I had a front end impact on a 96 lexus ls400 w/ a v8 1uz-fe engine. After the impact i started and drove the vehicle from the roadway.
During repairs i replaced the fan clutch support bracket because the shaft was bent. After repairs the engine would not start w/ nothing but a clicking @ the starter. replaced starter. same problem. I removed the upper camshaft pulley covers, turned the crankshaft pulley groove to the zero on the no. 1 timing cover and discovered that the timing marks on the camshaft timing pulley on both side are approximately one quarter turn from the timing marks on the rear plates. Could the force of the impact have cause the belt to slip?
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Hi there:I dont have this diagram for 2S-ELC, 3S-FE and 5S-FE Engines, but pay attention at this... To install:
Align the cutouts of the oil pump pulley and shaft, and slide the pulley on. Retain the pulley while tightening the nut to 21 ft. lbs. (28 Nm).
Align the crankshaft timing pulley set key with the key groove of the crankshaft pulley, then slide the pulley on.
Install the No. 2 idler pulley with the bolt and tighten to 31 ft. lbs. (42 Nm). Be sure the pulley moves smoothly.
Remove any oil or water on the idler pulley and keep it clean.
Temporarily install the No. 1 idler pulley with the retaining bolt. Hint: use a 1.65 inch (42mm) bolt in length. Do not tighten the bolt yet. Install the tension spring. Pry the pulley toward the left as far as it will go, then tighten the bolt.
Turn the crankshaft until the key groove in the crankshaft timing pulley is facing upward. Install the timing belt on the crankshaft timing, oil pump, No. 2 idler and water pump pulleys.
If the old timing belt is being reinstalled, make sure the directional arrow is facing in the original direction and that the belt and crankshaft gear matchmarks are properly aligned.
Install the lower (No. 1) timing belt cover and new gasket with the four bolts.
Align the crankshaft pulley set key with the pulley key groove. Install the pulley. Tighten the pulley bolt to 80 ft. lbs. (108 Nm).
On 2S-ELC engines, turn the crankshaft pulley and align the 0 mark on the lower (No. 1) timing belt cover.
Align the camshaft knock pin with the matchmarks on the oil seal retainer.
On 2S-ELC/USA engines, align the knock pin with the pin hole on the timing pulley E mark side. On 2S-ELC/Canadian engines, align the knock pin with the pin hole on the timing pulley. On 3S-FE and 5S-FE engines, align the knock pin with the groove of the pulley, and slide the pulley onto the camshaft with the plate washer and set bolt.
On 2S-ELC engines, make sure that the Matchmark on the oil seal retainer and center hole of the small hole on the camshaft timing pulley are aligned.
Using the removal tool to hold the pulley stationary, install and tighten the pulley set bolt to 40 ft. lbs. (54 Nm) on the 2S-ELC and the 3S-FE. On the 5S-FE, tighten the set bolt to 27 ft. lbs. (37 Nm).
On 3S-FE and 5S-FE engines, turn the crankshaft pulley and align the 0 mark on the lower (No. 1) timing belt cover.
Install the timing belt and check the valve timing as follows:
Align the matchmarks that you made previously, and install the timing belt onto the camshaft pulley.
Loosen the No. 1 idler pulley set bolt 1 / 2 turn.
Turn the crankshaft pulley two complete revolutions TDC to TDC. ALWAYS turn the crankshaft CLOCKWISE. Check that the pulleys are still in alignment with the timing marks.
Tighten the No. 1 idler pulley set bolt to 31 ft. lbs. (42 Nm).
Make sure there is belt tension between the crankshaft and camshaft timing pulleys.
Install the upper (No. 2) timing cover with a new gasket(s). On the 5S-FE, align the two clamps for the engine wiring harness with the cover mounting bolts.
Install the spark plugs.
Install the right mounting insulator with bracket. Tighten the bracket bolts to 38 ft. lbs. (52 Nm), insulator nuts to 38 ft. lbs. (52 Nm) and thru-bolt to 52 ft. lbs. (71 Nm). On the 5S-FE, install the No. 2 engine mount bracket and tighten to 38 ft. lbs. (52 Nm); install the control rod and tighten the bolts to 47 ft. lbs. (64 Nm).
Lower the engine.
On 3S-FE and 5S-FE engines, install the alternator and alternator bracket. On 2S-ELC engines, install the power steering reservoir tank.
Install the drive belt and adjust the tension.
Install the cruise control actuator with bracket.
Install the fender apron seal and right engine under cover.
CHECK FOR SPARK AND FUEL.IF ALL IS GOOD A BAD COLD START VALVE WILL CAUSE COLD ENGINE START UP PROBLEMS COLD START VALVE DOES SAME JOB AS ENGINE COOLANT TEMPERATURE SENSOR IT ENRICHEN FUEL SYSTEM FOR COLD START UPS. DO LITTLE TUNE UP MAKE SURE SPARK PLUGS AND WIRES GOOD, REPLACE DISTRIBUTOR CAP AND ROTOR,CHECK IGNITION TIMING, REPLACE AIR FILTER AND FUEL FILTER. IF CAR GETTING FUEL AND SPARK.CAR TIMING BELT COULD HAVE JUMP TIMING IF TIMING BELT NEVER BEEN SERVICED OR REPLACED.
take the timing belt off reset the crank at 0 with # 1 piston at TDC ensure that both cams are up at twelve 'oclock with belt on, when the tension is released and the tensioner is tightened turn the crank atleast 360 degrees and ensure that the timing does not shift before starting engine
Right hand thread, just tight. You need to hold the cam itself with something solid, don't rely on the timing belt, then if you have a 3/8 impact gun, carefully rattle the bolt out. If you don't have the impact gun available, you could try getting someone to hold the cam while you put the box end of a wrench on the bolt and tap the open end. When tapping, I wouldn't use a hammer, it's too massive, use a small steel bar, like a 1/2 inch extension about ten inches long. The idea is to set up small impacts that loosen the bolt, without twisting the cam.
with crank pulley white mark on 0 remove both cam pulley covers and verify yellow painted notches are exactly on the T mark cast in the fwd cam bearing housings..IF u find that it ISNT 'in time' then remove tensioner located near crank pulley and very carefully manipulate the L and R cam sprokets to allow belt to removed from cam sprockets only... DoNOT rotate engine without T belt installed .Do NOT turn engine backwards.. ever.. be advised that should the cam timing be off by more than 3 teeth either way serious engine damage will result ..this series of engines utilizes variable intake camshaft adjustment .. This job is not for the american small block specialist of yesteryear.. even an experienced asian tech is gonna have a difficult time with this lexus .. its not quite the same engine the Tundra uses...Lexus only mods befuddle reg toyota techs
front lower ball joints are possible cause, they wear out and start all kinds of noises, uppers are also suspect, either the ball joint or the control arm bushings. Did you put the anti squeek shims behind the pads?