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Thread: Two Piston Smart

  1. #171
    Join Date
    Jan 2015
    Location
    Devon
    Posts
    22
    Quote Originally Posted by UKKid35 View Post
    I thought I would set the timing sprocket before fitting the camshaft, but I was still one tooth out when it was fitted

    That's because you have to compress the tensioner significantly to be able to get the sprocket onto the end of the cam, and this causes at least a tooth of rotation as you effectively lengthen the tensioned side of the chain. If you fit it one tooth retarded (sprocket one tooth anti-clockwise) it all falls into place when the tensioner is compressed.

  2. #172
    Join Date
    Dec 2007
    Location
    London
    Posts
    287
    It was still worth getting the timing close.

    Buttoned everything up during 12 hours yesterday, but one hour was spent going to ECP to buy head gasket and bolts for 42, as the set I'd ordered off an eBay seller never arrived.

    At 9pm last night I tried to start the car and it wasn't interested, even with my booster attached the engine was very sluggish.

    I left it as I was too tired, good call because when I returned this morning it was immediately obvious that the alternator was seized - I really should have remembered that always happens!

    Yet more expense this morning, 24mm offset ring spanner from Halfords to try to free up the alternator, which wasn't easy, even with copious quantities of penetrating spray, and engine oil squirted in with a syringe.

    Finally it started and settled down to an even idle, so very pleased. After warming up and dealing with a minor coolant leak, I took the car for a run around the block to ensure everything was in order, and all seems fine.

    This has to be one of the least cost effective repairs ever done, problem is that I am not programmed to throw things away, I always assume they can be repaired. Sometimes I under estimate the cost, but this time it was far worse than that - it was incompetence coupled with stubbornness.
    Paul
    Pure 2000 W, LHD 599cc - Engine Rebuilt Feb 08 - sold
    Passion 2000 W, LHD 599cc - Engine Rebuilt Mar 09 - sold
    Passion 1998 T, LHD 599cc - Engine Rebuilt Apr 10 - sold
    Cabrio 2001 Y, LHD 599cc - Engine Rebuilt Jul 10 Replaced Oct 16

  3. #173
    Join Date
    Mar 2012
    Location
    Burnley
    Posts
    1,087
    Repair comes before replace even in a dictionary. Cost always comes second provided both are the same order of magnitude.

    Well done.

  4. #174
    Join Date
    Dec 2007
    Location
    London
    Posts
    287
    MOT Pass today, but high Hydrocarbons at 168 vs 200 max

    Putting that down to a combination of excessive blow by due to scoring in one of the cylinders, and lack of run in time.

    I will do a compression test in due course, just out of curiosity, but I'm not expecting it to be outside the usual 15% allowance as the engine isn't particularly rough.

    Right now it just has to earn its keep for the next couple of years or 10k without embarrassing me.

    At least I don't have to drive the Cerb to the shops any more - that was grim.
    Paul
    Pure 2000 W, LHD 599cc - Engine Rebuilt Feb 08 - sold
    Passion 2000 W, LHD 599cc - Engine Rebuilt Mar 09 - sold
    Passion 1998 T, LHD 599cc - Engine Rebuilt Apr 10 - sold
    Cabrio 2001 Y, LHD 599cc - Engine Rebuilt Jul 10 Replaced Oct 16

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