Chris,
Is this an xd3t (sedan) or xd2s (wagon) engine? I don't know of a
source for new swirl chambers, but they are different -- xd2s
chambers have four dimples in the face; xd3t have none. 3t are
larger inside for the extra displacement.
Brian
At 09:10 PM 8/17/2006, chrislee51 wrote:
>Thanks to Dan and Brian for the responses!
>
>I ask because my machinist removed the swirl chambers, machined the
>head, and turned the chambers on the lathe to reconcile the
>difference in head thickness. They all protrude .001" and are nice
>and tight. However, when he turned the chambers, he took material
>from the face of the chamber, not the tail end. This despite the
>fact that I left him a photocopy of my factory XD2 manual, outlining
>the correct procedure. His cutter also apparently got a chip stuck
>in it when he turned chamber #4, so #4 now has a shallow little ring
>about of about 5mm diameter gouged into the center of its face. All
>the chambers were cracked when I removed the head, which I figured
>was more or less normal. But now I fear that this gouge, which
>passes over the crack, may have compromised the integrity of that
>swirl chamber. I am somewhat worried about all of them, but then I
>am a perfectionist. Is it possible to obtain new chambers?
>
>I wish I could afford to open my own machine shop. It would be an
>interesting sideline business, and of course I would do good work.
>
>Chris Lee
>Seattle, WA
>'78 504D
>'79 504D (undergoing engine freshening)
>
> >
> > Chris:
> > The critical item is the swirl chamber which is hardened steel
>while the head is soft aluminum.
> > The two materials also have different rates of thermal expansion.
> > 2 things will happen if the SC is left in the head for machining.
> > The 'face' of the SC would be removed which changes the delicate
>geometry of the SC, removing precious metal which makes the SC
>thinner where it counts the most, at the interface of the combustion
>chamber. I am speculating that the SC could overheat and possibly
>bits break off , combustion also may be less effective. Typically,
>the swirl chambers develop cracks during normal operation with a
>factory setup, removing 0.010" definitely will create a problem which
>a machine shop is not likely to 'cover' due to the burden of proof
>required. The factory specified method calls for the removal of
>excess material to be taken from the tail end of the swirl chamber.
> > In my particular case, the machine shop "ground" the head, which
>loosened the swirl chambers and also caused the uneven removal of
>metal. When I received the head from the machine shop it was obvious
>that the SC had not been removed as evidenced by the grinding marks
>across the faces of the SC. Upon installation the swirl chambers were
>flush with the face of the head. Three months down the road the head
>gasket blew. When I removed the head for inspection, the swirl
>chambers were then recessed below the surface of the head well beyond
>the factory specification which is flush or very slightly protruding
>from the head (0.001" is what I recall the maximum was) Mine were up
>to 0.003" recessed and also were tilted within the bore.
> > What irked me is that I gave the machine shop the full details from
>the workshop manual which he ignored. I would have appreciated a
>phone call to tell me he would not do the work as specified, it would
>have saved me a lot of grief.
> > The factory workshop manual contains much useful info on the
>proceedure, it is worth your while to read it if you are
>contemplating doing a skimming.
> > Anyone else want to jump in with an experience on this?
> >
> > Dan
>
>
>
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Brian Holm, Parts for Peugeots
at Peugeot Holm, since 1969
2120 Maple Hill
Plainfield, VT, 05667
802-454-7132, fax -1310
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Received on Fri Aug 18 11:43:18 2006
