After running the motor for some time I assume the CCT repositioned itself and the intake cam realigned. I believe this is due to when I turned the exhaust cam to realign it with the cam cap, the CCT compressed slightly (remember I said my intake cam was not aligned correctly but had the correct number of rollers between cams). I drove it around for a while and checked block 93 again, and it looked good now. When I started the motor block 93 still showed a lot of intake cam retard on the driver side. However after doing this my intake cam was not in line with its cam cap (but the number of roller between cams was correct). I fixed this issue by removing the valve cover and popping the driver side cam cog and turning the exhaust cam until it lined up with the cam caps. I had my drivers side exhaust cam off a little bit due the plates (that the cam lock bar fits into on the cams) being loose on the cams. I assume what you are dealing with is similar to my issue. If step 2 checks out, use vice grips on the intake cam to turn it into the correct position (align cam notch with caps) Make sure you have the correct number of rollers between exhaust and intake camsģ. Align the exhaust cams with the notches on the cam capsĢ. If you want to know if something may be off with the timing belt job then look at block 093.ġ. After some research I found the following: A code P0021 refers to the VVT (variable valve timing) or VCT (variable camshaft timing) components and the cars PCM (powertrain control module, also called an ECM). ![]() So if you want to see if your CCT are working you can either do block 094 basic setting test or you can log block 090 and see actual numbers. Just got this alarm on my stock 2006 STI. Can be done in neutral(no need to drive car). ![]() If you rev above 2k rpm and the tensioners work then 'sys ok' appears in the last 2 windows. This number did not change during any throttle inputs while driving.īlock 094 is used in Basic setting to test the system. In my case I had -3 and -4 in all conditions. This test is not done well in neutral, a road test is better because it generates more load.īlock 093 shows how far from what is expected the cam is. When giving some throttle while driving this value jumped to around 20-21. When idling and low throttle this showed 0 or -1 in my case. The belt also stays on the sprocket.īlock 090 will show you how much the CCT is adjusting the cam position timing for bank 1 and bank 2. With the bolt loosened a few turns the sprocket to cam connection pops loose.but the wing still stays aligned and connected with the cam. I used a simple pulley puller attached to the inner hub area of the sprocket. You can use a pulley puller to pop the sprocket off. ![]() You can fix the sprockets on at any place however you want the belt to have no slack and then you tighten up the cam bolt which then locks the sprocket in place(along with cam and wing). When a timing belt job is done with the bar that bar holds both exhaust bank cams in the correct place for TDC. The key way is part of the connection with the 'wing'. It is infinitely adjustable and held in place when the bolt is tightened(really tight.I think 55 ft/lbs). Doesn't the keyway on the cam force the sprocket into a certain alignment/position? Also, what tool did you use to pull the sprocket off the cam itself?There is no key way between the cam and the sprocket itself.
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