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BOF

Member Since 02 Nov 2012
Offline Last Active Today, 08:59 AM
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Posts I've Made

In Topic: Mk3 2.0Tddi Gearbox Oil

Yesterday, 06:54 PM

You said that. Your point is?


In Topic: Mk3 2.0Tddi Gearbox Oil

Yesterday, 05:30 PM

If you ask Ford, they say no. I tend to disagree, but you'll have to make your own decision.

 

My preference is to change every 100k or so, but older oil will tend to 'wear out' earlier than decent modern stuff.

 

The other factor is that the oil you have will be fairly old, and will have met the specs of that time and things have moved on, so oil today will be of a better overall standard than what was fitted to your car at the beginning of its life. My suspicion is that you will have the (odd) old-style fitting of auto transmission fluid, plus a friction modifier. I'd have expected your gearbox to be a bit baulky in cold weather, until it had a bit of a chance to warm up, but maybe you don't have a problem.


In Topic: Mk2 2.0 Zetec Engine Woes?

25 August 2014 - 01:56 PM

I'd have to say that I've probably run out of usefulness on this.

 

I'm not sure how the oil feed is arranged on this engine, but, if you could lift that cam bearing and see it, there might be some chance of cleaning it out without completely lifting the cam. It is, however, more likely that you do have to lift the cam in order to get at it, because it is hidden below the split line.

 

(If you can still get them, a pipe cleaner might be something that you can feed along the oil way, assuming that there is a soft blockage somewhere near the point to which you have access. That may or may not help. What I was expecting was a cylinder head liberally coated in a black, thick, greasy substance. Given that there isn't much thick, black, greasy to be seen, maybe there is a completely different explanation.)

 

In which case, you do have to lift the cam, at least a little. Maybe there is a possibility of lifting all of the cam bearing upper halves and having enough play to get at the oil feed or the followers without completely losing cam synchronisation (which would make the putting back together easier), but I don't know, I've never taken one of these to pieces. On the other hand, the level of care needed to keep the cam in its position with the drive teeth may just be more trouble than it is worth. But, ensuring that you have the cam timed correctly is a bit of a pain (a fiddle, rather than excessively difficult, and the kind of thing that you worry about having done correctly), so if there is a way around that it might be a short cut. Maybe you can make little alignment marks that you can work to during re-assembly (re-assembly is the reverse of disassembly, as the Haynes manuals always, so irritatingly, say).


In Topic: Mk2 2.0 Zetec Engine Woes?

24 August 2014 - 06:51 PM

No, sorry, that didn't help me. On some engines, you can see the hydraulic follower part quite clearly, and in that case if there is oil pressure behind the follower part some of the oil escapes around the edge of the follower. At least from the angle of the photo I can't see anything, either way.

 

So, right now, i'd say that we are guessing whether the problem is that there is no oil pressure at the tappet or where there is oil there and it escaping too easily.

 

On the other hand, from what you can see, the lobes on the cam look fairly clean, and if the engine had been subject to serious, long-term, lack of maintenance - which I was concerned that it had- then that could well be worse.


In Topic: Mk2 2.0 Zetec Engine Woes?

24 August 2014 - 05:43 PM

OK, at least we are somewhat clear what we are dealing with now. There are still two possibilities though:

 

What you describe is classic 'tappet collapse' (it could have been 'pump up', but this is the opposite). normally you'd expect that the hydraulic lifters had worn, and oil was just passing through them so fast that they would just 'deflate' as soon as they came under pressure. The alternative -usually, less likely- explanation is that one of the oilways has got clogged, and there is no oil supply to the tappets.

 

Now, as these are two tappets together, there is a distinct possibility that there is one oilway that feeds the two tappets and if that is clogged, then that is one explanation for the two problems, and that might be more likely than two completely separate problems. OTOH, if there is no oil feed to the two tappets, maybe that causes the two tappets to fail, and there is still one root cause.

 

Did it look as if oil was seeping around the tappets (ie, there was an oil supply behind the tappets)?