JTD 16v rebuild - Alfa Romeo Forum
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(Post Link) post #1 of 37 Old 04-02-11 Thread Starter
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JTD 16v rebuild

After having no luck with burning oil problem, (+ new turbo)


I have decided to do a complete rebuild. Inlet off, head off, pistons out and cleaned (to do)

The inlet manifold was completely gunked up with oil residue and carbon, inlets were just as bad, had to scrap off the crud with a spoon! (must have been burning oil for a while, then suddenly got worse over the cold winter snap) inlet manifold has some 90degree edge areas that will be radiused.

inlet valves out and cleaned, inlet ports were razor sharp around the valve seat, now been smoothed off - alot better . Exhaust side looks alot better, so not going to take out the valves just yet..


Does anyone have a head bolt torque settings guide, along with conrod bolt torque.?

pics for your interest.

http://i173.photobucket.com/albums/w...k/IMGP0439.jpg


http://i173.photobucket.com/albums/w...k/IMGP0440.jpg

http://i173.photobucket.com/albums/w...k/IMGP0441.jpg
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From E-Learn manual

CYLINDER HEAD

Bolt

M12

(Engine block side) 2.0 + 4.5 + 90° + 90° + 90°

1.9 JTD 16v



BIG END BEARING CAPS

Bolt

M9

2.4 ÷ 2.6 + 60°

1.9 JTD 16v

Have fun
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are these NM ?


thats for the data, most helpful
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We've had to have a few JTD 16v heads reconditioned due to coking. Usually the cylinder closest to the intake to the inlet manifold is. Is your engine a CF3 or CF4 out of interest?
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Quote:
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are these NM ?


thats for the data, most helpful

Value (daNm)

approx x10 of original value 2.4daNm = 24Nm

some one will tell you the exact difference but when using angle tightening after daNm +/- @ 2-3Nm wont make that much difference with new stretch bolts.

Last edited by Alfa 156 JTD; 05-02-11 at 13:58.
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(Post Link) post #6 of 37 Old 05-02-11 Thread Starter
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Hi, this is a 2003, cf3 i think. 140ps spec, big air filter and decat. The map sensor was a lump of sludge when it was taken out, -worth checking yours. This was only after less than 80kmiles
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I would imagine to cause that, you must have been doing a lot of short journeys, or the EGR has been faulty for some time.
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The sump is almost off, the awkward bolt is out, just need to make a tool to take out the 2 small bolts behind the flywheel.
Then pistons out in the next few evenings.

Inlet port valve throats have been smoothed a bit, as they were like razors!
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All back together. New head bolts, gaskets. EGR blanked and exh cooler removed. completely decoked and cleaned.

Just the turbo and timing belt to go..
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Any chance of some pics as to how the EGR has been blanked? Did you blank it at the manifold?
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hi pud, The EGR was blanked off at the exhaust manifold, and the heat exchanger was removed and replaced with a straight pipe for the coolant. ( one of the pipe junctions off the thermostat housing got broken during removal, so a new one had to be made up in place of it..)

The EGR itself is still inplace, but blanked underneath with a simple alloy flange (to stop unessesary dirt getting in) and blanked at the manifold with a blanking flange fro JS-tuning, so the EGR valve is isolated. it is still plugged in and will actuate to save any ecu error.

The engine also has a decat pipe from JS-Tuning, turbo is almost back installed. Timing belt is done.

Pics to follow
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Quote:
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hi pud, The EGR was blanked off at the exhaust manifold, and the heat exchanger was removed and replaced with a straight pipe for the coolant. ( one of the pipe junctions off the thermostat housing got broken during removal, so a new one had to be made up in place of it..)

The EGR itself is still inplace, but blanked underneath with a simple alloy flange (to stop unessesary dirt getting in) and blanked at the manifold with a blanking flange fro JS-tuning, so the EGR valve is isolated. it is still plugged in and will actuate to save any ecu error.

The engine also has a decat pipe from JS-Tuning, turbo is almost back installed. Timing belt is done.

Pics to follow
Unless you reprogram the ECU, you will get permanent MCSF message because of that.
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Unless you reprogram the ECU, you will get permanent MCSF message because of that.
On a CF4 you're right, but on a CF3, not necessarily.
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As long as the solinoid comtinues to operate it should not throw an error as the ECU thinks that it is still working
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Quote:
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On a CF4 you're right, but on a CF3, not necessarily.
Multijet will show MCSF whe EGR is blocked, no matter CF3 or CF4.

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As long as the solinoid comtinues to operate it should not throw an error as the ECU thinks that it is still working
What matters is the air quantity, and if it is not "as expected" when EGR is open/closed ECU will report MCSF.
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How does the ecu measure air quantity to determine if its expected or not, beyond the MAF.?
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because less air will go through the maf if egr valve opens
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Hi guys, engine is running, coolant all circulated, both side of the rad are now hot.

When I rev it up and down 1-2k, it seems to still be smoking WTF! , .. what the hell is going on? once it seems to start smoking.. it remains a light constant puffing.. when reving it up..seems to be more, but not a plume.

When i rev it up to 2.5k and lift off, it sounds like the turbo isn't spinging quite as fast as i remember (by the sound of it..) this was a recon exh unit I tried before the rebuild (~could this have been a dodgy unit?)


at wits end
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did you get oil or coolant into the exhaust prior to rebuilding? this will need to evaporate or burn off first
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I'm hoping that its still saturated the exhaust system when it was burning oil, it will take a while to heat up fully and burn off.. ( i hope..)
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about 60 miles of pretty hard driving in my case...
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