Time for another Friday report, Debonair fans!
This week saw the six new ECi cylinders delivered to Genesis Engines by D’Shannon, and the disassembly of the entire original engine. ECi’s account manager, Jim Ball (“JB”) explains that the new cylinders have dome-shaped combustion chambers, whereas the old cylinders have comparatively flat combustion chamber domes. This promotes the more efficient movement of the fuel/air mixture into the chamber, and the exhaust movement out. Here is a shot that shows one of the old, -K engine cylinder assemblies next to the new ECi cylinders:
Out with the old (left) and in with the new (right) cylinders
Here’s another shot that shows the differences in the shapes of the combustion chamber domes. Notice the new valves in the -N cylinder head:
The -N cylinder head (right) is a tad deeper than its predecessor. It’s all shiny-new, too! The assemblies come with matching pistons (foreground). Notice how the -N cylinder’s valve seats are set at an angle; the -K valves are installed in a parallel arrangement.
Genesis is also providing new accessory-, oil pump-, and magneto drive gears:
Magneto drive gears, old (left) and new. Notice the wear around the base of the old shaft.
The crankcase for the -N engine is beefier than the old -K engine’s. It’s often called the “heavy case,” an example of which is shown below. How can you tell that it’s a heavy case? Notice the “bumps” that surround the bolt holes along the top of the case in this shot of one half of the case assembly. The -K engine crankcases have flat-topped case halves:
An example of a “heavy case.” In front of the case is a sample of one of the -N engine’s exhaust stacks (the shiny one), which come with four holes to fit over the new engine’s four mounting studs. Compare that to the -K engine’s two-stud arrangement. Again, all of this makes for more strength to handle the extra horsepower and provide extra durability.
What was discovered when the old engine was disassembled? There were signs of wear on the crankcase bearings, John Clegg said. “I don’t think it would have made it to TBO,” he added. So that’s confirmation enough for us: we made a good decision to go with an upgraded engine.
As always, stay tuned for more news as it happens. I’ll be away next week, but I’m betting that when I return, and as we close in on the end of February, this replacement engine will be well on its way to completion. We still have to obtain a new oil cooler, so that’s just one of the items on the punch list. Genesis won’t re-use the oil coolers of any engine that has experienced elevated levels of contaminants in the oil. The contaminants remain trapped in the old oil cooler, and would simply recirculate into the oil of the new engine.