ISUZU NKR PROJECT WORK AS A JOB STILL ONGOING

    

 

THIS IS ONE CONSTANT USE SNAPON TOOL BOX AND A SNAPON TOOLS TROLLEY YOU DRAG ALONG AS YOU CARRYOUT YOUR TASK EACH DAY AT WORK. I REALLY LIKE THE SNAPON TOOLS TROLLEY , ITS SAVE YOU TIME AND ENERGY BECAUSE YOU DONT END UP GOING TO YOUR BIG TOOLS BOX ALL THE TIME UP AND DOWN, ESPECIALLY  ATIMES WHEN YOU PICK UP THE WRONG TOOLS.

ONE MOST THING I LIKE ABOUT THE SNAPON TOOLS TROLLEY IS IF YOU KNOW HOW TO USE IT FOR YOUR OWN BENEFIT SO YOU DONT END UP BURNT OUT AT THE END OF THE DAY.

PERSONALLY I ARRANGED CORRECTLY IN IT TOOLS I CONSTANTLY USE.SOME OTHER TIME I WILL SHALL POST A PICTURE OF MY ARRANGEMENT. 

 HERE YOU HAVE ISUZU LORRY INLINE 4CYLINDER ENGINE BLOCK, 4JH1 ENGINE THAT HAS BEEN MACHINE TESTED,HONE,CLEAN.THE CAMSHAFT BEARINGS WERE NOT REPLACE. BIG END BEARINGS ARE ALL STANDARD ALSO WITH THE THRUST WASHERS,THE PARTS USED ARE ALL ORIGINAL PARTS FROM ISUZU ,YOU COULD SEE THE OVERHAUL GASKET PACK BY THE FIRE EXTINGUISTER, SAME GOING WITH THE OIL SPRAY PIPE WHICH JET OIL INSIDE THE PISTONS,AND LUBRICATE THE BORES, AS THE PISTON RETURN TO BOTTOM DEAD CENTRE OR UPTO TOP DEAD CENTRE. THE CRANKSHAFT WAS CAREFUL LIFTED AND PLACE ON THE LUBRICATED BIG END BEARINGS AND THRUST WASHER ,TO PREVENT KNOCKING OFF THE THRUST WASHERS AND ALSO PREVENT TURNING THE BIG END BEARINGS WHICH IS ALREADY INSTALL IN THE ENGINE BLOCK FROM IT FIX POSITION TO THE OIL GROOVE IN THE ENGINE BLOCK.INSTALL THE BIG END BEARINGS INTO THE ENGINE BLOCK CAPS AND LUBRICATE IT ,CAREFULLY INSTERTING IN THE RIGHT ORDER. IF YOU LOOK CAREFUL, YOU COULD SEE THE OIL PUMP, BRAND NEW FROM ISUZU PARTS, I DID MY OWN TEST TO BE SURE IT IS WORKING/PUMPING BEFORE USING IT  .

 

DECIDING AND INSTALLING THE PISTON IS STRAIGHT FORWARD,I WILL TRY TO MAKE A BRIEF EXPLANATION HERE. A DAMAGE PISTON IS FOR THE SKIP,BRANDS NEW PISTON IS ADVICABLE.A PISTON THAT HAS SLIGHT OVERHEATING MARKS OR HAS BEEN SKULL BY PISTON RINGS OR CYLINDER HEAD VALVES CAN BE USE BUT MAKE YOUR CHOICE CAREFULLY, IF THE GUDGEON PIN IS TOO FREE OR KNOCKING ON THE PISTON OR IF THE CIRCLIP PIN ON THE PISTON IS NOT LOCKING IN IT GROOVE OR THE GUDGEON PINS HAS FUSED TO THE PISTON OR THE PISTON IS SLAPPING ON THE ENGINE BORE /WORN PISTON. THE 3PISTONS AND CONROD BELOW WERE CONDEMNED.

 

  O THE PISTON HEAD.

 

 I FIND THE CYLINDER HEAD QUITE INTERESTING, SOME PEOPLE OVER LOOK THE IMPORTANTS OF REPLACING A VALVE STEM SEAL,OR GRINDING THE VALVE,REPLACING WEAK SPRINGS, OR REPLACING OF EXCESSIVE WEAR VALVE COLLARS. HAVING A GOOD LOOK AT THE VALVE SEATING,AND REPLACING IF DAMAGE OR EXCESSIVE WEAR,SAME GOES WITH THE VALVES OR IF THEY ARE BENT, SAME GOES WITH THE VALVE GUIDE IF THEY BROKEN,OR THE HEAD CYLINDER IF IT IS CRACK.

 I HAVE TO INSTALL THE CAMSHAFT WHY THE ENGINE IS STILL UPSIDE DOWN. MY REASONS WERE SIMPLE , I DIDNT WANT THE PUSH ROD FOLLOWER OR CUP WHICH I HAVE LUBE AND INSTERT IN IT BORE ALREADY TO FALL OUT OF PLACE AND ALSO I WAS WAITING FOR A NEW SUMP BECAUSE THE OLD SUMP IS CORRODED AND LEAKING.. ALSO I THOUGH WHY NOT SET THE ENGINE TIMING TOO,TURN CRANKSHAFT TO TOP DEAD CENTRE POSITION, NO1 PISTON AND NO4 PISTON ON TDC AND ALSO THE 1DOT ON THE CRANKGEAR INLINE TO 1DOT ON THE IDLE GEAR,2DOT ON THE CAMGEAR INLINE TO 2DOT ON THE IDLE GEAR,3DOT ON THE SCISSORGEAR INLINE TO 3DOT ON THE IDLE GEAR,SAME GOES WITH THE DOT ON THE FUEL PUMP GEAR TO SCISSOR GEAR. FROM LEFT IS THE PRESSURE FUEL PUMP GEAR, FOLLOW BY THE SCISSOR GEAR,IDLE GEAR,CRANKSHAFT GEAR AND CAMSHAFT GEAR. IT WAS ABIT TRICKISH UPSIDE DOWN .


THE REAR CRANKSHAFT SEAL HAS BEEN INSTALL WITH A SPECIAL TOOLS BEFORE FITTING THE TRANSMISSION CASING AND YOU COULD SEE THE FUEL PRESSURE PUMP ALREADY FITTED. IT IS ADVISBLE TO TEST THE FUEL PUMP BEFORE FITTING TO MAKE SURE IT IS WORKING AS IT SHOULD .



                              TRANSMISSION HOUSING FITTED



HERE YOU COULD SEE THE FRONT TIMING CASE OR COVER FITTED ,THE CRANK SEAL HAS TO BE CAREFULLY FITTED .



                                          HERE THE SUMP HAS BEEN FITTED

                                           

                                      HERE THE WATER PUMP HAS BEEN FITTED

  

HERE THE ENGINE IS ON UPRIGHT POSITION,THE FIRING ORDER OF THIS ENGINE IS 1342. NO1 AND NO4 IS AT TDC AND NO2 AND NO3 IS AT BDC POSITION. AT THE LEFT OF THE ENGINE YOU COULD SEE THE FUEL PRESSURE PUMP WHICH IS ALREADY TIMED AND FITTED.


HERE I GUESS AM JUST GLAD WITH THE PROGRESS I HAVE MAKE , AS I KEEP STOPPING TO DO OTHER JOBS . THE HEAD
CYLINDER IS READY TO GO ON .

HERE YOU COULD SEE THE CYLINDER HEAD GASKET ALREADY PLACE ON THE ENGINE , THE GASKET IS NOT TO BE TAKING LIGHTLY ,IT ONLY GOES IN ONE WAY, THERE IS SEVERE CONSEQUENCE IF FITTED WRONGLY. ON MOST CYLINDER HEAD GASKET THERE IS TOP MARK PRINTED ON IT . THE CYLINDER HEAD WAS
CAREFULLY PLACE ON.


HERE YOU COULD SEE THE CYLINDER HEAD BOLT ALREADY TIGHTEN AND TORQUE TO SPECIFICATION. ON PICTURE RIGHT YOU COULD SEE THE PUSH ROD AND THE TAPPET/ROCKER IS IN PLACE ,THE TAPPET ADJUSTERS HAS TO BE FULLY SLACKENED,BEFORE TIGHTEN THE TAPPET BOLT, IF NOT YOU MIGHT BENT THE PUSH ROD WHICH IS SITTING IN A FOLLOWER OR CUP AND JOINTLY OPERATED BY THE CAMSHAFT .

YOU COULD SEE THE CRANKSHAFT PULLEY ALREADY FITTED AND THE BOLT TORQUE TO SPECIFICATION.


INTAKE MANIFOLD IS ON,SO IS THE EXHAUST AND TURBO CHARGER,BELONG THE TURBO , YOU COULD SEE THE OIL COOLER, I TOOK IT APART AND THERE WERE FRAGMENT OF BEARINGS INSIDE.


TO SET THE TAPPET CLEARANCE ,TURNING OF THE ENGINE TO SET THE TIMING IS VERY RELEVANT ,THE RIGHT TIMING MARK,AND THE RIGHT FEELER GUAGE. YOU ADJUST NO1,NO2 ,NO3 AND NO6 WHEN THEY ARE ROCKING OR NO4,NO5,NO7,NO8.


HERE YOU COULD SEE THE FUEL RETURN PIPE ON PICTURE ONE,THE FUEL INJECTOR ,FUEL PIPE LINKING THE FUEL PUMP TO THE FUEL INJECTOR  AND IF YOU LOOK CLOSELY UNDER THE FUEL PIPE YOU SEE THE GLOW PLUGS.

ON THIS PICTURE THE REBUILD ENGINE IS MOUNTED ,SECURED AND BOLTED AND ALL THE ELECTRIC LOOM WIRED,EXHAUST DOWN PIPE IS BOLTED, IT IS GOOD TO CHECK/CLEAN THE PIPES AND DPD FILTER AND ALSO SILENCER BOX ,BECAUSE SOMETIMES THERE IS A POOL OF OIL IN THE SYSTEM .SOMETIMES YOU SEE A NEW ENGINE SMOKING FOR REASONS LIKE THAT. CONNECT THE VACUUM PUMP BEHIND THE ALTERNATOR,LINK THE OIL RETURN PIPE BACK TO THE SUMP,THE STEERING PUMP BELT IS ON AND ADJUSTED, THE ALTERNATOR BELT IS ON AND ADJUSTED, THE FUEL MAIN,RETURN PIPE IS ON, THE SYSTEM IS BLEED, FITTED A NEW BATTERY.FILL ENGINE WITH 9LITRES OF ENGINE OIL. WITH THE HELP OF AN ASISTANT , CRANK THE ENGINE, WHY I BLEED THE INJECTOR ONE AT A TIME, STARTING THE INJECTORS THAT A FIRING AND THE ENGINE STARTED AND RUN SMOOTHLY FOR ATLEAST 1MIN,I COULDNT TAKE THE RISK BECAUSE THE RADIATOR IS NOT FITTED YET.

THE ENGINE IS GOING ON THIS LORRY, I HAVE ALREADY FITTED,MOUNTED AND START THE ENGINE I REBUILD ON THIS LORRY, AM GLAD TO SAY I DIDNT HAVE TROUBLE STARTING IT,ALL I DID WAS TO FIT A NEW BATTERY AND AS AN ASISTANT TO CRANK THE ENGINE, I BLEED THE FUEL INJECTOR ONE AT A TIME AND IT START STRAIGHT AWAY. BLEEDING IT IS EASY, YOU HAVE TO UNDONE THE FUEL INJECTORS PIPE NUTS AND CRANK THE ENGINE,TIGHTEN WHEN THE INJECTOR STARTED SPRAYING ONE AT A TIME.
 
YOU COULD THE HANDBRAKE SHOES AND DRUM ON THE FLOOR BY THE FRONT AXLE.
      

     

THE FRONT AXLE IS COMPLETELY UNSERVICABLE, AND ALSO WITH THE GEARBOX, I HAVE REBUILD THE FRONT AXLE AND ALSO WITH THE GEARBOX. I WILL TRY TO POST A PICTURE OF THE STAGES LATER.