Glad I have the lowly 4 banger, I don't care for rules as a general rule. Ciao, chris

 

Well this is one rule if broken may not really matter because engine already may have bent valves on rear head but it will allow you to verify why the engine won't start before you spend needless hours troubleshooting fuel and air system to no avail.

 

The ruler's gavel has fallen

 

Template web site won't open?

 

I've used that template for 5 belt changes and as a first step diagnostic tool (as per Steve's rule) another 3-4 times. Every 12V V6 owner should print one, even if it's just taped together like mine!

 

I've followed the ruler's rule for well over 5 years and have the laminated template hanging in my shop for quick access on any belt change or trouble shooting that needs it.

 

I verify cam timing when my washer fluid light comes on!

 

Easier than taking the pesky fender liner out and ensuring the floaty thingy is still doing its thing eh Jason....

One of your engines Mr Steve? Ciao, chris

 

One of your engines Mr Steve? Ciao, chris

Nope not mine have you been following the no start thread?

 

I think he's referring to the pic in post #1 Steve. I know that's your engine. I recognize the silver marker with the timing belt change information

 

Oh, your right my bad. No not mine, it is Tra's engine we just put new heads on before Christmas. He had that stripped timing belt/bent valve 164L we talked about recently.

 

I've been following the no start thread, just was tossing something out there to see how much it stuck. I kinda thought that was where you were going. Just didn't want to stir the pot as it were since it seems to me, some are a wee bit cranky of late. Pun intended. Ciao, chris

 

Sorry for seeming a wee bit cranky, but I expect others might be a wee bit cranky too if they were in my situation, thinking you've finally at last solved the problem after hours and hours of troubleshooting and money spent, and are about to be driving your Alfa again, and then finding out it's worse than you'd imagined.

A very valuable and expensive lesson that I've unfortunately learned the hard way.

Most of the troubleshooting procedures start first with checking the fuses, then the fuel relays, then jumping the relay, then checking fuel pressure, then checking for spark, checking the grounds, etc, all the time you're cranking away just aggravating the situation, wearing out your starter and wasting time and money when none of that matters if your timing is off.

Oh well, just like in aviation where every new rule is written in blood or bent metal, this one was fortunately only written in bent valves.

 

Please if you are upset that I used cranky, rest assured this was not directed at you. If you took it as such, I apologize. On some of the other threads about should I or should I not sell my Alfetta and one Mr Chaz got caught up in, responses have been not so civil. Having read thru your notes and such, I find your reaction to be better than mine would have been for sure. Ciao, chris

 

I'm picking up a "ran when parked" 164 L shortly. Looks like this will be a must before even beginning to start it.

 

Wise move!

 

Note the sharp cornered edges of the cambelt teeth. This is the cause of cambelt failure. Later research showed the intuitive design which looks like it would "hold" into the cam drive gears better was incorrect. The sharp corners fatigue crack, teeth strip and bang goes your engine.

I've seen the cambelt from my later design Audi V6 which has softly rounded teeth and matching sockets in the cam drives. Those belts are rated for 100,000 miles (160,000 km) with no predicted service life limit.

In addition to verifying cam timing the opportunity should be taken to inspect the toothed side of the belt at the joins where the teeth rise out of the backing belt.

The first symptom of imminent failure will not be the condition of the belt but the presence of tiny cracks in the joins of the teeth to the belt. By joins I mean where the moulded teeth rise up from the backing belt. That is the weak spot.