@Disco1BFG I've been looking at silicone tube. Is it really suitable for fuel? I've looked at a few that say they aren't. Do you have a link to silicone that is cured in a way that makes it fuel resistant?
Looked at mine today and I have removed all three pipes from the valve, the thin one goes to the intake pipework just by the air filter outlet, one of the bottom pipes goes to the EGR and the other one was 'T'd into the pipe between the vac pump and the brake servo IIRC (I replaced the pipe between the pump and servo with a one piece item so its not there for me to look at).I should look up a how to on LZ. There'll be one
Met some friends after work tonight so home late. Will check out those pipes asap. Thanks for the description.Looked at mine today and I have removed all three pipes from the valve, the thin one goes to the intake pipework just by the air filter outlet, one of the bottom pipes goes to the EGR and the other one was 'T'd into the pipe between the vac pump and the brake servo IIRC (I replaced the pipe between the pump and servo with a one piece item so its not there for me to look at).
Me too!Very excited to know how much quieter & smoother/better it might be after the rebuild - I've got one to do at some point...
Cheers, raywin. I am considering doing this as it describes it in the fitting instructions that came on the turbo box. I'm wondering what is going to stop the oil flowing and, therefore, why do you need to watch it coming out? What will I do if oil doesn't come out? I can only think that this would happen if the oil pump wasn't working, but I'm sure it will. The oil warning light would come on anyway? I suppose there's no harm other than a bit of mess probably.Just a thought for consideration, when new turbos are installed I think that some people often disconnect the return oil pipe and put it into an open container, so when you start the engine it's pessible to see the oil flow immediately then stop the engine and couple the pipe back into the return.
I wondered about unhooking the waste gate linkage and start it with the gate jammed open so that it will stay on relatively low revs at first giving the oil a good chance to circulate for a few minutes then shut down and hook it back up.
Don't know if anyone has fitted a new turbo and has any tips?
It was a faff putting it on today. Should have put it on before I fitted the turbo perhaps.If you do disconnect the turbo oil return, then do so from the engine block union - trying to get the fitting back on that sits under the turbo is a total faff.
I'll tape a bag over it. It's a large hole so would be too big for a silicone sprue, even if I had oneJust a thought, I'm not familiar with the 300 engine but if you go ahead with this check if you need to plug the return to preven crankcase pressure blowing oil all over the place.
I save those lumps of silicon which always set in the nozzle of the silicon gun they are nice and soft and tapered come in handy for plugging up all kinds of things.
This is what occurred to me. Then I thought that as there is nothing in the timing case, maybe the seal is the other way around to stop rain getting in.A lip seal should be fitted with the open side I.e. The side facing up in your picture towards the oil (or other liquid) and the closed side to the environment.
Thought it might be better explained here
http://www.tribonet.org/after-the-mystery-of-rotary-lip-seals/
because the seal is to keep stuff out of the timing case seal fits open side out,though it doesnt matter in real life with that sealIt was a faff putting it on today. Should have put it on before I fitted the turbo perhaps.
I'll tape a bag over it. It's a large hole so would be too big for a silicone sprue, even if I had one
Got bored during the rain so decided to take apart the new spill pipe assembly.
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Fitted the new polyurethane tube to the new connections
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The larger diameter red tube I'd bought for the final piece back to the FIP was too slack on the connections and so I had to use the new black pipe. Also had to transfer the old FIP to fuel tank return fitting as it had an olive fixing and I didn't have a new olive and nut. It didn't mention that when you were buying the new pipe kit.
Looks a bit flash on Matches the block though
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Set everything up to do the timing
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Must get under there and clean the gearbox casing a bit so it matches the bell housing
Loosened the three nuts on the FIP pulley and made sure all of the pulley wheels were clean.
Put some copperslip on the crank shaft.
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Slipped the crank pulley on and torques the idler pulley up to 45N.m
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Then I realised that I needed an allen key to fit in to the torque wrench to tighten the tensioner to 45N.m
Got the angle grinder out and cut the end off an allen key
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Fits perfectly in to a 6mm hex socket
Got the Mrs to tension the pulley with the beam torque wrench while I torqued up the bolt.
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It's not easy to judge the torque for the tensioner, but it was just nudging the 10ft pounds. This is a little over 11N.m, but I'm hoping it will be ok.
The rocker shaft was just temporarily loosely bolted in place, so before I started with the 'rotate the engine twice to check alignment' I decided to fit it properly.
I loosened off all the tappets. I suppose, in theory, they should be too far out. But, I'm going to have to set them anyway and didn't want them under undue strain by me turning the engine if the weren't right.
Cleaned the two bolts and three studs/nuts.
Applied engine lube to the necessary bits.
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Fitted the new valve caps and put lube on top of them.
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Fitter the rocker shaft and tightened them hand tight and then another 50 degrees as per the manual.
Blurry picture.
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I was going to fit the new crank pulley seal in the casing, but wanted to check if it was in the right way.
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This is how it was, with the 'open' side of the seal facing out over. Is that right?
The manual says 'fit new seal, open side fitted in to recess'. what does that mean? My casing doesn't have a 'recess' if that means with a shoulder for the seal to fit up against.
I'm wondering if mine was fitted the wrong way?
That was it for today. Pleased with the progress though.
Cheers, James. So, current one was fitted correctly. Just seems a little strange so wanted to check.because the seal is to keep stuff out of the timing case seal fits open side out,though it doesnt matter in real life with that seal
Certainly had me wondering, cos it's a bit counter intuitive.Ah I see it now, I read the crank seal and did not realise about the seal being fitted on the timing casing which is dry, I can see now that it just keeps the muck out. It used to be common to fit a square felt seal in an application like that, but the lip seal should be better.
Yes I agree in this application the seal would probably work fine either way.Certainly had me wondering, cos it's a bit counter intuitive.
As JM says it's not going to be critical. The 'flinger' on the back of the pulley is gong to keep a lot of cr@p off it and what water does get there is not under pressure.