DDK - Die Deutschen Klassiker

Looking good James

regards

great reading and nice tools

Got a bit more done today.

After checking the cam timing again (just to make sure) I replaced the Stomski tensioners with my freshly bled and filled 930 type ones. There are 2 special tools to do this with, unfortunately I don’t have a pic just yet (I forgot to take one of them when I was at Mike Bainbrdge’s) but having recently convinced myself that I had already done them I was amazed at just how many tiny air bubbles were still in there – John might post a pic next time he’s over there Anyway, I forced the plunger down in the vice and attached the holding tool and put them in keeping tension on the chain



Then it was time to check the piston to valve clearance – now it wasn’t quite polishing the engine grille but Mr Mycar decided to get stuck in and help me with it



Nowt like one of the most important measurements in an engine rebuild to cut your teeth on!!

Then the cam lines were installed using the turbo oil restrictors instead of the standard type (pictured here on the right)

Then the rest of the rocker gear went in



and the clearances were set. I oiled the rocker shafts and then it was time to get the covers on, I have changed the lowers to turbo style



got the dizzy in too, and now its nearly there for the long block



Back to it tomorrow...

58A - 71E wrote: Then it was time to check the piston to valve clearance – now it wasn’t quite polishing the engine grille but Mr Mycar decided to get stuck in and help me with it

Yep, that`s me screwdriverin` James`s valve clearances.

Anybody need any screwdriverin` done on any critical sections of there engine rebuild..... just ask

Hammerrin` and pokin` a speciality too.

Thankyou James, Good day.

Mike.

Part 5 Accessories and the rest of the bits on the bench

A few more bits went on today, firstly the oil cooler, which I had cleaned ultrasonically to remove the crud in there and then the sump plate



Then I attached the long oil line that connects from the oil tank to the left side of the engine before installing the heat exchangers



Then got the exhaust and a few other bits on including engine cover, tinwear, heater tubes, shroud, fan, fanbelt, spark plugs, fuel injectors, MFI pump, electrical harness etc



The exhaust is a stainless one but is showing itself up against everything else, might need to have a go at cleaning it up a bit more, but its getting nearly there now



after a quick clean around to get rid of all my grubby hand marks it'll just be the HT leads, throttle bodies and the induction system to put on and it’ll be time to get it off the stand and mated up to the gearbox

Looking great. A benchmark for any rebuild

Forgot to mention in the previous post that I had a bit of trouble when installing the rocker shafts, they are really quite brittle and I ended up breaking one when reinstalling



Apparently this is fairly common

Anyway, back to it, I installed the newly refurbed throttle bodies (new supertec rods, new bushes, hardware replated, bored out and resleeved)



And then the HT leads and fuel injection hard lines



Then the air stacks



And set up the rods as per CMA – check, measure adjust manual



After a quick scout round on the bench, it looks like everything is finally back together



(I reattached the MFI heater pipe for the eagle eyed after this pic)

So tonight is get it off the stand, mated back to the gearbox, back in the car and turn the key…

Nearly there James,

It better not perform better than mine on Bobs rolling road!!!!

johnM wrote:Nearly there James,

It better not perform better than mine on Bobs rolling road!!!!

or mine !!!!

hot66 wrote:

johnM wrote:Nearly there James,

It better not perform better than mine on Bobs rolling road!!!!

or mine !!!!

Not much chance of beating either of your results, but I'd be well made up with 165-170bhp - as someone once said, its not how fast you go but how you go fast

Last night I got it off the stand, attached to the gearbox and into the car, but will try to start it tonight....

58A - 71E wrote: will try to start it tonight.

The tension`s unbearable. Come in from the garage and tell us how it`s going.

Mike.

HI James
so what is the out come of the engine with the wrong cams and big port heads, wrong pistons and industrial con rods???????

please fill in the gaps;

BHP;
TORQUE;

(you can estimate if you feel it is a bit slow!!!!!! )

regards mike

Well I got the engine in on thursday night/Friday morning after first picking up the car trailor (huge thanks to Helen ) but it didn't fire but nothing went bang/crash or crack either and it was turning freely So I didnt loose too much sleep over it (not that I had much anyway - up at 05:30 after getting into bed at 01:00 ) and in time honoured engine rebuild tradition the obligatory session at Bob Watson's took place yesterday....

...and it lives!

after alot of tweaking with the dizzy, and priming with fuel

there were a couple of shakedown issues i.e. I'd forgotten to tighten up one of the camlines (oil leak) the 3 right hand fuel injector hard lines (petrol leak) and the sump plate needed a tighten up.

Then it was time to see what it could do

First test run - 156bhp @ 6020rpm, 196Nm torque @5380 with a couple of strange things on the graph

Tweak the timing and the pump

Second run 168bhp @6350rpm and 195NM torque @ 5210rpm and still strange things - then the realisation that it wasnt running on full throttle (still had an inch of travel if you adjust the rods properly )

couple more tweaks, and then the final run....

The quality of the clip aint too cracking (but then again neither are my photos ) but this is the final power run up to 6600 rpm




I know there have been warnings on here before, but they dont prepare you for it being stood behind your car with 20 miles on a newly built engine

and the result:
177 bhp@ 6320 rpm, 196Nm torque @ 6190 rpm


Not bad at all eh Mike

The end product is absolutely transformed, it really is a totally different engine, anyway, time to go break it in on the Northen run...

A massive thanks to a few people - John Milburn and his apprentice (Mike Bainbridge) for the countless phone calls, advice and help. Mike Ruddy and James Charnley for their support, words of encouragement and many other DDKers (Helen, Larry, Chris (Butzsi), Alan, Tim, Gary) who have all helped in one way or another

That's fantastic James - congratulations! You must be as chuffed as hell.

Engine sounds really great on the clip.

Cheers, Ross.