolt that was hidden, but couldn't
see it. Guess I know for the next time.
All cleaned up and ready to be put back together, after I do the
timing chain and sprockets.
My bin 'o parts.
Day 4 (Saturday,
I got the cam gear and chain off, but the crank gear got hung up and
needed a puller.
Now to remove the tensioner.
The old timing set,
The crank gear got to cozy with a drill bit when my buddy was trying
drill out the seal.
I had to put everything away and head out to get a used timing cover.
Thanks again, Sean.
When I got back, I messed with the tensioner for a bit. I couldn't get
it to relax enough to clear
the new chain (even the one I grabbed from Sean). I ended up drilling a
small hole right below
the original one, which gave me just enough room to clear the chain.
The new timing set installed.
It was getting late, so I spent some time cleaning up the new
cover. I also had to drill out a broken water
pump bolt, which to some time. I also transferred over the oil
Day 5 (Sunday, October
The new timing cover with a brand new water pump mounted.
Installed in the vehicle.
I spent a lot of time cleaning grease and grime off all the parts, so I
only got a few of things installed.
Day 6 (Wednesday,
Today was supposed to be warm and sunny, so I booked of early from work
so I could try and get the balancer on and see if
she would fire up. After a few hours of running around getting my
buddy's balancer installer and grab a few odd's 'n ends, I
made it home and had about an hour and a half of sunlight left. I got
the balancer and crank sensor on, thne the cam
synchronizer. Once that was all done, I put on a new oil filter and
added some oil. Time to crank her over.....
She flashed right up, but was banging and clanging like a 1960's diesel
engine. At first I thought it was the lack of oil pressure,
but when ti didn't go away, I figured that there must be something
wrong with the timing. It was now 7:30 pm, dark and cold,
so I buttoned things up and called her a night.
Day 7 (Saturday,
I re-did the timing, fired her up, and she was still banging and
clanging. The best part was now oil was leaking out of the oil
pump. This was the final straw for me, as I'd now spent three weekends
trying to fix this car, and she was no better than
when I started.
I made a call to a buddy and booked it into his shop.
A week later I had the car back and all was good.
Here is a "cheat-sheet" of all the bolts holding the
timing cover to the block.
The 6mm allen head bolt is barely visible, and the one that I forgot to
belt - alt, ps, ac, wp
belt - jackshaft to crank
jackshaft to supercharger
bolt & washer for harmonic
crank seal (front)
RTV silicone (black)
snout snap ring
timing cover gasket
water pump gasket
If you have any comments, suggestions, or see any errors, please let
me know..... firstname.lastname@example.org
Last updated on March 4/2009
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