"A nasty garage man put a ball bearing in the engine"
Discussion
It doesn't have to be as big as a ball bearing either.
I'm in the process of having my engine rebuilt... again... after the last rebuild resulted in sand from the cleaning process entering the inlet and trashing the block, pistons and rings.
Hopefully the head is ok, i'd just had that ported/polished and rebuilt, along with the bottom end, newly re-balanced, and turbo, also brand-new...
"Sick" doesn't even begin to describe the feeling.
I'm in the process of having my engine rebuilt... again... after the last rebuild resulted in sand from the cleaning process entering the inlet and trashing the block, pistons and rings.
Hopefully the head is ok, i'd just had that ported/polished and rebuilt, along with the bottom end, newly re-balanced, and turbo, also brand-new...
"Sick" doesn't even begin to describe the feeling.
Hugo a Gogo said:
I'm confused by the sign on the switch behind, 'do not switch on off!!!!'
its the master switch for the boiler at work, people would fiddle with it and turn it off....then we would have to strip the front off the boiler and manually relight the bloody thing with a home made 2 foot long taper made from a stick and a rag soaked in WD40.
we cut the switch bit off with a hacksaw eventually......
problem solved!
billybob69 said:
Sonic said:
after the last rebuild resulted in sand from the cleaning process entering the inlet and trashing the block, pistons and rings.
I thought was a diy porting..I remember an internet thread about some guy thinking about putting sand in the engine to port it.
Mr2Mike said:
calibrax said:
Diesels are designed to run on detonation...
Compression ignition is not the same as detonation. The fuel in a diesel is burnt in a controlled manner as it is injected.
12gauge said:
Ive never seen so many cars under 10 years old as the Rover 75/Mg ZT with headgasket problems, or other, unspecified gearbox/engine problems. They do seem to be dogs.
Not being able to get parts for them is the main reason you see so many cheap/non-runners etc.Saabs will soon be joining them.
Head Gasket problems aside, of course, but MGs run a few different engines, not just the classic 'head gasket a week' one
12gauge said:
mg zt-t+ spares repair faulty broken non runner
Theres his problem.
Ive never seen so many cars under 10 years old as the Rover 75/Mg ZT with headgasket problems, or other, unspecified gearbox/engine problems. They do seem to be dogs.
The car has done 146,000 miles,and was apparently fTheres his problem.
Ive never seen so many cars under 10 years old as the Rover 75/Mg ZT with headgasket problems, or other, unspecified gearbox/engine problems. They do seem to be dogs.
ked by a mechanic. So you blame it on the car and tar them all with the same brush???calibrax said:
Yes, effectively, controlled detonation, which is why diesels have their distinctive knocking.
The knock from a diesel is caused due to the delay from the point that fuel starts to be injected to the point it actually ignites. This means that more fuel than desirable is present when it does ignite so you get a rapid rise in pressure. This state of affairs is not required for the operation of the engine and neither is it desirable, which is why common rail systems try to work around this as much as possible using pilot injection. In fact the theoretical Diesel cycle maintains a constant pressure during combustion.calibrax said:
But my point was that the internals are built to withstand much more than a petrol engine.
Combustion pressures in modern turbo diesels are much higher than petrol, even ignoring the non-ideal characteristics.
sjc said:
Out of interest, other than rear mudflaps for a Mk2 75/ZT, what exactly are the parts you've struggled to get?
When I worked in a bodyshop, ANY bodywork damage to a Rover was pretty much a write-off in insurers eyes - some of them they didn't even bother estimating.This is partly because, at the time (about 3 years ago), parts prices were rising due to diminishing supply but mostly because the values of Rovers were in freefall - and that was because people knew there were no dealers and that some parts/jobs would be harder/more costly to do.
Example: We wrote-off a Rover 75 because it needed a new bumper cover/support bar/rear panel - a job which would have been maybe 1200 when Rover existed was looking more like 2000 against a car which would have been worth maybe 3500 but the market had depressed to more like 2600ish... Ironically, you could have driven the car 'as was' just fine - which I'm assuming someone probably did
A 'perfect storm' of ever-harder-to-get parts (remember, insurers won't use pattern parts or used parts) and falling values ensured that Rovers were piling ever-higher in the "non runner" sales.
I cannot imagine anything has changed there - it's just what happens what a car manufacturer (and thus it's dealers and suppliers and experts etc.) disappears.
Saab will suffer a similar fate - expect to see VERY cheap Saabs (thanks, especially, to the amount of bespoke bits in Saabs) - expect older/tireder cars to become worth more in parts and so on.
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