Engine exploration

Thurs.07.09.06. The removal of the crank, cam and pistons have revealed that the engine components are in a remarkable condition considering the desperate environment the vehicle has been subjected to for the past fifteen years. 

There is little or no evidence of wear or damage to the crank, the pistons are in an excellent clean state and the shoulders on the cam have a high unblemished contour. The main and big end bearings are, again, unmarked. If the engine did have overheating problems the bearings have no visible ‘blue’ discolouration on the surface, this implies that it has been a minor fault that, fortunately, has not caused major damage to the internal workings of the engine. This is probably the best news that we have received for a long time. To return the original power unit to the car is a genuine bonus. Forty years old technology in fine shape is something to be proud of. The dry build using the empty block has been the main focus today, but when the engine unit was ‘offered up’ to the gearbox several problems immediately surfaced. 

The desire to gain a more central position, that is, by pushing the drive unit backwards to gain an extra 20cms, may not be possible. The open space which would normally accommodate the engine and box subsequently narrows to strengthen the spine of the chassis: this ‘re-location’ not only raises but also shifts the rear of the gearbox from its original mounting brackets. There seems to be two solutions to this problem, the first being to return to the previous engine location, but to fine tune ‘Haydn Davies’ spacer method with tidier, more suitable brackets. This would also mean that the gearbox brackets and the length of the prop would not require any alteration. The second solution is much more dynamic but also resolves the issue satisfactorily. This necessitates cutting and re-welding the chassis at the point where the bell housing meets the narrow section and begins to rise. A slot cut large enough to accommodate the dropping of the ‘housing’ together with the gearbox to establish an appropriate level plane. The prop could then be assembled to the universal joint incorporating the correct alignment. 

This procedure has definite ramifications, which must be thoroughly assessed before any decision is taken. The extent to which the chassis needs to be cut may drastically reduce its strength, the gearbox level may still be too high and the prop shaft would need to be shortened and balanced.

Colin Brockbank, super welder, has been summoned tomorrow to wave his magic wand to make this predicament disappear. We hope.