Yet another head job!

Thanks to all for the suggestions and information.

Finally got around refitting the head last week. I was meticulous in cleaning the block face, head, bolt holes and bolts. After cleaning the block I also oiled the bores and wiped them out several times while rotating the engine by hand. The bores still look perfect and the piston crowns are quite clean.

So, positioned the head over the new 3-hole Eling gasket, oiled the bolt threads and head undersides with 80W90 and proceeded to follow the RAVE tightening procedure meticulously (as I thought I did last time too...). (One tip for young players trying to comply with Blknight's advice to complete each angle tightening step in one smooth rotation: make sure you can swing the breaker-bar/pipe extension the full 60 deg without hitting the bonnet stay or other obstruction. 'Fraid I messed this up a couple of times and need two movements. Hope this is not critical!)

Proceeded to complete the re-assembly, including adjusting the tappets (which were all tight as expected, given the head was shaved by 18 thou.) A bit of head and block water jacket flushing, oil level checking and we're ready for start-up. UH-OH, that doesn't sound good! Oil pressure extinguished quickly but there's a loud Clack, Clack, Clack from the engine. Very reminiscent of a collapsed lifter in an old Holden or Falcon pushrod engine (or a very loose tappet?). Off with the tappet cover and re-check the tappets - all good at 8 thou.

Decide to trundle it down the road to a neighbour who's a motor mechanic and heavy equipment operator/maintainer. And guess what, by the time I get there and he wanders out for a listen, the engine noise is pretty much a typical 300Tdi clatter. Very strange.

Unfortunately, when cold, the Clack, Clack returns. Sounds terrible. But we needed to visit Brisbane this week and she managed the 350 km round trip without problems.

So, knowledgeable people, what on earth have I done wrong this time? There don't seem to be an 'factory surplus' parts left over... And the engine runs well. Is this new cold running noise just a bit more 'character' I have to get used to? As usual, all suggestions and ideas welcome.

Quote:

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Originally Posted by Leo109

Thanks to all for the suggestions and information.

Finally got around refitting the head last week. I was meticulous in cleaning the block face, head, bolt holes and bolts. After cleaning the block I also oiled the bores and wiped them out several times while rotating the engine by hand. The bores still look perfect and the piston crowns are quite clean.

So, positioned the head over the new 3-hole Eling gasket, oiled the bolt threads and head undersides with 80W90 and proceeded to follow the RAVE tightening procedure meticulously (as I thought I did last time too...). (One tip for young players trying to comply with Blknight's advice to complete each angle tightening step in one smooth rotation: make sure you can swing the breaker-bar/pipe extension the full 60 deg without hitting the bonnet stay or other obstruction. 'Fraid I messed this up a couple of times and need two movements. Hope this is not critical!)

Proceeded to complete the re-assembly, including adjusting the tappets (which were all tight as expected, given the head was shaved by 18 thou.) A bit of head and block water jacket flushing, oil level checking and we're ready for start-up. UH-OH, that doesn't sound good! Oil pressure extinguished quickly but there's a loud Clack, Clack, Clack from the engine. Very reminiscent of a collapsed lifter in an old Holden or Falcon pushrod engine (or a very loose tappet?). Off with the tappet cover and re-check the tappets - all good at 8 thou.

Decide to trundle it down the road to a neighbour who's a motor mechanic and heavy equipment operator/maintainer. And guess what, by the time I get there and he wanders out for a listen, the engine noise is pretty much a typical 300Tdi clatter. Very strange.

Unfortunately, when cold, the Clack, Clack returns. Sounds terrible. But we needed to visit Brisbane this week and she managed the 350 km round trip without problems.

So, knowledgeable people, what on earth have I done wrong this time? There don't seem to be an 'factory surplus' parts left over... And the engine runs well. Is this new cold running noise just a bit more 'character' I have to get used to? As usual, all suggestions and ideas welcome.

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Lost a lash cap?

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Originally Posted by shack

Lost a lash cap?

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Nah, I couldn't possibly have missed something as obvious as that! - COULD I??[bigsad]

Off with the tappet cover for the third time. Eight lash caps in place and eight tappets right on spec at 8 thou. Also, the rocker shaft bolts and nuts are tight and even took the injector clamps nuts up a bit tighter to ensure an injector didn't have a tiny amount of movement under compression. And completed the 'post-head gasket' oil & filter change and coolant flush/replacement.

Unfortunately the Clack, Clack! remains, especially when cold, but the engine runs as well as ever. Any other ideas, Ladies and Gentlemen?

Oh well, worth a look all the same.

All the best on your investigations.

could be...

sticking roller, bent pushrod, sticking rocker, sticking valve, vac pump plunger or the lift pump arm.

first thing I'd do is start it cold and crack of injector HP lines to see if that makes a difference and then a leak down test.

Quote:

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Originally Posted by Blknight.aus

could be...

sticking roller, bent pushrod, sticking rocker, sticking valve, vac pump plunger or the lift pump arm.

first thing I'd do is start it cold and crack of injector HP lines to see if that makes a difference and then a leak down test.

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Thanks for the suggestions. I try as many as I can. What's required to do a leak-down test?

Also doing a trip to British Off Road next week to collect the recalcitrant DIIA (blown PFR hose - couldn't face try to get at that 'front of head' connection!), so I'll ask them to apply their calibrated ears to the problem and see what they suggest.

pull the glow plugs, use a rubber nozzle air duster and feed about 10PSI into the pots one at a time as you wind it up on compression stroke and listen for the leaks in the exhaust, inlet and dipstick tube.