I am not sure, but I think you should be looking for considerably more than the compression ratio, as the air will heat during compression, increasing pressure further.
With them all being low, could it be that the wrong head gasket has been fitted? There might not be that much difference in the thinknesses, but LR do make a point of saying that the correct one should be used. That last little bit of could make quite a difference - some sums would be needed to work this out..... The other thing would be to try a second guage - I'm a little suspicious of all four cylinders being low by the same amount, that would be unusual.
The variation from a 2 hole down to a 1hole gasket wouldn't make that much difference, as to the rest they *shouldn't* be a problem if the recon was done properly.
One assumes so, it's new; and the engine doesn't start and is gutless.
Umm.. your right. Done the sums now. 1 hole out only drops 0.35:1 CR
If it doesn't start what makes you think it's gutless? How much of the engine is reconditioned? Have you checked the timing? What are the tappet clearances? Something's very wrong somewhere ;(
His work circumstances changed and he was no longer running up & down the M4; the sale was genuine, we've known the guy for a few years, and he's going to chase up the garage who did the removal & refitting who they sent the engine to for the recon.
Steady on, I agree with Richard, if all cylinders are within 10% of each other then they are either all equally worn or its something else. I have never played with a tdi engine, is there any easy way of putting a wee drop of 20/50 oil on the bores and then quickly retesting, hypodermic? If there is a dramatic increase in pressure this normally indicates a ring sealing problem.
Do that for long and the detonation will soon round off the lands of the piston and ring edges, that's how engines get "addicted" to the stuff.
I think you were right to ask for comparative compression pressures, in the absence of knowing what any other 200 tdi gets it's hard to judge. The thing is a quick pv=rt calculation will be too low and the adiabatic equivalent pv^gamma will be too high as we don't know the losses when cold cranking.
The fact that the pressure only increased marginally when the oil sealed the bores normally means looking at valve sealing or head gasket problems.
OTOH if the pressures are average then it's likely to be valve or injection timing, or injectors themselves.
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