*This page last updated:
May 21, 2010
*
 |
The fuel injection manifold is complete, with the exception of having a throttle body. I would strongly urge that the fuel injectors be professionally cleaned/tested or replaced, prior to use. |
 |
There is an alternator with the engine, mfg'd by Bosch. It does turn freely, but I did notice that the plastic around the internal regulator terminals was broken, and what appears to be some corrosion within. I might say that's iffy at best. |
 |
An A/C compressor comes with the engine. At least good for a core. If you intend to use it, It will likely require servicing. |
 |
A power steering pump also comes with the engine. |
| As does a starter assembly. | |
 |
The distributor has a broken cap and rotor. |
 |
The plastic turbocharger air intake duct has a damaged hose nipple (crushed). |
 |
The exhaust manifold heat shields are all intact. The exhaust manifold however, has the typical B6T crack syndrome. Two cracks are visible, one on the "bridge" between cylinders 2 and 3, and the other is a vertical crack starting at the 02 sensor thread. So the manifold would need to be repaired or replaced. |
 |
Engine comes with the stock turbocharger. Turbine blades, on the inlet side appear to be ok, no apparent nicks or broken bits (I haven't checked the exhaust side yet). The shaft turns, albeit with modest finger effort. I couldn't detect any significant freeplay in the turbine shaft. |
 |
The valve cover on the cylinder head has most of the factory paint flaking off, and has significant oxidation. Removing the valve cover, it became apparent that this engine had less than optimum oil change frequency and was probably operated using conventional motor oil. Inspection of the camshaft lobes revealed a normal wear pattern, no scuffing was noted. The intake cam seal did show signs of leakage. Timing belt was intact. |
 |
During removal of the cylinder head, all the head bolts appeared to tightened at proper spec, head gasket was intact, no burn through. Coolant passages in block and head appeared to be in good shape, no significant corrosive or scale buildup to speak of. Valves on cyl head appear to be normal, typical unleaded combustion color was noted. Timing belt was intact. Spark plugs showed no signs of running lean or oil fouling. |
 |
Valves on cylinder head appeared normal. Chamber deposits and appearance normal. Spark plugs showed no signs of oil fouling or engine running lean. |
 |
Draining the oil revealed no evidence of coolant. |
 |
Oil pan showed no signs of impact or cracks. Upon removal, a fair amount of sludge and oxidized oil particles was found in the bottom of the sump. Significant amounts of oxidized oil was found imbedded in the oil pump pickup also. To be safe, I would recommend the buyer disassemble and check the oil pump at time of rebuild. |
 |
Piston tops showed typical deposits and signs of normal combustion events. No significant cylinder bore ridge was detected. Several small, isolated spots of cylinder wall rust was noted. |
 |
Each rod and piston assembly appeared to be in very good condition, mainly just requiring decarbonization and oil deposit removal. Piston skirts showed no significant visible wear or scoring. I could not detect any cracks, but to rule that out would require further disassembly of the piston/rod assembly. Rings looked good. Rod bearings appeared of good condition, showing no abnormal wear, coloring, or scoring. |
 |
Crankshaft con rod journals, likewise, seem great shape. I decided to pull one of the block caps to check out the main bearings, they appeared good shape. |
 |
Cylinder bores were in good shape, factory cross hatch pattern still visible throughout circumference of cylinder. As stated before, there were some small spots of rust on the cylinder walls. Which appears to be just surface, no distinguishable pitting that would affect ring seal. Bores can be cleaned up nicely with minimal effort. |
 |
Surface rust is present on the flywheel and clutch assembly. |
Copyright 2010
TFS