Friday, December 25, 2009

its finished...but...i am out of money....




ok .... so after numerous obstacles...the engine is together...the problem? i am out of money!!!! but i have an engine block, cam, pistons, rings...all the "stuff" assembled...painted...ready to re-install back into the car...but i am out of money...Christmas, lawyer payments, a septic tank that went bad last month...etc, etc....the point? i am out of money!!

Sunday, December 20, 2009

this is where some assembly required....begins...

is this a pile of shit...or...a christmas dream? well, that depends on your perspective...(read that as gender!)...the engine problems i have encountered have been...well actually mild...but aggravating...in a joyful sort of dysfunctional way...the pictures below illustrate the magnitude of obstacle the machine work has created...i have what seems like a ton of stuff to assemble but i can't because of something that relates to the engine rebuild...


the photo above is of a variety of parts...rear windshield rubber seal, rubber trunk seal, sunroof seal, 5 speed accelerator cable, and the plastic (chrome) piece that inserts and surrounds the front windshield...i have the rear and front windshield rubber seals pulled and ready for removal so that paint can be evenly applied...but i have NO room to store the glass safely in my small garage...


The photo above is Thermo-Tec Acoustical & Heat Control Mats are designed for keeping excess heat and noise from your vehicles interior... in addition to the polyethylene film, these mats have a foil surface that provides direct protection from radiant heat...these mats are great for use on firewalls, floorboards, and doors...the suppressor mats feature a high temperature adhesive backing and are easy to trim for an excellent fit...and the picture below is what i hope my engine compartment looks like after installation...installation pending*





these are the venerable dual 40/40 DCOE Weber sidedraft carburetors, converting my 320i to a more european 320 featuring carburetor aspiration, and increased compression with domed piston heads. The DCOE weber carburetor is a simultaneous opening twin-butterfly sidedraft design, and in my opinion the most reasonable, and sensible fit for an M10 engine, but in particular an M10 with a 292 duration cam. as the model name implies, the main throttle bores are 40mm. contrary to popular belief, this is not an unreasonable setup for the street...


The Steering wheel above and below is an absolutely gorgeous example of Gustav Petri Steering Wheel that was offered from the factory as an option on the BMW 3.0CSL/3.0csi, 2002tii & Turbo, and the 320iS, it was available in 350mm, 380mm and 400mm diameters. This steering wheel is very hard to find in any condition, what makes this one rare, is that it is the rarest 350mm diameter, but on top of that this steering wheel is in mint condition, it is hard to believe it has seen any use at all as it could literally pass for new, the leather is perfect, no a scratch that I can find! All the seams are perfect, the smaller rare center BMW logo is really nice.



this radiator is perhaps one of my favorite things assembled so far...this is a custom made polished aluminum radiator made by ireland for the BMW 2002...these have correct front mounting flange and correct hose locations...they are also wider than the standard radiators similar to the turbo radiator so you must drill a couple holes for the mounting bolts...and cut the actual radiator opening for some extra width....OUTSTANDING product...and i hope this will protect "Otto" from any potential cooling problems...and it looks really cool.

the picture above is evidence of the enormous amount of time, tape, wire conduit, and wire ties i have used on the existing wiring harness...

the pictures below illustrate a combination of front air dams/spoilers i have and am considering for the front end...my concern is that often...less is more so i'm not sure if both will be installed...we'll see...



Thursday, December 17, 2009

a fish hook in my finger . . .




i am not a virgin when it comes to restorations...and i suspect that if you are reading this blog about restoring an older bmw . . . you aren't a virgin either! . . . i have been down this path before...HOWEVER, i am at a point that is like having a fish hook stuck in my finger...

it will hurt to take it out...or solve the existing problems...

it will hurt to leave it in my finger...or abandon my project...

i spent money with a reputably considered vendor...the quality control of the rings manufacture is suspect...ireland engineering sold me deves piston rings...and (here)...as a part of the piston configuration there are two compression rings top and bottom with an oil sealant ring in the center...the manufacture shipped rings that are .0070 end gap instead of the more typical .0030 end gap . . . creating a potential oil consumption issue on a new rebuilt (read that as costly!). . . discussions of what is correct OEM specifications have occurred...what was delivered actually delivered...what was in the packaging...blah, blah, blah...add to all this the time and cost of this needless delay is..well like a fish hook stuck in my finger...

this engine has been a serious pain in my ass...

Thursday, December 3, 2009

end gap spacing






excessive end gap spacing of the oil sealer ring the fits in between the 2 compression rings on the piston . . . this is am manufacture error . . . that is not within the manufacture's minimum tolerance . . . notice that the end gaps are also cut on an angle instead of a simple straight cut within the manufacture's minimum tolerance . . .

the last photo in this post is after the main crank shaft installed...the photo is without the connecting rods and pistons being installed...this is at the point of fitment, measurement, and alignment . . .

vinyl




i really like the graphic work done on this mazda miata...mx5 that i saw in the beaver valley mall parking lot yesterday...i would like to get some of these vinyls to put on the 320i