Little good news, the toyota is fully assembled and other then dialing in the timing is pretty much ready to fire off again after her near 4 month slumber during tear down rebuild and engine swap
But a little bad news to go with it, my shop door at work has been broken and inop for 2 weeks now and it broke while my service truck was outside and the toyota inside. The shop is not in a very good area of the city break ins and thefts are fairly regular so under no circumstances was i going to leave my service truck outside full of all my tools that i make a living with.
Have been commuting to work on the companys fuel in it which saves on the woodpile while the dodge is parked here at work. Since a while back when the rocker arm bolt broke off and i repaired it i have had a minor missfire at low idle and it progressivley has gotten worse, coupled with a failing ecm that is intermittently throwing codes for vehicle speed sesor which disables the cruise control and causes an eradic idle quality. Then intermittent killing of power to the front coil pack which kills 4 cylinders at once, not good!
Last night i fired it up to move it over a little for another truck i was working on and it sure sounds like it snapped another rocker bolt, clangy clang in the valve cover again and another dead cylinder.
In what i am not proud to say was a fit of rage i went to ripping the spare v10 out of the green parts truck, bound and determined to have it out before i went home for the day. Hour later it come out kicking and screaming. I manged to break a valve cover and dent the oil pan pretty good when it came out at a higher velocity then i wanted
So, one woodburner ready to go again and one goes down.
A few thoughts at this time, i found out the rocker bolt was such a problem, that in 2001 the v10 was upgraded from 5/16 rocker bolts to 3/8. Problem enough for the manufacture to fix it means this is not a uncommon thing.
Problem 2, the root cause of the bolt failing was a lack of maintenance and a design flaw that the lifters can and while sludge internally causing a over travel of the pushrod, weak link is either the bolt or the pushrod one is bound to give way. It appears the marvel mystery motor oil i put in cannot clear the lifters of their sludge up circumstances.
So the motor currently in the truck needs torn down lifters removed disassembled and cleaned out. Thats a pile of work in the truck, and does nothing for cleaning out the rest of the engine of sludge which when i had it apart the first time i found plenty of it in the heads. This will be a recurring problem with this engine unfortunately. That leaves me with dropping in the spare mill.
Only difference between the 2 engines is 94 has a egr valve 96 does not, cam and crank sensors are obd2 specific while the 94 are obd1 specific. Since the ecm is dead already and i have done a pretty thorough search and they are not available that means this truck will end up with the 94 engine and harness, converting it back to obd1, not tunable.
Starting to regret not swapping the engines when i first got the truck and it was just a couple bolts to pull it out with how dismantled the truck already was.
Its a tight fit to get the motor in and out, much much tighter then most. Dodge recommends removing the core support and unbolting the cab and tilting it back to gain enough clearance. Also annoyingly i discovered there are no lifting hooks of any kind on the v10 and not a lot of good places to get a chain on it that will balance well, hence breaking things while pulling it out. Got some work ahead of me