![]() ![]() Heads just had a valve job, so they should be ok. I haven’t yet tested the crank journals for wear, but I will. Center head bolt hole is stripped too, and I think that’s not coincidental. Just for kicks I pumped up the pressure to 50psi, and within a few minutes cylinder four sprouted orange, oozing, bubbling stuff all around the top of the liner. Well, my levels of optimism are now much lower.Ī pressure test through the coolant passages passed at 30psi for 24 hours, and I thought I was a brilliant finder of decent RV8 engines in the wild. You'll see the countersink offset around the dowel very easily if it is there. ![]() Just because it came out of an '04, don't assume it was an '04 motor. Fix for that is to simply pitch the dowels, align manually such that the gerotor gear "floats" and can be slid forwards/backwards using a magnet thru the oil seal, and drill a few 1/8" holes and knock in a couple of roll pins for holding that location. This is easy to see as the pump gerotor is likely broken when you pull it out, and ALL the bolts are biased to one side in the holes in the front cover. The "first 6 month production" 2003 4.6's had the well known issue of the dowel holes in the block for the front cover being machined in the wrong place (interestingly the bolt holes and even the countersinks for the dowels were right, someone just mistakenly offset the dowel holes). ![]() If you do proceed, I'd go ahead and simply pin them all anyway, as its so easy to do with the engine on the bench, in pieces. Pinning is the easy fix for what is otherwise a plenty servicable engine. These are simply that there appears to be insuffient interference, especially on the centre four liners, for the liners to hold in place, especially at higher temperatures. [ The Later 4.6's seem to have the "loose liner syndrome" (not to be confused with "cracked block behind liner" or the earlier "dropped" liner issues). ![]()
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