Need a reconditioned engine?
While the core of our business has always been reconditioned cylinder heads, we also supply fully reconditioned engines for cars, light commercial and 4WDs. Our product line includes hundreds of different reconditioned engines for Australian and European vehicles. In this section, you can check out our range of fully reconditioned engines – available Australia-wide via our exchange program.
We provide reconditioned engines for petrol and diesel, Australian and international models of passenger, light and heavy commercial vehicles, tractors, agriculture and construction diesel engines.
Tying in with our core purpose, which is to help independent mechanics succeed, we ship quality reconditioned engines Australia-wide through our exchange program of we can recondition your customers own engine.
Why choose our reconditioned engines?
- Quality: We only use premium parts that are manufactured to OEM standards. Our quality assurance controls ensure our engines are of the highest standard.
- Exclusive warranty service: We stand behind our products and offer a 12-month, 20,000km warranty on our reconditioned engines.
- Expert knowledge: We don’t just sell you the reconditioned engine, we provide ongoing technical support at the time of sale and into the future. It’s all part of our commitment to helping mechanics succeed. Check out our technical articles for fitting and installation tips, or get in touch with your questions!
- Convenience: We offer quick quoting times and fast turnaround with our engine exchange program. Simply get in touch and we’ll send out your reconditioned engine pronto, in exchange for the one you no longer need.
- Competitive pricing: With us, your reconditioned engine won’t cost an arm and a leg.
- Loyalty Rewards: We offer discounts and freebies to customers via our loyalty program.
All of our cylinder head reconditioning happens at our Melbourne based remanufacturing factory. Prior to the cylinder head being dismantled by our team of mechanics, the first thing we do is check whether the cylinder head is serviceable from a cylinder head hardness perspective.
Using the Brinell hardness tester, we can work out whether your cylinder head is too soft. If that’s the case, we may be able to harden it again or we may recommend getting a new cylinder head altogether. What you don’t want is to go ahead and machine a soft head, as it may blow the head gasket.
If straightening, boring, benching or blasting is needed, we’ll get to work. Pressure-testing and magnetic crack-testing is then performed to identify issues. This step is extremely important, as small imperfections can cause major problems down the track.
Valve guides and K-lines are then fitted. The line boring camshaft tunnels and main bearing tunnels are checked, then the cylinder heads and blocks are surfaced.
As part of our quality assurance, our reconditioned cylinder heads are checked at two independent stations and signed off before they go out the door. The mechanic who does the work never does the quality control inspection – it’s always independent.
Exchange Reconditioned Engine Program
All Head Services Exchange reconditioned engine exchange program works by:
- You request an exchange reconditioned engine quote from our technical sales team
- If we have our reconditioned engine on the shelf, we offer same-day turnaround and ship out an engine that day (Australia-wide).
- If we are reconditioning your engine, the turnaround is usually between one to two weeks once the engine has been received by us.
- You fit the new engine and return the old one to us, if its an exchange.
Whether it’s cylinder heads you’re after, or reconditioned engines or engine parts, we’re here to help mechanics succeed! Please get in touch today (purchases available through your Capricorn account).
2007 – 2010 Holden Astra AH 1.8L Z18XER
2009 – 2016 Holden Cruze JG/JH 1.8L F18D4
All Head Services have had numerous occurrences where a customer has called after fitting a Z18XER or F18D4 cylinder head with the complaint of a rattle in the VVT (Variable Valve Timing) phasers, the check engine light is on, and the engine is lacking power. It could be a few things, but is it usually the first one.
The VVT system alters the cam timing via a cam phaser mounted in the cam sprocket. In these engines, the oil is directed to the phasers via the camshafts which are hollow. Inside each camshaft behind the VVT phaser bolts are black plastic oil flow tubes. These tubes direct the flow of the oil to the correct side of the phaser.
The usual cause of the rattles is when a new head or camshafts are fitted, and the plastic oil flow tubes are left out. The tubes are crucial fo rthe correct flow of oil. Without the tubes in place, oil is not being fed to the VVT phasers which in turn cases the phasers to rattle, lack of power and the DTC’s recorded. The tubes MUST be fitted into the ends fo rthe camshaft before the pasers and bolts are mounted.
If the filters break and rotate on the camshaft position actuator solenoids, you should remove all of the filters from both the intake and exhaust camshaft position actuator solenoids.
The above describes a reassembly error as the cuase of the VVT rattles. However, there can be others.
If a vehicle presents with the same symptons and the following DTC’s:
* P0011: Intake camshaft position system performance
* P0014: Exhaust camshaft position system performance
* P000A: Intake camshaft position system slow response
* P000B: Exhaust camshaft position system slow response
The next thing to check is the filters on both the intake and exhaust camshaft position actuator solenoids (mounted on the sides of the head behind the timing belt). Remove the solenoids and check if the filters are broken. If so, this will allow the filters to rotate which reduces the oil flow, and causes the same symptoms.
Holden has released a service fix which instructs technicians to remove all of the filters and refit the solenoids without filters. Their engineers have decided that the filters are only required when the engine is being run in, so it is OK to remove them. This should restore normal operation of the VVT system and the codes can be cleared and not return. If not, check for electrical faults and oil pressure issues. If both are OK, then replace the phasers.
The camshafts can also be fitted incorrectly, so they have been marked. The intake cam has a “G” beside the second last lobe. The exhaust cam has a “D” in the same place. An “I” and “E” would have made more sense, but who am I to judge.
A pair of Subaru EJ255 SOHC cylinder heads had been fully reconditioned in our production line where sold to a customer. The customer contacted us after fitting the cylinder head stating that the camshafts in both cylinder heads had seized up while warming the vehicle up which has bent the valves!
The cylinder heads where removed and sent in for inspection. You can see in the pictures (above and below) where the camshaft had seized and damaged the camshafts and the cam tunnels. It was found that the camshafts had been fitted without lubricant, which in turn, caused the camshafts to seize.
It is imperative that the camshafts, journals and bearing surfaces have “Assembly Lube” applied when cylinder heads or engines are being reassembled. Assembly Lube is made by many suppliers and is designed to provide protection from scoring and seizing of engine components on initial start-up before the oil has a chance to be pumped through.
Assembly Lube is a sticky paste or grease which can cling to surfaces better than oil. It is highly recommended for engines that are to be stored for before installation as oil can seep out over time. It should be applied in a thin film, and it will be absorbed by the engine oil after start-up. To reduce the time that the engine is running without oil pressure, you should prime the lubrication system before initial start-up, if you can.
The initial starting and running in period is a critical time, and the vast majority of these type of camshaft failures can be attributed to a lack of lubricant.
The Subaru cylinder heads were repaired by resizing the cam tunnels. However, new valves and two new camshafts were beyond repair, making this an expensive job that could have been avoided easily if assembly lube had been applied!
2007 – 2014 Nissan X- Trail
All Head Services have had numerous occurrences of broken camshafts on the Nissan QR25DE engines. The camshafts have to be removed to access the cylinder head bolts. These breakages are caused by customers when they are either removing or refitting the camshafts.
The correct procedure MUST be followed when removing and fitting the camshafts, as failure to do this WILL cause the camshaft to break. If the correct procedure is not followed the camshaft can lift up on an angle and bind in the thrust area. The leverage from the valve spring will then cause the camshaft to snap!
This creates the inconvenience of having to source and fit another camshaft and line bore the cam journals again, which adds additional cost due to rework.
To Loosen the Camshaft:
Loosen all bolts in the reverse order to the sequence to the diagram below (refer to full VACC Article) in several steps.
To refit the Camshafts:
Apply sealant to the outer edge of the front bearing cap.
Make sure that the bearing caps with the numbers 2 to 5 are fitted in order on the intake camshaft, and the bearing caps with letters A to D, are fitted in order on the exhaust camshaft. They must be able to be read from the exhaust side of the engine.
Tighten the camshaft bearing cap bolts in four steps, following the sequence in the diagram below.
1st: Bolts 9 to 11 on the front bearing cap to 2 Nm.
2nd: Bolts 1 to 8 to 2 Nm.
3rd: Tighten all bolts in order to 5.9 Nm.
4th: Tighten all bolts in order to 10.4 Nm.
Make sure to wipe off any excess sealant from the front bearing cap.