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This is depressing. Not entirely surprising, but still depressing
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Re: This is depressing. Not entirely surprising, but still depressing
 
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Do you have a vacuum gauge? (Or a Mity Vac? You can use it for a gauge.
 )
Intake valves closing late would explain no power, and no boost for the brakes. Also, without vacuum, the secondaries are going to have a hard time coming off. But it's just an idea. I notice your Holley has the quick change lid on the secondary spring. There's an o-ring in that cap along with the diaphragm. I have a couple of 4V carbs. But I think the carburetion is a symptom, not the cause.
Jim,
Lil'Red is a '87 F250 HD, 4.10's, 1356 4x4, Zf-5, 3G, PMGR, Saginaw PS, desmogged with a Holley 80508 and Performer intake. Too much other stuff to mention. |
Re: This is depressing. Not entirely surprising, but still depressing
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Re: This is depressing. Not entirely surprising, but still depressing
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Copied from FTE....
OK, here is where I'm at today... It starts but doesn't run well below 2500-ish RPM. See videos 1 & 2. I wasn't able to actually see my 0/10/20° BDC markings on the balancer when I tried to check the timing, that really concerned me... so I did the crank pulley with a breaker bar stuff, I can't see there being any way in h3ll that chain could have slipped. This engine was built in 2005 (maybe 06) and the entire truck has easily got less than 10K miles on it since then, it's mostly a firewood-getter in the wintertime. Plugs all look the same; I dropped #8 on the ground, but its gap seems to be unaffected. Everybody's getting a lot of gas, I can see that. Guess I'll do a compression check at this point, it's what I'm set up for.... Pictures.... Plugs 1-4: 
Plugs 5-8: 
The morning attempts to start it & take measurements, it didn't go any better than it has in the past... Video 1: https://youtu.be/aaz3ujVm76s <nabble_embed>https://youtu.be/aaz3ujVm76s</nabble_embed> Video 2: https://youtu.be/Kv4uAnvPlUw <nabble_embed>https://youtu.be/Kv4uAnvPlUw</nabble_embed> YouTube says it's still processing the HD versions, but I expect it to be completed shortly (within the hour, I'd hope) but it probably doesn't really matter.... Gonna post the same update to Gary's site..... this is trying HTML format in an attempt to get the embedded youtube clips.... |
Re: This is depressing. Not entirely surprising, but still depressing
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Begin here, CC to FTE...
Prepping to do a compression test and I noticed... I'm back to fuel supply, the filter is empty.... *sigh*  I'm still doing the compression test first, one thing at a time... |
Re: This is depressing. Not entirely surprising, but still depressing
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Re: This is depressing. Not entirely surprising, but still depressing
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In reply to this post by ctubutis
Never mind, the fuel filter is just full.
~~ OK, results of the compression test: 1= 155 2= 155 3= 100 w/oil = 150 4= 150 5= 165 6= 165 7= 100 w/oil = 125 8= 155 Not real encouraging.  ~~ I'm gonna put it back together, I guess, as I'm not real sure where to go from here... what does everybody think? It's current condition, installation is the exact reverse of removal:  |
Re: This is depressing. Not entirely surprising, but still depressing
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Obviously you have a problem with 3 and 7. BUT, that doesn't explain the way it is running. I've seen engines with far lower compression run nicely at idle and rev in neutral like there was nothing wrong.
And if the fuel filter is full and you have the same symptoms with two different carbs then it probably isn't the carb. But it could be bad gas. Do you have a way to run it off new gas in a gas can? Or it could be ignition, or the lack thereof. Have you checked for a strong blue or white spark? And did you ever figure out what the timing is doing? Last, once you figure out why it won't run at the moment, you might want to do a leak-down test to figure out what is wrong with 3 & 7. However, given how much the compression came up with oil I suspect that you'll find the rings are leaking into the sump. 
Gary, AKA "Gary fellow": Profile
Dad's: '81 F150 Ranger XLT 4x4: Down for restomod: Full-roller "stroked 351M" w/Trick Flow heads & intake, EEC-V SEFI/E4OD/3.50 gears w/Kevlar clutches
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Re: This is depressing. Not entirely surprising, but still depressing
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Re: This is depressing. Not entirely surprising, but still depressing
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Re: This is depressing. Not entirely surprising, but still depressing
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Found my spare DS2 box (in a plastic Truck Box behind the seat, contains spares & tools & such) so I'll go back to the truck tomorrow, I guess.
The other component is that distributor PIP thing. But the DS2 is easiest to swap out. Matthewq4b & Ken Blythen on FTE are saying basically the same thing, go after the ignition. Tomorrow; the rest of tonight is SHO air conditioning compressor. :) 
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Re: This is depressing. Not entirely surprising, but still depressing
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I've never had a failing module just continue to run like that, but I certainly haven't seen everything.
It would be wonderful if it was just that simple.  I have had a bad coil refuse to rev. Did those two plugs look covered in oil? Still no explanation why #5 terminal is covered in corrosion or arcing?
Jim,
Lil'Red is a '87 F250 HD, 4.10's, 1356 4x4, Zf-5, 3G, PMGR, Saginaw PS, desmogged with a Holley 80508 and Performer intake. Too much other stuff to mention. |
Re: This is depressing. Not entirely surprising, but still depressing
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Re: This is depressing. Not entirely surprising, but still depressing
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Well it means the two low pressure cylinders aren't passing a bunch of oil by the rings.
So, that is good news.  Those Yamaha engines ushered in a new era of manufacturing tolerances for an American manufacturer. But it was also the beginning of the end for service access in an engine bay! 
Jim,
Lil'Red is a '87 F250 HD, 4.10's, 1356 4x4, Zf-5, 3G, PMGR, Saginaw PS, desmogged with a Holley 80508 and Performer intake. Too much other stuff to mention. |
Re: This is depressing. Not entirely surprising, but still depressing
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Re: This is depressing. Not entirely surprising, but still depressing
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OK, this is interesting, I don't understand, please explain...
Testing out the ignition, measuring out the coil... or trying to.... I get 1.4Ω across the 2 brass terminals, that's within spec. Testing across either to the high-tension tower nets me ZERO ohms, how is that? Across the brass:  I don't understand how the thing can still be working? I'm gonna go searcharound for a spare coil, I MAY have one... but I don't think I've ever seen a failed coil in my life... |
Re: This is depressing. Not entirely surprising, but still depressing
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Yipes! You apparently have a spark inside the coil from the secondary to ground, which should be the case. So part of your energy is being consumed in the coil itself and only some left over for the plugs.
Gary, AKA "Gary fellow": Profile
Dad's: '81 F150 Ranger XLT 4x4: Down for restomod: Full-roller "stroked 351M" w/Trick Flow heads & intake, EEC-V SEFI/E4OD/3.50 gears w/Kevlar clutches
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Re: This is depressing. Not entirely surprising, but still depressing
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Re: This is depressing. Not entirely surprising, but still depressing
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Re: This is depressing. Not entirely surprising, but still depressing
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Re: This is depressing. Not entirely surprising, but still depressing
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