Here’s one half of the cases plonked onto the table of the Denbigh mill. You can see the flailing belts which have to be hand pulled to help start the motor to the rear of the machine!
The boring head in the photo will automatically expand to perform a facing operation. It was second hand and hasn’t been used yet, plenty of old stuff that ‘might come in useful one day’ is being pressed into service – and it’s good to see. Shed recycling to save the planet 💪
The second set is being drilled and the second timing case milled. Once those jobs are complete, we can look closer at fitting locating dowels. Finally, we will come back to the Denbigh….
Well not yet, but one set of cases has been drilled and assembled by the shed faires. They were busy while I was on holiday!
The machine in the background is the Denbigh Mill. It has the capacity to machine the bore and face off the throat, which even the Bridgeport won’t manage.
It’s an old machine and in breach of just about every health and safety regulation ever written! (So I tend not to use it). But with common sense and due care ut should do a good job for us.
In parallel I’ve been facing the timing cover, which is quite tricky to mount – but one I have a flat face the rest should be easier. Making 2 complete sets of cases isn’t much extra work, and a spare set will definitely be worth having.
(They’ll make a good ornament/doorstop at least!).
The drive side case was first up for fly cutting the mating surface. Bob mounted it to the table and did the faffing about getting it level, but in fairness the casting was pretty straight. I did a dry run of the tool path and when that was complete there was no delaying it. Time for the first cut!
The mighty Bridgeport performed admirably and 20 thou cuts were a breeze. I showed Bob how to start the program and after a couple of goes he was away. We had to take about a quarter off the height, which didn’t take too long at all.
Loads of man glitter kicking around now, so I need to be careful not to get it round the house. Swarf gets everywhere doesn’t it??
Weighing in at 26.7kg, one full set of cast engine cases. I weighed them as I wanted to know how much metal gets removed when I machine them. There’s a generous allowance for machining and they’re quite heavy, so hopefully I’ll get to under 25kg.
I had a couple of sets cast and heat treated, so I’ll machine a spare set. The spare can be used for a mockup engine with a barrel for dimensioning the frame. But that’s a way off as there’s plenty of machining to be done. Bob and I will work together on the Bridgeport.
For a while now locating the last few bits from the mights Bristol Hercules engine I need has been playing on my mind. A pair of washers snd circlips for either side of the piston. Not huge items but hugely important and a pain to have to make.
I needn’t have worried. A quick call to Patrick at Maddison 4×4 (who does beautiful restorations of aircraft engines) and very generously they arrived next day! Amazing how the universe works sometimes, thank you Patrick!
Last on the list is the castings, which will be ready for collection on Thursday. Can’t wait!
The cases have been cast, along with a batch of Aston Martin gearboxes 🙂 They’re away being heat treated and I’m expecting them back in a week or so. Not much more can be done until then, the mighty Bridgeport CNC conversion is patiently waiting!
While we’re waiting for the cases to be cast and heat treated, I’ve started to write some GCODE for fly cutting the mating faces. With such large components travel on the Y axis is very close to the limits, so a trial run over a set of drawings is a must!
The position of the spindle centre is also critical, and this afternoon I brought it forward. I hadn’t done this before but it was fairly straightforward and with Bob’s assistance now in the right place. Bob remains unconvinced that CNC is better than handle twiddling!
I think we’re going to be ok without resorting to larger machines. Great news as it is VERY close to the limit!