No Power, Misfires and flashing CEL

[jrv666]

New here but wondering if any one can help. last month the esp light stayed on, cleared code re-adapted throttle (this sometimes happens btw) and all was well. A couple days later i could hear the exhaust note didnt sound right, as tho it was not running even or missing - a bit like a boxer sort of sound but not as pronounced. later that day the power started to die off, not at high RPMs but at low loads and engine speed. this condition rapidly got worse, it was running lumpy, no power at all between 1 & 3krpm accompanied with the misfire and my all time favourite the flashing CEL. Sorry no codes at the mo, i will update shortly but any ideas??
It has recently had 2 new head gaskets (1 was leaking coolant into oil) replaced them both to be safe, it also needed a new exhaust valve. got all that sorted and has been running great for a few months until now. It has 6 brand new NGKR plugs, recent coil-packs, good compression on all 6 - iv checked EVERYWHERE for vac leaks. the only codes showing are....
P0300
P0301
P0302
P0303
Basically the left bank is misfiring on all 3. no other codes were set apart from (P0102 - but im 100% certain thats because i dis-connected the MAF to see if it ran any different).
The car was scanned with a generic OBD reader not vag so i havent been able to get a full print of live data however i noted down some things that caught my eye - not sure if these figures will make a diff but here they are anyway.....
Maf reading was stable at 5.500 on tick-over( this was a volume not voltage reading - i think it was ltrs per sec or min or something but it rose to 80.000 ish with WOT so i assume it its working to some degree). ST FTRM1 -6%, LT FTRM1 0.0%, ST FTRM2 +5%, LT FTRM2 0.0% - These were at idle and just after clearing codes, i know i prob should have got readings prior to clearing but i feel these short term trims are a clue at least. the only other noticable thing was the O2 readings (S12 & S22) both sat level at about 0.7v but then would drop 2 0.1v before climbing again. this was at idle and repeated this drop and rise every 4 or 5 seconds or so. any help would be great

[Crasher]

So a petrol V6 but which engine code?

[jrv666]

So a petrol V6 but which engine code?

Sorry, ASN is the code and yes 3.0 petrol V6. Thanks

[Crasher]

P0300 16684 Misfiring detected

16685 (P0301) Cylinder 1 Misfiring recognised

16686 (P0302) Cylinder 2 Misfiring recognised

16687 (P0303) Cylinder 3 Misfiring recognised

Which year is it?

[jrv666]

P0300 16684 Misfiring detected

16685 (P0301) Cylinder 1 Misfiring recognised

16686 (P0302) Cylinder 2 Misfiring recognised

16687 (P0303) Cylinder 3 Misfiring recognised

Which year is it?

its a 2003 (UK), i know these 3 codes are misfires on 1,2 & 3 - which are all the left bank. they are not just slight misfires, the engine is literally running on 1 side only. It was not an instantanious failure on that side it gradually got worse over 10-15 miles or so. so i am thinking - if it was a slipped cam belt or pulley on either cam on that side it would have happened straight away. A bad MAF or vac leak would affect all cylinders. I would'nt think a bad O2 sensor would cause a complete failure of combustion on that side, maybe poor drivability but this is almost impossible to move. it starts fine and instantly.... im confused???

[Crasher]

I explained those codes for the benefit of others who may read this and no not have easy look up tables for P codes.

Is it sparking on the left bank?

[jrv666]

I explained those codes for the benefit of others who may read this and no not have easy look up tables for P codes.

Is it sparking on the left bank?

No worries, i assumed that was why. I was simply stating that i was aware which ones were missing and on which bank.

Im not sure i can test for a spark, least not in the traditional way. the harness which wires/connects the 3 coil-packs on that side is ridgid. The CP's cannot be plugged in without being inplace. even if i could, the harness has not enough free wiring to move each plug/CP to an adiquate earthing point... any ideas??

thanks for you help so far...

[Crasher]

Assuming no wiring fault (all the injectors and coils have common wiring junctions) my first step would be to swap the coils to the other side and if that didn’t transfer the problem, check the cam timing. Were the proper cam timing tools (two cam bridges and crank pin) used to set the valve timing?

[jrv666]

Assuming no wiring fault (all the injectors and coils have common wiring junctions) my first step would be to swap the coils to the other side and if that didn’t transfer the problem, check the cam timing. Were the proper cam timing tools (two cam bridges and crank pin) used to set the valve timing?

i cannot rule out wiring faults - thats something i am yet to investigate. i am 100% its not the CP's, i have 6 brand new Coil packs and a further 6 spare. all combinations repeat 1,2&3 misfires. When i did the head gaskets i used new TB, and purchased the proper timing belt kit for this engine (containing the 2 adjustable bridge type cam locks, tensioner lock pin, eccentric pulley adjuster and the final cam setting socket tool) - i am under the confident opinion that with the use of this kit in correct manner incorrect valve timing is nigh-on impossible, further to this the car has run perfectly for the last few months since i did the work. My only worry and i hope you will put my mind at rest with this. the cam pulleys seem to have no direct lock on the cam - once the bolt is undone on the cam pulley they spin free (or so it seems). it appears that the pulleys 'grip' the cam shaft under that bolts torque alone. is this correct and if so is it possible that or one of the cams could have slipped in relation to the pulley - when the work was done all 4 bolts on all 4 cam / pulleys were torqued to the correct specs. do the fuel trim live reading appear correct to you (-6 on one bank and +5 on the other). could a O2 sensor cause this, i know that head gasket failures which i had and the resulting coolant leak into the exhaust stream can kill O2 sensors with their silicone content. 1 last question - are the readings from the O2 sensor supposed to fluxuate between 0.1 and 0.7v as quickly as they do??
thanks again

[Crasher]

Yes the cam drive from the pulley is purely from the pressure applied by the bolt, as long as you tightened the bolts up to 100Nm I can’t see them coming loose. I think you will have to do a compression test.