Preparation of the engine components had been completed prior to this first engine assembly by various people and businesses. As usual Gord Watt looked after the pouring and machining of the main bearings, and pouring the babbitt for the connecting rods after the machine work on the block and crankshaft was completed by Alberta Chrome & Grind of Calgary. Ted Wheel of the Antique Car Club looked after machining the babbitt bearing surfaces of the connecting rods along with the wrist pin bushings. As Paul and Kathy had already cleaned, painted, and organized all the engine parts and components, it left nothing to do but start assembly.

The engine block was set up on a modern engine stand for ease of assembly. Gord Watt along with Dan and Paul set about installing the crankshaft. As the main bearing clearance to crankshaft had previously been set during the main bearing boring procedure, it was not necessary to repeat that step.

          

The rear main bearing oil seal required special fitting, as the crankshaft used for this engine is the "Diamond Style" forged steel rather than the cast steel crankshafts that were used in the later years of manufacture. For some reason the oil slinger was found to be of a different diameter. The experts of the engine overhaul team demonstrated the correct method to be used to align the cotter pin holes of the main bearing bolts along with the proper torque procedure and cotter pin installation. Modern style adjustable valve lifters were selected to be installed, which requires considerable work. Original style two piece valve guides were used after the outside flange of each guide set was machined down to allow the guide to seat properly in the block. (covered by separate article)

Installation and adjustment of the valves consumed all afternoon, and even then it was found that three intake valves, due to valve recession, were going to require machining. Two different methods of valve adjustment were demonstrated.

This report would be amiss if we overlooked the scrumptious meal of lasagna and pies prepared by our hosts the "Chudek's". It was a wonderful surprise and was appreciated by all!

Note: Everyone is welcome to come out to these sessions to participate in the assembly, learn a little, and have some good old Model A Ford conversation.

Engine Session #2

Saturday January 12/02 was the day chosen to resume progress with the overhaul and engine assembly for the Ford AA truck project with twelve enthusiast members attending,..... to ask questions, provide expertise, and maybe just to participate in good old Model A Ford conversation. Grant Alger was the first on site to open shop, get the pot belly stove stoked up, and fire up the coffee pot.

After a short time of conversation, installation of the remaining valve assemblies was in order. This again was a chance for those members who missed the session in November to catch up with that procedure. As it turned out, due to the amount of valve recession that we have on some of the intake valve seats, we still will have one intake valve to install after .020" is machined from the valve stem. This was necessary to provide enough clearance to initiate valve lash adjustment. Gord Watt and Dan Johnson finished adjusting the valves until that one elusive valve gets ground.

The engine team then set about preparing to install the piston assemblies. As the engine components had previously been steam and/or hot water washed and painted by Paul and Cathy Chudek, the engine crew were not faced with that problem.

Gord advised us to arrange the piston rings in 4 respective groups to facilitate ease of checking each ring style for sufficient ring end gap. Pistons were then fitted with the rings and pin keepers.

The Babbitt bearing fit of the connecting rods were checked using "Plasigage" to obtain a .001" to .0015" clearance fit.

Piston assemblies were installed in the respective cylinders with copious quantities of lubrication.

The attendees were able to observe the proper use of different types of torque wrenches to tighten the various fasteners. Connecting rods nuts, etc. Gord encouraged us to use a torque wrench whenever possible to ensure even tightening of the engine components.

Timing gear cover, rebuilt engine oil pump and oil pan were installed.

Cylinder head studs were installed using the double nut lock procedure and a high quality anti-seize compound on the thread to cylinder block.

At this point we decided to shut down for the day, where we could resume assembly on the following Saturday, with possible final engine assembly installed in the truck chassis. We had a great time learning, participating, eating, and eating the fine doughnuts supplied by Harry. Thanks Harry! Very much appreciated by all!

I would like to see maybe more people out next Saturday..... January 19/02 @ 9:30am to learn additional aspects of the Model A engine overhaul. Don't forget to bring your own lunch and conversation. (questions) We will provide the coffee.

P.S. - That's an "atta girl" Cheryl for providing the shock absorber to further member knowledge, problems as such are appreciated by all for learning.

Engine Session #3 

 Saturday January 19 was the day chosen to complete the engine assembly. As expected Grant Alger was at the clubhouse bright and early to start the coffee and get a good fire going before the crew arrived for another good day. Again Harry Wigle showed up with doughnuts to accompany the coffee, which is always appreciated by all.

The last elusive intake valve was the first item of the day to be installed as John Robakowski had machined .025” from the end of the valve stem to accommodate the excess valve recession that we had ran into at the last session. Even after all that, we were still going to have a problem inserting the valve guide into the valve guide bore of the engine block. Excessive force would have resulted in a broken guide and another wasted day. We were able to machine and hand dress the outside diameter of the valve guide as we remembered to bring along our “Smi-Fri Portable Lathe” for problems such as this. After the valve installation, the engine crew completed adjusting the valves, and installed the valve side cover.

Engine cylinder head was installed, along with water outlet neck and torqued to specification after we were able to locate an 11/16” socket, thanks to Troy Dillabough who made a special trip while most of us enjoyed lunch. After moving the engine to our temporary workbench, the flywheel housing was joined to the block with the gasket, torqued, and checked for alignment using jigs and feeler gauges. Safety wire was then installed.

Flywheel was then installed to the crankshaft, torqued and checked for alignment to flywheel housing using a different tool, but the same procedure. Flywheel run out was found to be .003”, which is in tolerance. Safety wire was then installed. Clutch plate and pressure plate were installed, using a used transmission input shaft for clutch plate alignment and then torqued to specifications. All match marks as set up by the engine component ‘balancer’ were matched.

At this time the club members would like to thank, Jack Leung who used to own Dynamic Balancing in Calgary, who looked after the balancing of our AA Ford engine.

After inspection of the intake and exhaust manifold by the assembly crew, it was decided to obtain the services of a machine shop to machine the port faces of the manifolds before installation to the block.

Our next engine assembly session is scheduled for Saturday…..February 2/01 @ 9:30am to learn engine installation and fitting of ancillary components. Manifold, distributor etc. Please bring lots of “Model A” conversation and your own lunch. We will provide the coffee!

Engine Session #4 

Saturday February 2, 2002 turned out to be the day the engine assembly crew would attend a long awaited marriage. Potbelly stove was stoked high with wood and coffee on for when the crew arrived on site. Harry Wigle brought doughnuts again for everyone expecting a large turnout, but only four stalwarts were in attendance. Everything was in order and prepared, to install the rebuilt Model A engine into the frame.

First the flywheel housing from another engine owned by Paul & Kathy Chudek had to be
removed from the frame, as it was being used temporarily for alignment and support for the
transmission that had been installed over one year ago.

A little team effort was required to manipulate and lower the engine into position for transmission input shaft engagement to clutch plate, all the while nesting the flywheel housing between the engine mounts. Harry looked after installing the front engine mount, while the other engine technicians worked on installing the starting motor and manifold assembly.

The intake and exhaust manifold assembly had been machined the previous week by a machine shop in Crossfield, which did an excellent job in machining the intake and exhaust port faces for a perfect seal. The gaskets from manifold assembly to engine block should be changed out at a later date to the copper covered asbestos. (Equivalent) Exhaust muffler again donated to our club, with thanks to Troy Dillabough, was installed using a new leak less kit and clamp supplied by George Moir that again was donated by a member of our club.

In this session write-up it might appear as if nothing much was accomplished but it must be
remembered that part of this project is the Model A conversation and just general camaraderie that naturally occurs with a project of this type. The next engine assembly session date has yet not been set, pending a game plan on further work to be done. When we have a schedule and work plan in place the date will be posted to the web site and to the “Script”.

Engine Session #5 

On the Saturday following our general meeting in March, some of the stalwarts of the AA truck restoration project, showed up at the Clubhouse to assemble some more components on to our “Heritage Project”. As usual, thanks to Grant Alger, the good ol' potbelly stove was fired up and hot, with the coffee on for all to joy. 

It was decided by the team to remove the exhaust manifold assembly, and install new studs with the copper jacketed gasket. The radius rod assembly was installed to the flywheel housing using the original cap assembly. Scroungers, Norm and Grant took on the task of cannibalizing the brake rods from the AA truck chassis down in the storage building. These rods would then be subsequently repaired if possible, replaced, either by substitution or duplicated through manufacture. 

A lot of time was spent installing the radiator. For some reason, the mounting brackets were either mounted incorrectly when the radiator was rebuilt, or the radiator was completely different from the original configuration. The bracket mounting holes required elongating to provide enough forward adjustment for the radiator to clear the end of the water pump. “Tool Supplier” Troy mentioned that we would probably have to remove or adjust the radiator two or three more times, before we would be satisfied with the hood to shell and cowl fit.

Another decision was made to install a battery disconnect switch, on the negative cable to the starting motor. The distributor was just set into place, not timed, or fastened down, as the last two liters of oil should be added through the distributor mounting hole.

The carburetor remained elusive; unknown to the crew at this time, there was a rebuilt unit ready for installation stored in the cupboard. We were contemplating installing a carburetor found with the rest of the engine components, but after a quick disassembly and inspection, we felt the carburetor we were looking at in hand would be better suited for a “Carburetor Overhaul Seminar” and not installed as yet on the engine. 

One problem that we will have to resolve when Paul returns from down south, is the rear transmission universal joint housing configuration. As everything is mounted at present, the housing contacts the underside of the cross member. Hopefully when we are able to resume work on our truck, the weather, (less snow) will allow us to remove the body from the other chassis and finish fitting some more of the elusive parts.

....Engine Assembly Coordinator - Glenn Smith