Thanks,

I deliberately haven’t shared my theory, to see if anyone else came up with timing jumping a tooth !
To be clear, the initial 750rpm is achieved WITHOUT easistart (!?)

Even then, it’s somewhat strange that it will rev up to750rpm without assistance but doesn’t then keep running ?

I would have expected that if the check conditions were sufficient (even if not perfect) to fire just at the spinning speed of the starter, it would then continue with the added energy of 750rpm ?

Any thoughts.

If it runs then it's Not a Jumped belt.

Last edited by Highroller on 30th Oct 2021 10:46am. Edited 1 time in total

Use the WIKI

WSM page 1679 (for me the links dont work in the pdf)
As suggested get a code reader, try a cheap Autel AP200 from Amazon, you can always return it if it doesn't work for you (borrow one otherwise) there are lots of DTC's in the manual, past page 1700 which will narrow down the issues.


 2018 SE SDV8 4.4 Byron Blue

Kevhdkent wrote:

Thanks,

I deliberately haven’t shared my theory, to see if anyone else came up with timing jumping a tooth !
To be clear, the initial 750rpm is achieved WITHOUT easistart (!?)

Even then, it’s somewhat strange that it will rev up to750rpm without assistance but doesn’t then keep running ?

I would have expected that if the check conditions were sufficient (even if not perfect) to fire just at the spinning speed of the starter, it would then continue with the added energy of 750rpm ?

Any thoughts.

I realise it sound crazy but this is the case.

If I go out this morning and turn the key, on the initial crank (not cranking for 5 seconds) it will appear to start, reving to around 700rpm (and showing on the bike tacho) and then immediately dies.

Cranking a second time after that achieves nothing at all.

Spraying easistart down the airbox or even direct into the throttle by bodies achieves no result at all ?

From WSM

The CKP sensor is located at the rear of the engine block on the left hand side. The sensor tip is aligned with a
magnetic trigger which is attached to the crankshaft. The reluctor is a press fit on the end of the crankshaft.
The trigger wheel must be carefully aligned to the crankshaft to ensure correct timing. The sensor produces a
square wave signal, the frequency of which is proportional to engine speed.

The ECM monitors the CKP sensor signal and can detect engine over-speed. The ECM counteracts engine over-
speed by gradually fading out speed synchronized functions. The CKP sensor is a Hall effect sensor. The sensor

measures the magnetic field variation induced by the magnetized trigger wheel.
The trigger wheel has two missing teeth representing 12o of crankshaft rotation. The two missing teeth provide
a reference point for the angular position of the crankshaft.
When the space with the two missing teeth pass the sensor tip, a gap in the signal is produced which the ECM
uses to determine the crankshaft position. The air gap between the sensor tip and the ring is important to
ensure correct signals are output to the ECM. The recommended air gap between the CKP sensor and the
trigger wheel is between 0.4 mm and 1.5 mm.
The ECM uses the signal from the CKP sensor for the following functions:
Synchronisation.
Determine fuel injection timing.
Enable the fuel pump relay circuit (after the priming period).
Produce an engine speed signal which is broadcast on the CAN bus for use by other systems. 2018 SE SDV8 4.4 Byron Blue

I’m afraid it’s is way beyond my knowledge & experience, tho I can get the gist of it, and the timing position will be added to my short list of items for the engineer to be investigating on Monday. Thanks.

I'll put 10 bob on a blocked exhaust. 2006 4.2 SC

I’ll cover that Spud !

How might the exhaust get blocked ??
At first I thought it was a bit random, but if practically possible it would actually fit most of the symptoms.
Have you read the whole string ?

In my ignorance I thought it might be a seized Turbo which would restrict the exhaust gases, but I’m told the gasses have an alternate route out ?

My 10 bob

start with checking DTC's

then consider all fuel items on the WSM list (which is most of them ), inertia fuel shut off switch, then fuel filter, just when was this last changed? they often get overlooked on older cars. The DTC check should guide the fault finding process.

Maybe its just a clean up of the Crank & Cam shaft position sensors as over the years tiny bits of metal and crap can effect the reading coming from the sensors also that air gap of the sensor is important. or wire break/bad connection in that 5v circuit. 2018 SE SDV8 4.4 Byron Blue

Yes I've read the whole thread so far.

Disconnect the exhaust from the manifolds, see what happens. 2006 4.2 SC

The fuel filter was only a few thousand miles old, and has been changed again as part of this process.
The tank has been drained, fuel system purged, clean fuel added, and primed.

Kot wrote:

My 10 bob

start with checking DTC's

then consider all fuel items on the WSM list (which is most of them ), inertia fuel shut off switch, then fuel filter, just when was this last changed? they often get overlooked on older cars. The DTC check should guide the fault finding process.

Maybe its just a clean up of the Crank & Cam shaft position sensors as over the years tiny bits of metal and crap can effect the reading coming from the sensors also that air gap of the sensor is important. or wire break/bad connection in that 5v circuit.

DTC’s have been accessed by 3 different parties, and none have found anything definitive

I'm not normally a fan of buying bits and hoping it will fix it BUT when logic and common sense don't work I've repeatedly found that crankshaft position sensors have been to blame where there are intermittent and unpredictable problems.
It isn't expensive or too difficult to fit so that would be my next guess.

Cheers Cass,

This is the main issue, each engineer whose looked at it (and read codes) throw up there hands and declare “it should run” !
So logic, intuition, experience, and TDC’s seem to be out the window!