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2.0TD Sudden Power Loss

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  • Martingo
    replied
    Thought I would just add a comment to my previous posts. After 3 or 4 months sorting this problem out and many other things in the process I now have the engine running again! I was very happy when it started second pull on the starter, amazing! Just need to rebuild the front of the Land Rover now so can take it for a spin, with more power I hope

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  • Martingo
    replied
    Just read this about the restrictor, so if it goes in the hose I’m assuming it would go in the hose from separator to where I tee into the return pipe, therefore leaving the main return pipe as it?

    I guess now I come back to my previous question as to where you can buy these things and is there any kind of spec?

    I still haven’t found a suitable air separator either, the one from earlier post is quite small only 6mm hose so I was worried it might restrict the fuel supply. Can you get the actual Montego ones?

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  • Doctordiesel77
    replied
    Originally posted by robert1 View Post
    no, the restrictor is shoved down the return hose.
    I'm glad you pointed that out...just in time to rescue some restrictors from my 'handy bits of hose' box!

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  • robert1
    replied
    no, the restrictor is shoved down the return hose.

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  • Doctordiesel77
    replied
    The restrictor is built into the vapour separator iirc.

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  • Martingo
    replied
    Can I just go back to the vapour separator piping. Because I can see the return pipe at the moment I was thinking to add a tee into the return pipe so I can add the separator in the future.

    The return pipe I’m going to tap into is the return line from the injector pump. I tried to find the restrictor mention but had no luck, can anyone point me to the sort of thing I need. I also assume the restrictor will sit in the line from the separator but before the tee I’m adding, therefore the existing return from the pump is unaffected?

    cheers

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  • Doctordiesel77
    replied
    I generally aim for the tight end of the 'off the block' clearances, there is a fair bit of leeway on their figures anyway & I've never had any problems with valves after doing them that way.

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  • Martingo
    replied
    Sorry to keep coming back on the valve clearance but I just want to check on the procedure.

    I was thinking that the final check on clearance should be with head completely rebuild onto the block, however this isn’t possible in the Land Rover because the back of the camshaft and cover are hard up against the bulkhead. So the shaft, cover and seals need to be all assemble onto the head before the head is back on the block! So this mean the clearance checks and any adjustment has to be done with the head on the bench.

    I don’t have any clamps for the camshaft I’m checking as suggested with all the followers and shims out, except the one I’m checking. This means that the shaft is just held down by hand while I check the clearance which is not as it would be in reality. With everything in place and the cover on the camshaft must get pushed and pulled by the other cam actions which would effect the clearance value? Also there is the business about Perkins saying increase the clearance if the head is off the block

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  • Martingo
    replied
    Thank for the info! Rimmer do lots of shims, bit of a crazy system but I guess once it’s done I shouldn’t have to do it again. Do you tend to aim at the minimum or middle clearance, in the theory the clearance will increase due to wear? Maybe that’s not the case seeing as most of mine are low on clearance

    as you said I can probably use 4 of them again. I’m doing a clean up and very light seat grinding before a final measure.

    some of the inlet ports are pretty gunked up which might be poor valve clearance or maybe valve stem seals which I have in the head kit anyway.

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  • Doctordiesel77
    replied
    Rimmer's sell the shims, https://rimmerbros.com/Item--i-UKC1713, they are the same as Rover SD1 6 cylinder, Dolomite Sprint, O series petrol, Hillman Imp etc, so if you know anyone with one of those they should have a shim stock, usually you can juggle the existing ones to do at least half of the valves, but rarely all of them! I've got some shims if you can't find them locally/Rimmers postage is expensive.. On the vapour separator the air escapes through the restrictor as it is less viscous than the diesel, return is usually just tee ed into the return from the injector pump.

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  • Martingo
    replied
    I think the Heynes manual is misleading, the values above are given as ‘checking’ but when I looked again at the ‘adjusting’ figures they agree with those given in a previous post. I think the Heynes manual is wrong way around and this is confirmed in the Perkins data I have, though it’s not a full manual.

    After checking 7 out of 8 clearances they are all generally low, worst are a 7 thou on inlet and a 7 thou on exhaust. So how the hell do you adjust these things , you need a big bag of assorted shims! Can you actually buy them?

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  • Martingo
    replied
    I think for now I will not fit the vapour separator, I’m doing so many thing all at the same time. It wouldn’t be easy to run another return pipe, can it be tee into existing return? Doesn’t seem possible to me. Also if the restrictor allows pressure at the injector pump how does the air get out.

    I was looking at the valve clearance yesterday before I take all the valves out for cleaning, maybe grinding. I was using the method of one at a time with all the other followers and shims out - I haven’t tried all yet but I assume there is a cam position where you can check all 8 valves using this method?

    anyway when I looked I’d my Haynes manual is states 0.2 - 0.4mm inlet and 0.3 - 0.5mm exhaust. These are different values to those you gave in a previous message, obviously taking into account metric/imperial. Also in the manual it gives ‘checking’ and ‘adjusting’ values which I don’t understand.

    cheers

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  • Doctordiesel77
    replied
    As above the pipe is connected to the return line to the tank. It is important to get the pipes the right way around, as the return is at the top of the vapour separator so as to let the air back to the tank, the restrictor is important too, without it there will be no fuel pressure at the injector pump inlet.

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  • robert1
    replied
    It go's back to the tank, the Montego's have a restricted pushed into the hose, I think this is to make bleeding easier.

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  • Martingo
    replied
    Thanks for the links.

    I was also looking at adding the vapour separator as robert1 suggested. I can see there are three connections, obviously in and out, is the third connection just a vent or does it have to go back to tank? I did ask the seller on eBay what the pipe size was but he didn’t know or want to find out, assume they take same hose as the lift pump etc.

    cheers

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