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.