ERF:
railstaff:
My two penance on Camshaft wear,which ive seen my fair share of, with my involvement with ■■■■■■■■1,Valve recession due to soft seats leading to valve clearance issues,basic engineering.
2,Bad top end sets.
3,Outer base profile with too sharp lift and drop off profile ultimately leading to seat and stem failures.
4,Bottom end failures due to oil pump being destroyed from Camshaft material mixing in the lube oil.
Yes, your point 1) was something we have seen too, but none of the AEC V8 engines were exhibiting any sign of it.
Point 3) is an interesting one, which ■■■■■■■ engines suffered with it?
You would think it should be detected during very early engine testing, as it would surely affect every valve?railstaff:
Does anybody have a coolant flow diagram of a 740/800 as I,d be interested to see it.So would I!
Even having stripped and examined these engines it is still a puzzle working out the flow.
I have all the AEC technical literature for the V8, but none of it contains a coolant flow diagram.
M11 suffered with valve train problems.Considering the amount in service,the percentage was low.But none the less seat recession was present on every one.Clearly the compression (jake) brake didn’t help matters which was the reason for delaying its operational start point until the lube oil had reached a set temperature.
Someone,somewhere must have a diagram.
From the rear of the waterpump how is the coolant distributed into the block.Does it go through the right bank,through the rear pipework into the left bank and up through the heads respectively.