ProcrastinatorFraser
Active Member
I feel i'm really getting somewhere with this project now!
The only thing holding up this restoration was an engine. Wilf's original engine was bored out to +.040, so needed sleeved and the cam bearings done, and that was gonna cost an absolute fortune, so we left the engine to one side until we had the money to do the job.
But, on Saturday me and me dad went on a little 846km round trip to pick up a 2.25 diesel engine originally fitted to a 109. Cheapest price we could ever find for one of these engines, at 300 euros.
The guy had done a really nice job of cleaning it up before we got there, made no difference though as it was pretty much a done deal before we got there
When we got home, we immediately got it off the trailer and removed the 1st half of the bell housing and fitted the one from the other engine and also fitted the flywheel. There looks like there might be an oil leak which will be rectified before a clutch goes in.
After fitting the flywheel and such, the engine went straight in to the chassis.
As soon as it was in, i started to strip down the top end of the engine, injectors, glowplugs, manifolds, rocker cover, injector pipes, spill rail and various pipes were removed, before finally i cracked off all the head bolts. (side note: F&^% THEY WERE TIGHT) Before finally removing the head itself.
Pulling the head off revealed what we wanted to see all of 7 months ago..........
A DECENT ENGINE BLOCK! Overall the bores looked very, very good except for light pitting in cylinder number 3 which i'm not considering as anything serious. Interestingly, there was a copper gasket, which i am assuming is what it would have been fitted with having left the factory?
The picture above is of the surface of the head having given everything a bloody good cleaning and also the cam follower assembly's were all replaced. Looking down through the little holes, all the cam lobes looked to be in good condition!
The timing chain was replaced, it was actually not in bad condition but still well worth doing while we had good access to it.
Strangely enough we found no timing marks on the front of the block, so we had to make some timing marks. All we had was the timing marks on the flywheel. Once we knew where TDC was it was fairly simple to line everything up.
Once everything was deemed clean enough we found our new genuine exchange 2.5n/a diesel head and popped it on along with a new head gasket. Once all the head bolts were torqued up correctly, we set up valve clearances and managed to get the engine though a full 720 degrees of rotation, which proved the timing was correct. We used the original engine's timing case and water pump because the timing case was painted and the water pump was in better condition.
After a day's work, we ended up with an engine that's looking really good so far! I'm hoping to actually get it to run sometime next week!
I'll keep you posted on this neat little engine!
The only thing holding up this restoration was an engine. Wilf's original engine was bored out to +.040, so needed sleeved and the cam bearings done, and that was gonna cost an absolute fortune, so we left the engine to one side until we had the money to do the job.
But, on Saturday me and me dad went on a little 846km round trip to pick up a 2.25 diesel engine originally fitted to a 109. Cheapest price we could ever find for one of these engines, at 300 euros.
The guy had done a really nice job of cleaning it up before we got there, made no difference though as it was pretty much a done deal before we got there
When we got home, we immediately got it off the trailer and removed the 1st half of the bell housing and fitted the one from the other engine and also fitted the flywheel. There looks like there might be an oil leak which will be rectified before a clutch goes in.
After fitting the flywheel and such, the engine went straight in to the chassis.
As soon as it was in, i started to strip down the top end of the engine, injectors, glowplugs, manifolds, rocker cover, injector pipes, spill rail and various pipes were removed, before finally i cracked off all the head bolts. (side note: F&^% THEY WERE TIGHT) Before finally removing the head itself.
Pulling the head off revealed what we wanted to see all of 7 months ago..........
A DECENT ENGINE BLOCK! Overall the bores looked very, very good except for light pitting in cylinder number 3 which i'm not considering as anything serious. Interestingly, there was a copper gasket, which i am assuming is what it would have been fitted with having left the factory?
The picture above is of the surface of the head having given everything a bloody good cleaning and also the cam follower assembly's were all replaced. Looking down through the little holes, all the cam lobes looked to be in good condition!
The timing chain was replaced, it was actually not in bad condition but still well worth doing while we had good access to it.
Strangely enough we found no timing marks on the front of the block, so we had to make some timing marks. All we had was the timing marks on the flywheel. Once we knew where TDC was it was fairly simple to line everything up.
Once everything was deemed clean enough we found our new genuine exchange 2.5n/a diesel head and popped it on along with a new head gasket. Once all the head bolts were torqued up correctly, we set up valve clearances and managed to get the engine though a full 720 degrees of rotation, which proved the timing was correct. We used the original engine's timing case and water pump because the timing case was painted and the water pump was in better condition.
After a day's work, we ended up with an engine that's looking really good so far! I'm hoping to actually get it to run sometime next week!
I'll keep you posted on this neat little engine!
