cossieglen Posted September 19, 2007 Author Report Posted September 19, 2007 I'm selling the engine now to make way for the new Harris engine see link below for details http://www.oldskoolford.co.uk/phpBB2/viewtopic.php?t=55523&highlight=
cossieglen Posted October 16, 2007 Author Report Posted October 16, 2007 Engine came out today, all ready for it's new owner Looking forward to getting the new one built up slowly over the summer. Will give me a chance to tidy up a few bits on the car in the meantime too.
cossieglen Posted November 6, 2007 Author Report Posted November 6, 2007 Well the new owner of the old engine is rather chuffed, which is good. I always worry that it wont be as good for someone else as it would be for me. Picked up my new Titan flywheel end of last week from SBD, it's well nice, I'll take a pic later, soooooo much lighter than the standard item, it's insane. Not skeleton as it's for the 8 1/2" clutch rather than the 7 1/4" item, but it has been very thinned down, anywhere that material could be removed has been. Picked up my donor 205 engine yesterday, so all the bits are there now to get on with all the building etc. Can't wait now, other side of the winter should deliver the glorious music of twin 48's on a mental pinto!
DEP Posted November 6, 2007 Report Posted November 6, 2007 Nice one Glen, but i wonder how tempted were you to buy Matts engine now he s selling it.
cossieglen Posted July 17, 2008 Author Report Posted July 17, 2008 It has been a long time coming, but finally the new engine is on its way to being built!!! Went down to SBD to use their workshop as they have all the right gear available, and I wanted to use their cleaning tank to clean everything up removing any swarf from machining. The purpose and goal today was to get the short engine assembled to measure the amount of protrusion on the pistons, in order to let Steve at Vulcan know how much needs to come off each face to achieve the 0.005" - 0.007" final protrusion, to achieve the compression I want. First step was to set about cleaning the bearing surfaces of the main caps, scraping any built up crud they had and scotchbrighting them to give a good clean surface to put the new bearings onto, I'm using ACL race bearings on this engine. Crank and polished caps together... One of the polished main caps.... Cleaning up the mains block side... Nice and clean... After that I put the mains bearings in place in the block first.... Then in the caps... Then dropped the crank in, just nipping up the mains without going too tight as we were only dropping this all in in order to measure the piston protrusion after all..... Next I assembled the pistons to the rods, but didn't secure the gudgeon pin in place with the clips as we needed to get them apart again. We also left the rings off, as the pistons require two stages of machining yet... That done, we started dropping them in, ensuring we'd lubricated the bores thoroughly with engine oil to stop the pistons from snagging due to the lack of rings.... After that, we got the digital DTI out and found perfect TDC on each piston in turn.... Once we'd done that, we used a height gauge to measure the total protrusion from the block, so we could work out how much material needed to be removed... After that, we took it all apart again and took the pistons over to Steve from Vulcan, who was kind enough to give me his home address in order to drop them off, so a big thanks to him for letting me do that. Just one last photo of the completely rotten core plugs that were in the block, they were all original mind you so it was to be expected, 2 of them had actually rusted through in a couple of spots, and were very thin indeed!! (the big holes were where we punched through to extract them if you didn't already know). I will be making sure I use the Toyota oil based coolant on the new one to preserve such components. It's not cheap, but it makes for a very clean and healthy water jacket..... Next step is doing the plasticine build to work out piston pocket depths. Felt great actually making some more progress, really looking forward to getting this baby in now.
cossieglen Posted July 17, 2008 Author Report Posted July 17, 2008 After another late night at Retromotorsport, the next step on the build is now complete. We achieved what we set out to do once again, and that was to ascertain whether or not my pistons would need pocketing...... Started by putting on the flywheel and measuring TDC again with a DTI and marking on the flywheel with some white paint... Then assembled the head to the block with just No1 followers and piston in..... Then we set the cam timing up by setting the lift at TDC to kent figures, then measuring full lift position on the protractor to make sure the cam was in the right place.... Took a bit of adjustment, and we made sure we did several turns to take up belt movement before it settled down.... Don't have any more pictures after this as we were running low on time, and wanted to get it all finished. Conclusion was that we ended up with 0.053" clearance on the inlet side, and plenty more on the exhaust (didn't warrant measuring as it was about 2mm). Going to need 0.030" or so deep pockets on the inlet to make sure I have plenty of clearance should I buzz the engine at some point, and will also give me loads of room to swing the cam about when timing it up on the rollers. UPDATE: Pistons back from Steve at Vulcans again, and he has put 0.080" deep pockets in to give me plenty of scope in the future for taking more off the head etc. That's all for now, got to get everything weight matched and balanced next, it's going to Dermot at Power 4 Peanuts for this. Just need to make up a stepped washer so I can use a pinto pulley set for the pump/alternator, this is because the cossie crank has a longer nose in case you didn't know. Thanks for reading, I shall be back with more updates once the next step is complete
4parajon Posted July 17, 2008 Report Posted July 17, 2008 Nice up-date Did you change your mind about going for a Harris engine then??
cossieglen Posted July 17, 2008 Author Report Posted July 17, 2008 No mate, I bought all the components off Ron Harris, it was just easier to get Steve to do the piston machining for me. It will still be a Harris Pinto
Copey Posted July 17, 2008 Report Posted July 17, 2008 alright Glenn! glad the engine build is goin well, your old engine is still holding up well!! soon to be treated to bike carbs i am hoping!!
cossieglen Posted July 17, 2008 Author Report Posted July 17, 2008 Hi mate! That's great, it pulled like a train with the 45's on there. If you haven't already, treat it to a nice Ashley large bore manifold and system too, it'll need it
kevmk2 Posted July 17, 2008 Report Posted July 17, 2008 Good work there from the Downer brothers i see
Copey Posted July 17, 2008 Report Posted July 17, 2008 Hi mate! That's great, it pulled like a train with the 45's on there. If you haven't already, treat it to a nice Ashley large bore manifold and system too, it'll need it dont worry, ditched the standard bore system the day after the engine went in, its runnin a 2" bore with 3" backbox system now, sounds lovely!
cossieglen Posted July 17, 2008 Author Report Posted July 17, 2008 Cheers Kev Jolly good Tom, with some carbs on it should be ace
Copey Posted July 18, 2008 Report Posted July 18, 2008 Cheers Kev Jolly good Tom, with some carbs on it should be ace aye, its no slouch with the DGAS, lol, with a set of bike carbs its gonna fly
cossieglen Posted June 9, 2009 Author Report Posted June 9, 2009 Well it has been a bloody age since I last posted on here, so I thought I'd better get my arse in gear and do a bit of an update! Well unfortunately for me, not a lot has happened really. Life got in the way a bit, but I managed to get back on track a few months back and started rebuilding the engine in earnest. I started off by cleaning up all the big end mains journals.... Came up pretty nice. I just used a stanley knife blade as a scraper, and some fine scotchbrite (scourer basically for those that don't know) so as not to remove any material, just polish up the staining..... Did the mains caps in the same way..... The main purpose of this day was to measure the piston height in relation to the block, as they don't make a piston suitable for cosworth bottom end in a pinto, Accralite supply flat-tops with meat to remove. We put the bearings in the mains and lowered the crank in.... Next, we put each piston on to the rods, and lowered them into the block assembly.... Next, using a digital DTI we found absolute TDC on each piston in turn, then using a height gauge measured its height in relation to the block.... I then had the excess machined off by Steve at Vulcans, and got the pistons back ready for the next phase, checking valve clearances for valve pocket depths............
cossieglen Posted June 9, 2009 Author Report Posted June 9, 2009 I got the pistons back, and started on the next phase. With everything assembled, I did a plasticine build to check valve clearances. By using a white paint mark and a pointer, we found maximum lift on each valve using a DTI again... We did this on each piston, and discovered that we'd need pockets but inlet side only, there was plenty on exhaust side. That done, I sent the pistons back to Vulcan for pocketing. Next job was to get the crank, rods, flywheel and clutch cover balanced.......
cossieglen Posted June 9, 2009 Author Report Posted June 9, 2009 Before I could send everything off for balancing I had to sort out the small issue of the water pump pulley not lining up with the crank pulley. After assembling and measuring, I found I needed to either extend the water pump pulley by 5mm, or take 5mm off the end of the crank. I decided on the easier option of machining the crank, as I didn't want to create more length and therefore leverage by extending the water pump pulley. Using V blocks, and clocking the crank up on height and straightness using the mains journals, I set about machining the end off the crank...... Also tidied up a few marks and rough sections on the crank, then gave it a good clean to get rid of any swarf.... That done, I dropped the crank back in to check the alignment, which was spot on! That all done, the bits went off to Dermot at Power 4 Peanuts for their balancing. I've now been waiting for getting on for 10 weeks for my rods to be finished, as they required re-rounding of the big ends. They're at the third sub-contractor, as the first two were incompetent. I must say I'm a little twitchy about my rods now, and hope they haven't been cocked up! I'm assured by Dermot that they're ok, and he knows his stuff so I have to trust him. I just want it all back together now, need to have a running car again!!! Watch this space for the next update
cossieglen Posted June 9, 2009 Author Report Posted June 9, 2009 Cheers chap! Have you got some big carbs on yours yet?
Copey Posted June 9, 2009 Report Posted June 9, 2009 nah not yet, decided to sort the body work out as rust was settin in, there are some pics of the finished article here http://www.oldskoolford.co.uk/phpBB2/vi ... hp?t=98740 and i have bent a valve at the mo, so spending money on a head re-build, i shall be gettin the R1 carbs soon though i hope along with a new exhaust system as the Peter Lloyd system has just been problem after problem!
cossieglen Posted June 9, 2009 Author Report Posted June 9, 2009 Car looks really nice mate, super job! Bent valve eh? Been ragging it a bit too much?
Copey Posted June 9, 2009 Report Posted June 9, 2009 Car looks really nice mate, super job! Bent valve eh? Been ragging it a bit too much? cheers, and yeah, i think so
cossieglen Posted June 10, 2009 Author Report Posted June 10, 2009 Oops!! Noticing your avatar, are you going to be at Sonisphere in August? Thin Lizzy are playing there
Copey Posted June 10, 2009 Report Posted June 10, 2009 Oops!! Noticing your avatar, are you going to be at Sonisphere in August? Thin Lizzy are playing there cool, but if i am honest for me Lizzy died with Phil Lynott in 86
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