Diesel engines are a specialty at Car-Aid, we have experience with all brands such as Toyota, Nissan, Isuzu, Ford, Holden, Mazda, Mercedes, BMW and more. The modern diesel engine has in some ways eclipsed petrol engines in performance, durability and the limiting of dangerous emissions. To meet these continually increasing demands significant advances have had to be made in component quality and the complexity of the fuel metering and engine management systems. Experience and accuracy are essential when machining and assembling these engines and at Car-Aid we pride our selves on being the approved repairer for numerous insurance companies and OE manufacturers from around the South Island. Over the years we have seen the full mantra of what the industry has to offer, from the relatively simple single cylinder to multi cylinder common rail technology from Japanese and European car companies

Individual throttle bodies have their place in the car scene providing low down torque and sharp throttle response in naturally aspirated engines. But individual throttle bodies can be unnecessary with the addition of forced induction (i.e. turbo, supercharging) and in some cases actually provide a restriction! Here at Car-Aid we have developed this throttle body adaptor to get rid of those annoying individual throttles, no longer will it be an expensive pain to tune, no more annoying induction noise. Most of our performance enthusiasts opt to eliminate these and fit a large single throttle body. Throttle Body AdaptersThese adaptors are made to fit in where the standard throttle bodies are situated and you can either use your standard plenum or buy an aftermarket plenum such as the popular Greddy one or similar knockoff. Then it’s just a case of fitting your desired large throttle body and you’re ready to tune your engine These are available from Car-Aid on request $P.O.A

At Car-Aid we have been in the industry for over 50 years and the current staff has an accumulated knowledge of over 65 year experience and in this time have learned a lot in the ways of engine assembly. We have put together some very interesting combinations to make engines as reliable and powerful as a customer has desired, from vintage engines requiring modern replacement bearings and fully filtered oiling systems to all out drag and drift combos that have made a definite mark in their field. It all starts and ends at the engine assembly. To ensure the best results we use the latest technology to measure everything from the surface finish on the gasket faces to digitally calibrated torque wrenches and stretch gauges to provide the optimum clapping loads. Everything is double/triple measured to within .001mm to make sure that manufactures tolerances and clearances are adhered to and there by providing the best result for a well built and reliable engine for our client. Engine AssemblyWe recommend using some of the highest quality components in the business. If you’re after power and reliability it’s better to spend a little more in the knowledge that your engine has the capabilities to withstand any extra unforeseen forces that you may be subjecting it to. We have dedicated one side of our workshop solely to engine assembly, where there is more than sufficient natural light and away from all the dust and grime that is involved in machining an engine. Components

Torque to yield bolts, also commonly referred to as angle torque or stretch bolts, are used in many of today’s modern engines, predominantly for cylinder head bolts but also main bearing caps. Torque to yield bolts, also commonly referred to as angle torque or stretch bolts, are used in many of today’s modern engines, predominantly for cylinder head bolts but also main bearing caps. Compared to conventional type bolts, torque to yield head bolts offer the engine manufacturer a number of advantages: greater flexibility of design reductions in component costs more accurate assembly and reliability of seal Engines designed utilising torque to yield (TTY) heads bolts require fewer head bolts to achieve the desired clamping loads than those of conventional bolts. With fewer bolts the engine manufacturer has more flexibility in the cylinder head and block design as well as reducing the cost of the engine. While torque to yield head bolts are attractive to the engine manufacturer there are disadvantages to the engine repairer of which we all need to be aware. For most of us it would be unthinkable to replace a conventional head bolt unless the bolt was damaged: i.e. stripping threads, the bolt head was rounded off, the shank was severely corroded or pitted. Conventional head bolts simply just did not wear out. Torque to yield head bolts however, by the very nature of their design do wear out and should never be reused. Under the application of load, all bolts exhibit four main phases: the