Con Rods

Weight matched, lightened, polished up, new small end bushes reamed to fit the gudgeon pins. The rods were then shot-peened (most important to shot peen last). It took an age with the Dremel to get them all to within 1gram of each other, and all the same weights at both ends!  The TriumphTune catalogue from Moss-Europe has good info on where and where not to take weight out of the rods.

The one on the left is the standard bolt, the other is a Ford Cosworth YB engine type, I got mine from Burton Power. These are a straight swap and are much stronger!

The pistons have been weight matched then hard anodised (hence the colour). Hard anodising reduces the amount by which the pistons expand. I had a 1thou layer put on. This means that they are now 2 thou thicker than before. The rate by which they will now expand is 2 thou, instead of 3-4 though of standard pistons. why do this? To reduce the bore to piston clearance and to reduce friction.

 The flywheel has been slightly lightened, refaced and then drilled and tapped to accept the 7.5" clutch from a mk2 Ford Escort. I am also using the bigger flywheel bolts used on later engines, these will also be ARP bolts. This means drilling and tapping the crank. More dowels or bolts? always a good idea, the rev limiter is to about 7500 RPM so it should be ok!

This clutch, is a Mk2 Ford Escort Mexico cover with a Saab 95 friction plate which has the same 10 spline pattern as a 3 rail gearbox. my latest gearboxes are derived from single rail boxes which are 20 spline which is makes the clutch ALL Ford spec.

Flywheel Bolts

The block is a mk3 spit small crank type. It has been re-bored, acid dipped, new cam bearings fitted, then painted with red heat resistant paint.

The bigger inlet valves come standard on the UK mk4 spitfire head number 218142, other engines also came with larger valves check out engine specs to see the valve sizes etc. I used triumph tune ex valves as they have a less restrictive design and are stronger. for the inlets I bought a set of standard size valves for the 218142 head from James paddocks in Chester. I re-profiled the backs of the valves to increase flow. because the inlets don't get as hot I decided to use standard valves (the triumph tune ones cost loads more). I had the head skimmed by 100  thou to put the compression up to 10.8, oh yes I also had unleaded exhaust valve seats put in. I did some porting on the head too. I don't suffer pinging at the moment using Shell Optimax and 36°  total advance. you could have bigger valves put in if you have the money :-)

Rocker arm, note the spacers that replace the springs.

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