Makes my $4,500 V8 rebuild look like a very stupid decision... :twisted:
Well done on the work.
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Makes my $4,500 V8 rebuild look like a very stupid decision... :twisted:
Well done on the work.
Pete,Quote:
Originally Posted by Psimpson7
how can one identify the camshaft? Is there is a written number or some marking on it?
I am trying to get an used camshaft and want the get the right one. I need LGC000310 as i have 15P and VIN 5A.
Also, it seems there are two for VIN 2A736430> : LGC000310 and LGC107280. These two seems to be the same part with different LR number so both should fit.
thanks
Peter
Hi Peter,
From memory there is no part number on it.
TD5 engine parts TD5 cylinder heads, pistons, bearings is where i got most of my parts from.
LGC000310 is the one you need. (LGC107280 seems to be a superceeded number)
I believe that all the eu3 motors used that one so yours will do.
As for why it happened.. poor oil or poor servicing maybe, or a camshaft that hadnt been hardened very well maybe?
It may also be worth changing the lash adjusters and the roller rockers aswell.. They arent hugely expensive although it does start to add up.
Rgds
Pete
That'd be my thought.Quote:
Originally Posted by Psimpson7
I've heard of a few that have done that, JC's had one or two customer engines do it.
My first thoughts were oils like Mobil 1 10W-30 could cause it as they don't have a very robust additive package and lack the % of EP additives HD diesel oils contain, (they are really petrol engine fuel economy oils that are dual rated for light duty diesels ) but the engine has roller followers which really reduce loads on the lobes to the point that the loads seen shouldn't be much different to a petrol engine. (at a wild guess)
Attachment 170659Attachment 170660Attachment 170661
Well, this is what I came across this arvo after taking the cover off mine to check the cam timing, this is number 2 injector rocker.
No. 5 roller shaft has popped out and rubbed against head too [bigsad]
I have no idea how the locating pins fell out and who sells the rockers separately to the complete kit, no funds for a new cam .
Bit late now so will ring around wreckers tomorrow
Anyone seen this before?
What oil are you using and what’s the history of the engine? This is definitely not normal [bigsad]
Penrite diesel hpr 5 is what I put in it, what came out was black and almost runny as water. The 8 litres of clean oil I put in was black after first start to make sure I had oil pressure.
No idea of history, but it had been used as a work vehicle rather than a run around townie.
I swapped my ve sedan for it 3 months ago and have had swappers remorse ever since. Not so much of the vehicle as it is what I wanted but of the mechanical neglect.
I did oil change about a month ago including both filters.
Still chasing the delayed accelerator response and thought to follow the basics and check crank to cam timing, read injector codes for reference and check injector rocker clearance, only got as far as pulling top cover off and had my day ruined.
I have done about 1500k in it since I got it.
I have a trans kit in hand and should receive a wheel sensor and front axle oil seal tomorrow but this has put a dampener on things.
IMO that'll happen if an oil with too low an HTHS # is used. HTHS is High Temperature, High Shear viscosity.
E.g..an ILSAC GF-4/5/6 in a 0/5/10w -30 flavour oil must have an HTHS of <3.5 mPa.s, often ranging in the high 2 mPa.s area.
Diesel engine oils generally must exceed 3.5mPa.s, and are often in the low 4 mPa.s range. This can give an added layer of protection in heavily loaded areas. For example, engine oils designed for flat tappet engines will have a high HTHS viscosity to help tackle the load of the lifter on the lobe.
This is a pretty good explanation
Low HTHS oils: the art of balancing fuel efficiency and engine protection - Official Q8Oils Website
The loads on the injector rockers and cams are much higher than the valve lobes and it appears fuel economy oils (GF-4/5/6) aren't robust enough to take the loads even though roller followers are used.
I will hazard a guess the oil viscosity isn't the cause, as the only wear is the no. 2 and 5 rockers which have lost their retaining pins for the centre bits .
This would have lead to some friction as the rollers would not have been following the lobe of the cam properly and/or sliding instead of rolling over the lobe.
However at a guess a quality oil (no idea what previous owners used) and better servicing may have probably reduced the damage that was happening b4 I got to it and made it salvageable , but I could have gone on driving until it made 'broken bits' noises as well, as it was only a spur of the moment decision to pop the cover for a looksee.
There aren't many problems on cars you can't solve if you have copious quantities of money to throw at them, which I don't.
Late start to the day as I was up chasing this online last night and found another bloke with same issue but he caught his b4 anything got chewed out. He tapped his and loctited grub screws in place of the lost pins.
I may just pin them back in place to stay mobile while I source replacement parts.
There was nothing in the engine sound (nor in the other guys vehicle) that would suggest there was an issue.
If the head has been refitted in its previous life by a diyer or less than average mech it's probable they could have set the injector clearances wrong and/or used copious amounts of silicon to reassemble the cam carrier to head effectively restricting oil supply to the injector rockers, either of those mistakes can cause your issue .
Have a look between the head and cam carrier for evidence of silicon.
Also check your cam timing while you have the rocker cover off as this can also cause your lag
8 litres is too much oil , they take 7.2 litres.
