Another batch of shitty phone camera pics coming up. The dismantling phase of the engine is now almost complete. Started off by removing the cams and lifters from the cylinder head:
Again, everything appears fine, apart from one of the camshaft bearing caps having worn somewhat:
The wear is not insignificant, but the camshaft will be well supported enough despite the grooves, and it's not located directly over the oil feed, so it will work. I will ask the machine shop how much they would charge for machining and line-honing the cap to a perfect condition, but in it's current state it would still work fine (the camshafts are very well supported by their front ball bearings, so the cam caps don't need to be absolutely immaculate. All the other ones had very minimal wear.
The cam lifters themselves also have minimal wear. New ones are not that expensive, but as they can be dismantled and cleaned, I don't think buying new ones is justified.Standard camshafts will be retained as they are also in good condition (and more agressive cams would hurt drivability).
The bottom end was dismantled too, (and yes, that is the best picture I have
):
Crank gear was rusted on pretty badly, was a complete bitch to remove, but I managed it without damaging anything.
The oil pump on the Cosworth engines is identical to the standard Ford ohc oil pump apart from the piston oil squirting jets attached to the pump cover and pickup tube. The purpose of the oil jets it not so much to lubricate the bore, but to cool the pistons. This will be dismantled and inspected later:
The crankshaft in these engines is Cosworth specific, and shares only the bearing race dimensions and stroke with the standard ohc pinto crank. The flywheel is different as well, and the whole thing is significantly stronger. A used one of these in ok condition is over 500? so to keep costs as low as possible it was important that it would be in good condition.
Opening up the connecting rod bearing caps revealed this:
All of the bearings are heavily scored and #4 is absolutely destroyed. However the bearing races in the crank seemed to be in good condition despite this, and all the journals are in STD size. At most it will need a 0,25mm regrind on some of the big end journals, but it might be usable with just a polish. All of the main bearings were STD size as well, and in pretty much flawless condition. This is all great news
As was visible in the first engine related post, the block was very worn. This didn't worry me too much as I knew I could source another one quite easily and without much cost. I was more worried about the pistons having been overly worn, this doesn't appear to be the case:
The piston skirts are scored, but the evenness of the score marks and the fact that there isn't a localized spot with more wear leads me to believe that they have just picked up grit from previous honing, or possibly been assembled with too much clearance. They appear to be very much usable as long as a good block can be sourced
The conrods seem perfect as well, I will have the machine shop measure them up due to the destroyed bearings, but as there is no evidence of them having heat damage, I'm pretty sure they are all still withing tolerances.
All that was left was the bare block which most likely would not be used in this engine:
To finish off the day I cleaned up and went through the ancillaries, etc. that came with the engine. Things to note:
? Crankshaft position sensor is possibly broken
? Oil pressure sender is broken
? Turbo oil hoses missing
? Ignition coil missing
? Wiring loom is a bit of a mess
? All the fuel hoses and vacuum hoses will need replacing
? All the cam cover and intake plenum bolts are missing
? Turbo is completely shot (though this was already known)
? It came with a
new distributor cap!
Next up I will remove the valves from the cylinder head and start the modifications.
It's now confirmed that we have a reasonably good base for the engine, and there really can't be significant unpleasant surprises any more