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Post by macplaxton on Apr 30, 2014 22:13:34 GMT
Mmmmm. 66's and head gaskets. They do that, y'know Welcome to the Mayo Club Panos! (It's a sort of upmarket grinder club ) On to my second one right now (on a different engine). People keep telling me the B14.0E version of these engines put a leg out of bed at 100k kms. I'm still waiting (87k miles), as I've got a B14.4E replacement handy and it's taking up valuable space. DSCF7370 by macplaxton, on Flickr DSCF7374 by macplaxton, on Flickr DSCF7375 by macplaxton, on Flickr DSCF7376 by macplaxton, on Flickr The hassle I had getting a Reinz gasket set over here....
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Post by spunkymonkey on Apr 30, 2014 23:25:21 GMT
Nope it just didn't want to come off. Its off now but half the HG is on the block and the other half on the head. The HG had welded itself to the block and head and I literally had to split the two laminations of the gasket apart to get the bugger loose. easy peasy with those - they're all iron, so a cold-chisel (carefully) in the joint is an accepted engineering solution Once one corner lifts they come off without a problem, and you just smooth down any slight damage from the chisel. Note: not recommended with alloy heads
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Post by spunkymonkey on Apr 30, 2014 23:26:51 GMT
just use a big washer and a bolt of the correct thread Or use a couple of big sockets and two head bolts if you do need to Is there an echo in the room? No, just tiredness and not reading the last page before answering
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Post by macplaxton on Apr 30, 2014 23:52:26 GMT
Tiredness! Pah! I've only been up since 2.45am yesterday off the back of 2 hours sleep... Better go to bed
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Post by ozzie on May 1, 2014 6:16:51 GMT
Pardon me for asking but tec speaking should we not find out the reason for the failure be fore ye replace the gasket. To my mind if the head has not been desturbed previously why has it gone now. The design of the liners is such that they compress the bottoms into / on to a seal and the head gasket seals the top. The head clamps it all together. Water leaking into oil suggests one of these seals has broken either at the head end or the bottom. If a cylinder has moved then you might be better off going all the way on the first date! Ooo her missis and replacing the bottom seals also I know it's a bigger job but for the case of longlife and it not happening again. I believe the original tool for holding the cylinders in place was a piece of angle iron bolted in place by the head bolts. Does the workshop manual give a specification for cylinder height in relation to the block flange. At least if you do remove the liners you can check out the rings and give the bores a quick glaze bust at the same time that way you might feel the difference when it's back together for your toils in relation to more POWER. I job well done is worth it twice in the bush, to many cooks spoil the brothel and all that.
It can't take long to remove the liners clean up the seal lands a pop it all back together after all you will lap the valves in whilst the head is off won't you! Oops did I suggest that out loud. Now you see why garages don't like home mechanics cos labour is expensive and to do a job properly is easy at home as labour is free and the garage just can't do the job properly and compete. I think I have just let the cat out of the bag regarding my ethos to cars and restorations. If a jobs worth doing then eat the broth that the cooks got from under the bush!
Antheretiz.
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Post by pauldaf44 on May 1, 2014 11:43:36 GMT
I agree the reason for hg failure needs to be ascertained. With the valves turn the head over and fill the combustion chambers with diesel. That Will tell you if the valves need lapping in
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thebear54
DAF Nut
Those who say it can't be done, should not interupt the people doing it !
Posts: 1,426
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Post by thebear54 on May 1, 2014 12:10:50 GMT
I would put my money on lack of use as a culprit for failure... My 1300 needed a gasket almost from the start after purchasing the V66. John
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Post by macplaxton on May 1, 2014 12:18:01 GMT
I'll happily take your money off you John.
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Post by Nick on May 1, 2014 12:31:29 GMT
no just someone using a mobile phone to browse the forum who doesnt have the luxury of big pages to see all the previous posts.......
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Post by Nick on May 1, 2014 12:38:03 GMT
reasons for HG failure...
lack of proper maintenance in the past (silted radiators etc) lack of cleanliness when the last one was replaced (oil or water in bolt holes will give false torque wrench readings as it will cause hydraulic lock) use of cheap gasket on last replacement or dried out old stock gasket (didnt Pete say he had had his mitts in there) on a renault engine improper bleeding of the system when it was refilled leading to air locks ( they are terrible for it) pushing a bit too hard and she got a tad warm.. liner heights are listed in the manual and are remedied/changed by using different thicknesses of liner bottom gasket, so opening up the bottom end without a good supply of the gaskets would be a world of pain (not to mention sump gasket, then the big ends and all the other potential replacements "whilst in there" Incorrectly calibrated Torque wrench (do you always wind the spring OFF when its not in use?) thermostat failure causing excessive heat water pump impellor being corroded to the point it doesnt circulate the coolant
there are a hundred and one reasons for failure, and I hope its as simple as gasket failure,
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