View allAll Photos Tagged enginerebuild
After the hugely successful open day at Inchicore 175 years event which saw the coming together of various traction throughtout the years, it was time to head home.
NI Railways 111 class loco 8112 leads the tripple header with RPSI Locos B141 and No.85 Merlin to Dublin Connolly passing through Drumcondra.
A nice touch with the vintage lanterns.
Photobombing is a the dreaded worry in train photography, alas it worked out alright in this double shot, class leader 071 operates a wagon transfer from Inchicore while the newish weedsprayer heads out of North Wall for some gardening.
Its all go at North Wall, Dublin 3
Irish Rail class 071 General Motors retro 071
Irish Rail multi purpose vehicle MPV 790
Let's go #RetroTrain
Northern Ireland Railways General Motors class 111, 8112, makes its epic trip down from York Road depot to Dublin Connolly, seen above passing Clontarf Road Dart Station.
Northern Ireland Railways are attending the upcoming CIE Inchicore open day on Saturday 7th May 2022, celebrating the Iarnród Éireann Inchicore 175th Anniversary.
NIR are also sending down a modern 3 car CAF set.
In General Electric we thrust.
After an amazing flight down from Frankfurt to Palma, due to remote parking with no airbridge gates suitable for the Queen, a quick walkaround the tarmac thanks to patient ground handling crew.
The giant General Electric GEnx-2B67 engine, usually fitted to both the Boeing 747-800 & 787.
***
The Boeing 747 flight from Frankfurt :
LH 1158 - Frankfurt Airport (FRA) 12:35 - Palma De Mallorca (PMI) 14:40 - 02h05m
LH 1159 - Palma De Mallorca (PMI) 16:10 - Frankfurt Airport (FRA) 18:30 - 02h20m
** this flight had an extra touch of excitement as Lufthansa's Boeing 747 in retro livery did the honours - D-ABYT **
The Munich Airbus A350-900 flight :
LH 1796 - Munich Airport (MUC) 10:50 - Palma De Mallorca (PMI) 13:00 - 02h10m
LH 1797 - Palma De Mallorca (PMI) 14:30 - Munich Airport (MUC) 16:36 - 02h05m
these flights were operated by D-AIXL.
Locomotive 7679, an ES44DC, looks to be undergoing either a major overhaul, or a stripping for parts at the Juniata Locomotive Shop in Altoona PA.
BR is pleased to announce that it is planned to finish this project this year.
Engine Start has now taken place and engine running will be filmed and posted on here shortly.
Advanced Re-assembly
CHASSIS No. 34501349G. Type 345: 2A 109" 6Cyl: Car No. 1349. G suffix introduced April 1969.
Date of Build: 18 June 1969
Despatched Henlys Limited, London 23 June 1969
Bulkhead refit following galvanising and painting.
Installation of pedal boxes servo steering box etc.
Completed drive train including overdrive linkage and all selectors.
Fairey Overdrive fitted to back of transfer box.
Advanced chassis and drive train re-assembly
Rebuilt 6 Cyl. IOE Engine and original LT76 overhauled Gearbox now fitted to Rolling Chassis.
The bulkhead of the 6Cyl is different to accommodate the engine and the transmission tunnel is further back into the cab.
The original bulkhead is currently being repaired, prior to galvanising powder coating and final finish.
Original panels are in 90% good condition and following repairs as required will go to paint shop in early 2019 prior to vehicle reassembly.
It is expected that project will complete during 2021.
Rover 6 Cyl. IOE Engine No. 76503445A.
110 HP Weslake unit.
Advanced Engine Reassembly, pre fitting to FOO4H Rolling chassis.
Machine Shop schedule:
Regrind crankshaft (6 big end journal) Rebore cylinder block (6 cyl)
Surface grind block
Weld repair to cylinder head (TBC) Recut 12 valves/ Reface 12 seats Ultrasonic clean and wash all parts
Balance Crank and flywheel
Assemble exhaust valves, Cam and followers into cylinder
block. Set clearances Surface grind cylinder head
New parts fitted:
Piston assembly +20
Main bearings +20 (small crank 2 1/4" dia.)
Big end bearings +10
Thrust washer
Exhaust valve (OE No. Rover 512140)
NOS timing chain and tensioner etc.
Engine # 3570 is an SD40-2 that was originally built for the BN railroad back in 1980. Today it sits with most of it's back half missing. Not sure if they are working on rebuilding it, or stripping it for parts at the Juniata Locomotive Shop.
Vehicle Talbot CHRYSLER
Registration: June 1979
Year of manufacture: 1979
Cylinder capacity (cc): 1600 cc
Colour: White
Vehicle: HILLMAN HUSKY
Registration: May 1959
Manufacture: 1959
Cylinder capacity (cc): 1390 cc
Fuel; Petrol
Colour: Celery Ice Green
In 1958 the new "Series I" Husky was introduced. It followed the same formula as its predecessor, but was based on the new "Audax" or "Series" Hillman Minx. This time the engine was the new Minx's 1390 cc overhead-valve unit but de-rated to an output of 51 hp (38 kW; 52 PS). As before, there was also a four-door "Minx estate", and the Husky had two doors (plus the side-hinged rear door) and a shorter wheelbase (by 8 inches (200 mm)). It was, however 2 inches (51 mm) longer than its predecessor.
The Husky had a top speed of 65 mph (105 km/h) and acceleration from 0-50 mph (80 km/h) in 24.3 seconds. A fuel consumption of 33.4 miles per imperial gallon (8.5 L/100 km; 27.8 mpg‑US) was recorded. The orginal MK1 test car cost approx £564
This is the crankshaft and camshaft timing gears lined up for proper engine timing. Note the scribe marks between the two gears.
Last Chance Auto Repair serves auto machine shop services complete to Plainfield Naperville Bolingbrook Illinois area. We are a cylinder head expert shop. We serve engines, cylinder heads and transmissions complete. From milling, boring, decking engines plus cylinder heads complete since the 70's. When an engine is machined and assembled, very tight tolerances are used. Parts are made more accurately so that everything fits perfectly. Helping the engine achieve its maximum potential power and also helps reduce wear. If parts are too big or too small, power can be lost due to extra friction or to pressure leakage through bigger than necessary gaps. The cylinder block is a machined casting or sometimes an assembly of modules containing cylindrically bored holes for the pistons of a multi-cylinder reciprocating internal combustion engine, or for a similarly constructed device such as a pump. It is a complicated part at the heart of an engine, with adaptations to attach the cylinder head, crank case, engine mounts, drive housing and engine ancillaries, with passages for coolants and lubricants. Probably the most stressed part of the engine under constant high load and subject to continuous changing forces the connecting rod plays no small part in an engines cycle. With the small end connected to the piston wrist gudgeon pin and the big end connected to the crankshaft both the geometrical alignment and the surface quality and roundness of its bearings are critical to good performance. When building a high performance engine in the Last Chance Performance Machine Shop great attention is paid to the con rods, eliminating stress risers by such techniques as grinding the edges of the rod to a smooth radius, shot peening to relieve internal stress, balancing all con rod/piston assemblies to the same weight and Magnafluxing to reveal otherwise invisible small cracks which would cause the rod to fail under stress. In addition, great care is taken to torque the con rod bolts to the exact value specified. Often these bolts must be replaced rather than reused. The big end of the rod is fabricated as a unit and cut or cracked in two to establish precision fit around the big end bearing shell. Therefore, the big end caps aren't interchangeable between con rods, and when rebuilding an engine, care must be taken to ensure that the caps of the different con rods are not mixed up. Both the con rod and its bearing cap are usually embossed with the corresponding position number in the engine block. Office (815)577-0327 | (630)405-5707
A look inside the Ural 650 crankcase, notice the very rough finish inside. This is just one of several areas that we had to spend a great deal of time cleaning up with the die grinder
The engine case is prepped for blasting. It has been washed and degreased, all the critical surfaces, holes and threads are protected from the blasting abrasive. This detail is time consuming, but necessary to have excellent results.
The V4 project is underway! Intake manifold and heads are off, bottom end next. Corrosion can be seen in the No3 bore, but No4 was siezed the worst!
Flat bottomed 325i pistons and and 130mm 2 litre 'short' conrods. All cleaned, oiled and bagged and ready for refitting.
This is the aftermath of my 22RE rebuild. I had it redone at autospecengines.com and I shot the whole process for a tech article--now all I need is a magazine to run it in!
For those who care... Canon 5DII, ISO 800, 580EX flash, and a home made abetterbouncecard.com .
This is a tough one, the engine is just out of the freezer and the gear is blazing hot from the heat gun. We had to press it on the crank snout with a custom tool quickly before temperatures normalized.
Almost done... note the alternator and flywheel are installed. The transmission shaft is installed to keep the clutch plates inline.
Just out of the bead blaster and being rinsed to remove any remaining media. The next step is to be oil coated.
The other half of the shimming process is to measure the bearing height. We use a custom measuring cover to make the job easier. Note the 8 points marked around each bearing's circumference. The measurements and taken and averaged out.
This is the aftermath of my 22RE rebuild. I had it redone at autospecengines.com and I shot the whole process for a tech article--now all I need is a magazine to run it in!
For those who care... Canon 5DII, ISO 800, 580EX flash, and a home made abetterbouncecard.com .
This is the aftermath of my 22RE rebuild. I had it redone at autospecengines.com and I shot the whole process for a tech article--now all I need is a magazine to run it in!
For those who care... Canon 5DII, ISO 800, 580EX flash, and a home made abetterbouncecard.com .