92 replies to this topic

[nicksuth]

Quotes "Compression tester shows 15-16 psi" - that can't be right, should be 180 psi (ish) shouldn't it? or do you mean 15 to 16 bar (210 to 220 psi) which sounds high?

re-check compression and do leak down test - this may help http://www.aa1car.co...compression.htm

Quotes "The cranc was cracked between the cyl no2 and 3, thus it was velded and the bores sleeved back to std size" do you mean the crank (surely not) or the block? You can't weld the block as it's cast iron ! If it was the crank then I think it is scrap, you can sometimes metal spray bearing journals (not advised on cranks really) but once cracked it's scrap.

Edited by nicksuth, 07 March 2010 - 10:49 AM.

[camelotr]

They are shining of the oil .

It was honed. I cannot tell You it was done ood or bad, but it looked right for me.

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The vertical lines are very light marks done by the second set of oil controll ring. Engine smoked with the first set also, soo it is not part of our problem.

[camelotr]

Sorry,

Obviously the block was cracked. It was velded. It can be, although not easy. The whole lot was heated up to 600+ degrees for the procedure. All copper plugs had to be replaced, everithing reskimmed etc.

[Pauly]

Where the right size rings used?

[camelotr]

Oh yes, and 15-16 bar, not PSI...

Otherwise - ok.

[camelotr]

First an AE ringset was used supplied with the pistons. After the first engine dissassembly, I have first checked the ring gaps. They were a bit too tight (0.5-0.8mms). I have then ordered a set of 71mm NPP Toyota rings. I have set the ring gap by hand to the given amount.

Nothing changed.

The rings are facing the right direction, the gaps are 120 degrees turned.

[nicksuth]

Sorry,

Obviously the block was cracked. It was velded. It can be, although not easy. The whole lot was heated up to 600+ degrees for the procedure. All copper plugs had to be replaced, everithing reskimmed etc.

Okay, sounds like it was done by someone who knew what they were doing (had visions of in-situ "stick welding" !!!).

Edited by nicksuth, 07 March 2010 - 11:30 AM.

[nicksuth]

Oh yes, and 15-16 bar, not PSI...

Otherwise - ok.

That sounds a bit high (217 to 232 psi), what's the compression ratio

[dklawson]

At what point was the crack in the block found and repaired (before or after sleeving and boring)? If the shop who handled the repairs welded the damage last (after any boring or sleeving) the bores may no longer be round but oval. Next time you have the head off the block I would make some bore diameter measurements at several points (top to bottom, front to back, side to side) to see what sort of variance you are getting.

I also assume that you were careful to stagger the ring gaps when you fit them to the pistons... the gaps aren't all on one side of the pistons are they?

[Sprocket]

I would be inclined to say that cylinders 2 to 4, the pool in the piston is more like fuel residue, and cylinder 1 is where the problem lies.

[camelotr]

The CR is (ment to be) 9.5:1. The cam I am using is an SW5.
But I think the extra oil can foul the measurements.

[camelotr]

The velding was done at the very first. The sleeving was done after it.

The gaps are 120 degrees from eachother.

[camelotr]

I would be inclined to say that cylinders 2 to 4, the pool in the piston is more like fuel residue, and cylinder 1 is where the problem lies.

Unfortunatly this is not the fact.

The first photo was taken at no x+1 cylinder head off. This was the very first time.

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[camelotr]

By the way, You are right when saying no1 cyl is the worst, but no4 is nearly just as bad. No2 and 3 are somewhat better.

Edited by camelotr, 07 March 2010 - 12:25 PM.

[Sprocket]

4 doesnt look any where near as bad as 1 in that last picture. I still reckon the problem is on number 1