June 2003

Early in 2003, my car melted yet another piston. Instead of this being a "problem with the car", it is because I bought a really crappy engine in 98 and have been struggling with excessively high compression ever since. I've had damaged head gaskets and pistons ever since.

Rather than continue with this, I decided to take the opportunity to replace the engine.

What I got was a 1987 block with crank at about 60,000 miles. There was no measurable wear in this block, and it's all standard size (no overs or unders). All 4 cylinders were "C". When the engines are built, the actual  bore size is measured and tiny variations are handled by letter codes. This just means that all 4 cylinders were as close to identical size as possible. I got 4 brand new pistons and installed them on my T2 rods. I then balanced each one to be the exact same weight on my scale, which is accurate to 1/10th of a gram. I needed to remove about .5 grams from each of two rods, which was easily ground off of casting flash on the edge.

New Clevite 77 rod bearings and Hastings rings completed the moving mass. Bearing clearances were measured and exactly within factory spec. All new seals were installed, rear and front main, intermediate shaft, camshaft, oil pan and valve cover. Since I plan to run Mobil 1, I didn't want seals leaking all over. I also crossdrilled the head and transferred my existing roller cam and followers into it.

While I was at it, I also took this opportunity to replace the K-frame and driveshafts. The 87 k-frame was cracked where the sway-bar retainers bolt in, also the right-side ball joint was extremely loose, all 4 CV boots were cut and leaking, and they were both making clicking noises. I'd had the new driveshafts sitting in boxes for almost 2 years, and the 89 K-frame for almost as long.

As with the engine parts and the engine bay, I took the extra time to clean, degrease and paint the new suspension pieces. This was not so much cosmetic, since people don't normally look at your suspension hardware, but for corrosion protection.

Total time for this engine swap has been much higher than it should be, but I've been working on suddenly restricted time. My garage is extremely tiny, too. It doesn't make for a quick job when you're trying to be a perfectionist, either.

As of June 23, 2003, I have the new block mated with the transmission and installed. I know most people would prefer to install a full engine, but I've done the head install often enough that it's easy for me. Also, I only wanted to be manipulating the mass of the block while connecting it into the transmission. It is possible to get it finished for tonight, but most likely it will be tomorrow night (June 24).

Hopefully, this is the repair that will last for years without constant breakage.

July 2003

The engine has been running fine for a few weeks, and I've even taken it on a highway trip. Edmonton is about 3 hours away, and I went there and back with a friend to pick up his 88 Shelby Z. That car was a good deal: $1800 (Cdn), and it has only 154,000 km (95,000 miles).

My car performed flawlessly throughout the trip, demonstrating a smoothness and power that I haven't experienced since the original engine was in the car. The temperature outside reached 90 at some points but the ATC kept the interior the same temp, nice and comfy.

I do have a slightly damaged crab wheel that I'd LOVE to find a replacement for. The slight vibration it adds at highway cruise is very annoying. (if you're reading this and know where I can find one, that is a hint)

Prior to the trip, I had 1000 km on the new engine. I checked compression and it was exactly 120 across all 4, so I changed the filter and filled it with Mobil 1, 15W50. Pressure is good, and not one single drop has leaked from anywhere. I also put in Prestone's Extended Life (DexCool type orange long life coolant) and with the 180 degree thermostat, it is running cool.

August 20, 2003

This engine is still running great. I can finally rely on my car again. Still haven't dripped a single drop of the precious Mobil 1, and other than that CURSED oil fill cap, no oil is oozing anywhere either. After over 2000 miles, compression is just a tad over 120 all across.

We've peaked out at a high temperature of about 40C (104F), in spite of the "official" temperature in town... that is what my home and car thermometers showed. No heat related issues, and that's about as hot as it ever gets here (3500 feet makes a difference).

The other day my odometer turned over 333,333 km (just over 200,000 miles) . I'd say the car has lasted pretty well. Looking forward to just as many miles in the future, but faster ones.