Right back to where I started four years ago
Discussion
m4tti said:
Do you know what the root cause of the HG failure was? (Sorry if already posted)
ukkid35 said:
I have a theory about the cause of HGF, but it's just a guess, I'd be interested to hear other suggestions.
Firstly my car does pink briefly if I'm not gentle with the throttle around 2k. Joolz got rid of most of the pinking, but a little always remained, exacerbated by hot weather or traffic. I think this has probably weakened the HGs.
Secondly, I have run low on coolant several times for several different reasons. I had a rad leak and didn't realise. That was two years ago and probably the worst overheat, because I didn't believe the temp gauge (I'd only recently had it repaired and I assumed it had gone wrong again).
On another occasion my car dumped most of it's coolant through the expansion tank cap relief while in hideous traffic in Luxembourg. I think that was due to the temp sensor under-reading, and therefore failing to switch on the fans (it would show 70C while cruising using the diags).
Over the last couple of months it has simply being over-pressuring, and expelling coolant. I have replaced the temp sender, and thermostat, and expansion tank cap, and each time the symptoms got a bit better. Probably because each had been damaged due to the system overheating. Each time I hoped it had been cured, because I wouldn't loose much on a run, perhaps just a cup or two.
However, by the time I got to the Ring on Wednesday, it was using a litre per hour. By the end of the second day it was using 2 litres a lap.
I didn't let that stop me have a brilliant time, because it was no different to drive, other than a little harder to start, presumably because it was sucking coolant in to the cylinders when cooling.
I am really not looking forward to taking the heads off again. At least I know what I'm letting myself in for this time.
Firstly my car does pink briefly if I'm not gentle with the throttle around 2k. Joolz got rid of most of the pinking, but a little always remained, exacerbated by hot weather or traffic. I think this has probably weakened the HGs.
Secondly, I have run low on coolant several times for several different reasons. I had a rad leak and didn't realise. That was two years ago and probably the worst overheat, because I didn't believe the temp gauge (I'd only recently had it repaired and I assumed it had gone wrong again).
On another occasion my car dumped most of it's coolant through the expansion tank cap relief while in hideous traffic in Luxembourg. I think that was due to the temp sensor under-reading, and therefore failing to switch on the fans (it would show 70C while cruising using the diags).
Over the last couple of months it has simply being over-pressuring, and expelling coolant. I have replaced the temp sender, and thermostat, and expansion tank cap, and each time the symptoms got a bit better. Probably because each had been damaged due to the system overheating. Each time I hoped it had been cured, because I wouldn't loose much on a run, perhaps just a cup or two.
However, by the time I got to the Ring on Wednesday, it was using a litre per hour. By the end of the second day it was using 2 litres a lap.
I didn't let that stop me have a brilliant time, because it was no different to drive, other than a little harder to start, presumably because it was sucking coolant in to the cylinders when cooling.
I am really not looking forward to taking the heads off again. At least I know what I'm letting myself in for this time.
Jhonno said:
Glad to see this is progressing Paul.. I'll keep my fingers crossed you can make DN13.. Shame you didn't think of the thicker HG earlier, it wouldn't have been much more expense, but yielded a better result for you longer term.
I could always add a button to the dash and then call it a Red Rose...I've decided to route the temp gauge capillary along the chassis rail rather than the water rail, far less scope for damage from vibration etc.
And I've tried to protect the passenger side from further damage from coolant escaping from the expansion tank overflow.
And I've tried to protect the passenger side from further damage from coolant escaping from the expansion tank overflow.
Edited by ukkid35 on Thursday 17th September 06:34
But the best thing I did was mark the cams before removing them
So I've been able to match the odd and even bank from just the odd bank TDC, which is massively reassuring. That does assume that the cam timing was right before the repair, but since I asked Andy at APM to check it for me I am confident that all is correct.
So I've been able to match the odd and even bank from just the odd bank TDC, which is massively reassuring. That does assume that the cam timing was right before the repair, but since I asked Andy at APM to check it for me I am confident that all is correct.
a1rak said:
Hi Paul Ace café meetings have been rained off so haven't seen much of you this summer. Before you re assemble the engine are you sure the liner height is spot on. It makes no difference if you have flat even heads if a liner has dropped. You need a good set engineers parallels put them across the liner and measure how much higher the liners are than the block walls. You ideally need around 6thou and they must all be even to within a few thou. You may find one has dropped or one has always been high from new. Either way it will wreck your gaskets.
Thanks Paul, but the engine is all buttoned up now, so I will have to keep my fingers crossed about the liners. Fortunately this has been a relatively inexpensive repair albeit rather time consuming. If I had found the liner had slipped it would be an entirely different ball game, as I wouldn't be able to do anything about it myself, so it probably would end up being a full engine rebuild costing several thousand pounds, which really isn't an option. Hopefully the gasket will hold this time, and I'll managed to keep it from overheating again.steve320ise said:
Hi, how many miles did it do before the hg failed , and did you have the heads skimmed last time , the unskimmed photo looks very worn and the skimmed one looks like it could do with a little more off,Im on with mine and so not looking forward to it going again, just a note skimming the head is about surface finish as well as being flat, all the very best I will keep my fingers crossed for you, Cheers
Over 20k miles before the failure. Previous head skim was extremely aggressive, this time much less so thankfully. I don't care what the non-mating surface looks like, that damage mainly happened before my ownership during an extended period of neglect.
Two months from when I started this thread and I still haven't heard the engine run. I'm cutting it really close as I need to leave for DN13 first thing Tuesday morning - not much time for setup or finessing. Anyway here a few few more pics showing my newfound obsession with colour matched powder coating. I've also ditched the really tatty fuel/electric heat shield after my gf commented on how rubbish it was when she helped me torquing the head bolts (oh the shame!)
Edited by ukkid35 on Saturday 26th September 23:20
So near and yet so far. I need to leave for Germany in under 36 hours and I haven't heard the engine run yet.
Pressurized the fuel system and all good, tried to fill the cooling system and I have several leaks. Fixed a couple of them by using longer silicon hose and new clamps, but two have defeated me. A few hours ago in desperation I tried using the black RTV Sealant I used on the cam covers, and so far I have resisted the temptation to refill the system on the basis that the longer I can leave it to cure the better.
Just to complicate matters somewhat I have to try to retrieve the passenger side airbox bracket from my elusive welder, and do a full day in the office tomorrow as well.
You would not believe how long I have worked to get the car ready for this trip, and right now it is looking very touch and go. I really can't give up because the weather forecast for the Ring looks great for the Wed/Thur track days.
Pressurized the fuel system and all good, tried to fill the cooling system and I have several leaks. Fixed a couple of them by using longer silicon hose and new clamps, but two have defeated me. A few hours ago in desperation I tried using the black RTV Sealant I used on the cam covers, and so far I have resisted the temptation to refill the system on the basis that the longer I can leave it to cure the better.
Just to complicate matters somewhat I have to try to retrieve the passenger side airbox bracket from my elusive welder, and do a full day in the office tomorrow as well.
You would not believe how long I have worked to get the car ready for this trip, and right now it is looking very touch and go. I really can't give up because the weather forecast for the Ring looks great for the Wed/Thur track days.
gruffalo said:
Get some of this stuff, simply brilliant.
http://www.screwfix.com/p/fernox-ls-x-leak-sealer-...
Can help tomorrow evening if you need me.
Thanks, much appreciated. Great to have another option to try, and easy to get to Screwfix too.http://www.screwfix.com/p/fernox-ls-x-leak-sealer-...
Can help tomorrow evening if you need me.
However, things have really conspired against me, as I managed to put my only key fob through the washing machine - DOH! Just what I need right now...
After much faffing around I have discovered that it still works, but it's as if the button is permanently pressed. So to use the fob I have to insert the batteries briefly to mimic the action of a button press. Extremely irritating but seemingly reliable. Don't want to be stuck at the front of the Eurotunnel and unable to start the engine - that would not be good.
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