Engine work and costs
Discussion
Silly me -
I just thought after asking Jeff about his engine work that many people on here have had engine mods, new engines, and all sorts of tuning done to their cars.
It occured to me it might be a good idea for the guidance of others if those that have had such work done could outline what was done, who did it, where, and the costs involved.
Could be a few people getting overhauls and mods done as a result of the info?
JJ
I just thought after asking Jeff about his engine work that many people on here have had engine mods, new engines, and all sorts of tuning done to their cars.
It occured to me it might be a good idea for the guidance of others if those that have had such work done could outline what was done, who did it, where, and the costs involved.
Could be a few people getting overhauls and mods done as a result of the info?
JJ
OK... started off with 5 out of 8 exhaust manifold bolt threads stripped in l/h cylinder head. Couldn't Helicoil in situ so I took the head off. Fine so far.
Checked the bores which looked barely worn at 102,000 miles. Remember this is a 3905cc engine, with 93.5mm bores, not the 94 of the later 3.9. The pistons were the forged Omega ones, flat-topped with valve pockets.
I repaired the stripped threads but before I put the head back on I thought I'd just check all the bores - some of the pistons were at TDC so the bores weren't visible, of course.
I turned the crank with a socket and found a massive score mark down one bore. Right, I thought, off with the sump. Dropped the big end cap, lifted the piston out and one of the rings was in pieces, with damage to the ring lands showing that the problem was not recent. By now I knew it was rebore time, so I took the other head off and found a lesser score mark down another bore.
I then dropped all the main bearing caps and a couple of the main caps, and found scoring and wear down to the copper backings of the shells. Bear in mind that I thought this engine was fit, it went like a train etc.
Before you could say 'ohmygodhowmuchwillthiscost' the engine was out and stripped down.
The crank was reground 10 thou. IIRC and undersize main/ big-end shells fitted. A new set of (dished) 94mm pistons was obtained from LandRover, and my mate machined valve pockets into them for me (bit beyond my abilities with a milling machine!
).
I spoke to JE Engineering amongst others; they had a set of oversize Omega flat-tops (i.e. 10.5:1 compression, per standard) and could do the valve pockets, but they wanted upwards of £500, plus VAT. I don't thrash the car that much so I thought the loss of performance would be negligible for my driving, so I opted for the LR ones.
The block of course was bored out to take the new pistons.
With the engine in bits I found that it had a duplex timing chain setup with adjustable sprocket; according to the receipts with the car it had only been in about 10K miles so I refitted it. The cam was also recent, as were the followers, so they went back in. The cam bearings were OK.
There was some scoring to the wall of the oil pump housing but the oil pressure had been OK and I couldn't afford £400 for a new cover so that went back on with an uprated relief valve spring. I radiused the edges of the relief valve piston and its bore; as yet (8K miles?) it hasn't stuck.
The valve gear was all OK; I lapped the valves in and checked the lifter preload, fitted new pedestal shims.
Several of the various brackets, engine mounts etc. were blasted and powder-coated. Pulleys, sump pan etc. got a coat of black Smoothrite.
The clutch was OK to reuse; I thought it was worn till I compared it with a new one and realised that there was hardly any difference, so that went back in.
The crank spigot bearing was renewed, as were all oil seals, gaskets etc. The conrod bolts were replaced, as were the main bearing cap bolts and head bolts.
The whole engine was cleaned and degreased - although with a wipe, the internal surfaces of the block came up as clean alloy anyway.
Right, cost: I guess I'm lucky (?!) in that I can do my own spannering; all the parts and machining, painting etc. came to just over £800. For this I virtually got a new engine - all the major parts were replaced and the ones that weren't were to all intents unworn. The car has about 109,000 miles on it now and the engine is not my main concern. Getting the fuelling and ignition set-up to squeeze a few more mph out of it - well, that's another story
Ian
Edit to add (sarcastically): I have all the receipts, the family lineage of the guy who did the machining work and DNA from the guy who sold me the pistons. OK?
>> Edited by wedg1e on Saturday 16th October 22:07
Checked the bores which looked barely worn at 102,000 miles. Remember this is a 3905cc engine, with 93.5mm bores, not the 94 of the later 3.9. The pistons were the forged Omega ones, flat-topped with valve pockets.
I repaired the stripped threads but before I put the head back on I thought I'd just check all the bores - some of the pistons were at TDC so the bores weren't visible, of course.
I turned the crank with a socket and found a massive score mark down one bore. Right, I thought, off with the sump. Dropped the big end cap, lifted the piston out and one of the rings was in pieces, with damage to the ring lands showing that the problem was not recent. By now I knew it was rebore time, so I took the other head off and found a lesser score mark down another bore.
I then dropped all the main bearing caps and a couple of the main caps, and found scoring and wear down to the copper backings of the shells. Bear in mind that I thought this engine was fit, it went like a train etc.
Before you could say 'ohmygodhowmuchwillthiscost' the engine was out and stripped down.
The crank was reground 10 thou. IIRC and undersize main/ big-end shells fitted. A new set of (dished) 94mm pistons was obtained from LandRover, and my mate machined valve pockets into them for me (bit beyond my abilities with a milling machine!
). I spoke to JE Engineering amongst others; they had a set of oversize Omega flat-tops (i.e. 10.5:1 compression, per standard) and could do the valve pockets, but they wanted upwards of £500, plus VAT. I don't thrash the car that much so I thought the loss of performance would be negligible for my driving, so I opted for the LR ones.
The block of course was bored out to take the new pistons.
With the engine in bits I found that it had a duplex timing chain setup with adjustable sprocket; according to the receipts with the car it had only been in about 10K miles so I refitted it. The cam was also recent, as were the followers, so they went back in. The cam bearings were OK.
There was some scoring to the wall of the oil pump housing but the oil pressure had been OK and I couldn't afford £400 for a new cover so that went back on with an uprated relief valve spring. I radiused the edges of the relief valve piston and its bore; as yet (8K miles?) it hasn't stuck.
The valve gear was all OK; I lapped the valves in and checked the lifter preload, fitted new pedestal shims.
Several of the various brackets, engine mounts etc. were blasted and powder-coated. Pulleys, sump pan etc. got a coat of black Smoothrite.
The clutch was OK to reuse; I thought it was worn till I compared it with a new one and realised that there was hardly any difference, so that went back in.
The crank spigot bearing was renewed, as were all oil seals, gaskets etc. The conrod bolts were replaced, as were the main bearing cap bolts and head bolts.
The whole engine was cleaned and degreased - although with a wipe, the internal surfaces of the block came up as clean alloy anyway.
Right, cost: I guess I'm lucky (?!) in that I can do my own spannering; all the parts and machining, painting etc. came to just over £800. For this I virtually got a new engine - all the major parts were replaced and the ones that weren't were to all intents unworn. The car has about 109,000 miles on it now and the engine is not my main concern. Getting the fuelling and ignition set-up to squeeze a few more mph out of it - well, that's another story
Ian
Edit to add (sarcastically): I have all the receipts, the family lineage of the guy who did the machining work and DNA from the guy who sold me the pistons. OK?
>> Edited by wedg1e on Saturday 16th October 22:07
mikeb said:
I changed the sparkplugs today! 
MikeB
So Mike how much were the plugs,where did you buy them from,have you got their number.What type of spanner did you use,where did you buy it from ,how much did it cost.How long did it take you to fit all the plugs,have you a whitness who can verify how long it took.Did you stop for a cup of tea or coffee in between,who made the drink,how much did it cost.Did your wife make it or did you.Did your wife have a drink,what type was it? ect ect.
I drove mine 130 miles non-stop !! At speeds in excess of 70mph on the M4.
It got hot, it pulled like a steam train from 71 mph upwards.
Total cost @ £2k for engine, injection system and odds and sods
38 sore knuckles, bad back, saggy knees but well worth it for a diy jobbie
Anyone want to buy a crane ?
It got hot, it pulled like a steam train from 71 mph upwards.
Total cost @ £2k for engine, injection system and odds and sods
38 sore knuckles, bad back, saggy knees but well worth it for a diy jobbie
Anyone want to buy a crane ?
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