A bit of history (part 11) – More natural aspirations…

Whilst all this had been going on with the Turbo project, I had still been playing with the “track car” in the back ground…I was still trying to convince myself to go racing in it (despite the fact I struggle with anxiety, and just the thought of competing already had me stressing!)

Patrick had booked a group ARDs test for a bunch of us, and I was signed up…but had also started to notice an increasing tapping sound in the top end of the engine. Not a big deal, but I wasn’t really happy thrashing it on track again until I had resolved it.

I had enjoyed building an engine a few years previously, and had always planned to have a go at a Toyota 3S engine at some point, I just didn’t have time before the ARDs test…so I planned to buy a decent condition running engine to swap in for the test, and rebuild the engine I pulled out of the car.

But…life being life, it decided it have different plans for me…as a keen white water kayaker I had a nasty swim in the French Alps, and had dislocated my shoulder. Following 6 months physio I was back on the river down in Dartmoor, and yes- it came out again…the result was I now needed surgery, and my GP was refusing to sign off my medical for any motorsport licence applications.

So ARDs test cancelled, and engine swaps went on the back burner…but I figured I may as well push on with the plan and see where I got to. I found an engine that had been removed from a 55k mile car for a turbo engine transplant, and was “running great” when removed. So off down to 3S Service Centre (I think James calls himself ToyotaGT now) to pick up said engine, then a trailer ride back home.

I figured it was worth doing a basic service on the engine before swapping it in, and then noticed how oily it was on the exhaust side below the oil cooler- and not fresh oil…a bit of investigation and I found the oil cooler wasn’t tightened up, and the engine had been running with it loose.

Right…so maybe best to properly inspect this engine (seeing as I was no longer under time pressure), and I soon found signs that this was not quite what I thought it was…a significant step at the top of each bore, and very worn bearings. I measured up the crank journals, and sure enough- one of them was indeed oval.

Not good, and certainly not a low mileage, well cared for engine!

So on the phone to James who really didn’t seem to believe me (I think he thought I was trying to pull one over on him), but eventually after swapping time stamped photos he agreed to replace the engine with another he had.

Back down the motorway (this time in the snow), and back home again…another engine stripped down (taking no chances after last time), and it looks like we have a better starting point, as well as two stripped engines to scavenge parts from!

So onwards we marched, I stripped and cleaned the best of the two blocks, and had it down to my local machine shop- I wanted them to lightly bore it till the surfaces were good, then we’d measure up and see whether a full over-bore was required…which it wasn’t, so standard pistons could be re-used.

While the block was at the machine shop I spent the time stripping, cleaning and measuring the rest of the parts to build back up again…as well as ordering up gaskets, bearings, piston rings, water pump, head bolts, oil seals, etc etc.

Step forwards a couple of months and I finally got the block back again, and could actually start building up the engine…I had opted for Total Seal top rings, and the bottom end had been fully balanced (including pistons, rods, crank, flywheel and clutch cover). Time to think about building a new engine….but first an MOT with the old one to get through…

…..or not….fail on rusty drivers side sill and a blowing exhaust! Luckily my better half had bought me a new exhaust for Christmas, although I had been hoping to delay using it until the new engine went in…

A weekend in the workshop and we have the sill patched up (not perfect, but acceptable for a track car), I had to borrow a CAT from Matt (my previous one basically consisting of a burnt out metal tube), and we have a new MOT…sorted.

Right….now time to build an engine! First up valve lapping as I’d had the valve seats recut, then new stems seals etc and we have a re-shimmed head wrapped up ready for a block. I reassembled the pistons, my better half being very disappointed when she came home from work to see me at the stove, but with no promise of dinner to follow…ooops.

Then it was time to build up the bottom end, plasti-gauge the bearings, and then final assemble it all….including a new oil pump as the old ones were both out of tolerance. I wasted no time in bolting on the head, installing the cams and final checking all the valve clearances…happy days!

OK- so next up we had to make room for the new engine, so into the garage with the car…and a “while” later we have an empty engine bay: I was amazed how quick and easy this was, especially in comparison to my other car. Off with the gear box, which went straight onto the new engine, and then it was time to start thinking about installing it in the car.

First though, I wanted to beef up the engine mounts, so I copied an idea I saw on the internet and made myself some DIY poly engine mounts using potting compound; a really cheap, easy and effective modification…this was now really going to feel like a race car! Time to stick the engine back in….

I bypassed the heater pipes (as the heater system was long gone), and threw the old battery away in favor of a lightweight Varley Redtop…and after a bit of work we were finally at that nerve wracking point (having primed the oil system).

Would the new engine start?

Never doubted it for a second….!