Sunday, February 25, 2007
Crank In
Not much spare time today to spend on my engine, managed to get a couple of hours earlier this evening to clean up the crank. Journals are all standard and in good condition, just a good clean up, and degrease. I have opted for Tri-Metal bearings which originally I was going to import from the the U.S. until I found out that the same bearing are available from County classed as their Heavy Duty bearings. With the bearings in place and smeared with superlube the crank was fitted and the end float checked and adjusted to 0.004".
Block Preparation
Spent most of Saturday afternoon preparing the block, lapped in the oil pump, used some valve grinding paste to ensue a good seal between the pump and the block. Checked the piston ring gaps, these all came out out 0.010" to 0.012", a little higher than I would have liked but within spec.
Then commenced the clean, although the block had been in the cleaning tank at the machine shop, I was not entirely happy with the with the coolant passages, Following some advice given on one of the Club Triumph message boards, I managed to get hold of some Milk Stone Remover, this is used within the dairy trade for descaling pipes and cleaning equipment. It is based on Phosphoric Acid which is used in rust removal products. I mixed this with hot water, filled the block cooling system and left it to soak for 30 minutes - care must be taken when filling the block to ensure it doest spill on to any machined surface as it is corrosive. I then set to work with the steam cleaner to remove all traces of the solution - the results were pretty impressive.
After blowing of most of the water I set to work with the paraffin gun and airline to ensure things were as clean as possible - this was then dried off and the whole block treated to a can of brake cleaner to ensure it was completely degreased prior to a coat of gloss black engine paint.
Finally the core plugs were fitted with a smear of Loctite 648 retaining fluid.
The whole process may seem like a bit of an overkill but I like to ensure that engines are built as clean as possible.
Then commenced the clean, although the block had been in the cleaning tank at the machine shop, I was not entirely happy with the with the coolant passages, Following some advice given on one of the Club Triumph message boards, I managed to get hold of some Milk Stone Remover, this is used within the dairy trade for descaling pipes and cleaning equipment. It is based on Phosphoric Acid which is used in rust removal products. I mixed this with hot water, filled the block cooling system and left it to soak for 30 minutes - care must be taken when filling the block to ensure it doest spill on to any machined surface as it is corrosive. I then set to work with the steam cleaner to remove all traces of the solution - the results were pretty impressive.
After blowing of most of the water I set to work with the paraffin gun and airline to ensure things were as clean as possible - this was then dried off and the whole block treated to a can of brake cleaner to ensure it was completely degreased prior to a coat of gloss black engine paint.
Finally the core plugs were fitted with a smear of Loctite 648 retaining fluid.
The whole process may seem like a bit of an overkill but I like to ensure that engines are built as clean as possible.
Friday, February 23, 2007
Engine Rebuild
Just about to start my engine rebuild so I thought I record what bits were going in......
Engine mods for the 2 litre are fairly well documented, my engine spec is based on some pretty standard modifications. I wanted to build something that would give me a noticeable improvement in power and remain reliable, only time will tell if achieve this.
Block rebored +0.020" and skimmed by 0.035"
2500S Head ported and polished
Engine mods for the 2 litre are fairly well documented, my engine spec is based on some pretty standard modifications. I wanted to build something that would give me a noticeable improvement in power and remain reliable, only time will tell if achieve this.
Block rebored +0.020" and skimmed by 0.035"
Spitfire +0.060" pistons, 0.010" proud of bore (Originally an ebay bargain but ended up being expensive when I realised I needed to have circlip grooves machined)
Lightened flywheel
Crank, flywheel and damper balanced
Newman camshaft
Blueprinted oil pump
Lightened flywheel
Crank, flywheel and damper balanced
Newman camshaft
Blueprinted oil pump
Con rods lightened, balanced and shot penned
Cosworth con rod bolts (std shown along side)
2500S Head ported and polished
Larger inlet & exhaust valves
Head skimmed by 0.210" to achieve 10.3:1 compression ratio
Throttle bodies ported to match head
6-3-1 Exhaust manifold ported to match head.
Head skimmed by 0.210" to achieve 10.3:1 compression ratio
Throttle bodies ported to match head
6-3-1 Exhaust manifold ported to match head.
Friday, February 16, 2007
Welcome
Welcome to my blog, my plan is to record modifications and improvements already completed and capture new ideas and modifications as they are carried out.
After a number of years in bits and pieces spread around in various garages, I finally completed the restoration and rebuild of my GT6 Convertible in March 2006. In addition to a complete restoration, one of the major modifications I made was to install an engine management system to look after fueling and ignition.
I ran the car for most of last summer to gain confidence in the management system which proved to be totally reliable.
Although fairly lively, a drive in Karl Dandrige's (KD Triumph) Vitesse fitted with his GT6 race engine convinced me of the need for further improvement.......
Apart from the management system, the original engine was a pretty standard 2 litre with dome top pistons.
Over the winter I decided it was time to concentrate on the engine hardware, over the coming weeks I will update my blog with the details of the engine rebuild.
After a number of years in bits and pieces spread around in various garages, I finally completed the restoration and rebuild of my GT6 Convertible in March 2006. In addition to a complete restoration, one of the major modifications I made was to install an engine management system to look after fueling and ignition.
I ran the car for most of last summer to gain confidence in the management system which proved to be totally reliable.
Although fairly lively, a drive in Karl Dandrige's (KD Triumph) Vitesse fitted with his GT6 race engine convinced me of the need for further improvement.......
Apart from the management system, the original engine was a pretty standard 2 litre with dome top pistons.
Over the winter I decided it was time to concentrate on the engine hardware, over the coming weeks I will update my blog with the details of the engine rebuild.
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