01-03-2020, 08:13 PM
Once again, I must say thank you for all the advice and also for the particularly kind offer of the special tool to machine the crankcase.
I believe that I have now reached the point where I know what I am going to do. Camshaft end float is within limits at 2 thou and there are no shims behind the crankshaft gear. The two gears currently line up perfectly which tells me that, irrespective of the Phoenix crank, the crankcase has been properly machined with the new lip in the correct place. If I now take some meat off the crankcase to move the crank forward, not only will I spoil it for any future crank of the correct dimensions, but also I shall have to take some meat off the back of the crankshaft gear to make it line up once more with the cam gear wheel. I do have a definite gap, albeit a small one, between the worst little end and its gudgeon pin boss so the con rod is not actually forcing the piston against the cylinder wall.
On balance therefore, I propose to follow Jim's advice and leave well alone. It is a road car in which I hope to do some very modest trialling one day and, whilst the bottom end is not perfect it will probably suffice. There is also the very strong possibility that I would do more harm than good trying to remove the crank from the crankcase.
If, following my decision, the engine goes bang soon after the car is back on the road, I'll let you all know that it was the wrong decision!
My sincere thanks to everyone for their help and advice,
John.
I believe that I have now reached the point where I know what I am going to do. Camshaft end float is within limits at 2 thou and there are no shims behind the crankshaft gear. The two gears currently line up perfectly which tells me that, irrespective of the Phoenix crank, the crankcase has been properly machined with the new lip in the correct place. If I now take some meat off the crankcase to move the crank forward, not only will I spoil it for any future crank of the correct dimensions, but also I shall have to take some meat off the back of the crankshaft gear to make it line up once more with the cam gear wheel. I do have a definite gap, albeit a small one, between the worst little end and its gudgeon pin boss so the con rod is not actually forcing the piston against the cylinder wall.
On balance therefore, I propose to follow Jim's advice and leave well alone. It is a road car in which I hope to do some very modest trialling one day and, whilst the bottom end is not perfect it will probably suffice. There is also the very strong possibility that I would do more harm than good trying to remove the crank from the crankcase.
If, following my decision, the engine goes bang soon after the car is back on the road, I'll let you all know that it was the wrong decision!
My sincere thanks to everyone for their help and advice,
John.