AEM 23-831BK Tru-Time Adjustable Cam Gear - Manual (Page 6)

Figure 4
(b) With the automatic tensioner in place, loosen the tension pulley-fixing bolt.
(c) With a suitable tool rotate the tension-pulley counter clockwise and apply 3 ft-lbs to the
center eccentric while tightening the fixing bolt. Do not allow the eccentric to rotate with
the center bolt as you tighten it (refer to factory service manual).
(d) Measure the protrusion of the auto
tensioner. It should be 4
± 2mm, if not
repeat the pulley adjustment procedures.
(e) Once adjustments are complete remove the
tie wraps securing the timing belt to the cam
gears and re-install the bolts. Tighten the
adjustment bolts of each cam gear to 15 ft-
lbs. Remove the lock pin for the oil pump
shaft described step 5e.
i) Rotate the crankshaft by hand in the
normal direction of engine rotation at the
crankshaft.
(1) Do this several times and make sure
you do not feel any resistance to
rotation.
(a) With the spark plugs out of the
engine the crankshaft should
rotate freely. If resistance is
encountered check to see that the
timing marks on all the pulleys
line up when the crankshaft is at
TDC and/or that the oil pump
shaft is not locked.
(2) Check the timing marks for both the
camshaft and crankshaft with each revolution and that the oil pump shaft marks
line up every third revolution. Failure to ensure that engine is in proper time will
result in engine damage.
10. Assembly of engine components
(a) Once the timing belt is installed and cam timing verified the assembly of the motor is the
reverse of the procedures just outlined.
11. Cam timing adjustment procedures
(a) The performance of an aftermarket cam can be optimized by using the AEM cams
gears by “degreeing in” the proper cam timing for your particular engine set up. This
procedure is best carried out on a dynamometer so that quantifiable results can be
measured. The advancing or retardation of cam timing will affect the peak power of the
engine by moving the power band up or down. Usually, advancing the cam gives more
low-end power and, conversely, retarding the cam timing gives a higher peak rpm and
power. We must emphasize that this is only a generalization and that you must perform
dyno/track testing to fully realize the benefit of these sprockets. In the absence of a
dyno, timed acceleration tests can be performed. (We do NOT condone illegal activity
on the street and STRONGLY recommend the timed acceleration tests be carried
out at a racetrack.) The method we use to perform the timed tests is to start at a