Cam timing adverse affects, thereof...

[Moosinatrix]

So considering i am using the head and cam from the original, n/A 2.3 that was removed from my 88 ranger, I was just wondering a few things.....

The n/A head has a smaller combustion chamber. Not sure which head it is exactly, I will go look at the ident. Resource here on the site and get back to y'all pin that.

will the smaller combustion chamber have any adverse affects or performance loss as opposed tothe stock SVO head?

What about the camshaft??
Will the camshaft lobe timing/lift etc. be sufficient?
I can hear what sounds like a "dead cylinder;" is there any possibility of an exhaust valve on one cylinder being far enough out of time from the rest that it would cause this "dead-cylinder." To mynear it sound as if the exhaust valve might be opening before combustion is complete, and burning/losing power and compression into the exhuast? I know this is a good way to burn a valve and that is what im fearing because this one cylinder sounds so different from the rest, and adjust the distributor doesn't affect the sound of this one cylinder. All plugs appear to be sharing consistant air/fuel mixture and cumbustion. Also, IMO the heat around the exhaust side seems to be significant, as this is my first real interaction with a turbo application, I can't really say whether it is within parameters of typical operation.

What is the possibility of the cam-crank timing being off and causing these symptoms?
When I was installing the timing belt, I wasnt real sure about Marks and alignment. So I went with basic timing requirements; cup 1 at TDC, both valves closed (I tried to position the exhuast lobe somewhere near 90*(camshaft) before cyl 1 BDC. Dizzy points toward cup 1 wire on the cap, ex below
I I
I I
I I 3 4
I I 1 2

I have since been informed of the string method, I just wanted to get a bit more insight before I go and reinstall timing belt using this method.

And as c at as installing dizzy, will the directionality of the rotor affect anything with the tfi module?? Like make the ecm think it is firing cyl 3 when in actuality the crank and cam and the plug wire positioning in the cap are actually firing cyl. 1? And since all the injectors fire at once, would this make injector fire at the wrong time? Do the injector fire during each intake stroke, or during a specific cylinders intake stroke?

Lol so I have more inquiries, but let's roll with these for now, the other night be answered along the way, or asked later.

 

[YungICY]

I'll try to help here but I'm no expert. For the NA head on a turbo application I would think that would cause issues with detonation if your running anymore than a few pounds of boost. I could be wrong but I'm pretty sure that's why turbo motors run lower compression ratios. As for timing, idk if the turbo motors are timed the same as an NA but if they are, I don't have any timing marks so I do the esslinger ebar technique, crank at tdc, angle finder on cam tower, flat bar across cyl 1 cam lobes and rotate till flat bar has same angle as cam tower.

For the cylinder with the funky exhaust, check the cam lobe and slider and make sure it isn't flattening out.

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[Moosinatrix]

This info is very vague for me. Can you please elaborate??

 

[YungICY]

To set timing

1) set crank at tec
2) pull off valve cover
3) put angle finder on top of cam tower.
4) put a flat piece of steel or level across both of the cylinder 1 cam lobes ( they should be pointing at roughly a 10 & 2 o clock position.
5) place angle finder on steel on cam lobes.
6) turn till it matches angle of cam tower.
7) install timing belt, verify timing is still good and presto. Engine is in time.

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