I see your dilemma now mate and I feel for you
new engine, how to proceed with my budget?
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Thats where mine cracked on both sides. I decided to bite the bullet and have the liners pulled and the cracks ground out and welded, then milled back down for top hats to go back in. This at least gave me the chance to see the insides with the liners out so I would know if there was any other damage. It wasnt cheap, but at least I knew the block was solid again. I already had a lot invested in the bottom end of the engine which is why I didnt want to throw it out.
I see your dilemma now mate and I feel for you
I see your dilemma now mate and I feel for you
Perry Stephenson
MGB GT + Rover V8
9.62 @ 137.37mph
Now looking for 8 seconds with a SBC engine
http://www.youtube.com/watch?v=nVscbPHgue0&list=UUqIlXfSAoiZ--GyG4tfRrjw
https://www.youtube.com/watch?v=eg3avnsNKrc&index=2&list=FLqIlXfSAoiZ--GyG4tfRrjw
MGB GT + Rover V8
9.62 @ 137.37mph
Now looking for 8 seconds with a SBC engine
http://www.youtube.com/watch?v=nVscbPHgue0&list=UUqIlXfSAoiZ--GyG4tfRrjw
https://www.youtube.com/watch?v=eg3avnsNKrc&index=2&list=FLqIlXfSAoiZ--GyG4tfRrjw
It's not all...
One or two liners are ovalized. Probably the re-boring work done to this engine from the previous owner was rubbish and the heads were been tighten to wrong torque values.
This is the good time to convert this block to a coffee table...
I found a person that would buy the crankshaft, pistons and rods to stroke his 4.0 to 4.6.
I will keep the heads.
Now I'm considering to find a good condition 3.9 block, or re-using my old one, to fully balance it and building with a new camshaft kit (as the one sold by V8Tuner, using a Crower 50299) and the 4.6 heads, maybe upgraded to stage 2.
One or two liners are ovalized. Probably the re-boring work done to this engine from the previous owner was rubbish and the heads were been tighten to wrong torque values.
This is the good time to convert this block to a coffee table...
I found a person that would buy the crankshaft, pistons and rods to stroke his 4.0 to 4.6.
I will keep the heads.
Now I'm considering to find a good condition 3.9 block, or re-using my old one, to fully balance it and building with a new camshaft kit (as the one sold by V8Tuner, using a Crower 50299) and the 4.6 heads, maybe upgraded to stage 2.
As fa as I am aware the 3.9 block also suffers from a liner failure rate that is significant! Ok the 4.0 was the worst, but on crack testing prior to tip hat linering Wards see a great deal of failures!
My 5.0 is essentially a 3.9 block but it dropped a liner! Keep your crank and rotating assembly, and invest the money you would have in a new assembly on re-linering with a used block off eBay. If you ask the guys doing it nicely you could get change from 1000 for doing this.
My 5.0 is essentially a 3.9 block but it dropped a liner! Keep your crank and rotating assembly, and invest the money you would have in a new assembly on re-linering with a used block off eBay. If you ask the guys doing it nicely you could get change from 1000 for doing this.
Spent so much on trial and error!
Some news:
I found a short engine that a friend of mine wants to sell.
It's a late 4.6 ("60D") that looks like new! It has only something like 30,000 miles...
Eventually I can exchange it for a 4.2 (complete with heads and interim timing cover) that is in perfect conditions too.
So, my alternatives are:
1) 4.6, fully balanced, stage II heads, Crower 50230, composite head gasket and ARP studs. Megasquirt MS1+EDIS
2) 4.2, fully balanced, stage II heads, Crower 50299, tin head gasket (to rise compression to about 9.4) and ARP studs. Megasquirt MS1+EDIS
The quantity of money that every solution needs is absolutely the same.
The factors that shape the decision are essentially two: -type of power erogation (4.2 revs better and I prefer it), -reliability (maybe the 4.2 suffers a bit less from block failures, but the only engine that I actually know and for which I'm sure about its internal conditions is the 4.6).
My current exhaust system is composed by 4-1 headers+2.5" main pipe with a single Hooker muffler.
As said, the vehicle doesn't need a huge amount of low torque; it is about 1700/1800 kg, manual gearbox, 235/85 tires.
I found a short engine that a friend of mine wants to sell.
It's a late 4.6 ("60D") that looks like new! It has only something like 30,000 miles...
Eventually I can exchange it for a 4.2 (complete with heads and interim timing cover) that is in perfect conditions too.
So, my alternatives are:
1) 4.6, fully balanced, stage II heads, Crower 50230, composite head gasket and ARP studs. Megasquirt MS1+EDIS
2) 4.2, fully balanced, stage II heads, Crower 50299, tin head gasket (to rise compression to about 9.4) and ARP studs. Megasquirt MS1+EDIS
The quantity of money that every solution needs is absolutely the same.
The factors that shape the decision are essentially two: -type of power erogation (4.2 revs better and I prefer it), -reliability (maybe the 4.2 suffers a bit less from block failures, but the only engine that I actually know and for which I'm sure about its internal conditions is the 4.6).
My current exhaust system is composed by 4-1 headers+2.5" main pipe with a single Hooker muffler.
As said, the vehicle doesn't need a huge amount of low torque; it is about 1700/1800 kg, manual gearbox, 235/85 tires.
