![]() (8.2 liter detroit diesel designers have to have a special level in hell) Memories of some of this crap are best forgotten i guess If you didn't do as instructed the rings would never seat on them either. Man we would have killed for one of those honda engines we now have, they are nearly indestructible.Īlso on the aluminum cylinder, i remember the mark IV engines from chevy back when,Īnd reading about how the cylinders needed to be bored, honed with a special process on a ck10 sunnen, followed by some sort of etching (acid?) to expose the silicon. Just wish we had the honda gx engines when i was a kid Put two on a gokart and add a nitro additive, no govenor and the lightweight aluminum flywheels and they would go like stink! a hell of a lot of fun back in the late 60's and early 70's. that little engine made them a lot of money for many years, they must of sold a jillion of those little motors. On the other hand the briggs and stratton famous aluminum engine had a design service life of 40 hours, most would run far longer than that if taken care of. Oh yes lest i forget, the gearrotor oil pump that fit in a bushing in the front of the block, remove that brg and drive in another and you then have to have a bridgeport to resize the bushing to accept the outer rotor!, damnible thing that was.Įven to set the overhead and injectors, no timing picks like detroit used for millions of 2 cycle engines, no!!! got to use a base circle method with dial indicators because the drift in manufacturing was so poor that no two cylinders were close enough to use the proven earlier method. Non finished cam brgs, drive them out, drive in a new set and have to align bore to get the cam to fit again? bullcrap! Open deck, so head gskts fail often, no problem bore and tap the 15 mm bolts to 17mm Particularly as used in the 8.2 liter v8 detroit diesel, never was there a worse engine design conceived by man in my opinion. ![]() Would like to choke the living crap out of the engineering team that thought this was cool. Those integral unsupported cylinders with the open deck is an abonimination, and i for one but I've got a painful "knot" or bump still sticking out, right about at the second joint, and apparently I damaged a nerve, since I can no longer feel the top of the finger. *It turns out that the edges on the castings are rather sharp, and when my wrench slipped as I was removing the bolts from the cap that holds the piston rod onto the camshaft (sorry, can't think of the right term), my hand bashed against a sharp edge, and I got a really nasty cut in my right forefinger. If anybody knows a link that explains all, or has experience and would like to share, I am all ears! I'm probably revealing all sorts of ignorance in my questions above, but I am interested in learning. Surely not? I would have taken a file to it to see, but I got distracted by all the blood. But the cams on the camshaft also looked like plastic. The gear that drove the oil splasher was made of plastic that was not entirely surprising. The crankshaft was some sort of casting I wondered if it could be cast iron, to help compensate for the aluminum bearings, but I had doubts about whether CI would be suitable for a crankshaft. I wasn't expecting to see ball bearings, but I was surprised not to see bronze. But I was very surprised to see that, unless I missed something, all the shaft "bearings" were simply machined out of the aluminum casting. Since this was obviously a bottom-end engine, I was not surprised to see that the cylinder was merely aluminum, no sleeve. I thought it would be interesting to disassemble it. I found a scrapped-out lawnmower with a Briggs & Stratton engine on it. Though I have done plenty of engine work on my car, I had never had the opportunity to dig into the internals of a small motor until recently.
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