It would appear their number links to Leyland DAF 1.8... A totally uninspiring vehicle.BDN0SPC 6651. I'm sure they'll fit a whole bunch of clamp on injectors. I was actually bidding on 3 sets of nozzles, from the same guy, but the few seconds between them seemed to time shift and I missed rebidding on the VW 293's. Because they are rotation sensitive, they should be used with locking pins, which of course doesn't exist with the screw in types. I'm trying to hold everything in line with some high tensile wire I've found. Now I'm trying to decide which way to fire the angled jet: A 'cord' with the flow or radial, with max flow in standard direction. This engine's timing has never conformed [well not whilst in my ownership]
Guy I know showed me a photo of a man making a set of piston rings, by hand, in Cuba twenty years ago or so when he visited.Apparently it took a long time to make a set.I was significantly less proud of my self for the workarounds and doing without special tools and such after seeing that.
OK this is what everyone, or many, or a few, or even just I alone have been waiting for This is an update of the state of the Plastic Bottle Hone...Engine barely burning oil, but there is a slow leak from either the intermediate area or crank. I will do it one day but it's not reaching people's drives yet. Fuel economy better than official handbook figures. 50% better than when I bought engine/ other car. My injectors are all set to 130bar. They are old French made Bosch ones. I may buy 12 cheap Chinese ones, and try and make 2 or 3 sets of closely matched nozzles. The only time I've bought new, were some labelled French Bosch that I re-exported back to the UK from Canada, but I managed to break one by using the wrong spring carrier spaceship thingy n/a's cannot be used with TD nozzles . One was faulty with an undersized needle so I only had 2 matched nozzles! OK back to the hone... Last Wed took the head off; to try and cure that engine knock that has plagued me, for years... could it be 6 now? I'll have to check... Condition inside good, little or no carbon with a slight ring of limestone type deposit where the exhaust valves open. Is that Hagar's fuel ash content?Tops of bore have the ring ridge... Not massive but possibly more than what I left as I never fully removed them in the first place.The Grant rings allowed for this. Remember this was an engine with compression ratios of 160 to 290 psi compression, and lesser men would have thrown block away or possibly spent a fortune reboring, and fitting oversized pistons...Don't get me wrong doing the latter should have produced good results. However, I had nothing to lose to find out what was the minimal work on the engine that would repair it satisfactorily. It was my belief that over honing is detrimental. Honing to the top of the bore, unnecessarily enlarges the bore, where it needs to fit closely to the top of the piston, to reduce blowby. I seem to remember all those years ago, I had 7 out of 12 rings worn so badly that they eventually stuck in, and upon fitting to the bore had up to 160 thou gaps, yet a few weeks before had give me little trouble, and only one piston had had any bore scuffing. OK what did I see on Wednesday? Top of bore at top of stroke highly polished, with no crosshatching. Some further down the bore, not many though... There never were; as part of my experiment was to prove that only a few oil carrying scratches needed to lube rings, especially with oil squirters. Not done a compression check, but the assembled engine springs back when trying to rotate with a ratchet. In my oppinion, the most important thing is to deglaze sufficiently to embed/match the new compression rings into the bore before both become a polished misfit, rather than a polished fit. The whole experiment seems to have worked in this respect. As I removed no flesh, there is always reboring in the future... RE the noise; I only had time to reduce the top ridge on two cylinders, as our wonderful MET Office, was predicting a severe storm by 3pm, and I was working outside. I am going to start a couple of threads tomorrow. One on the results, of the quick Dremmel fix, and one on why I reassembled with new headbolts. Maybe one on gaskets too making a threesome...Thanks for reading.