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2 pointsHi All, new to this group and here is a picture of my GTV
1 pointFirst post although I've been lurking for a while. Here is my GTV V6 Ph3 as featured in AutoItalia Magazine October edition. It was the original UK Ph3 launch press car and has had all the usual desirable upgrades in my ownership. Q2 diff, eibach springs, Koni shocks, Alfaholics Handling Kit, de-cated manifolds and EQ downpipes.
1 point4. Engine 2.0TS - troubleshooting, or Fatality We disassembled, scattered, carefully examined the entire motor, for something something with it, what to do and which way to go on to the cherished goal. In short, as in that movie: - How do you like your boat (motor)?! *! * - This is a complete cunt ... ... ... ...! delight seerrr! ... Actually, this did not come as a surprise, it was expected, it was not a surprise, and we are ready for it :). The task that was set for the motor when buying was to get to Kiev, and he successfully dealt with it, poor thing, and did not dry out on the way. We can definitely say that they tried to reanimate the motor with average blood, but it did not work out. If we consider in detail, then situevina with the fact that the following was pulled out of the hood, so: Crankshaft: Full size AR32301, Crankshaft. Crankshaft Troubleshooting The main necks are in nominal size, but have uneven wear and loss of cylindricality from two to four hundredths of a mm. In this case, the wear exceeds the minimum permissible size by 2 hundred parts. Requires resurfacing to repair size. The connecting rod journals are already ground in the first, and only, repair size. Like the main ones, they have uneven wear and loss of cylindricity, while it is pronounced due to the design of the lubrication system of the connecting rod and root necks. Depreciation of the minimum size ranges from 3 to 5 hundredths of a mm. The central journal for thrust bearings is also of repair size, and also wear exceeds the minimum permissible size. The necks have traces of direct contact friction with the liners, which was also noted on the liners. Crankshaft Troubleshooting AR32301 The crankshaft needs to be restored, but I will not use it on the engine, which will be in the next topic. Cylinder block: Here fatality, so fatality. Absolute absence of traces of honing on the walls of cylinders. The cylinders are polished so that in this reflection you can shave like in a mirror. In view of the low R / S = 1.593, the cylinders have a characteristic wear and tear, like a dancer’s waist ... Above and below, wide, in the middle - narrow. In one cylinder in the center, so generally fit into the tolerance. Bts The piston skirts have wear that is visible to the naked eye, the oil rings are completely absent, so the pistons did not even measure. Despite the good oil appetite, all the rings are free and not stale. Cylinder head: also underwent intensive wear, the camshafts were the most affected. Absolutely all inlet and exhaust camshafts necks have various degrees of wear, some immediately go beyond the upper limit of the working clearance. But this would not be critical, because the necks can be relatively easily restored, if not for the wear of the cams. Full size Camshaft Troubleshooting Camshaft cams are very worn out. On the intake shaft, 4 out of 8 cams have wear. And in two cases it’s just disastrous. The second cam of the first cylinder is worn 3.47 mm, and the second cam of the fourth cylinder is 2.63 mm. Swerl effect is good in these cylinder turned on the inlet :). On the issue, the situation is even more catastrophic, out of 8 camshaft cams - six are worn out, with wear from 1 mm. In general, camshafts in the trash or for souvenirs. Since I deal with Alpha engines for the first time, the explanations from the “experienced” are that it is from the “chips” that fall under the fists, sort of clarifying the situation. But after I dribbled a little deeper, I have another version - the failed hydraulic compensators of the valve clearance are to blame for such wear on the cams. When I checked the "hydraulic lifters" I noticed one characteristic feature. Full size Hydrik troubleshooting Under each worn cam - it was sagging, i.e. Having lost its working capacity and tightness - a soft hydraulic compensator. "Chips" under the cam and gidrik absolutely disappears, due to the fact that: - firstly - on the same cylinder, for example, the 1st and 4th cylinders of the intake shaft, only one of the pair of cams has worn out. - secondly - the base diameter of all the knuckles on both shafts was left absolutely without wear! All absolutely basic diameters of the cams have a diameter of 36.0 mm, in addition, on the 1st cylinder of the exhaust shaft, the base diameter is slightly less than 36.0 mm, on 2 hundredths!, And the cams are normal and not worn out. ... - thirdly, not one of the hydriks has wear on their outer diameter, which is impossible in the presence of “shavings”. ! The valve of the hydraulic compensator, which has lost its tightness, leads to the fact that when a fist rolls on the hydraulic, the latter simply "fails" without creating resistance. The load, with working hydrika, growing smoothly, now turns into a "shock". I measured the free run of a “failing” hydric - it ranges from 2 to 3.5 mm. In this state of affairs, the camshaft cam simply “blurs” the cam along the surface of the hydric, like a hammer on the anvil, high contact stresses arise, which wear out the cam cam and rivet the hydraulic surfaces. The photograph clearly shows - under all the worn fists - all sagging hydraulic lifters - have traces of "hardening" on their surface! Full size Wear - Hydraulic Cam The exhaust camshaft, in general, has such a profile that it knocks out a characteristic "hole" right in the center of even a working hydraulics. I believe that the cam shape is not optimally shaped by the profile of the cam and the "too" free run of the "faulty hydraulic compensator", in general, the maximum free play of the hydraulics should not exceed 1 mm., But here - 2-3.5 mm! Outlet and intake valves and valve bushings: All inlet and outlet valves, as well as valve bushings, are within tolerance, and I think they are new! Full size Valve and valve bushing troubleshooting Valve bushings are so precise, they have absolutely no wear and tear, and Metelli metal-ceramic is worth it, although according to rumors there should be "cast iron" ... valve seats have a very regular shape and without wear. Full size Full size On 100% balancing shafts, bearings must be changed. CVT also thinks knocking. Cranks without wear, but I did not measure them, because immediately sent for reforging. So the motor passed rebuild 100 percent, but died anyway. :). The rest does not make sense to write. There will be a new motor: Some spare parts have already arrived, so I will slightly open the curtain: - a crankshaft with 1.8TC in nominal came, how much easier it is than with a stroke of 91 mm. Full size Crankshaft 32201, 1.8TS, stroke 82.7 - the pistons came, with a puddle as expected, but a little need to be finalized: Full size Pistons - came custom sleeves Full size Liners Cutaway sleeve. Custom sleeve. - the connecting rods passed the replacement of the upper head bush by 22, and the length of the connecting rod decreased to 144 mm Full size Connecting rods. Finger 22, length 144 mm Everything is already spinning in processing, so we continue ... - camshafts with normal wear are searched. - and possibly a variator, but this is not yet accurate. Full size Price tag : 100 500 UAH Mileage: 217332 km