This Foley Tech Tip, one of a series that we publish, discusses methods we have developed in our remanufacturing center for saving worn Deutz, Continental, and Wisconsin engine block castings. These methods include sleeving and judicious boring. Your comments are welcome.
As we note in later Tech Tips (see Tech Tip #125: Deutz Diesel and Ford Industrial Engine Timing Belts: How to Avoid a Big Problem, Tech Tip #144: Deutz 1011 and 2011 Timing Belt Tension, Tech Tip #149: Deutz Timing Belt Damage: Rocker Tower Bolts, Tech Tip #156: Deutz 1011 & Deutz 1011F Diesel Piston to Wall Clearance, and Tech Tip #168: Deutz 1011 and 2011 Timing Belt Change Intervals; What DoesAAMCO Say? for example) the Deutz 1011/2011 series engines have had their share of problems. Timing belts break, piston walls get scored, etc.
The vast majority of Deutz 1011 and Deutz 2011 engines leave Germany without sleeves or liners. Because of this, we help Deutz 1011 and 2011 engine owners with worn or scored cylinders with overhaul parts kits that have oversize pistons in .020” (.50mm). If your Deutz 1011/2011 is worn beyond that we can supply you with liner kits (pistons, piston rings, and liners) which bring everything back to Deutz OEM standard. Take your pick in your engine kit: we can give you either oversize pistons or new liners for the same price. Either way, we can help you save your Deutz 1011 or Deutz 2011 block.
The Continental flathead industrial engine powers literally hundreds of thousands of industrial machines including forklifts, welders and air compressors. But because this time tested workhorse is no longer in production, saving marginal block castings during the rebuild process is very important.
Over the years the factory has steadily increased the displacement of this six cylinder Continental engine from 209 cubic inches to 245 cubic inches. They have done this by enlarging the bore. As a result, the cylinder walls are now quite thin and prone to cracking and porosity. This allows coolant to mix with, and dilute, the engine oil supply. While magnafluxing will reveal cracks, few rebuilders are able to pressure test and sonic test these blocks for porosity. As a result problems occur even after a thorough rebuild.
Several solutions have been tried without much success. These include sleeving a worn F245 back to its standard bore, pinning or stitching the cracked area (usually it extends into a valve seat), and circulating plastic sealant through the block. We believe a better way is simply to sleeve the six cylinder F245 engine back to the F227 Continental standard bore specifications. In our remanufacturing center, we use a 1/8” wall sleeve (Nylen pn SL107) with a 3.503”OD. We then install F227 Continental pistons and rings. The result is a much stronger block with no significant loss of power (76hp for the F245 at 2400rpm vs. 72hpfor the F227).
The four cylinder F135, six cylinder F209 and the F218 Continental series blocks also are problematical, but not because of porosity or cracking. The replacement pistons are simply not available for these older engines.
To solve the problem of a lack of pistons, we simply machine these blocks to a current Continental bore size. That is, we bore the F135 to an F163 standard bore and the F209 or F218 to an F227 standard bore. Fortunately, these castings were designed in an earlier age, before CAD ˜ CAM. As a result, the blocks are very beefy with thick cylinder walls.
The final flathead engine that this Tech Tip discusses is the Wisconsin V4 Series. These hardy air-cooled engines have been in production for years and are frequently rebuilt. The problem is the factory offers only slightly oversize pistons. Usually the block is worn beyond these limits. One alternative is to purchase new cylinders (called jugs) for roughly $750.00 each. A better idea is to simply sleeve the block back to standard bore. Yes, a purist could argue against putting cast iron repair sleeves into an aluminum block (because of the different metal’s coefficients of expansion) however, we have successfully placed cast iron sleeves into aluminum blocks without any problems since we remanufactured Chevrolet Vega engines in the 1960’s. Sleeving these blocks is far superior (and more economical) than buying $1500 worth of new jugs.
Written by Dr. Diesel
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