The first thing I noticed was the engine number proving this is the original block as detailed on the English Heritage Certificate which came with the car. Bolstered by this good news I decided this engine would be rebuilt regardless of whatever I find when stripping it down.
I had already completed a compression check before I took the car off the road so although I can’t now recall the exact readings, I do know they were all good and within a narrow range of each other.
The engine came apart with no problems or horror stories as nothing snapped or stripped. The cylinder head was off in a few minutes and I was pleased to see there is no lip on the bores, no scoring, and no scorch marks, all indications that I was looking at a very good engine. The pistons also carry no markings suggesting the engine has never been rebored. With this in mind I decided not to disturb the pistons as that would entail fitting new rings and honing the bores. Some people may think this is false economy but my view is ‘if it aint broke then don’t fix it’, after all it’s quite obvious this engine is good for a few thousand miles and as I only do a few hundred a year it should last me a long time.
I next removed the main bearings and big ends and found they were in good condition with no scoring and were still original size, ie this engine has never been rebored or reground since it was first built 43 years ago – an impressive state of affairs I think you will agree? The rocker shaft was in good condition so that was to be re-fitted and I did not strip the valves as I could see no good reason to do so.
The engine block was cleaned of all the gunk accumulated over it’s long life, what was left of the original paint was removed and finally repainted in gloss black in readiness for the rebuild. All external components were stripped and repainted before re-assembly.
I replaced the main bearings and big end shells, thrust washers, timing chain & adjuster, and all gaskets. The oil pump was well within specification so that was refitted. I really can’t believe how good this engine is considering the car as a whole didn’t appear to be particularly well maintained, maybe a testimony to how well these cars were built originally – or am I just lucky?
I knew the gearbox was in good condition so it was cleaned up, the cast iron parts painted in gloss black, and the rear oil-seal replaced. A new clutch assembly was fitted and the gearbox reunited with the engine. The prop-shaft was cleaned up and sprayed black (I don’t know if these were painted when new but my view is if it can be painted then paint it), universal joints replaced and the shaft attached to the diff. Finally new engine and gearbox mountings were fitted and the whole unit dropped back onto the chassis.
The only ancillary component that really needed replacing was the distributor as the original was in poor condition, but luckily I had managed to get an excellent looking one from the 2008 Stafford show. I wasn’t sure if it was the right one when I bought it but comparing numbers when I got back home confirmed it is the correct one for my engine. I also have three starter motors and dynamos from which I can choose the best.
Seeing the engine in situ was a real boost for me as I’m starting to feel good progress is being made – and it looks great sat on the refurbished chassis. Next step is to prepare the tubs which I will detail in my next instalment. I am getting concerned that progress has slowed down due to winter, work and other commitments, as well ensuring my family don’t feel abandoned, but I will keep pushing to complete the car as soon as possible, there is no way this project is going to turn into several years work like some I read about!
