Thread: White smoke on startup!

You mention a thicker gasket and lower compression and also a thinner head. DO these cancel out? how thicker is the gasket and how thinner is the head?
If the timing marks on the cam shaft match up the length of the chain won't make a difference (or will it?) The chain guides tension up the chain? (I think)

Search for relative compression test on here (and elsewhere). Doing this plus a measurement of no1 cylinder via glow plug can:
o Ensure cylinder to cylinder evenness
o Actual compression achieved

Friend did his injector washers and one washer was badly formed (come on brit part, a washer???) and didn't seal on at least one injector - gave similar issue.

Since the head work will have presumably meant new washers it would be a low intrusion place to start.

Other measurements are to check cylinder balance values in nanocom, this might highlight an issue, and also doing an AC waveform analysis on the alternator output, you can (in theory by eye, but certainly the picoscope does this) see uneven acceleration from a cylinder in the AC output waveform.

Unless the timing is so far out that the valves are not providing enough air or exhaust then the TD5 does the injection by the CPS, which makes the chain not matter for the injection process. It's not like the TDi where the cam belt would alter the injection and valve timing.

I wouldn't expect the changes in skimming and gasket to equate to a heap of anything personally for overall compression values.

Short answer is yes, more than likely due to lower compression, you have gone from the thinnest gasket to the thickest ( not sure why) if you have set up the valve timing correctly, no need to revisit . Is it firing evenly while the smoke is occurring? . Fuel pump not cavitating? Did you measure piston protrusion before selecting the gasket?

The gasket only went up one size, cost and availability helped me make up my mind. &nbsp; No, it is not particularly smooth whilst blowing white smoke.<br>It is a little rough while smoking.
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Re the timing chain the tensioner, it works on the slack side not the actuating side. This means the crankshaft gear pulls the camshaft directly with the tensioner on the other side taking up any slack.<br>
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The vehicle is away getting the auto trans fixed before it fails, lucky for me they found a broken wire at the back of the engine, the crank angle sensor, I was going to be looking for that fault when I got the car back. Hopefully the new torque converter will ensure the lost revs over 2000 to the next gear change will actually provide forward motion.<br>
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Cheers<br>
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Mike