A while back I picked up a complete Javelin engine, casting in the 7000s and RO in the 13000s. I was delighted to find on getting the heads off that the casings are in immaculate condition, with absolutely no corrosion at the surfaces with the heads. Instead, it is the central alu locating pieces which hold the liners which have totally disintegrated, on both sides. Never seen this before myself, though logically it must happen.
These cases could make up a potentially great spare engine, obviously. But the cylinder head bolts which go down through the inlet water ports are very significantly corroded. What should I do?? Perhaps leave well alone?
I cannot imagine unscrewing them, at least the bottom sections will break off. Thus I will need to get them out with tube cutters, and presumably helicoil to replace the studs. What have others done facing this problem?
Would appreciate your advice. THANKS Vic
What to do about the studs which go through the water inlets
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vicboddy
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- Joined: Thu Jan 10, 2008 10:48 pm
- Your interest in the forum: Information. I have spares which have helped club members in the past. Obtaining info on equivalent parts, eg where to find shock absorbers for a Jupiter
- Given Name: vic
- Location: Hambers France
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Mike Allfrey
- Posts: 491
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- Your interest in the forum: It is a good vehicle for getting Jowett information to others.
- Given Name: Michael
- Location: Melbourne, AUSTRALIA.
Dear Vic,
My engine features these studs and, they looked mighty at home for good. I had the two crankcase halves soak in a hot parts wash tank for a couple of days and the studs came out using a stud removing socket. They were reluctant, but once on the move, came out quite easily amid gasps of relief. The crankcases were still hot.
I had new stainless steel studs made. the portion that traversed the inlet opening was ground dow to just below the thread roots and smooth finished.
I don't think they interrupt coolant flow too much. I attended an engine tuning presentation given by the late, and great, Phil Irving - of Repco Brabham and Vincent HRD fame. Phil's Formula 5000 Holden based engine featured butterflies and spindles in the intake tracts. Someone asked why he had not opted for throttle slides. Phil's answer was that throttle butterflies were not so prone to sticking as were slides. He also argued that airflow was improved passing over the butterfly spindles. Quite interesting.
I installed the stainless steel studs with a smear of Loctite 518 Mastergasket, to prevent coolant migration.
Regards,
Mike Allfrey.
My engine features these studs and, they looked mighty at home for good. I had the two crankcase halves soak in a hot parts wash tank for a couple of days and the studs came out using a stud removing socket. They were reluctant, but once on the move, came out quite easily amid gasps of relief. The crankcases were still hot.
I had new stainless steel studs made. the portion that traversed the inlet opening was ground dow to just below the thread roots and smooth finished.
I don't think they interrupt coolant flow too much. I attended an engine tuning presentation given by the late, and great, Phil Irving - of Repco Brabham and Vincent HRD fame. Phil's Formula 5000 Holden based engine featured butterflies and spindles in the intake tracts. Someone asked why he had not opted for throttle slides. Phil's answer was that throttle butterflies were not so prone to sticking as were slides. He also argued that airflow was improved passing over the butterfly spindles. Quite interesting.
I installed the stainless steel studs with a smear of Loctite 518 Mastergasket, to prevent coolant migration.
Regards,
Mike Allfrey.
E0 SA 42R; Rover 75