Our "New to Us" Winnie

[Greynomad]

T1,

I assume you plan to refit the big clockwork key to the back of the bus when you’ve sorted out the engine?



In the immediate post-WWII years, a friend of my father bought a small European car, when everyone else was buying big American cars. His looked ridiculously small in the parking lot at work, so he fabricated a giant key, mounted it on the boot, and fitted a 12v motor & chain drive inside the boot lid, so it turned slowly as he drove it.

[T1 Terry]

T1,

I assume you plan to refit the big clockwork key to the back of the bus when you’ve sorted out the engine?



In the immediate post-WWII years, a friend of my father bought a small European car, when everyone else was buying big American cars. His looked ridiculously small in the parking lot at work, so he fabricated a giant key, mounted it on the boot, and fitted a 12v motor & chain drive inside the boot lid, so it turned slowly as he drove it.

I might have to put it on the front, cause it's a front engine rig ..... I might have to add a string of "Never Ready" AA cells in one of those led light signs showing the zap going in and each cell filling up when the brake lights are on and it is in regen mode

Yesterday was "flush the engine cooling system" day, not much came out and I think that was more to do with the effectiveness of the cleaner than the cleanliness of the cooling system. I'd love to put a mix of Sulfamic acid through it, but I'm a bit concerned about just how much damage it might do to the aluminium parts rather than just descaling them. I might wait for the Citric acid to arrive and give that a try first so I can see how good it cleans up the thermostat housing and inside the hoses ..... and the expansion tank ....... I'm thinking I might have to but a new one so I can see the coolant level again ......

T1 Terry

[T1 Terry]

Yesterday was also the start of replacing the check valves in the hydraulic lifters and compression testing. At least did most of the driver's side, found couple that had tightened up to zero clearance again, so trimmed the upper part of the lifter on those, that improved the compression yet again in those cyls, so here's hoping they will all recover the full compression. No:1 cyl that was 0 psi is now 80 psi, no:3 that was 50 psi is now 170 psi, no:5 that was 120 psi is now 180 psi, no:7 that was 140 psi is now 200 psi and no:9 that was 140 psi is now 200 psi, so happy with the current progress.
Today was gunna be working on the passenger side, but the knees and back voted for another day of rest

T1 Terry

[jon_d]

I'm guessing that with the continuing grinding; that the root cause is still not known and resolved??

[T1 Terry]

I'm guessing that with the continuing grinding; that the root cause is still not known and resolved??

I think the gap closed up because the valve was able to seat properly. One had been ground down previously and only required a touch to take down a high spot to gain clearance again, that was No:3 inlet and the compression did go up from 50 psi to 170 psi. The other one was cyl 5, there wasn't much clearance when I reassembled it and the inlet must have seated better and closed up the gap. It didn't need much off to get a clearance, it hadn't been ground before. Still plenty of clearance on No:1 inlet and exhaust, so they still have room to seat further, but 4 x 15 mins periods of 1500 rpm running to circulate the radiator cleaner seems to have been enough to get all the valves to seat better.
All 5 cyls on the passenger side bank now have 200 psi compression and still have lifter clearance, so I can put the check valves back in them as well ..... if I can find the safe spot I put them

T1 Terry

[jon_d]

That's not the root cause of the problem.


The engine wouldn't run properly; why?
The valves were open; why?
The valve stem was binding on the rocker; why?
then we go into the grinding and cleaning phases....

I did a lot of root cause analysis at work over the years.... root cause analysis generally takes 5+ whys to get the answer.

I don't believe you've found the root cause, just masked the problem. (eg "At least did most of the driver's side, found couple that had tightened up to zero clearance again,")

[T1 Terry]

That's not the root cause of the problem.


The engine wouldn't run properly; why?
The valves were open; why?
The valve stem was binding on the rocker; why?
then we go into the grinding and cleaning phases....

I did a lot of root cause analysis at work over the years.... root cause analysis generally takes 5+ whys to get the answer.

I don't believe you've found the root cause, just masked the problem. (eg "At least did most of the driver's side, found couple that had tightened up to zero clearance again,")

I still believe the root cause was the valve stem height not being corrected when the head was rebuilt.
Valves pulling up in the seat and the seat pulling up in the head can quickly be eliminated:
A) Once there was no clearance between the valve and the rocker, it could only progress so far until the valve placed no impact pressure against the seat. The eliminates the seat being pulled back into the head.

B) This would have stopped the amount the valve could be held off the seat, the only detrimental issues that could occur from that point is
i) valve burning
and
ii)rubbish building up between the valve face and the seat.

C) If valve burning was the case, the shrouding section in the combustion chamber, around the cyl wall area, would shield the valve face from any flame front. If there was enough compression to propagate a flame front hot enough to burn the valve face, it would burn one side only .... this would result in no compression

D) I rubbish built up between the valve and the seat, this would not allow the valve fully seat causing a compression leak.

The result that eliminates valve burning or wear, is the compression returning when there was clearance gained between the valve stem and the rocker. The result that supports rubbish build up between the valve seat and valve face is the compression increasing after a series of no load short engine runs so the valve face could be subjected to full combustion load, pushing it against the seat and the continued impact breaking up the rubbish build up.

This also supports the closing up of the rocker to valve clearance to the point that only some leaking occurred now where serious leaking was occurring before, hence, the improvement in compression. The test will be if the compression fully restores, yet clearance remains between the valve stem and the rocker, full compression will negate me needing to check for rocker to valve clearance ......

Enough root cause analysis for you Jon .... can't be a successful mechanical repair business where other mechanics bring their problems without being good at cause-and-effect analysis

T1 Terry

[jon_d]

Enough root cause analysis for you Jon ..

No. It's all supposition and theory.

Might be a good theory,.... But by grinding things to make it work hasn't fixed the original problem.

Time will tell I guess.

[BruceS]

Terry have you changed the oil & filter ?
If not fill'er up with diesel & give 'er a run to flush the gunk out of her & then change everything again.
Oils ain't oils as ol' Sol reckons!
Love to know the history of that motor!

[supersparky]

Terry have you changed the oil & filter ?
If not fill'er up with diesel & give 'er a run to flush the gunk out of her & then change everything again.
Oils ain't oils as ol' Sol reckons!
Love to know the history of that motor!

Wouldn't we all Bruce, someone has had some work done it previously.