Tales from the Workshop Part 3

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Well after a lot of running around to get all the parts I need and some
unintended time spent looking after a sick baby I managed to get to
work changing my Big End Bearings and startig the top end rebuild.
The other day I took of the first set of bearing shells to see what
size they were - they had size 4 stamped on them and after a lot of
debate with Milners and various others it seems that size 4 is
considered to be 'Standard', which was lucky since Milners don't seem
to do any other size. The main advantage with Milners is that their
bearings are the OEM ones that don't suffer from the European oil
deficiencies.
Anyway after a long boring time stripping off all the old sealant from
the pan (and straightening it out a bit) I slowly worked through
stripping out the shells.
Most of the top shells showed obvious signs of wear, whilst the bottom
ones were better.
One set of shells had a very obvious 10mm across divot in it where the
material had disintegrated and another had a smaller divot about 5mm
across.
Additionally another set had a score mark down one side which I think
is from the oil hole so I have smoothed the edges out with a file.
So, at least half of the shells needed replacing due to deformaties,
but at 150,000 I have no idea how long the shells would have lasted -
they could well have lasted for another 150,000 miles!
Tomorrow I'm replacing the valve lifters and putting a new set of shims
to bring the gaps up to spec - I normally wouldn't have bothered with
the lifters, but some of them were quite badly scored on the sides so
it made sense while I had everything open.
After the lifters, shims and camshaft, in will go the serviced
injectors and injection pump and all the other crap like battery trays,
batteries, radiator, etc, then after setting the timing she should fire
up and run sweetly ;-)
One side note, whilst cleaning parts up I cleaned some of the throttle
linkage parts that I had used a can of spray on white grease - this
stuff may be fine in a closed unit like a diff lock actuator, but
around the engine where there is dirt around, it seems to set like
rock, not helping on the lubrication side of things and being a pain in
the arse to remove.
As a result I have binned what remained in the can and will just stick
to good old coppereaze.
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Regards,
Julian Voelcker
Mobile: 07971 540362
Skype: julianvoelcker
Cirencester, United Kingdom
1994 HDJ80, 2.5" OME Lift
 
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Thanks for your explanation Julian.
A good point about extending the suspension in order to drop the axle
away from the pan allowing better access.
As far as he is aware, my mate's 80 has not had the crank ground so
if I buy him the 'standard' shells from Milner they should be OK. He
would have to take the same risk on the capscrews too. He is not in
the position where he can pull it apart to check these and then leave
it in that condition for a couple of weeks until the parts arrive for him.
But just to clarify, your description of the spanner sounds like an
old fashioned bihexagonal socket, is that correct?
Thanks
Jon
Ting,Herts
'92 HZJ80 ex UN Bosnia surplus
 
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Hi Jon,
Guess so - 12 point star shape.
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Regards,
Julian Voelcker
Mobile: 07971 540362
Skype: julianvoelcker
Cirencester, United Kingdom
1994 HDJ80, 2.5" OME Lift
 
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