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| Block as it comes from machining and hot tank |
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| First fit cambearings - you can just see centre one |
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| Rear one fitted |
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| Then the core plugs - rear first |
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| Fitted |
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| Then on goes the stand fixing |
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| Other three core plugs |
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| Wire brushed, primed and cleaned, ready for assy |
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| Inside cleaned out - this is old inside paint |
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| Reground crank 10 thou u/s all bearings note rear oil seal surface also ground to remove groove |
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| New u/s shells fitted |
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| Crank fitted with new main cap bolts |
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| Conrods fitted with new bolts and nuts and gudgeon pins (no that's not rust - just a reflection from the overhead heater!) and balanced end for end to the lightest rod (on the left) - big end weighs 627 grams - the whole rod 1023 grams |
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| The oil pump bottom plate modified to create the twin port pump as per the BLMC special tuning instructions. |
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| The flywheel on the lathe being lightened from 20 lbs incl. ring gear to 16 lbs. Note the "lip" at the outer edge - metal is not taken from here otherwise the ring gear becomes insecure - both inner and outer edges of the "scoop" are given generous radii to minimise stress points. |
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| Flywheel fitted with new ring gear and clutch locating dowels. |
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Tuesday 28/10 The dry build of the engine is now complete and the engine has been taken apart for the block deck height to be adjusted to give 15thou clearance above the pistons and the crank, flywheel and front pulley have gone off to be balanced on one of Rolls Royce's balancing machines! Not much will happen for the next week or so till the parts are back. |
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| Crank / flywheel / pulley assy back from balancing |
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| Small additional balance hole on pulley |
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| Quite a lot off one side of the flywheel - but it has been lightened which will have removed most of the old balancing holes. |
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| More balancing on the crank - both ends needed this amount but the centre was fine - again the inbalance was caused by the crank grinding. |
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| The Accralite pistons being fitted - note the wire ring which locates the gudgeon pin - these are a pain to fit, especially the second one and tend to become airborne unless constantly trapped by a finger! |
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| The top of the piston is marked with the direction of engine rotation ( towards the camshaft side of the engine) and you can just see the crank oil squirt hole which points to the dizzy side of the engine. |
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| Piston rings fitted - note they are much thinner and lighter than standard piston rings - this will help will oil and compression sealing in the big bore. |
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| All four pistons fitted - note the flat top and high compression height - only 15 thou down the bore - with the head this will give a CR of 11 to 1. |
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| The Piper BP285 cam covered in graphogen, going gently into the block. |
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| Pulleys being checked for alignment - two 5 thou washers take up the difference, so the crank sprocket and keys are removed and the two extra washers inserted to bring the crank sprocket in line with the cam one. |
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| The vernier cam allows you to fit and lock up the cam sprocket nut before setting the cam timing. |
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| Slightly different procedure now - first set up the desired full lift point for the cam ..... |
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| .... and then ( with the sprocket bolts loose) just lever the cam back and forth to set the point of highest lift.... |
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| ..... and then lock the sprocket with the allen key in the bolts. Once done the setting is verified in the normal way ( see the picture building guide elsewhere on the site). |
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| Head studs and gasket fitted - a standard Payen gasket - it protrudes very slightly in one or two places into the cylinder but not enough to justify the outrageous cost of a "big bore" gasket. |
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| A view of the chambers in the cross flow head - this one has been modified to large inlet valves. |
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| The inlet side of the head..... |
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| ... and the exhaust side. |
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| Timing cover and crank pulley fitted - note all new fastenings used and the big "O" for Octarine machined in the crank bolt ....... 8-) |
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| Rear plate fitted - note locktabs on all but two of the bolts - odd, but this is how they come - there is no locktab listed for these two! |
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| Flywheel fitted |
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| A view of the dizzy side of the engine, showing the Aldon dizzy and the screw on oil filter adapter |
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| A view of the exhaust side of the engine, now complete with tappet chest covers and pump cover plate |
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| The Dellorto carbs are mounted finally using "O" ring seals and rubber bushes to "soft mount" them |
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| Nearly there! - One of the last jobs is to fit refurbished engine mounting plates and the spark plugs (NGK BP7ES) - only three days to delivery now....... |
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| Last minute change to 18V type water pump and pulley - don't you just love customers!! 8-) |