Hi, newbie here.
Just bought a nice 1967 spitfire but concern about engine number as its on a raised pad which i
thought came in later. Matched frame and engine numbers only 3 numbers after a65sa .
Could it be replacement crankcases from blown engine ?  And would this effect its value drastically or not.
Cheers guys

I will be looking for studs for the B40, some are not available but the longer by 1/2" are so will get them and re die the thread down and shorten the excess. quicker than waiting for a new batch to be made.

 

Something that I did many years ago on a spinning pulley wheel. Old very heavy machine meant a very time consuming(and shekels) strip to effect proper cure.

Position it with your cotter pin the drill two holes opposite each inwards from the end at the join in the two items. Tap the holes to suit and put in grub screws. If your bits are shot anyway it is a no loss situation They will act as keys.

Mike

Thank you for you replies, I will be an expert by the time I sort this out.

I will set valve timing back one tooth (Splodges suggestion)   and set valve clearance.    0.015"

see if this gets me near to the Cam 357 (inlet valve opening) 51   68

If problem still exists I will check for Air leaks and contact Amal to check carb components specification


 

My problem is I do not know what work was carried out during engine overhaul, due to the chap been deceased. so they could be worn parts but everything that a can see seem in good condition Pinions bearing (plain) etc have no signs of wear.

I look at the Cam shaft with endoscope and shows no visual signs of wear and there is no lateral or radial movement on the Cam Pinion

the question is, is the inlet valve opening time, which seem more than the setting effecting the over fuelling.

The compression is good about the same as yours Julian


Cheers

Mark

 


 

I suggest setting the tappets at 0.015 inch and check the timing again.

That is the figure BSA give for checking Super Rocket valve timing in the 1962 Data book. Attached below.

Be aware that the whole of your valve train needs to be perfect condition to get near the factory quoted figures.

Wear on the rocker assembly, the followers, the cam, bearings and bushes and pinion backlash also cause variations. One degree of movement lost at the cam pinion means two degrees out at the crankshaft pinion.

But if it ran OK for the first 800 miles, unless the cam and followers have suffered significant wear in that that time I cannot see that you have a cam problem.

On the compression test - using a simple Gunson tester on my alloy head A10 with Gandini 8.75:1 pistons (actual ratio will be a bit higher as head skimmed due to a warp) and 356 cam - warm engine, throttle open and 4 kicks gives me 160psi.