Biopowered - vegetable oil and biodiesel forum
General => Chatter => Topic started by: Julian on September 07, 2016, 09:56:28 PM
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To cut a long story short, about 7 miles away from home on the motorway I started getting a knocking noise from the engine. So a choice between risking making it back or paying stupid money to get towed off the motorway ... I chose the former.
Started pulling the engine apart today ... top end seems OK, but No2 big end bottom shell wasn't there! So bearing, crankshaft (possibly regrind), con rod and head set as a minimum.
Found a reasonably priced and complete S/H engine nearby and am picking it up tomorrow. I will transplant many of my ancillaries on to it including the head which is relatively new.
I'm seeking opinions as to the viability of renewing the bottom end shell bearings and piston rings whilst the engine is dismantled ... it's claimed to have done 132K. I'm inclined, as always, to work on the principal of if it ain't broke don't fix it, but has any one tried putting these new parts in an old engine and with what success?
Also any suggestions for building a large structure on which to lift the engine (high bonnet and tall engine). I have a suitable winch ... just need something to hang it on.
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throw it away and buy a land cruiser.i here the turks may have a few soon.complete with guns on the back.
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I know very little about these things, but was under the impression that doing rings without honing wasnt the done thing?
And is diy honing easy enough?
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I'd be considering the possible contamination of the remaining bearings with particles from whatever has disintegrated. You'd hope the filter would catch most of it, but it's never 100%.
For the minimal cost - and considering you've got the engine stripped anyway - replace all the bearings.
Honing is less important. As long as the liners aren't damaged you'll still get hydrodynamic lubrication between the rings and the liner. If you've got noticeable scoring or wear then you should hone.
*Advice given after substantial quantities of booze had been consumed. Damned antipodeans.
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The question was should I put new bearings and rings in the new engine which is supposed to be a good runner.
My old engine will be scrapped, but I'll use all the ancillary bits off it as I know their history. Hopefully selling all the ancillary bits off the new engine will cover the cost of buying it.
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:-X
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Claimed? is there anyway a bit of detective work could prove the mileage
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I'd be more inclined to check oil pressure and compression.
If you've got good oil pressure and compression, I wouldn't bother changing bearings and rings.
If either are a bit low, then I guess it just depends on how many percent low, as to what you do.
132K is sweet nothing if the engine has been looked after, and a lot if it's been abused.
Besides that, fitting big ends and rings is not a major drama. It's common stuff, and done right, has a very reasonable chance of success.
Just don't put chrome plated rings into chrome plated bores..........
(No, I didn't, but I know someone who did.......funny.....but expensive.......)
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I'd be considering the possible contamination of the remaining bearings with particles from whatever has disintegrated. You'd hope the filter would catch most of it, but it's never 100%.
For the minimal cost - and considering you've got the engine stripped anyway - replace all the bearings.
Honing is less important. As long as the liners aren't damaged you'll still get hydrodynamic lubrication between the rings and the liner. If you've got noticeable scoring or wear then you should hone.
*Advice given after substantial quantities of booze had been consumed. Damned antipodeans.
This is the clue that its not the old engine that may get new shells etc.....Assuming I'm reading it correctly !
(I'm seeking opinions as to the viability of renewing the bottom end shell bearings and piston rings whilst the engine is dismantled ... it's claimed to have done 132K. I'm inclined, as always, to work on the principal of if it ain't broke don't fix it, but has any one tried putting these new parts in an old engine and with what success?)
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i would put the new engine in and see if it works. if it does need to come back out everything will be clean and easy to undo as you have just put them all back plus you will know know how to do it. no point in spending money on things you don't need. plus you may bugger it up and be left with 2 dead engines. he says looking at the 2 dead IP pumps lying on the floor.
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Thanks for the responses.
Can't check the mileage as I've no information on the car from which it came.
Good suggestions of checking oil pressure and compression, GM but I'm not happy running the thing sitting on the floor and have no means of testing compression.
In the process of stripping the new engine and the timing belt area is like new. Think I'll retain this part of the engine as my belt was once again showing signs of shredding ... I recon the timing belt housing must be warped or bent out of alignment to be eating belts at this rate. Bores and pistons look good, but while it's out I think I'll bite the bullet and fit new bearings and rings ... it'll only cost £50 - 70 and if it means not having to go through all this hassle again it'll be well worth it!
A bit of good news ... the engine I bought was off a late automatic and the number 4 injector has got next-doors Discovery running better than it has done for months!
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At least there's some good news.
Can't you rent an engine crane, I know the 300 is a big engine that needs quite a high lift to get it in. but good engine crane should do the job.
I was going to ask how much you wanted for the IP, but being an auto it'll be the dreaded EDC unit.
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The guy next door with the new No4 injector managed to borrow one. A bit old and wobbly but it should do the job if I take the sump and head off ... the only issue may be the reach. With the engine stripped down and light, I may be able to extend the arm.
Yes I'm afraid it's one of the funny electronic injection systems. It and some other parts will be going on ebay to try and recoup some of the cost of the engine.