Gege Blog 6.1 to 6.22 Michel at work on Engine A (f) .pdf

Nom original: Gege_Blog_6.1_to_6.22_-_Michel_at_work_on_Engine_A (f).pdf

Ce document au format PDF 1.7 a été généré par (4.0.11) / SAMBox 2.1.20, et a été envoyé sur le 15/06/2020 à 16:02, depuis l'adresse IP 78.146.x.x. La présente page de téléchargement du fichier a été vue 72 fois.
Taille du document: 10.5 Mo (117 pages).
Confidentialité: fichier public

Aperçu du document


Gege Blog English –

6.1 Michel at work on engine A - Michel au boulot sur le moteur "A"
(Texts in italics are by Michel ...)

Le Génie en herbe ... and some episodes of his eventful life ...a few episodes ... ...

Friday 22nd June 2012
André sent a good part of the engine (almost everything in fact) to Michel, the Mozart of mechanics, for a complete overhaul
... A magnificent box made home-made by André,


The crate dispatched Wednesday 20 June at 11:30 am, and received this Friday 22nd at 11:30 am in the south of Italy! Thanks
Fedex !!!
The mail sent by Michel :
the crate arrived at 11:30, without damage.
I unscrewed the 1000 screws and I lost 1Kg (37° in the shade).
So now it's up to me, I'll keep you informed about the progress of the work.


Wednesday, December 5, 2012
I have completely reorganised this page, in order to classify the different pieces of work by themes or subgroups,
(although not completely chronological, it will be clearer! )
Here are the contents of this Chapter:
Michel au boulot sur le moteur
"A" (22/06/2012 - 26/03/2013)


Michel Working Engine "A"


Michel Working Engine "A" ......Cylinder head

Bloc cylindre


Michel Working Engine "A" ...... Cylinder block

Bas moteur embiellage


Michel Working Engine "A" ..... Bottom engine

Pompe à huile "A"


Michel Working Engine "A" ...... Oil pump "A"

Pompe à huile "B"


Michel Working Engine "A" ..... Oil pump "B"

Carter d'huile


Michel Working Engine "A" ...... Oil sump

Coussinets de bielles


Michel Working Engine "A" ..... Connecting rod bushings

Collecteur d'échappement


Michel Working Engine "A" ..... Exhaust manifold

Pipe à eau

6 . 10

Michel Working Engine "A" ..... Water manifold

Pignon axe de boîte

6 . 11

Michel Working Engine "A" ..... Gearbox pinion shaft

Extracteur volant moteur

6 . 12

Michel Working Engine "A" ..... Flywheel extractor

Lève soupapes

6 . 13

Michel Working Engine "A" ..... Valve lifter

Montage à blanc ...

6 . 14

Michel Working Engine "A" .... Blank mounting ...


6 . 15

Michel Working Engine "A" ..... Fan

Pignons magnéto

6 . 16

Michel Working Engine "A" ..... Magneto sprockets


6 . 17

Michel Working Engine "A" ..... Magneto

Histoires de joints ...

6 . 18

Michel Working Engine "A"

Microbillage de pièces
Réparation du couvercle de

6 . 19

Michel Working Engine "A" ..... Bead blasting

6 . 20

Michel Working Engine "A" .... Repairing distribution cover

Contrôle de la distribution

6 . 21

Michel Working Engine "A" ..... Valve timing control

Remontage et Ajustage

6 . 22

Michel Working Engine "A” .... Reassembly and Adjustment

.... Seal Stories ...


6.2 - CYLINDER HEAD – Culasse
Friday, June 24, 2012:
This morning early to avoid suffering from the 32° at 10 o'clock I went to the workshop to start sanding the block and the
cylinder head, 40 hp of compressor came to end these layers of paint from 1924.

Thursday 14 October 2012 :
Cylinder head rectified, polishing of the inside of the combustion chambers of the cylinder head (Dremel-abrasive wheels and
elbow grease ).

High temperature black paint (850 °C)


6.3 - CYLINDER BLOCK – Bloc Cylindres
Sunday 24th June 2012 :
This morning early to avoid suffering from the 32° at 10 o'clock I went to the workshop to start sanding the block and the
cylinder head, 40 hp of compressor came to end these layers of paint from 1924.
After a good hour of sanding and sweating I am ready to mount the block on the grinder, first pass to remove the pieces of
studs until the grinding wheel starts to touch the block.
Passage over the whole surface to see the parallelism with the support plane on the magnetic plate, to touch the whole surface
I removed 0.03mm and you can see on the pictures the hollows which means that the block is hollowed out at the level of the
central exit of the exhaust.
I keep going down to grind the whole surface, I stopped at 0.09mm.
After that I turned the block over to make a slight touch up on the lower part where I removed 0.04 mm.
Cleaning of the block with a powerful degreaser then passage to the Karcher at 200 bars in all the pipes of the water circuit.
I think it would be a good idea to lower the upper part of the block by a few hundredths to recover the sinking at the level of
the two central exhaust valves.
I have now checked the valve guides, I think the previous repair was done by blind penguins.
I'll explain to you on skype the details.
Now I'm going to remove the studs in the block.
I have to redo the stud of the water pipe that I removed yesterday because of course it broke like all the others which have
lived so many years in the water.
I enclose the photos and film which are in the ascending order of work.
Have a nice day. Michel

Grinding the upper plane of the cylinder block : and the lower plane:

And the result:

The machine is German-made (I didn't catch the name) and dates back to 1939. Damn it, it's anachronistic!!


The last pass on the block parting line, where we can see of course that the intake valve seat (3rd from the right) has been
machined, either at the Citroën factory or during a later repair, completely out of place . Michel will re-drill the guide housings
to 16 mm and put in cast iron inserts, and of course grind the seats concentrically with the guides. The angle (30° ?) remains to
be found.

It will be necessary to grind on the block the bearing plane of the manifold which has in the centre a rough surface of original
unmachined cast iron, at the same time I will touch up the mounting surface of the intake manifold.

Regarding the increase of the cylinder head plane grinding it was necessary to eliminate the holes formed around the two
valves in the centre of the block, I had to lower by 0.25mm to reach an acceptable aspect.

To avoid piston interference with the cylinder head (which is very unlikely) we decided to lower the head by 0.25mm for safety

Monday 24th September 2012 :
After having placed the engine block on a machine with digital control to measure the constructive dimensions of the piston
and valve axis I noticed that, taking the centreline of the pistons as reference 0, the valve axis line is offset by +0.2mm and on
the other side -0.2mm.
So I re-bored the passages to 20mm (original diameter 19.5mm) which allowed me to have the two axes perfectly parallel.


Then I redid the lamination of the valve seats 30°.


Thursday, September 27, 2012:
Realization of new valve guides.
After determining the outside diameter (10mm) the guides are machined with GS3 cast iron.
The operations are as follows.

turn the outside to the foreseen diameter with a dimension of 10.02mm as these are interference fit.


drill the cantering and drill to the diameter of 6.8mm


pass the reamer diameter 7h7 ( code of the tool ) and cut the piece to the required length.

Friday 28th September 2012 :
Final result (with new valves)

Michel's Facom tool for lapping valves

the block on the lower casing

Sunday, October 14, 2012 :
High temperature paint (850°)

Cylinders with little wear have not been rebored and the pistons are original (André's decision), but the grooves of the top
rings have been ground, and all the rings are new to fit the grooves.

Drawing piston fitting
Dimensions engine block


6.4 - BOTTOM ENGINE CRANKSHAFT Bas moteur embiellage
Tuesday, June 26, 2012 :
André measures the mounting brackets on the aluminium lower motor frame on motor "B", so that Michel can repair the one
on motor "A". One leg broken too ... but on the other side! This seems to be frequent on these motors fixed rigidly on flexible


Sunday, September 23rd, 2012 :
Sandblasting of the lower part under the engine block, simple operation without particular difficulties.
This aluminium part is of a rather porous quality considering the techniques of the time, sand casting with not very precise

Friday 26th October 2012 :
Repair of the oil breather (aluminum)
Top left, a very sick breather. Below, a breather falling to dust...

Two oil dipsticks

See the drawing of the oil breather

… an the result :


Sunday, November 11th and Tuesday, November 19th, 2012:
Repairing the lower engine leg...

milling the broken parts to have a normal geometrical shape.


build an aluminium block


place and adjust the aluminium piece


aluminium piece welded on the engine support.


machining to restore the original shape.


Drilling of the hole


6.5 - OIL PUMP A - Pompe a huile A
Saturday 27th October 2012
Repair of the oil pump.



Sandblasting of the pump and its cover. .


Rebuilding of the internal part of the pump, the external walls of the pump were strongly worn by the vanes.
adjustment of the vanes on the lateral side to eliminate the clearance between the impeller blanks and the casing.
re-boring the impeller shaft passage to place a new ring to eliminate the clearance on the axis of the impeller.


construction of a new bronze cover (press assembly) this cover can't be dismantled anymore by knocking on your desk


running-in and test with oil OK

Wednesday, December 26, 2012
The problem of poorly adapted seals , they need to be adjusted

Here is an excellent site ( about the 5HP (it seems to be still under construction unfortunately),:

See : excellent site about 5HP

and in particular the principle of engine lubrication.

See : engine lubrification principle.

The rotor of the oil pump has too much play in its housing to ensure a perfect lubrication, Michel makes a new one ...

The original on the left, the new one on the right (the hole for the pin and the lubrication groove still need to be machined).

Diagram of the oil pump. Here is a diagram of how the pump works. Blue is the oil sucked in, red is the oil discharged. Michel
has added a tiny spring between the vanes, so that they are pressed against the faces of the housing even at low speed, when
the centrifugal force is not yet sufficient...


And the flow rate now seems satisfactory:

Michel has also repaired two oil level taps:



6.6 - OIL PUMP B – Pompe a huile B
Sunday 27 January 2013
Michel is still not satisfied with the flow rate of the oil pump of engine A. He thinks that the bottom of the rotor housing is
insufficiently ground, which causes leaks that are detrimental to the flow rate. Before resuming this rectification, he went with
the pump of engine "B" to his friend's house to do the rectification on a digital control machine, more precise than the ones he
has at home.
Previously, he had re-bushed the pump cover (which had already been re-bushed in a previous life of the engine), where the
rotor axis passes through. He let the bushing protrude slightly inside.
The rotor is less worn than that of pump "A" (he had to redo it) . In this case he has only slightly rectified the diameter passing
through the bushing, and the bearing face of the rotor against the bottom of the pump cover:

: à huile B/DSCN1255.JPG
On the pump cover, the housing of the "plug" (which will be remanufactured) has been slightly widened and cut to the same
depth as the grinding of the pump bottom machined to a hundredth. (This same work will be carried out later on pump "A").
The rotor housing has been very slightly "smoothed", without attacking the point where the rotor is strictly tangent to the
housing. In the case of pump "A", there was too much play on the original rotor at this point of tangency, hence the need to
remanufacture a complete new rotor. à huile B/DSCN1252.JPG

28 à huile B/DSCN1254.JPG
A short video of the machining process: à huile B/usinage pompe.wmv
And a short video of the test, extremely conclusive. à huile B/essai pompe B après usinage.wmv


6.7 – OIL SUMP - Carter d'huile

Not much to say about it, it is in excellent condition, but André had to strip with a hammer and chisel the dried mud mixed
with oil between the fins, and also the old muddy oil inside . The result is already appreciable ..

Sent to Italy, Michel is polishing it with bead-blasting...

Repair of the drain plug, it was badly damaged (thanks to the Sunday mechanics ...):


There was a small grid that disappeared,

Michel replaces it with a magnet (from a hard disk !), and the plug is closed by a hollowed out part...


6.8 – CONNECTING RODS BUSHES -Coussinets de bielles
Here is the first procedure, which did not give satisfaction ...

Méthod 1

Juin 2012 :

Hello, everybody,
manufacturing process completed, still to be done!!!!
text follows.... in the meantime see if you can find the working method.


Tool construction work for the manufacture of connecting rod bearings.

build the tooling composed of a Morse taper n°3 ( B on the drawing) which fits into the lathe spindle.


build the part A and H


Assemble part A on the taper B, mount the whole thing in the lathe spindle and make the bore where the bearing will
be housed afterwards.
construct a spacer D to keep the bearing outside in order to execute the groove E.
cut out the material in which the bearing will be machined fig1.
cut the block in two half moons fig2 (blade 2mm thick) photo 0023-0024-0025-0026.





solder with tin fig3.
make the center holes perfectly in the cutting plane fig4.
turn the assembly to a diameter of 45.5 or 46 (to be defined) tolerance 0 -0.02.
place the blank in the tooling and execute the groove E.
place the blank and block screw 6 to machine the 35mm bore 0 +0.02

As you can see on the pictures I cut 8 of them in case I miss one.
I enclose a small sequence


Today the temperature in the workshop was 44°.
Probably I'll start construction tomorrow, I'll take some pictures during the work.
Ps: I haven't cut my fingers yet.
I'm sending the pictures to skype
Michel builds "flanges" to hold the two halves together and to be able to dig the outside of the bearings on the lathe.



But there is a problem: the connecting rod caps and connecting rods are not perfectly round,

and when the connecting rods are tightened on the crankshaft, they are blocked ...
So they must be rectified


Méthod 2

October 2012:

cut the material in which the bearing will be machined.


cut the block in two photo half-moons (blade 2mm thick)


Plane the surface of the two half-moons.


Drill two 6mm holes on the height (not exceeding) in the cutting plane.


hold the two parts with a grip pliers and drill the two 6mm holes, heat to about 350°C and introduce tin wire to fill the


turn the assembly to the diameter of 45.5 or 46 (to be defined) tolerance 0 -0.02.
grind the inside of the connecting rod head to have a perfectly round diameter.


Turn the outer groove of the bearing so that it can be placed in the connecting rod.
Mount the bearing in the connecting rod and make the oil passages and the cap locking screws.




manufacture of connecting rod head screws and nuts

- mounting the connecting rod on the centring base and drilling a 20mm diameter hole


tool change on the milling machine (boring head) and bring to the diameter of the crankshaft journals



machining of lubrication grooves


countersink the chamfers on the edge of the bearing halves


mounting of the crankshaft on the lathe to check the operation


tooling necessary to do this work


final result, with new spoons well set





Collecteur d'échappement

Mardi 26 juin 2012 :
Tuesday, June 26, 2012 :
André picked up the exhaust manifold, which we had broken when we dismantled it. He's going to send it to Michel, to see if
there's a way to reweld it. We have taken some measures in relation to the other engine ("boat") which seems to be
completely undetachable because it is so rusty



Thursday 28th June 2012 :
New message from Michel:
Hi Gerard, and André
I saw the measurements you put on the site, for the exhaust manifold ; from what I see on the pictures there is no problem ...

Saturday, July 07, 2012
Hi, Gerard,
I finished the resurrection of the exhaust manifold, being in a very bad condition I was not very confident about the result,
especially of a very old cast iron that had overheated for many years.
More than an hour of preparation and a good half hour of welding the result is perfect.
The cast iron behaved very well during welding.
see you tonight, kisses
MichelAnd the mind-blowing result:


Sunday, October 7, 2012:
making the outlet of the manifold

Sunday, October 14, 2012:
High temperature black paint (850 °C)



Pipe à eau

Friday, June 22, 2012:
This pipe had resisted us, but Michel obviously managed to dismantle it!

Sunday June 24th 2012 :
I have to redo the stud of the water pipe I took out yesterday because obviously it broke like all the others which
have lived so long in the water.
I re-soldered the pipe that was cracked on both sides, a process of depositing Nickel powder with a special torch.


As new !


6.11 – GEARBOX PINION SHAFT -Pignon axe de boîte
Repairing the front gearbox input shaft and turbine nut
See here .. Here to disassembly
This part has a left hand thread so when it is not specified the more you want to loosen it the more you tighten it and the more
you get upset and at the end you use the wrench to disassemble the pipes and this is what happens.

The repair afterwards is not obvious but for the regulars of the Paris-Dakar it's a walk.

Turbine nut on the front half-shaft (clutch side) of the drive shaft.

Sandblast the rear half shaft (rear axle side) of the input shaft and repair the keyway of the gearbox shaft : re-weld the shim
groove and mill to 4mm


NB (September 2016): these half shafts will finally be replaced by those of the F box in better condition ...see Here


6.12 – FLYWHEEL EXTRACTOR - Extracteur volant moteur
Monday 23 April 2012
In order to be able to remove the flywheel without damaging anything and especially without hammering it, we have
designed and built a special extractor for this operation.
It is possible that at that time this tool existed but no documentation could be found.

Extractor drawing 1
Extractor drawing 2

(see also here )

Aperçu du document Gege_Blog_6.1_to_6.22_-_Michel_at_work_on_Engine_A (f).pdf - page 1/117
Gege_Blog_6.1_to_6.22_-_Michel_at_work_on_Engine_A (f).pdf - page 2/117
Gege_Blog_6.1_to_6.22_-_Michel_at_work_on_Engine_A (f).pdf - page 3/117
Gege_Blog_6.1_to_6.22_-_Michel_at_work_on_Engine_A (f).pdf - page 4/117
Gege_Blog_6.1_to_6.22_-_Michel_at_work_on_Engine_A (f).pdf - page 5/117
Gege_Blog_6.1_to_6.22_-_Michel_at_work_on_Engine_A (f).pdf - page 6/117

Télécharger le fichier (PDF)

Gege_Blog_6.1_to_6.22_-_Michel_at_work_on_Engine_A (f).pdf (PDF, 10.5 Mo)

Formats alternatifs: ZIP

Documents similaires

gegeblog61to622 michelatworkonenginea f
lubrication 5hp eng
gegeblogenglish tableofcontentsz 1
for4 sec1 4 1
fiche coupe de marques r300 v2
74 77 tech specs part 3

Sur le même sujet..