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Spiralling cost of AA Battery

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Bryanj:
Used lumps are about but then you have to get it to talk to the ecu, if no rust about probably just about worth it

McCabe-Thiele (Ted):

--- Quote from: Cappodimonte on November 10, 2022, 07:38:52 PM ---Seat Toledo 1.9tdi 110 ps, we had her from new in 2003, when I took the engine cover off and peered through all the oil I saw broken ally in the undertray. With high powered light and mirror there’s a great big hole in the front of the sump. I think a big end has given up so it’s terminal as the old girl isn’t worth much money wise. We’ll be sad to see her go

--- End quote ---

Owned it for 19 years sounds like it's done well - been a good buy - if you divide the cost price by 19 that sounds like cheap motoring per year even with adding maintenance costs !

Just inconvenient I guess.

K2-K6:
It's usually associated with oil failure Ted. The sintered rods are very strong in  compression load, don't rev that fast in a diesel and so dont' require huge levels of tensile (extending forces)  performance at max revs, but are comparatively week for bending loads. Any failure in big end lubrication sees temperature rise in that bearing, the resulting seizure at that site tries to rotate the rod round with the crank pin and snaps it just above the crank end journal.

Pretty terminal quite quickly.

Cappodimonte:
Agreed she’s been reliable in all the time we’ve had her, I can only think metal fatigue as she was regularly serviced by me,always checked levels before going anywhere and never had any journey mishaps. Pure bad luck😞

K2-K6:
Obviously of little consequence now it's gone bang, but interesting topic nevertheless. I don't think that sintered construction suffers from fatigue, they manufacture them as a complete rod with fault line at the big end joints, then snap them to produce the two parts (it's this material characteristic that's desirable which gives low resistance to bending) that fit together with the grain structure making a perfect fit when bolted together and make a very accurate big end bore.

Hence the failure mode, any significant rise in bearing friction (threshold lays outside normal operating conditions) and the big end section is broken away from top of rod section. This either through failure of lubricant or supply. Depending on engine code, there were some iterations that had acknowledged oil pump drive failure that resulted in exactly this outcome. With a conventional steel rod it will usually just wear the bearing and you get that knocking that you know what it is but hope you've not heard "that" noise  :)
A friend has just sold his 1.9 PD engined car with excess of 250,000 miles on it, serviced and new cam belt fitted, it was running really well.

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