Update!
Been hammering away on this most weekends, progress is steady.
Firstly, the front of the car has been covered in primer to protect it while we tackle other rot. The whole car still need to be stripped back to bare metal and the bodywork finalised but a single colour of paint helps to show how the shape is coming along...
The Mk2 Golf inner arch was finalised and the outer repair panels welded on...
Quite a bit of action from the dent puller and hammer and dolly to remove heat distortion but it went in remarkably cleanly.
Naturally I didn't do that. Hence why it's not all utterly fucked. I was cutting out the other side...
Filler over rot over patches over rot over filler over holes. Glorious.
I did at least get to try out my newly purchased MIG welder and put some of the boot floor back in.
So. To the engine.
You may recall it'd pissed it's oil everywhere? My fault, I'd missed an oil gallery plug.
However after removal I went to turn it and found the engine locked solid... This was concerning. Much scratching of heads occurred, then it was suggest to tap the crank pulley with a hammer. This was done, engine turned freely. Bar behind the pulley and levered against the block. Locked solid. Shit.
Much discussion was had between myself, the chap helping who's already built a Triumph 1300 engine and the chap who built the bottom end of my new engine until we came up with the reason for the engine locking. In brief:
At the front of the crankshaft on a Triumph SC engine are two half-moon shaped thrust washers which take up the fore/aft movement in the crank. These are notorious for wearing away and being steel with a bronze face once the bronze is gone the steel bites into the crank surface and ruins it. Worst case scenario the washers get so thin they rotate around and squeeze past the end cap, dropping into the sump. Your crank is now also eating into your engine block...
My engine had already had thrust washer damage at some point in the past and was running oversized thrust washers, the biggest you could get at +10thou. On testing this seemed fine with use pressing the crank back as far as it'd go and then me pulling it forwards with a micrometer against the pulley to measure the travel.
However, what we hadn't counted on was that when the crank was re-ground by the machine shop they'd filleted the edges of the journals for strength. Common on a lot of cars, but not Triumph SC engines. When I'd pried the crank back in testing the end float I'd run it up against the fillets - making it appear fine, on removing the engine and heaving on it we'd driven the crank further back with more force and the fillets were now binding against the block...
Essentially this meant that the crank float was actually worse than we'd thought and running the largest available thrust washers there was no easy solution. Usually the way ahead at this point would simply be to build another engine but I figured we were this far in and had nothing to lose from experimenting a bit.
What you see here are generic shims... The rearward face side of the thrust washer (seen at the top of the above picture) doesn't see any wear, and is also buried under the washer behind the end cap. Thusly we figured if we were to simply insert a shim down that side of one of the washers we could decrease the end float with no ill side effect. The washer wouldn't wear away, and it wouldn't be able to escape unless the thrust washer itself had already fallen out.
We also found that the second set of +10thou thrust washers I'd bought were slightly thicker than the last set. Seemingly the production tolerances for them are seriously sketchy, handy for such a crucial component.
Anyway, we shimmed the fucker right down to the minimum acceptable tolerance. Fuck it. This motor is on a 30thou overbore and the crank is 30thou over on the big ends and 20thou over on the mains. It can't be machined any further so we've got nothing to loose by trying to get some life out of it.
The engine was installed (again) and the various ancillaries were bolted up, oil pressure was run up with a drill and was good. Went to start it up, nothing. Not a cough. We had fuel, had spark but no bang...
Compression tester was deployed. 20psi per cylinder. Now, that suggests either the cam timing was well out or somebody had stolen the pistons overnight. Bastard.
Turns out we had managed to get the timing 1 1/2 teeth out, enough to be losing vast amounts of compression, not enough to be mashing the valves into the pistons.
Right, so ready to go... All fluids filled, fuel from an IV drip. Initial break in procedure for these engines is to fill it with 30w break-in oil and once it's started take it straight up to around 2,500rpm and hold it there for 20mins while mildly varying the engine speed from around 2,000rpm to 3,000rpm... If anything major is going to go wrong it'll be at this point.
Fuck yeah.
After this the 30w oil was dumped, the filer changed and she was filled with regular 20w50 and run back up to temp.
We're running 150psi per cylinder. Hot oil pressure is around 20psi at idle gaining 10psi per 1,000rpm. Crank float under clutch use is at 4thou, bang on the minimum per the factory specs.
All the baffles have escaped the rear silence and it sounds fruity...
I need to replace the dizzy springs as there is a lot of slop in the rotor arm and the carb could also do with a rebuild but for the first time in two years I have a running, driving Dolomite! The new motor sounds sweet as a nut, I can't wait to get it run-in on the road.
That'll be a while mind, a rough to-do list is as thus:
Fabricating and welding both sills
Finish the boot floor
Finish outer arch on OSR
Inner and outer arch on NSR
Fabricate and weld in all four jacking points
Lower trailing edge of both front wings
Repair any rot in the floorpan
Bits of the chassis legs to finish
Pulling out the dent in the rear panel
Straightening the bootlid
We're estimating the car'll be ready for paint around March 2021...