Ok, I have seen you had some bad luck on isolating this problem. Let me say, you have trusted us with your concern with no luck. Lets try to resove your issue, before you accept my answer's. We rather you be happy with our help. Ok, I am thinking maybe a valve is not seating properly, causing this problem. here is the instructions, let me know what readings you come up with.
Cylinder Leakage Test
J 35667-A Cylinder Head Leakdown Tester or equivalent
A leakage test may be performed in order to measure cylinder/combustion chamber leakage. High cylinder leakage may indicate 1 or more of the following conditions:
Disconnect the battery ground negative cable.
Remove the spark plugs.
Rotate the crankshaft to place the piston in the cylinder being tested at top dead center (TDC) of the compression stroke.
Install the J 35667-A or equivalent.
It may be necessary to hold the crankshaft balancer bolt to prevent the crankshaft from rotating.
Apply shop air pressure to the J 35667-A and adjust according to the manufacturers instructions.
Record the cylinder leakage value. Cylinder leakage that exceeds 25 percent is considered excessive and may require component service. In excessive leakage situations, inspect for the following conditions:
Perform the leakage test on the remaining cylinders and record the values.
Great, I will Look for your results!!!
got a question. Gauge isn't going down at all on even the cylinder that had low compression. But i can hear air constantly going into the gauge also.
ok, got the readings. wasn't using the tool right. I hooked up the air hose, then adjusted the gauge to read 0. Then hook it to the cylinder hose. readings were as follows.
I would replace both crank sensors. they had allot of issues with the crank sensors on these engines. if you hear air out the throttle body, that indicates a intake valve leaking, which will cause a popping on acceleration and a no power. I would try a couple of things first. one is replace both crank sensors. the other is do a engine decarbon, this may help the intake valve to seat and bring the rest cylinders back up to a passable number.
Remove the original hose from the canister and install the hose provided in the J 45076 kit.
If the hose pops out while inducing cleaner into the cylinder, simply reinsert the hose back into the hole.
The piston and ring cleaner solution must remain in the cylinder for a minimum of two hours. If the solution is removed in less than two hours, the cleaning process will not be 100% effective and may not correct the condition. Additionally, do not allow the cleaning solution to remain in the engine more than three hours. If the dissolved solution is left in the cylinders more than three hours, it will soak back into the rings and cause the rings to stick again.
While evacuating the cleaning solution from each cylinder, manipulate the hose around the circumference of the cylinder to ensure all fluid is removed.
If a second application of piston and ring cleaner is necessary (see Correction above), repeat Steps 7 through 20.
Start the vehicle and gradually increase the RPM to 2000 RPM in park. Engine damage could result from any fluid left on top of the piston if RPM is increased too quickly.
Turn the ignition to Off. Disconnect the Tech 2®.
Change the engine oil and filter.
Verify the oil level.
Reset the Engine Oil Life monitor.
It is not necessary to deglaze the cylinder walls when installing the new rings. The new rings can be installed in the cylinder bore as they are. The bores should be inspected for any cracks or damage before reassembly.
If the post oil consumption test results for a 2000 to 2003 vehicle indicate the oil economy is still less than 0.946L (1 qt) in 3200 km (2000 mi) on vehicles still in the warranty period, then the piston rings should be replaced. The new part number for the piston rings is 89017413. Be sure to install the second compression ring notch side down. Rings with the increased tension and other improvements are now available for the 1996 to 1999 vehicles. That ring package is P/N 89017431.
There is a new head bolt torque angle specification that should be used when installing the head bolts. The new spec is 175 degrees total torque angle (the previous specification was 190 total degrees). The 15 degree reduction should be subtracted from the final pass. The final pass would be 45 degrees instead of 60 degrees. This new specification will reduce the possibility of head bolt thread damage and localized stresses, but still provide the necessary clamp load.
Kit, Engine Cleaner
Piston and Ring Cleaner (for second application)
1 (if req'd)
Gasket, EGR Mounting
1 as req'd
Piston Ring Kit 2000 to 2003 Model Years
8 as req'd
Piston Ring Kit 1996 to 1999 Model Years
the crank sensors dont produce a voltage. it is a on and off pulse signal to the pcm. here is some info on how they work.
Crankshaft Position Sensors and Reluctor Ring
The two crankshaft sensors are located on the front bank (BANK 2) of the engine block between cylinders 4 and 6. Crankshaft position A sensor is located in the upper crankcase and crankshaft position B sensor is located in the lower crankcase. Both sensors extend into the crankcase and are sealed to the engine block with O-rings. The crankshaft position sensors are not adjustable.
The magnetic crankshaft position sensors operate similar to the pickup coil in a distributor. When a piece of steel (called a reluctor) is repeatedly moved over the sensor, a voltage will be created by the sensor that appears to go On-Off-On-Off-On-Off. This On-Off signal is also similar to the signal that a set of breaker points in a distributor would generate as the distributor shaft turned and the points opened and closed.
The reluctor ring is cast onto the crankshaft between the #3 and #4 main bearing journals. The reluctor ring has 24 evenly spaced notches or air gaps and an additional 8 unevenly spaced notches for a total of 32.
As the crankshaft makes one complete revolution, both the A and B sensors will produce 32 On-Off pulses per revolution. In addition, the A sensor is positioned 27 degrees of crankshaft revolution before the B sensor. This creates a unique pattern of On-Off pulses sent to the ignition control module so that it can recognize crankshaft position.
The crankshaft position (CKP) sensor is a sensor based on the magneto resistive principle. A magneto resistive sensor uses 2 magnetic pickups between a permanent magnet. As an element such as a reluctor wheel passes the magnets the resulting change in the magnetic field is used by the sensor electronics to produce a digital output pulse. This system uses 2 sensors within the same housing for the V6 engine, and 2 separate sensors for the V8 engine. The powertrain control module (PCM) supplies each sensor a 12-volt reference, low reference, and a signal circuit. The signal circuit returns a digital ON/OFF pulse 24 times per crankshaft revolution.
wondering if your online?