We're working with a seven...
We're working with a seven main bearing 200ci six that was assembled in December 1964, right before Gary's Mustang was bucked and assembled. Sitting around for more than 30 years didn't do Gary's engine much good. Despite protected storage, an engine sitting idle for many years isn't a good thing. Moisture and debris collect inside, causing corrosion issues, even in a dry garage.
When word came across our desk that Gary Schweitzer was going to restore 5F08T383386, one of the convertibles used for the Magic Skyway at the Ford Pavilion during the '65 New York World's Fair, we were eager to be involved. The resurrection of Gary's six has become a team effort involving National Parts Depot, JGM Performance Engineering, Federal Mogul's Speed Pro division, Pony Carburetors, Scott Drake Reproductions, Mustangs Etc, and The Eastwood Company. Everyone involved was eager to take part in a groovy slice of Mustang history.
To get his six-cylinder rebuilt, Gary needed to get it from west Michigan to JGM Performance Engineering in Southern California. Scott Halseth at the Michigan National Parts Depot store offered to place the engine, transmission, and rear end on one of their trucks for the journey. Our thanks to NPD for helping with the transport. NPD also supplied most of the engine components, including rebuild parts from Federal Mogul Speed-Pro and Fel-Pro.
When we arrived at JGM, we didn't know what to expect from an engine that hadn't run in 30 years. Even though it only had 35,000 miles on it, we weren't sure how it was treated when it ran prior to 1978 and we didn't know how it had been affected by three decades of storage. In this segment, we're going to tear down Gary's six and determine needs, plus perform cylinder head work to get it into the 21st century. Next month, we're going to assemble Gary's engine using JGM's best assembly technique.
Gary's six has its original...
Gary's six has its original Carter fuel pump. We're going to carefully remove and check with Mustangs Etc. about both a kit and rebuild. It also needs a new filter can.
Although we're confident the...
Although we're confident the engine castings are original, it was great fun to check them. Here's the cylinder head casting date of "4L17," indicating November 17, 1964, at the Cleveland foundry. Gary's head and block were cast at Cleveland and assembled at the Dearborn Engine Plant, where Ford also built FE big-blocks.
Although Gary's engine has...
Although Gary's engine has just 35,000 miles, it was not well cared for. Sludge levels were high, indicating a lot of stop-and-go driving coupled with infrequent oil changes. Ford sixes with hydraulic lifters had both adjustable and non-adjustable rocker arms depending on when they were produced. This engine has adjustables. Non-adjustable rocker arms for the 200ci six are hard to come by. Adjustable rocker arms utilize a cup-style pushrod for the adjustor where non-adjustable pushrods have rounded tips on both ends.
Cylinder head removal demonstrates...
Cylinder head removal demonstrates what time can do to a stored engine. Even under the driest of circumstances, rust consumes an engine. These engines had steel head gaskets to begin with. This one will get a Fel-Pro composition head gasket for better sealing.
Here, Jim Grubbs removes Gary's...
Here, Jim Grubbs removes Gary's Autolite Loadomatic single-point distributor. Jeff Lattimer at JGM will rebuild the distributor and get it like new along with dialing in the tuning. Watch for this rebuild in a future article.
Because pistons and cylinder...
Because pistons and cylinder walls are of dissimilar metals, they corrode and tend to bond together when an engine sits for a long time. We had to use penetrating oil in each cylinder to free the pistons. Cylinder wall damage was so bad on the No. 1 cylinder that it had to be sleeved. Cylinder sleeving runs approximately $100 per bore depending on shop rates.
The amount of sludge in Gary's...
The amount of sludge in Gary's oil pan was remarkable, again due to infrequent oil changes when it was running long ago. Gary's oil pan was rusted beyond repair so we ordered a new one from National Parts Depot.
JGM removes the harmonic balancer...
JGM removes the harmonic balancer using a standard puller. Damper Dudes will rebuild Gary's original balancer to like-new condition.
Timing cover removal is easy...
Timing cover removal is easy using a 3/8-inch socket. The water pump has already been removed.
Here's the factory timing...
Here's the factory timing set. There's always debate over whether or not to use an oil slinger (on the crankshaft). Always reinstall the slinger if you're going with a stock timing set. Only when you use a dual-roller timing set do you delete the slinger. The slinger serves two purposes-to keep excess oil away from the crank seal and to lubricate the timing set.
Cam retainer removal is next...
Cam retainer removal is next using a 1/2-inch socket. Take note of how the retainer is installed.
Because Gary's engine has...
Because Gary's engine has seized, we're going to have to remove the crankshaft first. All rods are disconnected as shown along with main caps.
We were surprised at the poor...
We were surprised at the poor condition of rod bearings, which were down to the copper.
Main bearing wear wasn't good...
Main bearing wear wasn't good either, with some evidence of oil starvation.
The No. 7 main journal shows...
The No. 7 main journal shows evidence of rust from sitting. Gary's crankshaft will have to be polished, but wear wasn't excessive enough to warrant grinding. This one still has the factory rear main rope seal.
Piston rings are seized in...
Piston rings are seized in the grooves, as expected. This is why firing an engine that has been sitting a long time normally results in oil smoke and a lot of noise.
Camshaft removal happens after...
Camshaft removal happens after crank removal because access improves.
This is our seven main bearing...
This is our seven main bearing block, which is ready for plug removal and deep cleaning prior to machine work. We're going to bore each cylinder .030-inch oversize. Our original plan was .020-inch oversize, however the cylinder walls were deeply pitted.
Parts were cleaned in a parts...
Parts were cleaned in a parts tumbler to like-new condition. JGM Performance prides itself on having one of the cleanest systems around, which means minimal offense to the environment.
National Parts Depot sent...
National Parts Depot sent us a complete AMK engine assembly fastener kit (No. 6000-1K). This is how you dress an engine up without wasting time having to clean hardware.
The 200 six's original iron...
The 200 six's original iron head was cleaned up in a special JGM process that makes iron and aluminum castings look new. Jim has installed bronze guides so the head is ready for valve seat machining. Bronze guides offer improved oil control.
In the 1960s, exhaust valve...
In the 1960s, exhaust valve faces and seats were lubricated with tetraethyl lead in gasoline. Beginning in the early 1970s, oil companies began removing lead from automotive fuels to help lower air pollution levels. Automakers began using hardened exhaust valve seats as a response. When rebuilding a vintage Mustang engine, cylinder heads need hardened exhaust valve seats and new valves. Here, JGM cuts the original iron exhaust valve seat in preparation for the steel insert.
Here, the hardened exhaust...
Here, the hardened exhaust valve seat has been pressed into place with a process known as interference fit (or pinch fit).
JGM cuts a standard three-angle...
JGM cuts a standard three-angle exhaust valve seat. Most important here is valve cooling, with as much valve to seat contact as possible.