Engine disaster

Weds.22.10.08. The DVLA has replied to my application for the change from an estate to a convertible by referring my case to their Manchester office. The letter concludes that there is “A discrepancy with their records and as such the vehicle needs to be inspected by the local office”. They go on to say that I shall be contacted in the near future when a mutually convenient time can be arranged.

Meanwhile, the original tonneau cover has been matched to the cockpit to verify that the new design would be successful. This can be altered then used as a pattern for a new tonneau. The cover can be shortened over the boot, the roll bar access points blanked, the three zips and reinforced tension bar on the mini sidescreen edge included and the attachment clips modified and secured to the scuttle top. All of these changes should ensure a practical, worthwhile protective cover.

Colin and Chris are examining the defect in the engine today. I shall call later in the day to discern the prognosis. 

Dick joined Colin and Chris for the engine strip down in the afternoon. As soon as the oil pump had been detached, the unit had to be systematically examined by cutting it in half ensuring that the filter had functioned properly. At this point it was evident that this was not the suspected fault: I must therefore apologise to the manufacturers for my slanderous accusations. But, understandably, this discovery threw all of their expectations adrift: they were completely baffled by the problem, not one of the ‘proficient’ team had experienced these symptoms before. The next area to be explored was the big end bearings followed by the main bearings. I confirmed with Chris that the big end bearings supplied by Paddocks were in fact for a 6 cylinder 2 litre engined Vitesse and not a 13/60 gk Herald. 

It seems from Paddocks website, according to ‘part numbers’ that both the Spitfire Mk4 and the GK series engine of the Herald 13/60 share the same bearings, inlet and outlet valves, push rods etc. being compatible units. The Mk3 Spit and the 1200 /1250 Herald also share ‘specific’ distinctive components. I am not really sure how this would affect the ‘running’ of the engine but I am leaving this to the experts. I later ascertained from John at Paddocks that the Vitesse big end shells are compatible with the 13/60 engine, which in turn, should potentially eliminate the complications with the top end.

Further investigation has revealed that the worst area of damage had been to the crankshaft. The oil, in such a short space of time, had been reduced to burnt black sludge congealed with shards of metal ragged and torn from the shells. If the car had actually been on the road the engine would have been cooked and consequently terminal; this at least may be the only blessing to emerge from this distressing episode. 

The crank will have to be either re-ground or exchanged for similar unit as well as matching shells: Paddocks can supply the components for £90.00, part number jpr 102. There currently exists sufficient tolerances within the old crank, only having being ground to .010 at present any increase up to .060 could be considered. As soon as all agreed that this must be the way forward there seemed only one choice as to where this work should be undertaken. To risk another dubious component from a conventional supplier is not the route. As, perhaps should have been done before ‘Engine Tekniks’ of Westhoughton will be trusted to properly grind the shaft and replace with the appropriate quality shells. This company pride themselves to carry out responsible, superior engineering; it would be foolish at this stage not to base the ‘heart of the motor car’ on this sound robust foundation.   

This affair is far from over. Blame, has not yet been attributed. Who has looked at the wrong side of the OXO cube?  Who has fallen into a barrel load of nipples and is sucking his thumb? Who will reveal the last turkey in the shop when the tide retreats? Who has thrown the wrong bucket away? Who are the arseholes and who are the twats? Who will finish up in the ‘fuck off’ bin? I would guess that the manufacturers along with the suppliers will shoulder most of the blame; but what of the ‘constructor’ of the engine? Why should this fastidiously engineered piece of kit suddenly implode? Should the initial crankshaft have instinctively, routinely been ‘ground’ before the rebuild began? Should the big end bearing set of 6 shells been questioned before assembly?  How were the tolerances of 010 for the main bearing set and 020 for the big end deduced? 

One thing is for sure. The leaden jacket that Chris thought he had shed for good has returned, but in a larger size. 

This will set the project back for many months; not because of the physical problems of rebuilding and fitting the engine but for the psychological effect it will have upon all of us. To become so close to completion to have it snatched away in such a cruel, selfish way is hard to come to terms with.