Alfa 159 tbi Progress thread - V2.0 (Yes, another one)
Discussion
In almost a repeat of events last year, we, that's my Father and I, have a new project car. A black 2011 159 sport wagon with a TBi engine.
Which probably sounds familiar given my other thread...
https://www.pistonheads.com/gassing/topic.asp?h=0&...
There are some contrasting elements though, namely this one is broken. Very broken.
It has the later black leather & alcantara interior.
And the buying experience was the total opposite of the experience we had when buying the last one. The Seller was an absolute pleasure to deal with, the car is exactly as described and the other 3rd parities involved so far have been equally painless to deal with.
In essence all is going exactly as planned.
Which is very worrying. Things don't go exactly as planned when we're involved.
Anyway, a deal was struck a couple of weeks ago after we had a look at the car which was at Indie garage, my Dad (I think when it's rebuilt and running, he's going to use it as his daily drive) paid for it and we met up with the Owner last week to sign the paperwork and collect a few bits and pieces.
Lacking the means to collect the (broken) car We asked the garage it was at if they could recommend anyone who could deliver it to our address, which they did.
The car turned up yesterday on the back of a very cool low loader - an 80's GMC (I think) airport Fire truck that had been covered to a low loader by its owner. I think he said it had a 6.8l diesel V8 in it. I was that impressed, I didn't take any pics of it. (Wish I had, it sounded mega too.)
I did take some of the car after it arrived;
IMG_0261 by Chris, on Flickr
IMG_0262 by Chris, on Flickr
IMG_0263 by Chris, on Flickr
IMG_0264 by Chris, on Flickr
IMG_0266 by Chris, on Flickr
IMG_0267 by Chris, on Flickr
IMG_0268 by Chris, on Flickr
IMG_0272 by Chris, on Flickr
IMG_0269 by Chris, on Flickr
IMG_0260-2 by Chris, on Flickr
I'm sure by now it won't have escaped everyone what the problem is - the engine is in bits.
However, the why is an interesting question that lacks a full explanation.
From what I understand, the turbo failed on it. The turbo was replaced. The engine then developed a misfire that became progressively worse. The engine was then stripped to the state you see now.
Cylinder 1;
IMG_0199 by Chris, on Flickr
Cylinder 2;
IMG_0200 by Chris, on Flickr
Cylinder 3;
IMG_0196 by Chris, on Flickr
Cylinder 4:
IMG_0201 by Chris, on Flickr
Spot the problem? It's on 3, which apparently also lacks compression, which is why the head was removed.
IMG_0176-2 by Chris, on Flickr
I think there was also a suggestion (It was difficult to keep track of what has gone on with it) that there is an issue with the head (valves) on 3 as well but, as yet, we've not looked at the head in any detail. That is forthcoming.
We suspect that a chunk of the failed turbo has found its way into the combustion chamber.
Which probably sounds familiar given my other thread...
https://www.pistonheads.com/gassing/topic.asp?h=0&...
There are some contrasting elements though, namely this one is broken. Very broken.
It has the later black leather & alcantara interior.
And the buying experience was the total opposite of the experience we had when buying the last one. The Seller was an absolute pleasure to deal with, the car is exactly as described and the other 3rd parities involved so far have been equally painless to deal with.
In essence all is going exactly as planned.
Which is very worrying. Things don't go exactly as planned when we're involved.
Anyway, a deal was struck a couple of weeks ago after we had a look at the car which was at Indie garage, my Dad (I think when it's rebuilt and running, he's going to use it as his daily drive) paid for it and we met up with the Owner last week to sign the paperwork and collect a few bits and pieces.
Lacking the means to collect the (broken) car We asked the garage it was at if they could recommend anyone who could deliver it to our address, which they did.
The car turned up yesterday on the back of a very cool low loader - an 80's GMC (I think) airport Fire truck that had been covered to a low loader by its owner. I think he said it had a 6.8l diesel V8 in it. I was that impressed, I didn't take any pics of it. (Wish I had, it sounded mega too.)
I did take some of the car after it arrived;
IMG_0261 by Chris, on FlickrIMG_0262 by Chris, on FlickrIMG_0263 by Chris, on FlickrIMG_0264 by Chris, on FlickrIMG_0266 by Chris, on FlickrIMG_0267 by Chris, on FlickrIMG_0268 by Chris, on FlickrIMG_0272 by Chris, on FlickrIMG_0269 by Chris, on FlickrIMG_0260-2 by Chris, on FlickrI'm sure by now it won't have escaped everyone what the problem is - the engine is in bits.
However, the why is an interesting question that lacks a full explanation.
From what I understand, the turbo failed on it. The turbo was replaced. The engine then developed a misfire that became progressively worse. The engine was then stripped to the state you see now.
Cylinder 1;
IMG_0199 by Chris, on FlickrCylinder 2;
IMG_0200 by Chris, on FlickrCylinder 3;
IMG_0196 by Chris, on FlickrCylinder 4:
IMG_0201 by Chris, on FlickrSpot the problem? It's on 3, which apparently also lacks compression, which is why the head was removed.
IMG_0176-2 by Chris, on FlickrI think there was also a suggestion (It was difficult to keep track of what has gone on with it) that there is an issue with the head (valves) on 3 as well but, as yet, we've not looked at the head in any detail. That is forthcoming.
We suspect that a chunk of the failed turbo has found its way into the combustion chamber.
"What's that in the bubble wrap?" I hear you cry... Well maybe someone questioned it in their mind...
IMG_0260-2 by Chris, on Flickr
It's another engine. Bought from the garage that had the car and on the basis that it wa effectively untested, for spares or repair.
Off to the local tool parts place it was then, for another engine stand...
IMG_0277 by Chris, on Flickr
Whilst we were there, the Postman dropped this off (cam timing tools);
IMG_0276-2 by Chris, on Flickr
I then buggered off, jobs to do, and returned to find the spare engine sat on the new stand;
IMG_0279 by Chris, on Flickr
IMG_0280 by Chris, on Flickr
IMG_0286 by Chris, on Flickr
IMG_0287 by Chris, on Flickr
IMG_0288 by Chris, on Flickr
Being inclined towards procrastination, I think the next step is to strip the engine and understand how the cam locks work - they didn't come with any instructions.
IMG_0260-2 by Chris, on FlickrIt's another engine. Bought from the garage that had the car and on the basis that it wa effectively untested, for spares or repair.
Off to the local tool parts place it was then, for another engine stand...
IMG_0277 by Chris, on FlickrWhilst we were there, the Postman dropped this off (cam timing tools);
IMG_0276-2 by Chris, on FlickrI then buggered off, jobs to do, and returned to find the spare engine sat on the new stand;
IMG_0279 by Chris, on FlickrIMG_0280 by Chris, on FlickrIMG_0286 by Chris, on FlickrIMG_0287 by Chris, on FlickrIMG_0288 by Chris, on FlickrBeing inclined towards procrastination, I think the next step is to strip the engine and understand how the cam locks work - they didn't come with any instructions.
Edited by Zombie on Saturday 13th April 01:45
13th April.
We carried on stripping down the new engine;
IMG_0290 by Chris Upton, on Flickr
Which we were pleased to find, looks virtually new;
IMG_0292-2 by Chris Upton, on Flickr
IMG_0300 by Chris Upton, on Flickr
As does the oil segregator, which looks like it's leaking on mine (the other one) but not here;
IMG_0297 by Chris Upton, on Flickr
IMG_0298 by Chris Upton, on Flickr
The cam pulleys are an interesting bit of kit. Looks like the variator is built into the pulley and they are filled with oil as a consequence of this design;
To remove them you have to unscrew what is effectively an oil seal;
IMG_0295 by Chris Upton, on Flickr
Which gives access to the retaining screw;
IMG_0294 by Chris Upton, on Flickr
Cam carrier removed (for which there is a bolt removal sequence specified in the 4C workshop manual)
IMG_0304 by Chris Upton, on Flickr
IMG_0305 by Chris Upton, on Flickr
IMG_0306 by Chris Upton, on Flickr
IMG_0307-2 by Chris Upton, on Flickr
Head removed. Still no sign as to why the engine had been removed from the car;
IMG_0308 by Chris Upton, on Flickr
IMG_0309 by Chris Upton, on Flickr
IMG_0313 by Chris Upton, on Flickr
There was some "bits" in the cylinder, but no apparent damage as a result of this;
IMG_0310 by Chris Upton, on Flickr
We carried on stripping down the new engine;
IMG_0290 by Chris Upton, on FlickrWhich we were pleased to find, looks virtually new;
IMG_0292-2 by Chris Upton, on FlickrIMG_0300 by Chris Upton, on FlickrAs does the oil segregator, which looks like it's leaking on mine (the other one) but not here;
IMG_0297 by Chris Upton, on FlickrIMG_0298 by Chris Upton, on FlickrThe cam pulleys are an interesting bit of kit. Looks like the variator is built into the pulley and they are filled with oil as a consequence of this design;
To remove them you have to unscrew what is effectively an oil seal;
IMG_0295 by Chris Upton, on FlickrWhich gives access to the retaining screw;
IMG_0294 by Chris Upton, on FlickrCam carrier removed (for which there is a bolt removal sequence specified in the 4C workshop manual)
IMG_0304 by Chris Upton, on FlickrIMG_0305 by Chris Upton, on FlickrIMG_0306 by Chris Upton, on FlickrIMG_0307-2 by Chris Upton, on FlickrHead removed. Still no sign as to why the engine had been removed from the car;
IMG_0308 by Chris Upton, on FlickrIMG_0309 by Chris Upton, on FlickrIMG_0313 by Chris Upton, on FlickrThere was some "bits" in the cylinder, but no apparent damage as a result of this;
IMG_0310 by Chris Upton, on FlickrAnd possibly some corrosion or signs of an issue here;
IMG_0314 by Chris Upton, on Flickr
And evidence of a coolant leak from the thermostat;
IMG_0315 by Chris Upton, on Flickr
IMG_0314 by Chris Upton, on FlickrAnd evidence of a coolant leak from the thermostat;
IMG_0315 by Chris Upton, on Flickr14th April
Moving on to the bottom half of the engine.
Sump off;
IMG_0317 by Chris Upton, on Flickr
IMG_0329 by Chris Upton, on Flickr
Again, it looks to be in good order and the lack of oil staining suggests an engine that has done very few miles;
IMG_0318 by Chris Upton, on Flickr
IMG_0319 by Chris Upton, on Flickr
IMG_0321 by Chris Upton, on Flickr
IMG_0322 by Chris Upton, on Flickr
IMG_0323 by Chris Upton, on Flickr
IMG_0324 by Chris Upton, on Flickr
Moving on to the bottom half of the engine.
Sump off;
IMG_0317 by Chris Upton, on FlickrIMG_0329 by Chris Upton, on FlickrAgain, it looks to be in good order and the lack of oil staining suggests an engine that has done very few miles;
IMG_0318 by Chris Upton, on FlickrIMG_0319 by Chris Upton, on FlickrIMG_0321 by Chris Upton, on FlickrIMG_0322 by Chris Upton, on FlickrIMG_0323 by Chris Upton, on FlickrIMG_0324 by Chris Upton, on FlickrRight, now that flickr is back up and running.... Sort of. (Well done chaps, if I was paying for your service I would be properly annoyed by now).
20th April
In the 4C manual it appears that Alfa suggest using a standard, cheap, piston ring compressor tool, one that you wrap around the piston and tighten, to refit the pistons.
I'd suggest anyone attempting this doesn't. The rings are much finer in terms of their thickness and therefore more easily damaged. Unfortunately, the solution is a tapered ring compressor which isn't cheap;
IMG_0391 by Chris, on Flickr
IMG_0389 by Chris, on Flickr
IMG_0388 by Chris, on Flickr
New bits had also arrived from germany. Cam kit, thermostat, water pump and head kit;
IMG_0393 by Chris, on Flickr
IMG_0394 by Chris, on Flickr
The head kit contained head bolt torques which I can confirm differ to those specified in the 4C manual extracts (cast iron block v's alloy in the 4C).
20th April
In the 4C manual it appears that Alfa suggest using a standard, cheap, piston ring compressor tool, one that you wrap around the piston and tighten, to refit the pistons.
I'd suggest anyone attempting this doesn't. The rings are much finer in terms of their thickness and therefore more easily damaged. Unfortunately, the solution is a tapered ring compressor which isn't cheap;
IMG_0391 by Chris, on FlickrIMG_0389 by Chris, on FlickrIMG_0388 by Chris, on FlickrNew bits had also arrived from germany. Cam kit, thermostat, water pump and head kit;
IMG_0393 by Chris, on FlickrIMG_0394 by Chris, on FlickrThe head kit contained head bolt torques which I can confirm differ to those specified in the 4C manual extracts (cast iron block v's alloy in the 4C).
22nd April (I think)
Head strip down started; This is the replacement engine. As of today, the 25th May we've still not looked into the original engine beyond confirming the block is scored and probably scrap.
I think Ive already discussed the condition of it. We think the engine is virtually unused, new. (So why was it removed?)...
The valves were good. The exhaust valves had some carbon deposits;
IMG_0767 by Chris, on Flickr
Which was easily removed;
IMG_0766 by Chris, on Flickr
IMG_0764 by Chris, on Flickr
One interesting development is the valve stem oil seals. Seems like a better design as it's held in place with the valve spring, so removing them doesn't destroy them. But, as they were included in the head kit, new ones were used...
IMG_0436 by Chris, on Flickr
IMG_0420 by Chris, on Flickr
The head was skimmed (light skim, no issues) and the valves reground. Again, no problems.
IMG_0779 by Chris, on Flickr
IMG_0421 by Chris, on Flickr
Head strip down started; This is the replacement engine. As of today, the 25th May we've still not looked into the original engine beyond confirming the block is scored and probably scrap.
I think Ive already discussed the condition of it. We think the engine is virtually unused, new. (So why was it removed?)...
The valves were good. The exhaust valves had some carbon deposits;
IMG_0767 by Chris, on FlickrWhich was easily removed;
IMG_0766 by Chris, on FlickrIMG_0764 by Chris, on FlickrOne interesting development is the valve stem oil seals. Seems like a better design as it's held in place with the valve spring, so removing them doesn't destroy them. But, as they were included in the head kit, new ones were used...
IMG_0436 by Chris, on FlickrIMG_0420 by Chris, on FlickrThe head was skimmed (light skim, no issues) and the valves reground. Again, no problems.
IMG_0779 by Chris, on FlickrIMG_0421 by Chris, on Flickrtgr said:
Brilliant stuff Zombie and dad. Thanks in particular for your very straightforward explanations and comprehensive pics (but I still wouldn't dare trying this at home!)
Thank you. 
Yeah, this is definitely pushing the boundary of what we're comfortable with. There's an issue with the cam timing variations that we're not happy about but lack sufficient information to deal with it. We're just going to have to start the engine and hope for the best. (I'll elaborate on this later...)
TVR Tommy said:
Nice find. I’ve been looking for a Tbi in need of work. Where did you find this one?
Thanks. It was advertised on AO by another forum member.Barchettaman said:
Unreal work and a cracking write-up too, as always.
Having accumulated so much knowledge on this car/engine combo, it makes sense to get another one!
Best of luck with the rest of the build.
Again, thanks. Having accumulated so much knowledge on this car/engine combo, it makes sense to get another one!
Best of luck with the rest of the build.
As I mentioned above, the lack of technical information about the engine is proving frustrating at best!!!
2nd May.
With the new engine being rebuilt we needed the old engine out so that we could compare it - the new engine is from a Giulietta and we were expecting there to be some differences. I took some time off work and we pulled the front end of the car apart and craned the engine out.
For those wondering, the air con radiator had been damaged (bent, new one required) and the system was no longer pressurised.
IMG_1621 by Chris, on Flickr
IMG_0450 by Chris, on Flickr
IMG_1630 by Chris, on Flickr
IMG_1634 by Chris, on Flickr
IMG_0452 by Chris, on Flickr
The problematic GM made M32 gearbox. Fortunately this one has receipts to suggest the bearings have been changed.
IMG_1636 by Chris, on Flickr
IMG_1635 by Chris, on Flickr
IMG_1636 by Chris, on Flickr
With the new engine being rebuilt we needed the old engine out so that we could compare it - the new engine is from a Giulietta and we were expecting there to be some differences. I took some time off work and we pulled the front end of the car apart and craned the engine out.
For those wondering, the air con radiator had been damaged (bent, new one required) and the system was no longer pressurised.
IMG_1621 by Chris, on FlickrIMG_0450 by Chris, on FlickrIMG_1630 by Chris, on FlickrIMG_1634 by Chris, on FlickrIMG_0452 by Chris, on FlickrThe problematic GM made M32 gearbox. Fortunately this one has receipts to suggest the bearings have been changed.
IMG_1636 by Chris, on FlickrIMG_1635 by Chris, on FlickrIMG_1636 by Chris, on FlickrAs well as a receipt for the bearings there was also one for a clutch and a DMF. However, when we took it apart we found a level of free play in the DMF that we thought to be concerning:
https://youtu.be/WVY2c_PimQI
To be clear, I'm not throwing accessions around of parts being charged for and being fitted. There was a date on the DMF that suggested it had been manufactured after the car had been built. The clutch was also obviously new.
But we have very limited experience of DMFs. Having changed only one once before on my brother's 147JTDm about 10 years ago.
I couldn't find any technical information relating to what is acceptable in terms of free play. Nor any helpful youtube videos.
Ultimately we felt we had little choice but to buy a 2nd hand one that was supposedly good. That arrived and has the same free play. So, we've used the original DMF to rebuild it.
Removing the DMF from the engine was also a substantial PITA. I shattered the only ribe bit we had of the right size (M12?) undoing the bolts so my Dad had to order a new one, which took a week to arrive. And new bolts for the DMF and the clutch as they all got mangled during the removal process.
https://youtu.be/WVY2c_PimQI
To be clear, I'm not throwing accessions around of parts being charged for and being fitted. There was a date on the DMF that suggested it had been manufactured after the car had been built. The clutch was also obviously new.
But we have very limited experience of DMFs. Having changed only one once before on my brother's 147JTDm about 10 years ago.
I couldn't find any technical information relating to what is acceptable in terms of free play. Nor any helpful youtube videos.
Ultimately we felt we had little choice but to buy a 2nd hand one that was supposedly good. That arrived and has the same free play. So, we've used the original DMF to rebuild it.
Removing the DMF from the engine was also a substantial PITA. I shattered the only ribe bit we had of the right size (M12?) undoing the bolts so my Dad had to order a new one, which took a week to arrive. And new bolts for the DMF and the clutch as they all got mangled during the removal process.
6th May
Having meticulously cleaned the sump up that was fitted to the Giulietta engine, my Dad found that it was different to the one fitted to the 159 engine. I think he also said that the oil pick up was different.
Which meant pulling the sump off the old engine and restating the cleaning process. As with the T-spark engine, there are bolts hidden between the side of the sump and the flywheel.
IMG_1638 by Chris, on Flickr
IMG_1644 by Chris, on Flickr
Having meticulously cleaned the sump up that was fitted to the Giulietta engine, my Dad found that it was different to the one fitted to the 159 engine. I think he also said that the oil pick up was different.
Which meant pulling the sump off the old engine and restating the cleaning process. As with the T-spark engine, there are bolts hidden between the side of the sump and the flywheel.
IMG_1638 by Chris, on FlickrIMG_1644 by Chris, on Flickr11th May
During the week following the bank holiday Father had continued rebuilding the engine to the point where the head bolts needed torquing down. Again, whilst there is info in the 4C pdf document about this, the 4C uses an alloy block. So the torque figures for the 159 were likely to be different.
However, as seems to be the nom nowadays, the headset includes a sheet of paper indicating the tightening sequence and torques / angles to tighten the head bolts.
IMG_0482 by Chris, on Flickr
IMG_0483 by Chris, on Flickr
IMG_0484 by Chris, on Flickr
Next step was to fit the rockers. (Apparently they are designed to reduce rotational friction...)
IMG_0485 by Chris, on Flickr
And the the cams, firstly by locking the crankshaft;
IMG_0487 by Chris, on Flickr
Disappointingly, whilst the tool to lock the crank fits, the stand off bolt that locks it in place was too long.
IMG_0486 by Chris, on Flickr
Still did the job though.
Cam locks fitted;
IMG_0489 by Chris, on Flickr
IMG_0490 by Chris, on Flickr
This was an interesting problem.
The cam carrier is sealed to the head using two different types of sealant, red and black, I think it's something to do with one being anaerobic and the other aerobic.
Alfa couldn't supply the sealant.
I think the solution, which I wasn't really involved with, started with my Dad ringing Loctite, who proved to be exceptionally helpful. They sent a rep round to my Mum and Dad's house to have a look and come up with a corresponding product as they supply Alfa with it.
Hence, black and red gunge in strategic places as specified in the 4C pdf;
IMG_0497 by Chris, on Flickr
Fortunately, there is also information in the 4C information relating to torques and a tightening sequence for the cam carrier. With that bolted on we started with the cam timing kit;
IMG_0498 by Chris, on Flickr
Tensioning the belt using a screwdriver as seems to be the accepted way. Not sure how you're supposed to achieve this with the engine in the car...
IMG_0499 by Chris, on Flickr
Belt on;
IMG_0506 by Chris, on Flickr
Torqueing the cam pulleys was interesting. there is limited and conflicting information about what they should be. We went for 60N.m plus an angle, think it was 25 degrees.
The bolt heads that are visible are just sealing caps. The were refitted with new seals and torqued to 30N.m
IMG_0504 by Chris, on Flickr
The belt tensioning sequence is specified in the 4C data. It states to over tension the belt cam pulleys free to rotate. Lock the pulleys off, remove the locks, turn the engine 2 turns, refit the locks and re-tension the belt using the mark on the tensioner.
Which is the usual faff.
But this is where we found another potential problem;
https://youtu.be/n2XUYYZumiM
The tapping or clicking is the inlet cam not turning smoothly. The valve timing is varied within the cam pulley. So we think that the cam pulley had failed. Which would explain why the engine had been removed. This is the new Giulietta engine, remember? And that we had not found any real reason why it had been removed.
but the other side of this is that whilst the cam pulleys are bolted to the cams stupidly tight, they're not locked on a taper like a v6. So maybe the toque we used was wrong?
Or maybe it's just because they don't have any oil in them and they're reliant on oil pressure to function properly?
We concluded that there was a problem on the basis that the exhaust cam was OK and the problem was limited to the intake cam only.
Which meant replacing the cam pulley with one from the old engine. Mint.
During the week following the bank holiday Father had continued rebuilding the engine to the point where the head bolts needed torquing down. Again, whilst there is info in the 4C pdf document about this, the 4C uses an alloy block. So the torque figures for the 159 were likely to be different.
However, as seems to be the nom nowadays, the headset includes a sheet of paper indicating the tightening sequence and torques / angles to tighten the head bolts.
IMG_0482 by Chris, on FlickrIMG_0483 by Chris, on FlickrIMG_0484 by Chris, on FlickrNext step was to fit the rockers. (Apparently they are designed to reduce rotational friction...)
IMG_0485 by Chris, on FlickrAnd the the cams, firstly by locking the crankshaft;
IMG_0487 by Chris, on FlickrDisappointingly, whilst the tool to lock the crank fits, the stand off bolt that locks it in place was too long.
IMG_0486 by Chris, on FlickrStill did the job though.
Cam locks fitted;
IMG_0489 by Chris, on FlickrIMG_0490 by Chris, on FlickrThis was an interesting problem.
The cam carrier is sealed to the head using two different types of sealant, red and black, I think it's something to do with one being anaerobic and the other aerobic.
Alfa couldn't supply the sealant.
I think the solution, which I wasn't really involved with, started with my Dad ringing Loctite, who proved to be exceptionally helpful. They sent a rep round to my Mum and Dad's house to have a look and come up with a corresponding product as they supply Alfa with it.
Hence, black and red gunge in strategic places as specified in the 4C pdf;
IMG_0497 by Chris, on FlickrFortunately, there is also information in the 4C information relating to torques and a tightening sequence for the cam carrier. With that bolted on we started with the cam timing kit;
IMG_0498 by Chris, on FlickrTensioning the belt using a screwdriver as seems to be the accepted way. Not sure how you're supposed to achieve this with the engine in the car...
IMG_0499 by Chris, on FlickrBelt on;
IMG_0506 by Chris, on FlickrTorqueing the cam pulleys was interesting. there is limited and conflicting information about what they should be. We went for 60N.m plus an angle, think it was 25 degrees.
The bolt heads that are visible are just sealing caps. The were refitted with new seals and torqued to 30N.m
IMG_0504 by Chris, on FlickrThe belt tensioning sequence is specified in the 4C data. It states to over tension the belt cam pulleys free to rotate. Lock the pulleys off, remove the locks, turn the engine 2 turns, refit the locks and re-tension the belt using the mark on the tensioner.
Which is the usual faff.
But this is where we found another potential problem;
https://youtu.be/n2XUYYZumiM
The tapping or clicking is the inlet cam not turning smoothly. The valve timing is varied within the cam pulley. So we think that the cam pulley had failed. Which would explain why the engine had been removed. This is the new Giulietta engine, remember? And that we had not found any real reason why it had been removed.
but the other side of this is that whilst the cam pulleys are bolted to the cams stupidly tight, they're not locked on a taper like a v6. So maybe the toque we used was wrong?
Or maybe it's just because they don't have any oil in them and they're reliant on oil pressure to function properly?
We concluded that there was a problem on the basis that the exhaust cam was OK and the problem was limited to the intake cam only.
Which meant replacing the cam pulley with one from the old engine. Mint.
And this weekend...
(I had Thurs and Fri off again to work on it.)
Father has been busy cleaning up the subframe, which is in really good condition;
IMG_0540 by Chris, on Flickr
IMG_0541 by Chris, on Flickr
IMG_0542 by Chris, on Flickr
The engine still wasn't completely built up. We've not taken one out of a car before, a complete engine at least, so we had no idea what to put on or leave off. We talked ourselves into putting as much on it as possible.
Starting with the fuel injectors, which, unsurprisingly, are direct injection. They are comprehensively buried under the inlet manifold on the back of the engine though.
IMG_0816 by Chris, on Flickr
IMG_0817 by Chris, on Flickr
IMG_0818 by Chris, on Flickr
IMG_0819 by Chris, on Flickr
IMG_1696 by Chris, on Flickr
IMG_1697 by Chris, on Flickr
Along with the remaining ancillaries and belt;
IMG_1705 by Chris, on Flickr
Inlet manifold with new seals;
IMG_1707 by Chris, on Flickr
(I had Thurs and Fri off again to work on it.)
Father has been busy cleaning up the subframe, which is in really good condition;
IMG_0540 by Chris, on FlickrIMG_0541 by Chris, on FlickrIMG_0542 by Chris, on FlickrThe engine still wasn't completely built up. We've not taken one out of a car before, a complete engine at least, so we had no idea what to put on or leave off. We talked ourselves into putting as much on it as possible.
Starting with the fuel injectors, which, unsurprisingly, are direct injection. They are comprehensively buried under the inlet manifold on the back of the engine though.
IMG_0816 by Chris, on FlickrIMG_0817 by Chris, on FlickrIMG_0818 by Chris, on FlickrIMG_0819 by Chris, on FlickrIMG_1696 by Chris, on FlickrIMG_1697 by Chris, on FlickrAlong with the remaining ancillaries and belt;
IMG_1705 by Chris, on FlickrInlet manifold with new seals;
IMG_1707 by Chris, on FlickrAnd this is where other issues started to play a part. The engine, built up, is a mess. It's nothing like as elegant and simple busso V6. It's layers of hoses, wiring and brackets all laid on top of each other. Brackets, bolted to brackets. Sensors everywhere. It was a right pain to build up, taking a full day to build and put the gearbox on it.
I took a bunch of photos as I was going which I've posted below in case anyone needs them for reference more than anything else.
IMG_1708 by Chris, on Flickr
IMG_1709 by Chris, on Flickr
IMG_1710 by Chris, on Flickr
IMG_1712 by Chris, on Flickr
IMG_1714 by Chris, on Flickr
IMG_1715 by Chris, on Flickr
IMG_1716 by Chris, on Flickr
IMG_1717 by Chris, on Flickr
IMG_1718 by Chris, on Flickr
IMG_1720 by Chris, on Flickr
IMG_1721 by Chris, on Flickr
IMG_1724 by Chris, on Flickr
IMG_1725 by Chris, on Flickr
IMG_1727 by Chris, on Flickr
IMG_1732 by Chris, on Flickr
I took a bunch of photos as I was going which I've posted below in case anyone needs them for reference more than anything else.
IMG_1708 by Chris, on FlickrIMG_1709 by Chris, on FlickrIMG_1710 by Chris, on FlickrIMG_1712 by Chris, on FlickrIMG_1714 by Chris, on FlickrIMG_1715 by Chris, on FlickrIMG_1716 by Chris, on FlickrIMG_1717 by Chris, on FlickrIMG_1718 by Chris, on FlickrIMG_1720 by Chris, on FlickrIMG_1721 by Chris, on FlickrIMG_1724 by Chris, on FlickrIMG_1725 by Chris, on FlickrIMG_1727 by Chris, on FlickrIMG_1732 by Chris, on FlickrGassing Station | Readers' Cars | Top of Page | What's New | My Stuff