Fri.25.08.06. After further investigation the cylinder head does require much more TLC than was first expected, this has since brought into question its ‘suitability’ or ‘fitness for purpose’. The valves are badly corroded, show evidence of being poorly ground during the previous late 70’s re-build and at least two of the springs are over compressed. It will be a cost exercise whether or not to buy a replacement head from Rimmers or to recondition the original. To add to the complications of this decision there remains the fact that there were existing problems of overheating before the vehicle was stored in 1990 caused directly by the ‘rogue’ cylinder head. In the absence of factually recorded information relying only upon whimsical, nostalgic memories is inadequate.
At the moment the past data that exists misleads, possibly conflicting with my understanding of the circumstances that caused the initial fault. The Burlington had been on the road for 6 months when the idea for the 1981 ‘Beaujolais run’ was formulated. The engine and box had undergone a total rebuild; the unit ran perfectly. During the journey to and from France the car performed impeccably travelling long distances between 80 to 90 mph. A few years later the thought of beefing up the BHP seemed attractive especially when I was offered a twin SU head from a 1300 TC that could be simply dropped onto the block.
My very first experience of the overheating was many months after the fitting, but I do realize personal recollections become distorted often vague and extremely cloudy. In my ignorance I assumed that this simple exchange would be compatible for the block; disappointingly, the engine began to overheat at moderate speeds of 40mph cooling down when the car travelled at 30mph. Several remedies were ineffectively explored, namely, 2 water pumps replaced, 2 cylinder head gaskets and an additional ‘mini’ radiator added, but the fault remained unsolved. After two summers of frustration together with various failed attempts by several mechanics the car was confined to storage.
In direct conflict an alternative theory has emerged when a newspaper article was discovered recently in my father’s house publicising the 1981 Beaujolais run. Within the ‘copy’ there is a clear statement describing the car has having newly acquired twin carburettors to achieve greater overall power for the ‘long empty roads of France’. The car ran very sweetly throughout France, with or without twin SU’s? this fact cannot be disputed; it is a categorical piece of evidence. The question remains ‘when and how’ did the overheating defect manifest itself? If the head has never been compatible, implying a later fitting, there seems no valid reason to pursue the prospect of a rebuild. If the head was, in fact, fitted for France then a rebuild is a possibility that must be investigated.
The final facture is the cost effectiveness of a rebuild. Rimmers can offer, on an exchange basis, a reconditioned head for £220.00, which comprises of a total overhaul (RH.5217R). The head includes all the valves and springs but less the rockers, shafts and pedestals.
To follow the route of a rebuild the ‘costing’ for the itemised components include…….
* 144962R rocker shaft complete assembly…………………………..£64.68p
* 144939 exhaust valve…………………………£4.68p x 4…………£18.72p
* 126857 inlet valve ……………………………£5.53p x 4…………£22.12p
* 58923 valve guide………………………….....£1.96p x 8…………£15.68p
* 130814 valve seat insert, inlet………………...£2.21p x 4………….£8.84p
* 132242 valve seat insert, exhaust……………..£2.21p x 4………….£8.84p
* 136487 valve springs………………………….£2.38p x 8…………£19.04p
* 105118 collar valve spring upper……………..£2.72p x 4…………£10.88p
* 111870 collar valve spring lower……………..£2.72p x 4…………£10.88p
Total cost of “home” rebuild……………………£179.66p
There maybe other items that have not been listed but the figures would indicate that a reconditioned head from Rimmers would be the prudent choice, particularly given the dubious provenance of the donor 1300TC head.
Unfortunately, the question of the registration certificate for TWH 164K, issued by the DVLA, arose yet again. We discussed, debated and argued about the potential complications that they could generate if they wanted to be real shits. Eventually, a decision has been made to phone the Manchester office to arrange a rendezvous to have the car inspected. If, as I have been previously informed, the process takes six weeks, September will become ‘crunch time’ for the project.
On my travels I visited Steve Strange, not the drug crazed punk, but of Douglas Valley breakers who has offered two MGF seats for £25.00. They will of course be knackered but with Terry Trimmer having patterns for the very same seats he should be easily able to cover them in leather; for a nominal fee?
It has been quite an unusual week of highs and lows; the project in reality is far from meeting any of the proposed deadlines. But the thrilling prospect of the new build epitomises everything we have both been waiting for.
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