DDK - Die Deutschen Klassiker

We put the new exhaust valve guides into the heads today,



we also recut the seats



The inlet ports are being machined to S spec and we have cleaned up the exhaust ports so they look a bit better than they do in the pics.

Getting close John - should be a nice drive when it's done

That's mighty impressive, John. Nice work!

Looking forward to the reports of the track day

Best regards,


Bert

Right best get our running shoes on,

first we weighed each piston, we found that there was 2.9 grams difference between the lightest and heaviest; we then balanced out the pistons to the conrods, which had been weighed. We have had the head faces machined to get a good seal between the heads and the barrels. The barrels are then lapped into the heads using lapping compound.












The pistons were then put onto the conrods and the barrels were slid over the pistons.





We then put the barrel tin work on.



And the put the chain cases on.



So should be up and down the road in it in the next couple of days.

Nice work John

Had a bit of a set back today the machine shop was closed even tho he said he would be open so I will be pushing the car around oulton.

Today we just prepaired the cam towers, we center popped the oil spray plug



we then drilled the plug and tapped it. Using a bolt and nut we extracted the plug. Note that we removed the plugs that face towards the front of the car, this is so that if the plug leaks it can be sorted without removing the engine.











We then cleaned out the spray bar, if the bar will not come out it is best that it is left in the towers as they are no longer available.



once clean we then reinstalled the spray bar ensuring it was in the correct way and pressed in a new plug.

Regards

out of interest John, was the spray bar clean ?

Hi James

we found one piece of debris in one of the tubes, I beleive that this was proberbly from when I had the engine in bits the first time, I did not remove the tubes that time, I had found quite alot of what I think was chain ramp in the tubes and had spent alot of time cleaning and blowing out with compressed air. Mike said that I should remove the tubes and clean them but I was sure they were clean. Always liisten to the man with experiance.

regards

johnM wrote:Always liisten to the man with experiance.

Yup, know the feeling....


Bert

I had found quite alot of what I think was chain ramp in the tubes

It maybe that the crankcases were sealed in the past with black silicone, evil stuff.

Hi Nick

the crankcase had never been opened up before we opened it, Mike said that the colour of the main crank oil seal and the colour of the o rings on the crankcase through bolts were original (as they have changed the colour of these way back) but the top end had had a new barrel/piston on number 4 at some point. there was some orange sealant on oil pipes and a few other bits so it may well have been some of that, also the original case sealant goes very brittle over 35 years of getting hot so it may have also been that. As you said no silicone sealant should go near these engines when being built.

Kind regards

Not wishing to hijack this thread, but how about this for an example of how not to rebuild an engine:



More will follow later on another restoration thread...

Looks like my work

Nice shots John.

What kind of HP are you hoping for out of that there beastie?

Alam

Hi Alam

dont really know how much HP it will produce Bob Watson will let me know in a week or two.