Catch cans what are they and do I need one?

A catch can sits in between your crankcase and intake system, and it is designed to separate the fluid and mist from the air that makes its way through and catch it in the bottom of the unit.

By design some oil and fuel escapes from the motor with the excess pressure that builds up in the crankcase while an engine is running. This excess pressure is vented through a breather or valve and recirculated back into the engine through the intake manifold. The purpose of the catch can is to separate the oil from the air before it re-enters the engine.

Without a catch can, your engine cakes up with oily carbon deposits and soon becomes badly restricted. . Left without being cleaned, you will suffer losses in power and poor fuel economy. There are a variety of ways of cleaning motors, which can be time consuming and expensive. Avoid the build up in the first place and you’ll be in a great position.

The second reason catch cans are very important is because oil reduces the efficiency of your intercooler when it covers the pipe work. The colder the air going into the motor the better it performs, and if your intercooler doesn’t function as it should you are missing out on its potential.

Different types of catch can

Some catch can’s have filters in them, and others use mesh, steel wool or a variety of combinations. If you simply use just a can with an inlet and an outlet, you have setup that won’t work very well! The catch can will have a valve to drain the collected oil, this should be done at least every 10,000kms.

Catch can legalities

Catch can’s are 100% legal, and on some well designed diesels they actually come as standard. Sadly, this isn’t the case for your average 4WD motor. In the past, people would just run a pipe to the inside of their chassis, and let the oil film run into the chassis, for ‘rust prevention’! This is not legal.

How much do they cost?

Southside Cylinder Heads can supply and fit a catch can to most makes and models of popular diesel engines. Prices vary but generally cost between $450 – $550 fitted. They can be fitted in one day. If your engine has already travelled significant kilometres without a catch can, you may need to have the intake system removed and cleaned prior to installing the new catch can to get the maximum benefit. Call us on 07 33435899 to discuss the best option for your vehicle.

Engine Temperature Alarm

 

Engine Temperature Alarms  –  For Piece Of Mind

 

We are seeing an increasing call for aftermarket engine temperature monitors and alarms, this is because of two reasons.

1. More vehicles are being released that don’t have a traditional temperature gauge on the dashboard.  Manufacturers are replacing temperature gauges with warning lights on the dashboard if the engine gets too hot.  Often by the time the light is triggered, or indeed seen by the driver, the damage is already done and you could be up for expensive head gasket replacements or engine repairs.

2.  Cheap piece of mind.  Everyone is busy these days with a million things on your mind as you drive from place to place, meaning sometimes small warning lights on the dashboard go unnoticed.   The TM1 unit not only gives you a real time display of engine temperature, it also sounds an alarm when the engine temperature starts to climb to unsafe levels,

 

((( Audible))) Engine Temperature Alarm

Real time engine temperature monitoring

Suitable for  all Cars, Trucks, Boats, Bikes, Tractors & Machinery

Now also records the highest engine temperature reached

 Accurately displays engine temperature and alarms with a Warning light, Loud buzzer & Display messages if engine is overheating

The TM1 is ideal for alarming Engines, Gear boxes, Transmissions, Transfer boxes, Pumps, in fact any thing that operates between 1 to 125 degrees Celsius.

Takes temperature readings from the metal rather than the water, so if you run out of water you still get an accurate temperature reading

 

 

The unit has a neutral white LCD screen with an automatic back light so it blends into both old and new dash boards. It displays big numbers that are easy to read in either bright sunshine or at night. All functions and alarms are accompanied by individual display messages, including advanced messages such as ‘Sensor Not Connected’ should the sensor cable be cut.

The sensor fits like a washer under any convenient bolt on the engine that is near the heat source, here it rapidly detects the slightest changes in engine temperature.  The device is monitoring metal temperature rather than water temperature.  The warning alarm sensitivity can be set to suit your individual engine and needs.

The alarm is set by either observing the engines highest normal running temperature, or interrogating the Highest Temperature Reached function. Then the alarm is set to a higher temperature by using the push button on the front . Typically the alarm is set to between 5 and 10 degrees above the engines normal running temperature, this usually equates to the warning buzzer sounding at just one or two needle widths above the normal mark on most car temperature gauges.

Because you’re not breaking into the cooling system, the TM1 is the quickest, easiest and safest system on the market.   Setting the unit correctly is critical to the performance of the unit.  Contact Southside Cylinder Heads about fitting a unit in your vehicle today, it could just save you thousands.

 

Friction Discs

Friction Discs or Diamond Washers – A New Era

 

Component downsizing and cost saving during manufacture has pushed vehicle manufactures to look for other ways of carrying out what used to be a simple undertaking. One example is moving away from keyways on high load components such as camshafts, crankshafts and injector pumps.

The main fastening bolts need to be firmly attached so that they can absorb the applied torque without slipping, and the manufacture will always specify a torque setting on these bolts, which can be as high as 240nm or higher on some applications (plus a degree setting if the bolt is TTY).   With the keyways gone, the bolt itself is not always enough to transfer the load and prevent slipping.   Usually if we want to transfer greater torque, we need larger and therefore heavier and costlier components.

 

However using a friction disc or washer in between the components locks them together firmly and allows for the transmission of four times the amount of torque. These friction discs or washers are coated on both sides with a nickel matrix. The nickel is embedded with a fixed amount of diamond particles that have a specified size. If the disc is mounted between two engine parts, the hard diamond particles are pressed into the mating surfaces and locks them together. To ensure the washer works reliably it is important to replace it whenever the connected components are removed or their positions disturbed.

 

Not all engines require friction disks so be sure to check with the manufacturer.  We have many customers re-fit cylinder heads and balancers, only to have the crank or cam pulley slip and bend valves or cause other internal damage.  If your unsure give Southside Cylinder Heads a call, were happy to help in any way

 

Warning – because these washers and shims are located behind pulleys or sprockets they can easily fall when the larger component is removed.  They could end up in the sump or jammed into an awkward spot without being noticed.

 

 

 

 

 

 

 

 

 

 

 

 

 

Bulletin – Volkswagen 1.4 Piston Failure

November 20, 2017

Models Affected: Volkswagen Golf, Jetta, Polo 2008 – 2012 (1.4 TSI Twin Charged Engine)

The widely acclaimed 118 TSI 1.4-litre twincharged engine in the Golf and Jetta uses both turbocharging and supercharging to deliver the torque of a 2.0-litre with the economy of a smaller-capacity engine, and has been voted international engine of the year twice.  Unfortunatley despite the accolades, the TSI engine has a critical weakness which is causing a lot of grief and drained bank accounts for many owners.

The problem lies in the internals of the engine, with noticeable symptoms such as rough idle, engine misfire fault codes, and lack of power when accelerating.  A compression check will aid diagnosis of the problem, and you will likely find a piston has cracked or broken a ring lan.  Unsuspecting mechanics have been caught out by simply removing the cylinder head for inspection, and visually inspecting the piston crowns.  Seeing nothing obvious on the piston crowns, the cylinder head is refitted but the issue is still there.  The pistons must be removed and the skirts and ring lans inspected for damage, as this is likely where the problem lies.

Volkswagen Australia have recognised the problem & issued a “service campaign” for all owners of affected vehicles.  It’s essentially just a software upgrade and adjustment to the parameters of the engine knock sensors.  If you own a vehicle that you think might be affected by this issue, we would advise you contact Volkswagen and check if the software upgrade is applicable toy our model and inquire if it has been done.

To repair a damaged piston is a costly proposition,  the engine needs to be removed from the vehicle, stripped down and repaired.  New gaskets, piston and ring set, big end bearings and many other parts are required to carry out the repair, with costs running well into the thousands.  If you suspect your Volkswagen may be suffering an engine problem like this, give Engine Reconditioning Australia a call on 07 3343 5899 for an obligation free quote.

Further Information can be found at https://www.carsguide.com.au/car-news/volkswagen-golf-118tsi-warning-17417

Manifold & EGR Ultrasonic Cleaning

Today’s turbo diesel technology is evolving faster than ever before, increased power output, lower fuel consumption and lower emission values are expected with every new model that manufacturers release.

To help accomplish this, most models utilize whats called an EGR system.  This is a series of ports and valves designed to divert a small percentage of the expelled exhaust gases from the exhaust system, and redirect it back into the inlet manifold and back through the engine.  This process aids in reducing an engine’s harmful emissions.

The down side, as you can see in these pictures, is the re-circulation is contributing to an excessive build up of sludgy deposits through the intake system, EGR system, EGR valves, and the inlet manifold and ports.  This buildup restricts the airflow into the combustion chamber, leaving your engine struggling to breathe.  This can have serious consequences including increased engine temperature, an increase in fuel consumption and noticeable decrease in engine power.  Left unchecked, premature engine failure is possible.

Southside Cylinder Heads has invested in state of the art ultrasonic cleaning,  perfect for cleaning the clogged inlet manifolds and EGR valves.  Fast cleaning times means your customer is off the road as least as possible, and the results are immediate and satisfying,  Almost every customer we do this service for calls us back to say what a difference it has made.

Call us today for prices and recommended service intervals.  

Brisbane’s Best Cylinder Heads, 33435899

 

Bulletin – Suzuki Grand Vitara cracking issues

Models Affected – Grand Vitara JB 2008 – 2009 (2.4l J24B Engine)

Fault – Crack in top of cylinder head, water mixing with engine oil

Symptoms – Milky colour oil, loss of coolant with no external leaks present, water contamination in engine oil.

The first run of J24B engines suffer from cracking in the top of the cylinder head.  The crack occurs from one of the three casting bungs that screw into the top of the head (under the rocker cover, between the camshafts), and the crack will normally run to the nearest head bolt hole.

The symptoms mentioned above may be present along with engine overheating or possible internal engine noise. The crack allows coolant into the top of the cylinder head and mixes with the engine oil, it will look like a caramel milkshake!  A tell-tale sign will be if the engine oil is overfull and the radiator is down on water, most likely that water has made its way into the sump.

– See the technical bulletin here Suzuki USA Technical Release –

Suzuki USA has acknowledged the fault and are repairing vehicles under an extended warranty scheme, however to date as far as we are aware, Suzuki Australia hasn’t acknowledged the issue and are not covering any repairs.

To add to the issue, the engine blocks are also known to crack without warning and without overheating.  Steer clear of the early version of these engines. If you are considering buying one, make sure the build date is 2010 or later.

 

Toyota 1KD-FTV Piston Failure

Toyota Hilux 1KD-FTV EURO 4 Spec

 

Models – KUN26, KDJ120, KDJ125, KDJ150, KDJ155

Fault – Crack in piston, can lead to localised rupture

Symptoms – Sudden loss of power, engine runs rough (on 3 cylinders), loud knock at idle, black smoke from exhaust, excessive crankcase pressures

When disassembling the engine, there are cracks detected in one or more pistons (various sizes, up to a local ruptures). The look is radically different from the cases of usual piston melting, and only small local flowing can be observed in the areas of ruptures.

Summary Piston Cut out 1kd

The 1KD engine has been sold in Australia for over 10 years, and has had a bumpy ride in terms of engine reliability.  The first production of the engine is not affected by this issue as it featured a piston design which included a metal fibrous structure fused into the piston crown (as pictured).  This structure added extra strength to the piston thus avoiding failure.

The engine underwent Euro 4 emissions modification which coincided with an overall modernization – reduced compression ratio, increased torque and power. The shape of the combustion chamber in the piston was changed, and any mention about the reinforced zone disappeared.  Considering the circumstances of occurrence, the cause of the problem should be called “inadequate strength margin on pistons”, essentially it comes down to design and construction mistakes on the Euro 4 version of the engine.

1KD-FTV Pistonkd-crack

Three years later the obviously substandard pistons were replaced by a new revision, however whilst this was an improvement, failures were still occurring, but at a lesser rate than previous.  Contributing factors are also associated with the fuel system, but are secondary.

The failures are most commonly occurring around the 100,000 – 150,000 km.  The problem is recognised by Toyota in several service bulletins released between 2011 and 2014.

See – technical-service-bulletin-toyota-1kd

Euro 5 revisions brought yet another design change, and whilst it’s still early days, it looks like the problem may have been resolved.  Time will tell.

Owners and potential buyers of the “EURO 4” affected models of the Hilux, Prado and Hi-ace should be wary.  The advice is simple, avoid chip tuning, avoid long driving at high speeds (especially under load) and service the fuel injectors every 100k.  This will reduce the likelihood of failure, but the only to overcome the inherent design fault is to change the pistons.  Speak to Southside Cylinder Heads today about repair and failure prevention options.  Engines & cylinder heads since 1977.

 

 

The Importance Of Maintaining Your Engine

 Toyota_Kluger_rear_deepVehicle maintenance is of vital importance both for safety, longevity and performance, and today we want to talk about the importance of maintaining your engine and the surrounding components that make it possible for your engine to operate.

The engine is the heart of your car, and its fluids are its blood. In your own body, your blood has kidneys and a liver to keep the blood clean — aside from the oil filter, a car engine can’t clean its own fluids. That’s why it’s important to change an engine’s oil regularly, and to make sure that change happens before the oil gets too dirty. Dirty oil may suffice in the short term and things may go fine for a while, but eventually it will lead to disaster. Even small amounts of dirty buildup over time can lesson an engine’s lifespan.

Toyota Kluger 2GR-FE Engine

Your coolant is just as important.  Having a clean and correct mix of coolant increases the cooling efficiency and capability of your engine, and prevents rust and corrosion forming.  Your radiator and water pump also play an important part in this, the pump’s job is pretty self-explanatory, it pumps coolant through the engine, then through the radiator to be cooled and then back into the engine in a continues cycle.  If maintenance is lacking and part of your cooling system fails in its duty, major engine damage can happen in a matter of minutes.

For example, the engine block pictured is out of a 2010 Toyota Kluger with 79,000kms clocked.  Basic oil changes have been maintained but a lack of cooling system maintenance has resulted in a major engine overheat, so bad that the alloy in the block has separated from the cylinder walls. 

The repairs required to get this car back on the road came in at a little under $10,000.  Don’t let this happen to you, practice a good maintenance schedule with your trusted mechanic, and pay attention to what your engine is telling you. If your car’s gauges say the engine is getting too hot, the oil pressure is low, your check engine light is on, or it’s making a noise that it never used to make, don’t wait. Take it to a mechanic you trust.

 

 

Engine Block 2GR-FE

Holden Cruze 1.8 Petrol Camshaft & VVT Problems

Our home grown Holden Cruze has had several different engine options since its inception in 2002.  The most popular has been the 1.8 petrol (Z18XER/F18D4), which first came out in the JG Cruze in 2009. There are two common problems we would like to discuss to help make your diagnosis and repairs easier.

Oil Flow Tubes

Firstly, a few of our customers have had problems with oil feed to the variable valve timing units after having head work or timing belt repairs carried out.  There is a small plastic tube that is being left out during re-assembly that is crucial for oil direction and flow to the variable units.  Without the tube in place, oil is not being fed to the variable unit, which triggers an engine light as well as loss of power through the rev range.  Theses tubes are located inside the camshafts at the front, right behind where your camshaft gears bolt on.  There is one for each camshaft.  Make sure these are in place before refitting the cam gears because the engine will not operate correctly without them.

Oil Coolers

Second issue is a high number of vehicles ending up with oil in the cooling system. These engines (Z18XER and F18D4) run oil coolers which are renowned for failing.  If you have oil mixing with water, check your oil cooler before racing to remove the cylinder head as this is most likely your problem.  Southside Cylinder Heads can pressure test your oil cooler for you.   The coolers are located next to the oil filter and forms part of the oil filter housing assembly.  Currently replacement coolers are only available OEM.  Southside Cylinder Heads, Brisbane’s best choice!

 

 

 

 

 

 

 

 

 

 

Congratulations to our winners!

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Congratulations to Mike of Strathpine Auto Care and Matt at Midas Car Care Beenleigh, both will enjoy a two night getaway at Ramada Golden Beach on the Sunshine Coast for two people, with ocean views and a bottle of wine on arrival.  We hope you enjoy your stay 🙂

Southside Cylinder Heads would like to thank Mike, Matt and all our loyal customers who missed out on the major prizes for their ongoing support.  Watch this space for more helpful tech articles and promotions.