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When Stuart at Davis did the engine he found the hub aligner was flogged out from the torque converter spigot (flywheel end) moving around in the aligner.
The spigot on the torque converter is damaged so I don't know if it can be repaired or if it will require a new converter.
This might explain why the second flex plate broke and some of the vibration
I hope the trans is OK.
Until I read the "so far" bit I was thinking that was bloody good value... ;)Quote:
Originally Posted by p38arover
what the hell are stepped linerse top hats ect ???
someone please explain ?????????
my 99 rangie has now done 278,978 same engine 4.0L shes a bit noisy in the lifters but thats about it.
I was thinking about changing the engine to a 4.6 some time next year.
I was just going to buy a high comp engine and place after market cam and lifters in it cost around 5G ive been told and thats not fitted either so maybe another 1000 on top
theres several variations on liners
wet, dry, ribbed, top hats, press ins, seal ins...
a lot of them are the same tech with different names depending on location and manufacturer....
as far as rovers are concerned you will generally be dealing with 2 types (being wet and dry liners) and plain or tophat variations...
wet and dry variations are wether or not the liner is in direct contact with the coolant or not... in the case of a wet liner theres nothing else to support the piston but the liner. IMHO thats difference is pretty self explanitory... but IF its not ask for more details here or PM me.
top hats Vs plain is pretty simple as well its the shape of the liner, a plain liner is just like a length of pipe one dimension for its length. A top hat has a lip on it that engages into a groove in either the head OR the block to stop the liner from slipping...
thats not all there is to it but its the general idea.
See http://www.v8developments.co.uk/liners.htmQuote:
Originally Posted by bushytas
Quote:
Originally Posted by p38arover
ok cool thanks for that
thanks for the info i never knew you could resleave a petrol engine thought it was only diesel enginesQuote:
Originally Posted by Blknight.aus
It lives.
I've now got 120km on the clock.
It is, effectively, a brand new motor.
It is smoother than the last although that may be the lack of a broken flex plate. :p
Unfortunately, it needed a new oil cooler as well. One of the hoses was leaking so it had to be removed. The nut had seized onto the aluminium thread of the cooler and galled it when it was removed. Another $350.... The old cooler may be repairable by someone who can TIG weld and cut a new thread.
All new cooling system hoses and radiator don't leave any change out of $1000, either. :(
Ron
yea,, but what does it GO like????:twisted:
Quote:
Originally Posted by bushytas
we often used to re-sleeve Formula Ford (Ford 1600 Kent) cast iron blocks as it ;
1. enabled us to keep using standard pistons (OS illegal)
2. a spun cast liner is often a better grain structure (less porous/less variation/more consistent) than a standard block cast bore, so we could get a better finish and hopefully better ring seal.
an old re-sleeved block with all the work done to it would often produce better HP/torque figures than a brand new green block from Ford.