DDK - Die Deutschen Klassiker

brembo wrote:

Interestingly my 73 911 RS spec race car was SVN 790K.....

I vote for OEW with black painted wires. Classy!

Just saying...

Nope, red would not work on this car....

Should the car now be at Barry's?

That looks dope!

Me being me, before the body went off to Mr Carter I also had to clean up the quality of Jaguar parts to remove sharp edges, finish off corners and clean up welded edges...the kind of attention to detail that takes time....costs money and the opposite of the original Jaguar principle of building to a price




petrol filler neck before





and after.....


All of which meant the garage at home was now completely full...of Porsche and Jaguar plus my study full of completed sub-assemblies......

So the week before Xmas I took the E over to Barry's, more to create valuable space at home as Barry wasn't ready to start my car but I wanted to use the Christmas break to start pulling the engine apart...and for that I needed a lot more storage space and a clear workshop........


Estimated total weight of the engine is in the region of 300-350 kg.....so firstly I removed the head..probably saving around 40/50 kg







Next challenge was how to get it from a low trolley to an engine stand....without an engine crane.....

Simple really...2 trolley jacks...a selection of concrete blocks and 3 blokes.......plus 4 no. grade 12 steel. 7/16 bolts....done up to FT standard....

Although I know it would take the load for the first few days I had to leave the blocks under the engine...it just felt better.....

She is certainly a big old beast...this is what 3.8 litres looks like English style....




in fact its all big....and heavy











distributor drive and oil throw at the end of the crank



even the oil pump is big.....




and this is the contents of the head








crank....I guessed at around 20-25 kg
paired camshafts with 8 bearing clamps
12 sets of valves plus 24 valve springs
8 sets of followers
and 7 main bearings

head studs were not easy...I had to use a 60cm length of tubing over the ring spanner even after 2 weeks soaking with plus gas....12 worked using the double nut technique. but 2 stripped their threads so I had to weld a nut to the stud....al out in the end


so off to the machine shop in 10 days for cleaning and measuring

the pistons are the original ones so I am fairly sure this is the first time she has been apart....I really don't know what I am looing for regarding wear on the bearings but they all look pretty smooth, certainly no pitting, so I am hopeful it is just a case of some gentle polishing and honing....we will see

once I know the extend of any remedial work I can order the new pistons and bearings to whatever size is needed, plus all the other parts to get her re-built

I'll update with the parts list once I hear back from the machine shop......

all for now
Jonathan

Do E-Type people normally go for any lightening and balancing?

Also, that engine looks so ordinary, indeed commercial vehicle'esq without that iconic head / covers on it.

Nice journals! Encouraging start.

Good stuff

Barry wrote:....Also, that engine looks so ordinary, indeed commercial vehicle'esq without that iconic head / covers on it.......

.....no, not terribly sexy at all!

But then I do love the sound of a straight 6

Hope all proves in good order.....thanks for the update.

Darren65 wrote:

Barry wrote:....Also, that engine looks so ordinary, indeed commercial vehicle'esq without that iconic head / covers on it.......

.....no, not terribly sexy at all!

Makes the breeze blocks look quite sleek, though.
You're going to need an impressively-stocked picnic hamper in the boot to counterbalance that.

Hope the measurement / cleaning goes well, thanks for posting the updates.

Great stuff Jonathan - looking forward to seeing all those Jaguar engine bits lining up in perfect order!

Ive Got an engine hoist you could borrow but not easy getting it to you

Barry wrote:Do E-Type people normally go for any lightening and balancing?

No idea..!...but I will definitely get the Conrod's weighed and adjusted to make a matched set..and I need the flywheel skimming..to clean it up....so I will see whether it's worth more machine work on the flywheel

I will also definitely get the crankshaft balanced..and get them to balance it with the (new) crankshaft damper on it..oh and I suppose I should ask about line boring ..or is it honing.....?

New valve guides will be done and oil stem seals..and I will ask about porting

Have I forgotten anything..?...probably..it's all new to me

Great to be at this stage Jonathan ...

I'm sure you've done lots of research but make sure you use a machinist that's familiar with XK engines - there are several common areas to check/machine including (the often needed) 'surfacing' the top of the block with the front timing cover attached. Differences in the expansion rate between the cast iron block & alloy cover can lead to cover standing slightly proud.

Standard engine-building procedures like matching inlet manifold to c/head ports is another area that can be done successfully at home.

It's worth spending a bit of time down the gym to enable you to handle Jaguar XK components more easily too !!

Good call Andy...

I had checked the timing cover as it is nicely flush at the moment....there is also the rear crank rope seal casing...although I don't think they will need to resurface the bottom of the block....but I will take it with me

Company is called SRS Engineering in Sutton...they have certainly done one other E Type engine a year ago as it was for a friend who is just about completing his restoration

I have hired a small van (i.e. Something with a low flat bed rear area) as I will have to manouever the block into the van whilst on the engine stand...then let it down onto some wooden blocks with the jack in the van....nothing is lightweight about this car....!

My engine hoist only cost about £100 IIRC

Yes, mine was only about £150 off eBay, and has been absolutely brilliant. In fact, it's what I lift the shells with. It also has lifted every piece of workshop gear, jig aside, when I moved workshop; into van, outer van, into WS, into place. Job jobbed.

I'd buy one, and then sell it at the end. Frankly from what I remember of the diff, even that must be a fair old lift, let alone the engine. Mine's a 2 Ton, which means it'll still to a ton (I think) at sensible reach. Smaller ones are limited by their reach on their top rated tonnage, which will be no good for you.

Anyway, excellent things, and essential to avoid damage to car and injury to you.

BTW, I welded a guarded hook directly on the end of the jib on mine, it's a really useful mod, gains you several inches of lift, more stable and still leaves the original hook free for back-up or whatever.