Help discovery 2 will not start after timing chain snapped

:scratching_chin:Can anybody give me any help the timing chain snapped on my 2000 discovery replaced chain and sprockets, valves,seals and guides, rockers as they were all smashed, head is still straight which was a bonus, replaced head gasket and bolts, followed purge procedure and flattened battery about 5 times so far and had to replace starter as it burnt out can anybody think of any other reason to why it is not starting as I am scratching my head at the moment.

Disturbed any of the wiring?
Actually got fuel pressure?

Timing chain out of alignment?

Not timed correctly?

Have fuel pressure and wiring is all intact

Timing set at TDC on crank and cam both locked in on marks when chain was fitted

Is the timing 180 deg out?

Is it chucking fuel vapour out the exhaust?

They can take a while to prime once they've had no fuel in for a while.

Not sure how many times you tried the purge, but when I rebuilt my engine I think I had to do it 4 or 5 times. If it's not chucking fuel out the exhaust do another purge, then keep your foot to the floor whilst cranking, this tells the ECU to chuck more fuel into the pots...

If there's fuel being blown out the back then next bet would be to check the CPS sensor.

I spose you've checked the conrods are all straight...

The connecting rods are all straight the pistons and sleeves are all ok the pistons all reach top and bottom of travel the valves all open and close as they should will check to see if fuel vapour is coming from the exhaust. Can hear fuel pump running when purging and the can hear fuel coming from the injectors

As a matter of interest what mileage had it done when it snapped. Can't seem to find any advice on when it should be changed.
Thanks

It snapped at 147000 took out valves and rockers.

Are indicators flashing when you turn ignition on?could be the crash sensor in engine bay,I knocked mine when doing heads on my v8 ,turned over but wouldn't start,pushed the reset button on sensor ,problem solved

check compression, turn engine over by hand should be very hard at times, if compression ok, fuel is not being injected or being injected at the wrong time, the timing is created by the crank shaft sensor and the cam shaft sensor, if one of these is not working it will not know when to inject the fuel, also immobiliser may be stopping injectors to fire, I think there is a red light on the dash that will tell you if it activated, have to look in owners manual.

also found this on another site, Thanks everyone, I did say I had fuel pressure at engine, but forgot it should be around 60psi. Off with tank again and stripped fuel pump. Found 1 carbon brush broken, shaft not running true and rotor binding on stator,which was full of fuel. Fitted new Genuine pump, bled, fired first time. Thanks again.

Gearmuncher said:

the timing is created by the crank shaft sensor and the cam shaft sensor, if one of these is not working it will not know when to inject the fuel, also immobiliser may be stopping injectors to fire, I think there is a red light on the dash that will tell you if it activated, have to look in owners manual.

Click to expand...

There's only a crank sensor (CPS) on the TD5 as mentioned above, OP needs to check that it's functioning. The ECU works out all the injector timing from the signals coming back from this - including balancing for out of tolerance parts, it's quite smart really.

Someone like SierraFery on here can give the right electrical info for testing the CPS (or search the forum).

OP Should eyeball (and smell) the exhaust whilst cranking to see if fuel is being delivered.

Gearmuncher said:

check compression, turn engine over by hand should be very hard at times, if compression ok, fuel is not being injected or being injected at the wrong time, the timing is created by the crank shaft sensor and the cam shaft sensor, if one of these is not working it will not know when to inject the fuel, also immobiliser may be stopping injectors to fire, I think there is a red light on the dash that will tell you if it activated, have to look in owners manual.

Click to expand...

immobiliser = no cranking so it's not that, i'm with Bennehboy on this, unfortunaltely to check crank signal a tester or oscilloscope is needed not doable with multimeter

apparently there is no cam sensor on TD5, trying to work out how it knows which cylinder is at power stroke.

Gearmuncher said:

apparently there is no cam sensor on TD5, trying to work out how it knows which cylinder is at power stroke.

Click to expand...

From RAVE:

The CKP sensor is located in the transmission housing with its tip adjacent to the outer circumference of the
flywheel. The CKP sensor works on the variable reluctance principal, which sends a signal back to the ECM in the
form of an ac voltage.
The ECM uses the signal from the CKP sensor for the following functions.
• To calculate engine speed.
• To determine engine crank position.
• To determine fuel injection timing.
The CKP sensor works as a Variable Reluctance Sensor (VRS). It uses an electromagnet and a target ring to
generate a signal. As the target ring passes the tip of the CKP sensor the magnetic field produced by the sensor is
cut and then re-instated. The ECM measures the signal as an ac voltage.
The outer circumference of the flywheel acts as the target ring for the sensor. The flywheel is divided into 36
segments, each of 10deg. 31 segments have drilled holes and 5 segments are spaces. This equals 360deg or one
engine revolution. The 5 spaces correspond to the TDC position of the 5 cylinders. This allows the ECM to control
fuel injection timing for each of the cylinders.

...i was up to post that copy too but it's already there... i'd add this too:

The ECM provides the earth path for the EUI. Using an injection-timing map within its memory and information from
the crankshaft speed and position sensor the ECM is able to determine precise crankshaft angle. When the ECM
determines the crankshaft speed and position it closes the spill valve within the EUI. Fuel pressure rises inside the
EUI to a predetermined limit of, 1500 bar (22,000 lbf.in 2 ) on pre EU3 models, and 1750 bar (25,500 lbf.in 2 ) on EU3
models, at this limit the pintle lifts off its seat allowing the fuel to inject into the combustion chamber. The ECM de-energises
the spill valve to control the quantity of fuel delivered. This causes a rapid pressure drop within the EUI
which allows the EUI return spring to re-seat the pintle ending fuel delivery.

Click to expand...

to check injector outputs from ECM also oscilloscope is needed