After looking at the cam tower you can not just just check the one port. I texted you some pic's and which port oil should be pumped out of from the oil pump when turned by hand. I do have a Professional version durametric If you need.

 

Tim, sent you a text message but will post here as well. I did that test through the hi-lift solenoid ports and located that particular hole you marked with the straw. Cranked the motor over via my oil priming starter harness(engine spins over as if starting, but does not actually fire up, DME engine harness disconnected at two main round plugs in engine bay) and oil shoots 6-7" out of that hole fast!

So, I assume from your texts that this at least means the cam tower base gaskets(at least on bank #1 where I tested) are on and positioned correctly for proper oil flow to that point?

 

Tim, I performed the voltage test at the cam advance solenoids on top of the heads and here are the results:

Car on jack stands, all codes/DTC's cleared from the DME. Tapped into the wire harness on the right sight bank solenoid to a DVOM.

-Cold start, engine starts and idles at about 1000rpm or so. Zero misfires, engine running smoothly. DVOM reads battery charging voltage at this time(~13,5volts) at the solenoid harness. Scan tool reads no codes at all.

-After about a minute of idle, engine drops rpm and settles to 850-870 rpm. Zero misfires, engine still running smoothly. At this time there is no voltage reading on the DVOM at the solenoid. Check scan tool and there are now pending codes P0045 for turbocharger wastegate solenoid, P0012 and P0022 for the cams retard, but no hard DTC's(no check engine light on at this time)

-Raising engine rpm to 3000, 4000, and finally 4500 there is still no voltage registered at the solenoid.

-Engine continuing idling for about 4-5 minutes, (fully warmed at this time~185-190F),..... sets hard DTC's for above codes and trips the CEL in the cluster. No change in engine RPM or running operation at that time.

Thoughts? I have not driven the car yet, still on stands. Initial break-in engine oil changes look perfect, no metal/debris/etc in fluid or filters. Engine runs smooth, No valvetrain/IMS noise that can be heard via my audio scope at the valve covers. AWE straightpipes don't help much in that area but sound great. I see the future beer tab I'm owing you growing larger by the day



Side note...Tony tells me the WG solenoid code P0045 is due to the electronic bypass performed when wiring in the boost cut safety on the Aquamist methanol injection system, and that it's simply jumped at the DME to revert back to stock. Being that the system was installed by his shop I trust his judgement on that and I'm going to revert it back to the original wiring for the time being and see if that code goes away as the injection system is not going to be needed for the next ~500 miles or so anyway.

 

Durametric cable is on its way.

 

For the time being i did bypass the meth system and no longer have the p0045 code so it's one less issue for me to dick around with.

 

Thread review:

Did you ever get to the bottom of this one??

 

Yes, I ended up retiming the cams over again and issue was solved. I'm thinking my TDC tool was either screwed up or something on the first go around. Cam to crank was out of phase ~10 degrees mechanically.