Nissan Patrol 4x4 (Africa)

Christo, I have a brand new set of Nissan Bigend Bearings for you..... They are still seald in their boxes part number 12111-43G01

Let me know if you are interested

Christo, for you free gratis and for nothing..... and I'll chuck in a set of ( 2 ) piston rings too with part numbers so if you want to get another 4 (sets) of the same matching rings and oil rings.

http://www.patrol4x4.co.za/viewtopic.ph ... 120#p50232

Those are the rings I have.

There is some interesting reading on this thread as well.

Cedric, thanks for the offer, but for time being we've decided to replace with original Patrol 4.2 parts (as opposed to Terrano bits). Graham can get those pistons, rings & sleeves as a complete set for a decent price.

Michael wrote:Christo, I have a brand new set of Nissan Bigend Bearings for you..... They are still seald in their boxes part number 12111-43G01

Let me know if you are interested

Thx Michael! How many are in the set - all six? We're indeed looking for a set of those...

Some photos...

Five cracked pistons: Compression rings bonded to piston & some serious scuffing: Scuffed and torn sleeves: Cracked pre-combustion chambers: Except for these small issues, the motor's perfect!

Sjo Christo, that engine became very very hot by the looks of things!!
How is the ceezed and cracked sleeve related ro the water in the diesel system? Looks very much like heat seazure to me.... but im no expert

het vir jou n pm gestuur Christo

Michael wrote:Sjo Christo, that engine became very very hot by the looks of things!!
How is the ceezed and cracked sleeve related ro the water in the diesel system? Looks very much like heat seazure to me.... but im no expert

I am also no expert in engine failures (thank goodness!), so I'm going by Graham's explanation. He undid the water trap at the bottom of the diesel filter and removed a lot of water, a finding that rhymes with the lit diesel warning on the dash. He reckons that the incompressible water & the high compression ratio combined to break the pistons. Once they cracked they expanded, then proceeded to gouge themselves & the sleeves. Once combustion was leaking, it created additional pressure in the sump, creating the PCV blow-by that was fed back into the motor resulting in a smoke-screen behind me.

None of the bearings showed any signs of heat damage/seizure and the motor still turned easily despite the piston failure. The head was generally in good condition with no carbon deposits, but the valve stems have some play (not sure if due to wear or water damage) and will need replacement. No gasket failure either - both water & antifreeze were in good condition with no cross-contamination.

When I realised that something was amiss (the engine suddenly lost power) I noticed that the water warming light was lit. The coolant temperature was still safe (roughly 3/4 of the gauge) but was climbing steadily. I had no Madman alerts either, and I monitor water level, oil pressure, oil temperature, EGT and coolant temperature! My guess is that it was a catastrophic failure, rather than a slow build-up.

So... where did the water come from?

The filling station showed me their computerised logs for the day - they could tell me how many liters of fuel they had in each of their holding tanks at any given time, the fuel's temperature, as well as the water levels per tank (all showed 0%). They also claim that their computerised system shuts down any holding tank;s pump when water is detected, and that it requires a day or so to empty, clean, verify and refill a contaminated tank. During that period they can not sell any of that type of fuel (they claim to sell about 40000 liters of each of the two types of available diesel/day) - a huge loss for them and their attendants. As a result they additionally employ the "old-fashioned" metal bar with water detecting paste and perform tests after each fuel delivery. They played open cards and showed me all their records.

I filled up about seven hours after their previous low sulfur diesel delivery, with the next one occurring the following day. Water sinks to the bottom of diesel very quickly (no more than 5 seconds to visibly separate in a 2 liter plastic bottle), so any water-contaminated fuel must have been dispensed l-o-n-g before I filled up. They took a sample of the diesel from Chuck's tank for testing, but have not notified me of the result yet. I'm not holding my breath on that one...

Chriso,

Sorry to hear about the issues. Hope it is sorted soon.

Ian

Moeilike vraag Christo, maar is dit moontlik dat dit uit die atmosfeer gekom het?

Met ander woorde, hoe gereeld ry jy met Chuck, hoeveel brandstof was in die tenk en hoe behandel jy jou brandstoftenk, MAW ry jy hom gereeld amper leeg, of is jy geneig om brandstof in te gooi terwyl hy nog redelik vol is?

Namate jou tenk leeg word (of selfs wanneer 'n kar staan weens die normale tempreatuur-siklusse), trek hy lug deur die "breather" om nie 'n vakuum te bou nie. Hierdie lug het natuurlik water in, en van die water sal soms in die tenk kondenseer, en naderhand kan dit seker redelik baie water word.

Ek het ook al gesien dat mens redelik skielik baie water in 'n tenk kan kry as jy deur diep water ry...

Daar is 'n rede hoekom deel van vliegtuie se pre-flight checks die toets vir water in die tenk insluit, en ek het al gewonder of mens nie daardie "nozzle" wat hulle gebruik ook in karre kan installeer nie.

Peter,

Jy praat van kondensasie wat mettertyd opbou in die tenk.
As dit potensieel kan gebeur (veronderstel dit is die rede), moet daar seer sekerlik basiese maniere of meganisme wees waarmee dit verhoed kan word?