After the trauma of the first attempt, the block and main caps had been line bored, time to see how much of a difference that made. The call came mid week “your block is ready” which translates roughly to “you bank account will soon be empty”. Still, full of the reckless abandonment of hope, I sent off in the company van to recover said block, I drop off my worldly net worth at the same time.
The chap at Drakes has build the crank into the block to check the results of the line boring, but stressed to me that it needed stripping back down again and cleaning thoroughly before re-assembly…
So I did as I was advised and for the second time went about cleaning the block and all the oil ways, I had previously invested in a borescope which comes in handy for checking the main oil way.
All was good and using the 12 bore shot gun brush I’d bought previously cleaning the last remnants of remaining swarf was a doddle.
That done, time to replace my feeble first attempt at the rope seal, any more problems with the rope and I think I’d be hanging from one… This time all went to plan and it seemed like I’d done a half decent job. I checked the two haves whilst the crank was out and they were tight but moving – not dissimilar to me on a night out.
Main shells back in, upper rope seal mounted, and crank laid back in. Center main in place and end float was good. So torqued all the caps up and, thank the lord, we still had movement.
Pistons next, lets just take a minute to savor the lovely box of Mahle goodies.
All the old circlips and gudgeon pins came out easily, and the new ones slipped on equally easily. Word of caution, circlips were originally invented as a Japanese fighting weapon. They have been know to take the eyes out of invading enemies before vanishing from the face of the earth. Beware and treat them with the reverence they deserve.
Before inserting the pistons check the rings, they came from the factory with the ring gaps all lined up. Not good, the gaps should be spaced apart to avoid blow through. I always avoid blow through, it can be painful at times….
Rings positioned cirrectly and with a squirt of oil it was time for the ring compressor.
Oiling the bores thoroughly before insertion and making sure the pistons all pointed to the front as they should, tapping each piston home with a hammer shaft – feeling for the click as they slip home and making sure a ring didn’t pop out of the clamp. All this while first making sure that the con rods were all on the right journal and facing the right way. Job done.
All done and still turning freely.
I sat the engine up again before inserting the distributer/oil pump drive. Positioning is a rough process as the timing will be set later and it just a case of getting the off set slot in the distributer roughly in the right place at TDC.
Another simple task crossed off.
Next was to put the partially assembled block on to the engine stand and assemble the cam chains.
The upper cam chain is like an origami puzzle, specifically the chain catcher bit.
but what’s a few fingers between friends?
Its the puzzle of getting the bolt through the cain catcher and the casting, into the spacer (which you have to hold with long nose pliers because your fingers wont reach) through the chain guide and into the block. Sounds easy doesnt it?? I’ve decided the Jaguar engine line was staffed by these guys…
That was it for that day, except to say I’ve found my first missing part from the strip down, its only a woodruff key and should be easy enough to replace. Until next time….