Scrape white metal shells? Surely not

@@paulhancock3844 not the bearing contact surface , the surface that contacts the non moving part .

@@paulhancock3844 Yes I checked my apprentice book from 1981 and the main bearing and big end shells we hand finished were for the A series Leyland and Triumph 6 cyl . Minor journal scores were to be removed with emery cloth and the next oversize bearings fitted , with blue , and scraped back untill there were no high spots and things rotated free . Very low power engines and in a commercial environment , not a racetrack.

@@shivadow I believe in for a penny in for a pound. If you're going to do it, do it all the way.

The DJR Sierra's engine was very powerful at peak boost, however I recall comments provided by John Bowe where he stated the DJR Sierra was a very difficult car to drive at speed because the power arrival was huge but 'somewhat delayed' which also created an increased propensity to 'torch' its rear (undersized) tyres. In any case, the DJR Sierras were successful courtesy of some really talented drivers that earnt their money on race day.

@@georgebettiol8338 I've heard JB make the same comments, along with DJ himself. I also seem to recall that the DJR Sierra's were taken to the UK and won the championship there

@@theshed8802 DJR did not win a UK championship. If my recollection serves me correctly, Johnson and Bowe, in a shared car, competed in one UK race - was fastest and took pole but unfortunatley succumbed to an engine failure - which was a shame.

@@georgebettiol8338 i think that you will find that the Paul Radisich championship car was actually a DJR built car

@@georgebettiol8338 I did some work on their blocks. The boost was so high I recall once seeing the whole side of the block cracked horizontally when I flooded it in the dark room. No need to take the black light off the nearby wall, the crack filled with that much florescence from the mag field, the light on the wall was close enough. I went and grabbed the shop steward, took him to the doorway and just pointed, no need to go in. Normally you'd be bent over the blocks straining your eyes looking for floresing cracks. The head studs ran way down into the bottom of the block or through, cant remember which. So the engine was like a hamburger and the head studs held it all together from bottom and top. I guess when you're pushing 140+hp a cylinder the sides may bulge and sauce will escape. Oh, in this vid if the block is 0.004 oversize and they run a 3 thou interference the result is 1 thou clearance not 7 as said, but I figured that was a slip of the tongue over what he new being correct anyway. On swapping from cast iron to ductile, you can (probably should) drop the interference. Gray iron has a CTE of 5.8 and Ductile 6.4 so the sleeve will want to grow faster then the block by temperature. Given the sleeve already faces the combustion energy and passes it out to the block it has a higher embedded energy so greater size change. I also saw instances where the "Tophat" of the liner had cracked away from the sleeve and without caring to much put this down to internal thermal shear forces by the varying cross section. It's also why the "Tophat" has a radii undercut however sometimes it just isn't enough.

He can't be, that's my title, there can only be one!!!

It's my engine that Lee is refurbing. The pistons are J.E. forged items from the USA. They have a order number on the underside and J.E pistons told me that they were custom made for Capricorn Auto's with a 92mm dia and 6.5:1 CR back in 2003 ! 😮

@shivadow it's a 90's Sierra Cosworth engine - history unknown. The 92mm is max overbore and 6.5:1 is way too low for my needs. Hence the need for replacement liners and going back to the stock bore & CR. The engine is being fitted to my '74 Mk1 Ford Escort. It only weighs 900kg's wet . It won't need that much boost to haul it along 😉

Wills rings on the imp were machined into the head from memory

Wills rings are a metal ring nitrogen filled💪. The O rings fitted to that Cossie block will be .040" stainless piano string/wire👍

Back in the 70s we always used a torque setting, but we were under strict instructions to follow a precise lubrication schedule on both the bolt threads and under the bolt heads - and we never had a problem (this was on F2 engines and BDAs). However, I later switched to bolt stretch measurement on bolts that were accessible from either end. I carried out a little bit of research which revealed quite substantial variations in bolt stretch for the same torque figure, all caused by differences in friction between the threads and under the bolt heads.

Give it a lick of pint Lee and it will like a new one😊

It doesn't need flashing lights and a computer monitor to do a good job

@@paulhancock3844 Getting the right tool for the job and getting out of the dinosaur age is what I’m talking about, not saying they need a 5 axis machining center but doing the deck and bores in one setup is just doing it right. Mount the block in a jig by picking up on the main tunnel is just getting into this century and will be faster and more accurate. Decking on a mill then mounting that boring bar onto the block is so outdated it’s not even funny. And don’t get me started on facing flywheels on the lathe.

Also can those motors be set up for non turbo use

The 16v twin cam Cosworth YB engine uses the (European) 2.0 'pinto" block as its base - with some small differences. This engine is a later '200' block used exclusively on the 4x4 derivatives of the Sierra & Escort Cosworth and has increased strength over other versions. All Sierra and Escort Cosworths were turbocharged. Many people do convert them to Non turbo

Cosworth picked the best 205 blocks to use. They were graded and there was 4 numbers somewhere denoting the bore grade. Later 200 block/ head loads better everyone uses these.

Will the cosworth yb heads easily bolt onto reg 2.0 blocks.this would go into a 74 pinto with a 2.0 motor and a c4 auto or 4 speed manual transmission or t9 5 speed man adapted to it

Later in the video he explains that the ring caught the edge of the liner where it had cracked whilst removing the old pistons

They are pressed in . He's shown it being done before

It's pretty common to see this on YB engines when they've been over revved

@@Cossie.Mk1 Ok, thank you for your answer.

Maybe 7 on both sides 2x7=15

There is a need to clean (machine) the bore and ensure the finish is consistant thoughout. Even adopting a '+15 thousands over' would be a very risky proposition.

+025" good idea just incase it's been bored on the piss

5?

I think its something to do with the length of the head bolts?

The 200 block is out of a 4wd Cosworth. You can run a lot more power on a 200 block. A 205 block is out of a 2wd Cosworth. And the 200 block is more expensive 😆

Apparently the 4x4 engine was 80% new over the old 2wd set up. Development from the rs500 engine programme was fed back into the 4x4 engine program