Tapping threads

A few of the threads that hold the camshaft caps were damaged so I am running a tap so that I can fit helicoils.

Rain gauge

This is how I can tell the level of rain that we have received. No need for fancy gauges. The only snag is I have to empty it before I can use it.

Ignition switch

I recently had the task of fitting an ignition key for a Nissan Champ 1400. I thought this was a walk over. Given that I have just done a suspension overhaul as we as an engine service with no sweat.

Alas. It was not to be. The terminals on new ignition key were completely different from the old key. I reluctantly gave that job to an auto electrician and made a note to brush up on my auto electrics.

Servicing Surface Grinder

Routine maintenance of a surface grinder.  

I'm Back!!!!

Yes I am back! Watch this space for some exciting news this year.

Cylinder Head Straightness

A blown gasket, loose valve seats, metal discolouration or a camshaft that is not turning may be the result of a warped head. It’s a good idea to quickly test such heads for warpage to determine if the head is still serviceable. All that is required is a straight edge and a filler gauge.

Remove any gaskets or carbon on the fat face that seats against the block.

Place a Straight edge firmly on the cylinder head face and see if there is gap between the straight edge and the cylinder head. If there is a gap measure with a filler gauge to determine if the warpage is within tolerance or it requires skimming. With experience you won’t even need a filler gauge to make this judgement.

This skill helps at the counter to inform the customer and make further diagnosis.

CYLINDER HEADS: Receiving the job.

My technology lecturer used to freak out each time someone calls a ‘cylinder head’ a ‘head cylinder’. There is a big difference so I’m always careful to call it by its correct name. I think he passed on the paranoia to me.

In this first part of my ‘cylinder head’ series I am going to talk about how best to receive a job to recondition a cylinder head. I found these checks very useful because I could quickly give feedback to the customer while he was still at the counter. I could advise them on thinks like: possible spares to buy, how I was going to approach the job, how long the job might take and warn them of any potential dangers (It makes good business sense to ask customers to sign a disclaimer when the risks are high or when the customer insists on a modification against your better judgment).

Customers, particularly those with a technical know-how, appreciate it when you take time to explain the logical steps that you are going to take to tackle the job. More often than not it is the mechanic who brings in the job rather than the accountant. This is one of those things that builds trust. If their job is done well, next time they come in they won’t really want to know how you are going to do it, they just want you to do it because you will have gained their confidence.

Some customers prefer to source their own spares. When it comes to commercial transporters they want there vehicles ready yesterday because downtime is costly.

So if you can predetermine some of the spares that they need to get it will save a lot of time. For instance if the cylinder head has overheated they obviously need to get a new set of valve stem oil seals for you to fit.

In the following articles I would like to highlight some signs that can help you give a general diagnosis and prognosis. Like any good doctor do not forget to verify these findings with clinical tests before administering the cure on the head cylinder –I mean cylinder head.