[xj] 1971 Daimler XJ6 Series 1 restoration

XJ
21

Thanks Joe, and perfectly fair question,Frank!

I didn’t say we go to work with the airplane, or start hauling
PAX…just that we don’t take the cylinder off (aircooled engines
with separate cyl.'s) until we’ve flown it again or done a run-up.
It’s implied that after we give it a chance and it’s still low we
change the cyl.
We use the differential guage…80 lbs in and hope for 80/80 but
78/80 is beautiful and 65/80 is probablly some crud off the spark
plug threads when you pulled it and then the 80 lbs blew it under the
valve when you brought it up to top center.Then it even happens that
we’ll thump the rocker arm and see if will bump a sticky valve
loose…then it’s ime for mystery oil!
If all that fails then it’s a half day and over $2000 to change it!
and if you turn it upside down on the dock and fill it with gasoline
and it holds it overnight then you have more “experience”!
I’m sure you got my point; run it again before you condemn it.
To put a fine point on it, I’m talking to someone with a car with a
low cyl. and trying to encourage him to give it a fair shot at
healing based on similar experiences.Too many times the cyl is
pulled, sent for overhaul, and nothing wrong!
I’ve run radials for 51 years (since 1956) and changed uncounted
cyl.s and have no statistics for you!

But I’ve learned to run it or fly it before I condemn it!
I think that’s in line with your basic philosophy as I’ve gathered it
since I began reading your posts …

So no hard feelings Frank!
I hope I’ve evaded you…at no risk to you if you are ever a
passenger of mine (big smile !!)
You’ll just have to learn to trust me…
BillOn Sep 26, 2007, at 6:50 AM, joeaksa@attglobal.net wrote:

Frank,

When we are talking about a 9, 18, 28 or an engine with more
cylinders, one cylinder
being a bit low is not unusual. Also we are not talking about an
awful lot of
compression on these engines, with many being around 7.0-1, not the
9.0-1 that we
are used to in our Jaguars. The compression in my aircraft engine
is 6.7-1, so not a
lot of compression there at anytime.

What Bill mentioned is usual treatment when a cylinder is lower
than some of the
others after sitting over winter. The test flight is “in the
pattern” as he said, and that
means within easy landing distance of the airport. This is done
after a descent
ground run and if everything else feels ok the best way to check
the engine out is in
the air.

Also remember that many of these engines cannot be run at full
power, or at least
cannot be run at full power for long on the ground. The brakes
simply will not hold the
airplane at full power on the ground, so for a real test it has to
go into the air.

If there is a real doubt, we never take off, period. If we are
trying to get the carbon
out or exercise a cylinder to see if its going to come back to
normal pressures, then
what Bill mentioned is acceptable.

Joe A
A&P (aircraft engineer)
ATP (airline transport pilot)
Jag owner

On 26 Sep 2007 at 20:26, Frank Andersen wrote:

William de Creeft wrote:

On piston aircraft engines where we do compression checks every 100
hours, I ignore a low reading on a single cylinder,especially if it
has been sitting over a winter or something. Same with valve
settings.
Fresh oil and a few hours running or even once around the pattern
and
recheck that same cyl. will usually do it.

Which makes me wonder why the check is done, Bill - and if you
take off
in this condition…:slight_smile:

The Air Firce catchphrase used to be; ‘if there is doubt - there
is no
doubt’…? :slight_smile:

Frank

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22

I’ve got breakfast cooling…!!
But remember Carl…this is a 100 hour * Schduled* insp. not running
sick!
And the guy was just checking out his comp on a recently acquired
car…maybe i got it wrong.
I would rather at my breakfast.
No war stories,
BillOn Sep 26, 2007, at 7:00 AM, cadjag wrote:

In reply to a message from joeaksa@attglobal.net sent Wed 26 Sep 2007:

Joe & Bill:

Amazing!! But, how about the smaller Franklins & Lycomings?

I recall a flight with an army pilot in his L19 spotter. He
decicided to land in a farmer’s field because of low oil pressure!
He added the oil and took off. I walked to the next town and took a
bus!

Now, if I know that an engine has a shaky cylinder or two, that’s
what I am going to do. No matter how many other good’uns!

I read recently of an impromptu repair of a light plane engine
involving the replacement of a piston and rod. It turned out to be
the wrong part. Result, one of those bad landings, no one walked
away.

And as to low compression engines, that’s fine. but, a different
reading on one or two means either something is wrong with them or
with the others. Not good. I like the ‘‘doubt’’ phrase.

Carl

The original message included these comments:

When we are talking about a 9, 18, 28 or an engine with more
cylinders, one cylinder
being a bit low is not unusual. Also we are not talking about an
awful lot of
compression on these engines, with many being around 7.0-1, not
the 9.0-1 that we
are used to in our Jaguars. The compression in my aircraft engine
is 6.7-1, so not a
lot of compression there at anytime.

–
Carl Hutchins
Walnut Creek, California, United States
–Posted using Jag-lovers JagFORUM [forums.jag-lovers.org]–
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donate04.php –

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23

Using the “same gauges” is more important than most people realize. For an
example of how much variation there can be in measurements by similar
instruments, just go to a department store and look at the indoor/outdoor
thermometers displayed side by side. A box full of pressure gauges may not
be as convenient to check, but you can be assured that they will not all
read exactly the same. It is for that reason that I keep a tire pressure
gauge in each of my vehicles so that wherever I am, that is the gauge that
will be used.

Gene McGough
XJ6C II 1976
XK-150 FHC S834515DN----- Original Message -----
From: “Roger Mabry” mabryroger@hotmail.com

. . .

Keeping good records from compression time to the next time, doing
the testing the same way with the same gauges helps in making sense
of the results.

–
'71 XJ6 383/200R, '74 XJ6 383/700R, '74 Nova SS Glendora, CA

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24

In reply to a message from joeaksa@attglobal.net sent Wed 26 Sep 2007:

Joe & Roger:

Got it!

I didn’t think of the low cylinder(s) by location in a radial.

I recall the story of a well knowen pilot racing a retired DC4 on a
closed course against high performance single engine air craft.
it was an endurance contest of sorts. When the P51’s and the like
got way out ahead, all wondered. But twhen they landed for fuel, he
kept slowly going around the course. He had a leaky engine or two,
but had devised a way to replenish the oil in flight. He won the
race. I think his first name was Clay!

One of my friends was an engineer with Douglas. He told me of an
old DC3 used for company shuttle service from Santa Monica to a
test field. He said it leaked oil badly, but they would just top it
off on both ends of the rather short flight!!

I recall in my dirt track days, a couple of guys put an old
Franklin into a roadster. Direct drive, no clutch, no transmission.
Push start. It had a lot of power for a while, but got so hot the
oil boiled out. It froze short of the finish line.

I think some of the sprint cars used an upright Lycoming six with
success. Lots of cubes and torque. As I recall, the crank had no
counter weights!!

Of course, The WWII Allisons did a lot of post war duty in many
applications, with or w/o the turbo.

Carl–
The original message included these comments:

A lot of it has to do with your personal experience with the engine. Bill was talking
about an engine that has been sitting for a while and in this situation its usually
corrected by running the engine a while then either re-checking the compression or
even taking it up in the air. There was nothing wrong with the engine when it was
stored, so whats going to change in the interim?
Difference in the old ‘‘L-birds’’ as we call them is that they have a flat engine, horiz
opposed aircooled engine much like the old Corvair or VW engines. Four or six
cylinders, they are old farm tractor tech and using magnetos designed in the 1930’s
and low compression engines. My personal airplane was made in this era and has

–
Carl Hutchins
Walnut Creek, California, United States
–Posted using Jag-lovers JagFORUM [forums.jag-lovers.org]–
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25

Carl,

Many aviation engines have no counterweights and use the prop as a flywheel. Take
the prop off and the engine would over-rev in a heartbeat. Put the same engine in a
car or airboat and they do pretty well.

Clay Lacy, a well known pilot and have known him for years. Do a search on him. He
is still flying out of Van Nuys CA. Bet that Bill knows him as well.

If a radial engine is not leaking, its usually out of oil. You replenish them in gallons,
not quarts of oil. Makes almost any British engine look dry by comparison.

JoeOn 26 Sep 2007 at 18:14, cadjag wrote:

In reply to a message from @joeaksa sent Wed 26 Sep 2007:

Joe & Roger:

I didn’t think of the low cylinder(s) by location in a radial.

I recall the story of a well knowen pilot racing a retired DC4 on a
closed course against high performance single engine air craft.
it was an endurance contest of sorts. When the P51’s and the like
got way out ahead, all wondered. But twhen they landed for fuel, he
kept slowly going around the course. He had a leaky engine or two,
but had devised a way to replenish the oil in flight. He won the
race. I think his first name was Clay!

One of my friends was an engineer with Douglas. He told me of an
old DC3 used for company shuttle service from Santa Monica to a
test field. He said it leaked oil badly, but they would just top it
off on both ends of the rather short flight!!

I recall in my dirt track days, a couple of guys put an old
Franklin into a roadster. Direct drive, no clutch, no transmission.
Push start. It had a lot of power for a while, but got so hot the
oil boiled out. It froze short of the finish line.

I think some of the sprint cars used an upright Lycoming six with
success. Lots of cubes and torque. As I recall, the crank had no
counter weights!!

Carl

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26

In reply to a message from joeaksa@attglobal.net sent Wed 26 Sep 2007:

Joe:

Clay Lacey. yes, that 's the guy all right.

I figurered that the prop was as good a wheel wheel as a chunk of
iron. I was surprised as to no counter weights on an inline. Of
course, my A’s & T’s had none either. The B engine did have them as
it was just an improved A.

I recall an article on using a small Olds in a light aircraft. it
seemed successful.

Some early home builts used A engines. Lots of weight little power.
Then, came VW’s, a little more HP and a lot less weight.

Pratt, Whitney and Wright may have had English ancestors leading to
a commonality on oil containment techniques.

Carl–
The original message included these comments:

Many aviation engines have no counterweights and use the prop as a flywheel. Take
the prop off and the engine would over-rev in a heartbeat. Put the same engine in a
car or airboat and they do pretty well.
Clay Lacy, a well known pilot and have known him for years. Do a search on him. He
is still flying out of Van Nuys CA. Bet that Bill knows him as well.
If a radial engine is not leaking, its usually out of oil. You replenish them in gallons,
not quarts of oil. Makes almost any British engine look dry by comparison.

–
Carl Hutchins
Walnut Creek, California, United States
–Posted using Jag-lovers JagFORUM [forums.jag-lovers.org]–
–Support Jag-lovers - Donate at http://www.jag-lovers.org/donate04.php –

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27

My Dad, a B17/B29 pilot in the “big one”, says that radial engines with no
oil under 'em have no oil in 'em :slight_smile:

Doug Dwyer
Longview Washington USA
1995 XJRFrom: joeaksa@attglobal.net

If a radial engine is not leaking, its usually out of oil. You replenish
them in gallons,
not quarts of oil. Makes almost any British engine look dry by comparison.

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28

Yes…the Travel Air; Wright Whirlwind R-975 (450 hp, 975 cubic
inches) gets about 6 hours to the gallon!
60 weight oil…at 1900 rpm cruise.

Up here we’re getting Ken Burn’s The War on tv. B-17’s over Germany
last night ; did your dad watch it?
BillOn Sep 26, 2007, at 5:35 PM, Doug Dwyer wrote:

My Dad, a B17/B29 pilot in the “big one”, says that radial engines
with no oil under 'em have no oil in 'em :slight_smile:

Doug Dwyer
Longview Washington USA
1995 XJR

From: joeaksa@attglobal.net

If a radial engine is not leaking, its usually out of oil. You
replenish them in gallons,
not quarts of oil. Makes almost any British engine look dry by
comparison.

===

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29

Sounds like he was one of the lucky ones, Doug! The average number of
daylight missions survived was something like 15, and you didn’t get to go
home until 30.

My uncle was a glider pilot. Surviving one was enough for him, I think.–
Alex
79xj6L SII (BRG + wires)
86xj6 SIII (Black)
61 Sprite MkII (Red)
Menlo Park, Calif.

Doug Dwyer wrote:

My Dad, a B17/B29 pilot in the “big one”, says that radial engines with
no oil under 'em have no oil in 'em :slight_smile:

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30

joeaksa@attglobal.net wrote:

Frank,

When we are talking about a 9, 18, 28 or an engine with more cylinders, one cylinder
being a bit low is not unusual. Also we are not talking about an awful lot of
compression on these engines, with many being around 7.0-1, not the 9.0-1 that we
are used to in our Jaguars. The compression in my aircraft engine is 6.7-1, so not a
lot of compression there at anytime.

What Bill mentioned is usual treatment when a cylinder is lower than some of the
others after sitting over winter. The test flight is “in the pattern” as he said, and that
means within easy landing distance of the airport. This is done after a descent
ground run and if everything else feels ok the best way to check the engine out is in
the air.

Also remember that many of these engines cannot be run at full power, or at least
cannot be run at full power for long on the ground. The brakes simply will not hold the
airplane at full power on the ground, so for a real test it has to go into the air.

If there is a real doubt, we never take off, period.

That’s what I want to hear befor I climb in, Joe - I have attended
funerals where thy did…:slight_smile:

Frank
xj6 86 Sov Europe (UK/NZ)>On 26 Sep 2007 at 20:26, Frank Andersen wrote:

Which makes me wonder why the check is done, Bill - and if you take off
in this condition…:slight_smile:

The Air Force catchphrase used to be; ‘if there is doubt - there is no
doubt’…? :slight_smile:

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31

William de Creeft wrote:

So no hard feelings Frank!
I hope I’ve evaded you…at no risk to you if you are ever a
passenger of mine (big smile !!)
You’ll just have to learn to trust me…

If the pilot is willing to fly I’m willing to go along, Bill…:slight_smile:

Frank
xj6 85 Sov Europe (UK/NZ)===================================================
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32

Thanks Frank; should have said I never take anyone with me on these
"clear it’s throat " flights…!!
Would have saved a lot of conversation !?!
BillOn Sep 26, 2007, at 11:45 PM, Frank Andersen wrote:

William de Creeft wrote:

So no hard feelings Frank!
I hope I’ve evaded you…at no risk to you if you are ever a
passenger of mine (big smile !!)
You’ll just have to learn to trust me…

If the pilot is willing to fly I’m willing to go along, Bill…:slight_smile:

Frank

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33

In my defense: I hope you’ll go to www.alaskaseaplanes.com and click
on “restoration 2002” and check it out…
As a company we put 16,000 hours on our beaver (using several pilots)
and i personally sat in the piston engined Otter for 23 years and
wore out a fair number of engines…no failures.And that’s an engine
noted for failures.
By the way ,unless you are operating for hire you do not need to
change at TBO…that’s a recent CYA by the manufacterers and if you
run it “according to condition” you’ll get long life out of a good
engine,watching it as you do.
That’s a “One Size Fits All” FAA bit of nonsense and takes nothing
into account of what you spend on overhauls compared to Joe Blow in
the next hanger…nor does it take into account what oil you use, how
often you change it, or even how you fly your airplane.It’s a bone of
contention with me; I remember when the rule went into effect and
I’ve been air taxi since 1958 and it didn’t used to be that way.
As a matter of fact I was allowed 1500 hours on the P&W engine in the
Beaver and changed at around 1000 because i was on floats and over
big water at gross loads …but not because of any regulation.
For Jag Content,and it directly relates: how would you like to change
all Jag 6’s or 12’s at a certain mileage no matter how you treat it
or where you get it overhauled?
And why do you wait for the california highway patrol to tell you
when to check the engine emissions to see how it’s running?
And don’t even mention “Army Overhauls” to me Carl !! !?!
My son has run his L-19…floats and wheels…for over 12 years now
and over 10,000 hours and does his own overhauls…it runs
beautifully as all engines were designed to do and will if you pay
attention to it while it’s running .
Fix the engine when it’s sick and the “100 hr.”/Annual is just an
inspection by regulation…and if it was smooth when it flew in then
go around the pattern before you pull a cylinder !?!
And check the mags before you land so you got all night to fix it,
not taxi-ing out with a load of passengers …
(And yes, I check it again then!)

Super Bill & his Magic Travel Air

(Har! Har!)
Row of Smilies hereOn Sep 26, 2007, at 7:25 AM, Roger Mabry wrote:

In reply to a message from cadjag sent Wed 26 Sep 2007:

As an ‘‘also airplane pilot and plane part owner’’, we had to replace
our engine recently due to reaching it’s time before overhaul
(TBO). We put in a factory new engine as it had been overhauled
twice before and we wanted the newest modifications this time.

We do a ‘‘lotto’’ and the loser has to do the first hour or two of
flight testing and new engine run in. We are blessed with three
local airports located withing ‘‘glide’’ distance should one have
to ‘‘land early’’ due to problems.

We believe in the ‘‘no doubt rule’’ and keep the plane in shape
around that rule. The story about there are ‘‘no old bold pilots’’ is
really true. Compression leak down testing is done by us first and
then the AP at annual time, so we know what is happening. We have
to fly the plane and it our rear end on the line so the
owners ‘‘participate’’ as much in the maintenance as legally
possible.

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34

In reply to a message from William de Creeft sent Thu 27 Sep 2007:

Bill:

I have seen your web site. Admirable. I would fly withy you if the
opportunity arose, w/o any doubt.

No, I won’t talk about Army Overhauls. The last year of my army
days was spent on the North Sea at Todendorf. An army AA range. We
were assigned 16 trucks to evacuate the 16 guns of a battalion in
an emergency. Some were IHC dumps in XLNT condition. Some were WWII
vintage swb cab over IHC’s. supposedly ‘‘over hauled’’ and ready for
duty!! One of them would never run reliably, it’s engine had just
given it’s all on the famed ‘‘Red Ball Express’’. A couple of the
gear heads talked me into ordering a rebuilt engine from Ordnance
for it. We got it and put it in. Put in the oil and water and fired
it up. Ran for a while fairly well, then threw a rod out the side.
Big fight and lot’s of paper!! They wanted to issue a ‘‘Statement of
Charges’’ on me and take it out of my pay. I fought 'em off and
finished my tour. I think I got letters for a while after leaving
the army. But, as I had no pay check to charge, they finaly gave
up!

They did charge me for an Opel sedan tire and wheel. I got one from
a German junk yard with a blown tire. I think it cost me a pack of
cigarettes. I gave it to 'em and they were happy!

I enjoyed some of my army days and some not! Lot’s of adventure for
a west Texas country boy!!

Carl–
The original message included these comments:

In my defense: I hope you’ll go to www.alaskaseaplanes.com and click
on ‘‘restoration 2002’’ and check it out…
As a company we put 16,000 hours on our beaver (using several pilots)
and I personally sat in the piston engined Otter for 23 years and
wore out a fair number of engines…no failures.And that’s an engine
noted for failures.

–
Carl Hutchins
Walnut Creek, California, United States
–Posted using Jag-lovers JagFORUM [forums.jag-lovers.org]–
–Support Jag-lovers - Donate at http://www.jag-lovers.org/donate04.php –

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35

You made me laugh,Carl, as you often do!
“Statement of Charges” ! Indeed !

I let a steel helmet get away from me in Korea(1952)…
Unfortunately we were in from the front lines for a “rest” so
naturally when we weren’t painting rocks white we did training!
This helmet went down a korean “hill” for hours, banging and
clattering all the way !
I could see where it must have gone to but it would have been a three
day hike to get it back.
Since we were not actually at the moment in combat (we were back with
the 105’s) they issued me a S. of C.!
My experience was about like yours, with the same result for them and
for the same reasons !?!
(I was by then on the GI Bill with a young wife…same one 54 years
later…still looking for a paycheck!)

The first day i got there someone in a similar circumstance stole my
mess gear but even as a pink cheeked replacement i was smart enough
to steal someone else’s and used a plastic spoon until it cut my tongue.

So: we have promised no war stories, tales of engines going suddenly
quiet, or strange v8’s waking up in jag saloon engine
compartments…and we will let it rest here !?!
I Remain,Sir,
Yr. Most Hmbl. & Obnt. Svt.On Sep 27, 2007, at 10:22 AM, cadjag wrote:

In reply to a message from William de Creeft sent Thu 27 Sep 2007:

Bill:

I have seen your web site. Admirable. I would fly withy you if the
opportunity arose, w/o any doubt.

No, I won’t talk about Army Overhauls. The last year of my army
days was spent on the North Sea at Todendorf. An army AA range. We
were assigned 16 trucks to evacuate the 16 guns of a battalion in
an emergency. Some were IHC dumps in XLNT condition. Some were WWII
vintage swb cab over IHC’s. supposedly ‘‘over hauled’’ and ready for
duty!! One of them would never run reliably, it’s engine had just
given it’s all on the famed ‘‘Red Ball Express’’. A couple of the
gear heads talked me into ordering a rebuilt engine from Ordnance
for it. We got it and put it in. Put in the oil and water and fired
it up. Ran for a while fairly well, then threw a rod out the side.
Big fight and lot’s of paper!! They wanted to issue a ‘‘Statement of
Charges’’ on me and take it out of my pay. I fought 'em off and
finished my tour. I think I got letters for a while after leaving
the army. But, as I had no pay check to charge, they finaly gave
up!

They did charge me for an Opel sedan tire and wheel. I got one from
a German junk yard with a blown tire. I think it cost me a pack of
cigarettes. I gave it to 'em and they were happy!

I enjoyed some of my army days and some not! Lot’s of adventure for
a west Texas country boy!!

Carl

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36

William de Creeft wrote:

Thanks Frank; should have said I never take anyone with me on these
"clear it’s throat " flights…!!
Would have saved a lot of conversation !?!

But you could have a lot of interesting on-board conversation if you
did, Bill…!! :slight_smile:

Frank
xj6 85 Sov Europe (UK/NZ)===================================================
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37

In reply to a message from Frank Andersen sent Wed 26 Sep 2007:

Continued my tinkering with my 1971 Daimler at the yard. The plan
for the day was to flush the engine cooling system and check out
the suspect no.4 cylinder blow-past.

I had soaked the radiator with some domestic descaling solution in
a bid to try clear the bottom tubes. Left it to soak for a whole
week and at the end of it there was bare metal visible inside the
end tanks. I suspect the bottom tubes were partly cleared as I
could see trickles from the bottom as water flowed from one side to
the other. I hope I didn�t dissolve away any pin-hole cracks!

The rust hole in the expansion tank was also weld repaired and I
poured some epoxy glue over it to seal any pin holes, just for good
measure. When it came to reassembly of the engine coolant system
the hoses to the heater matrix, at the bulkhead, proved to be
tricky. One hose had rotted away and the jubilee clip was seized! I
didn�t have a small hacksaw and resorted to slowly pulling it out
with pliers. Right. Fill up with water, dosed with radiator
flushing solution. Poured some injector cleaner fluid down the no.
4 cylinder bore then fired her up. I gave her a good 1/5hr run to
get nice and warm. I discovered that the AED (?), or the start-up
carb (it has the little pin that sticks out), was misbehaving.

I would have thought that once warmed up this extra carb would be
deactivated. Alas it wasn�t. Even when warm it was on and made the
engine idle at 2500rpm and run rich (loads of grey smoke). When I
disconnected the lead to this extra carb the idle resumed normal
(although it hunted at 500-700rpm). When I reconnect the lead it
would stay low, but as soon as I blip the throttle the engine would
rev up and stay high at 2500rpm. What is going on and how do I fix
this? (I thought about making a manual switch to intervene)

There continued to be loads of grey smoke pouring out of the engine
breather I suspect the no 4 piston rings were not freed up, or are
broken beyond repair. I�ve resigned to having to take the head off
and have ordered a head gasket (a gasket set costs some �74 but
just the head gasket some �40!). Also got the sump gasket and seals
as I may have to pop the no.4 piston out to get at the rings, or
whatever. Not even sure what size pistons they are (standard,
+0.020in or +0.030in?). Will have to see.

Also noticed a small puddle of water at the bottom of the radiator.
Looks like I had dissolved some scale that had plugged it earlier.
Oh well, time for K-seal when I reinstate the cooling system with
antifreeze mix and, hopefully, with a engine head job complete.

http://www.jag-lovers.org/snaps/snap_view.php3?id=1191307718--
teddykan
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38

In reply to a message from teddykan sent Tue 2 Oct 2007:

Um, how long did it say on the descaler bottle that you were
supposed to leave the acid in situ? Did you use it at the same
dilution as the kettle version? Presumably not, or you’d have had
to use many bottles? Either way, a week seems a long time for a
half-way decent concentration. Hope you didn’t dissolve anything
sound…

As for your diagnosis, it sounds about right, except rich mixture
makes black smoke not grey. Grey (if it’s not normal condensation)
does not sound too good. Blue is oil, white is brake fluid or maybe
a gasket gone. ‘Grey’ may be a mixture of more than one I suppose.
Then there’s the clue of smell, plus how it runs, what colour the
plugs are etc. Good luck. At least this one could be worth a bob or
two when you’re finished and will be tax free.–
66 2+2, 73 OTS, 76 DD6 Coup�, 85 XJS 5sp convert
Cambridge, United Kingdom
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39

In reply to a message from PeterCrespin sent Tue 2 Oct 2007:

Hi Peter
Quite frankly I didn’t read the label on the Harpic descaler, apart
from being totally sold on the brand claim that it removes scale
aggressively! (Engineers tend to think they know better and hence
skimp on the detailed instructions - a cardinal sin!)

I had even thought about using Calgon tablets and boiling water to
do more, but I had experience of a blown head gasket (on my dear
departed Renault) so decided against that.

About the grey smoke issuing from the crankcase breather:

It smells like hot oil, with a hint of petrol (nothing like ‘‘full
bodied, lingers on the tongue, sweet tangy afterteaste…’’ I
digress)

The exhaust smelt normal, although slightly grey once warmed up.

The breather smoke became feint when revving from 2000rpm to
4000rpm (via blipping). I didn’t do this for long for fear of
scouring the bore badly.

The oil stayed dark brown, no obvious caked deposits

The plugs were damp with fuel. Once the engine was switched off it
continued to rev a little before halting. This could have sucked in
more fuel and dampened the no.4 plug.

I’ve no intention of selling this babe, even when finished. Worth a
bob or two? Don’t feature! The ‘pleasure’ (and pain) of having
worked on the car, then enjoying it on the road, is priceless.–
teddykan
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40

In reply to a message from teddykan sent Tue 2 Oct 2007:

Sorry, didn’t read your post properly Richard. Thought you were
referring to smoke from the tailpipe not the breather.

Yes, excessive blow-by does point to a bore problem but obviously a
wet/dry compression check would be in order before pulling the head
and sump. Maybe I missed/forgot that you’ve done that already too…–
66 2+2, 73 OTS, 76 DD6 Coup�, 85 XJS 5sp convert
Cambridge, United Kingdom
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