Engine overhaul — logbook Toyota Caldina 2000
After the August rides, I noticed a slight tripling, after measuring the compression 12-12-12-7.5 ( ( ((( started buying parts for engine repair.
Back in the spring I bought Seida connecting rods from Zhenya (rz)
More than enough for my purposes.
I dismantled the motor and was delighted to see the cylinders in good condition. The connecting rods and pistons were also normal, with the exception of the culprit of low compression - broken baffles on the 4th piston.
The consequences of riding a Motul - everything is clean, no deposits!
While laundering everything, new parts arrived - 205e pistons, rings, connecting rod bearings, a set of gaskets, an oil pump, a pump, a timing belt + rollers and a tensioner.
Collecting everything new is a pleasure!
I screwed the standard turbine, filled it with liquid and ran it in!
and then I didn’t notice anything, so I’m thinking, what’s wrong with him)))))
From Motul only delight! No deposits, everything was easily washed, new as from the factory, and this is with a run of 188 thousand)
Yes, you, uncle, understand motors)))
took note))))
ps about Motul did not understand the feeling — delight or vice versa? )))
in Kaldino, they are initially thinner than in the same Selick with a 3S-GTE engine. Also come across defective ones from the factory, which already vomit by 1 kg. Therefore, with a serious increase in power, it is better to replace them with something stronger)
And what about the connecting rods? Why are they weak? I thought weak when they break! :)
Well done Dim, and the piston is a direct clone of mine, it just cracked. Well, nothing, now we will show everyone! =)
Considering that I poured Motul for the last 40 thousand, and before that xs, what car was driving. there are practically no deposits)
Diman, I see Motul leaves a lot of varnish, but given that the mileage is almost 200,000 km, this amount of varnish is acceptable :)
After reading on the Internet, it breaks not only the 3s partitions, but many engines, even on vegetable Zhiguli 16 cells. engines)
The third cylinder is probably the most heat loaded on the 205, also due to the higher air consumption and slightly lean mixture compared to the 4m and 1m cylinders.
I think at a crush of 1.1 and a good 98m, with proper maintenance, the motor is not in danger)
after rereading the gt-four forum thread about "piston destruction" for some reason, everyone has 3 bangs, why exactly 3?
it turns out that you can not put forging, but just make a larger gap and lower the compression ratio?
something after such stories even began to pile on sykatno)))
The partitions broke from overheating and a strong expansion of the piston. In stock, the piston-cylinder clearance does not exceed 0.03mm. For a turbine drain pressure of 0.8-0.9 bar, such a gap is sufficient, the piston with rings will not “jam†in the cylinder and the partitions will not break out with rings. With a boost of 1.1 and higher (in my case, 1.5-1.3 bar), it is necessary to make a piston-cylinder clearance of 0.05-0.06mm.
For whining and pissing a lot, instead of silently taking money and doing your job)))
Thanks for the answer) I received pistons and connecting rods from the rear sight 205, today I went to the turner so that he would increase the gap for me, in the end I broke his nose)))
Hello. The first time I went through (record above) I didn’t do it, I just assembled it with new 205 pistons and drove. But after the partitions broke again, one smart person advised me to make a gap. No more partitions broke.