The engine is supplied without engine oil. Before turning the engine, it should be filled with oil that meets the original manufacturer’s specifications, and should only be filled to the correct level.
Before fitting the replacement engine, we recommend that the radiator be checked by a specialist and replaced if necessary.
It is essential that the complete cooling system functions efficiently. The hoses and hose clips should be carefully checked for wear and leaks, and we would always recommend that a new water-pump and thermostat are fitted. All switches, sensors and cooling fans should be checked for operation. On initial running, ensure the coolant is circulating correctly and that the system is de-aerated. The cooling system should only be filled with an antifreeze mix or the original manufacturer’s recommended coolant.
If the previous failure resulted in contamination of the cooling system with oil, then we strongly recommend that the entire cooling system (including the heater matrix) be cleaned with a proprietary cooling system cleaning product and all hoses are replaced.
Where parts require transferring from the old unit to the new one, it is essential that the items incorporating crankcase breathers are thoroughly cleaned or replaced with new parts (including rocker or cam covers). All rubber breather pipes should always be replaced and any electronic or vacuum control valves should be checked for correct operation.
If the breather system is blocked or restricted, the crankcase can become pressurised. As a result, the efficiency of the oil control rings and valve stem oil seals is reduced and problems with high oil consumption may occur.
On turbocharged engines, excessive crankcase pressure can lead to premature turbocharger failure.
Poor crankcase ventilation will also prevent the engine from disposing of impurities such as water vapour and acids which are formed as a by-product of combustion; these will reduce the life expectancy of the lubricating oil, causing sludging and premature engine wear. The gasses that build up in a pressurised crankcase will attempt to ventilate wherever possible, usually the dipstick, rocker or cam cover gaskets and engine oil seals.
It is important never to overfill an engine with oil, as the excess can be sucked through the breathing system causing combustion problems or engine damage.
Air intake manifold
This must be thoroughly cleaned and checked for cracks, corrosion and distortion. The intake manifold gasket must be fitted correctly; the securing nuts/ bolts/ studs must be tightened in the correct order and to the correct torque. Bolt and stud threads should be treated with a sealing compound to prevent oil/ coolant leakage.
Many air intake manifolds are fitted with butterfly or other variable valves, and these should be checked for wear and serviceability before they are re-fitted. If the original engine failure resulted in engine debris entering the induction system, then it is essential that all traces of debris are removed to prevent this being sucked back in to the replacement engine, thus causing further damage.
Petrol/LPG fuel system
It is recommended that the injectors are tested and cleaned by a specialist and all electrical connections are in good order. All pipes should be checked for leaks or damage, and replaced as required.
Where carburettors are fitted, they must be cleaned and correctly adjusted. If a mechanical fuel feed pump is fitted, the diaphragm should be checked for cracks or splits, as any damage may lead to contamination of the engine oil.
If fitted with an LPG fuel system, the evaporator must also be de-aerated on initial running. All pipes should be checked for leaks or damage and replaced as required.
It is recommended that dual-fuel engines are operated on petrol only for the first 1,500 miles.
Diesel fuel system
If the replacement engine is supplied without fuel injection equipment (i.e. fuel pump, injectors, distribution rail, pipes etc), it is strongly recommended that the fuel pump and injectors are tested by a specialist prior to re-fitting. All pressure sensors should be checked for operation.
Care should be taken that all fuel pipes and other components of the diesel injection system are meticulously clean, as any contamination could result in serious engine damage.
Where applicable, the diesel injection timing must be set in accordance with the original manufacturers specifications.
Any fault codes should be cleared as soon as possible and any reoccurring codes should be investigated and the cause rectified. Specialist assistance may be required.
The original spark plugs should always be replaced with new ones.
If a distributor is fitted, it should be checked for wear and replaced if required. Points should be replaced and set correctly. Timing should be adjusted in accordance with the manufacturers’ recommended procedures and settings.
Front crankshaft pulley
Replace the front pulley if there are any visible signs of cracking, damage or oil seal wear. The original manufacturer may specify that the front crankshaft bolt/s should be replaced. The bolt/s must always be tightened in accordance with the original manufacturers’ specifications.
The fuel filter and air filter must be replaced at the time of engine installation. A new oil filter must be fitted and then be replaced after 500 miles.
Where the flywheel bolt holes are drilled all the way through the rear crankshaft flange, the bolts must be treated with a sealing compound in order to avoid leakage. The original manufacturer may specify that the flywheel bolts should be replaced. The flywheel bolts must always be tightened in accordance with the original manufacturers’ specifications.
Exhaust System, Catalytic Convertor, Diesel Particulate Filter and Turbocharger
The exhaust system should be checked thoroughly for damage, obstructions and contamination.
The exhaust manifold should be checked for cracks and distortion. Bolt and stud threads should be treated with a sealing compound to prevent oil/coolant leakage.
If the original engine suffered from oil starvation, this may also have damaged the turbocharger, as may any debris that has passed from the engine into the exhaust.
Fuel, oil or coolant contamination may damage the catalytic convertor/diesel particulate filter and may also cause “smoking” on engine start-up.
Starting the engine
ALWAYS check that the oil and coolant levels are correct before starting the engine.
It is advisable to disable the fuel or ignition systems, and to turn the engine via the starter motor until the oil pressure indicator light goes out.
After running the engine, check the oil and temperature gauges. If there is low oil pressure or the engine temperature is too high, stop the engine immediately and check for possible causes.
The engine must not be left idling for prolonged periods. Such early life operation will create cylinder bore glazing and consequently excessive oil consumption. At the end of the test drive, make sure that the oil pressure and coolant temperatures are still at the correct levels. Check for oil, water and fuel leaks.
ALWAYS Stress to your customers the necessity of a service after the first 500 miles, when the oil and filter must be changed and the tappets (where manually adjustable) reset. The engine should also have a general inspection at that time.