IESPM

> Vehicle deconstruction

Modern vehicles are marketed nowadays with an engine already run in. This works by running every engine as a compressor by adjusting the lubricant temperature and running speed. We can tell if an engine is run in or not by measuring the torque resisting the crankshaft. A major advantage of this technique is that it helps to standardise running-in conditions.

However, for a partially or totally rectified engine, the running-in period is directly related to how the engine is used and tuned. This makes it a lot more problematic.

recyclage de vielles voitures

The purpose of analysing the working lubricant is to check that the unit is in good working order at the start of its "new life". »

	RUNNING-IN PARTICLES
	When a rectified engine is put into service, it should be remembered that it requires a period of varying length to set up the mobile parts. During this period fine metal particles will appear in the lubricant. These imply normal running-in wear and are referred to as metal oxidation.However, our role is to detect oxidation of large metal particles which imply metal tearing revealing a worrying running-in process or even deterioration of the unit.
	COOLING CIRCUIT SEALING :
	This is another important variable because sealing of the circuit, and especially the cylinder head block, is not at its best in this period. This is one reason, along with the presence of metal oxides, why the lubricant should be used for a shorter time.We check that the water, glycol and additive content in the cooling fluid do not put the survival of the unit at risk. We also observe whether there is any silica which mostly occurs when the seals are put in place.
	TUNING QUALITY :
	Deterioration of an engine is often related to poor carburetion or injection tuning. It is therefore vital to check combustion by analysing the lubricant which provides a picture of its quality. We make a point of this because "standard replacement" engines are often sold without an injection or carburetion system.

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