One Last Chance.

My thinking was that if I let the current engine know that it might be changed if it doesn’t play ball, it may just pull its socks up and behave. So, what I did was to place in full view the second Series I engine and make a bit of a fuss of it – inspecting, a bit of a pressure wash, looking on approvingly – you know the sort of thing.

Series I

On the recommendation of my friend from Blue Swallow Aircraft, I’m going to give JB Weld’s ‘High Heat’ formulation a go. It’s one of those epoxy type putty’s that go as hard as nails and is meant to be as good as metal when it’s done. The difference between the JB one and the others is the temperature range – up to 200°C and nearly 300°C for short periods. That should cover most eventualities. I’ve also discussed this operation with a few people in front of the current engine so if it hasn’t got the message by now, it never will.

Crooked radiator

One of the things on the car which has always slightly irritated me is the crooked radiator – entirely my fault, so I took the opportunity to take the whole assembly off and I’ll put in a shim to correct the lean. It was a lot easier taking the head off without the radiator on, in fact, as I was on my own, I didn’t have any choice.

Head coming off

The film of Araldite I used to do the final levelling of the head around the repair came off quite easily and after putting a slight bevel on the edge of the block, I degreased with acetone and roughed up the surfaces in readiness for the putty.

Preparation

If this new scheme doesn’t work then it’s engine out.

BMC plaque

Under the grime of the proposed replacement engine was this plaque and where the original engine number had been over-stamped it’s just possible to discern the old number – 1301 – so quite an early one. The head needs to come off and also the sump so the mains and big ends can be inspected. The block itself looks OK – so far. There’s still one more engine in reserve – a Series II and, Counsel has heard of a 6/80 engine not too far away, that might be available.Second attempt

 

To get back to the repair scheme…. I left on the block to set overnight a very thin layer of ‘High Heat’ and scraped it off in the morning to see whether I’d managed to push it into the little holes and cracks by massaging the putty with acetone. I hadn’t and I wasn’t very impressed with the adhesion either but, just to make sure, I roughed up the casting a little more vigorously and had another go …… and after a couple of days, this new first layer has worked well. I’ve since put a second layer on top which I’ll trim up when it’s properly set – again, I’ll wait a couple of days.

Oil filter

Out of the second Series I engine, I pulled this oil filter. I was really quite delighted with it; very nice colour and graphics and I’d never heard of the make before. Chances are, it’s the last one of its kind.

 

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4 comments on “One Last Chance.

  1. Keep up the great work, Nigel. I hope the JB weld does the trick! I have some freeze blocks that have been in my ’76 MGB for 30+ years, now with JB weld.

  2. That’s good to hear. Thanks John.

  3. Dave Pountney says:

    Nice work you’re doing there. I have the oldest known Morris Six in the world that I’m currently restoring. It has a gold seal engine that I’m currently rebuilding. I noticed that your engine that you had installed is a series 2 block with a series 1 head. If I remember correctly, it’s either the water or oil ways that don’t line up when you mix and match – just to let you know. If you want to see what I’m doing just email me.

    • Aha! That’s how the engine came to me – I didn’t take it apart because it ran up and I thought I was in with a chance…. I’m now tackling my Gold Seal and will get in touch. Thanks for the info.

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