Oaksey's Straight Six

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Post by chrisgallacher » Wed Apr 03, 2019 7:45 pm

That all looks great Josh!

Do you know if the Ford 2553cc S6 engines were originally blue btw? I painted the one from my Sabre green when I rebuilt it and it looks good, but I have a feeling now it left the factory in blue. Not that it matters - just wondered.

When I converted the Sabre to negative earth I got an old V6 negative-earth Coupe rev counter and just used that, swapping the old face from my positive earth Sabre one into the Coupe tacho so everything looks correct and noriginal. So it still says 'positive earth' on the face if you look carefully, even though it's not. Full deflection reads 6000 rpm rather than 7000 rpm on the Coupe unit, so in theory I have an increasing error on the tacho read-out as revs rise - but when I calibrated it against an external rev counter monitor thing I couldn't really detect any error that anyone would notice up to 4000 rpm. Why don't you do that?

Edit: Philip, I think Josh is saying he's converted the S6 to negative earth from positive so he wants to use a V6 Coupe negative earth one (or SE5a one? Is it the same?), which is just what I did as above.


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Post by philhoward » Wed Apr 03, 2019 8:13 pm

Depends if you want an RVI or RVC one - I see where Josh is going if he’s thinking of a Spiyda board.

I went the other route and fitted SE6(b) innards into a 5a casing.


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Post by Oaksey » Thu Apr 04, 2019 5:56 pm

Yes I think they were originally dark blue Chris. Danny reckons so anyway.

So the backstory on the Tacho:
The car is negative earth
The tachometer in the car is an original converted to negative earth (but doesn't work and I have non idea if it did when the car was positive earth as it was done before I bought it)

My reasoning for using a modified 5a one was as follows:
I've got one that works
I didn't know how to fix the original tachos
You can't fit a Spiyda module to an original tachometer due to the different connections
The reason I was going to fit a Spiyda module to a 5a one is because the scale is different on a 5a one and the modules are easy to calibrate

BUT by what Chris says, you can calibrate the original innards anyway?

So this opens up two more routes; repair one of the originals using info from Philip re the common fault, or swap the face of the 5a one and calibrate that to suit the S6 face


Josh Oakes
2015, 2016, 2017 and 2018 SSSC Champion
1974 Yellow Se5a Overdrive
1971 Blue Jaguar XJ6
1966 Blue Coupe Straight Six
1973 Beige Se5a Overdrive
1969 Se5
1972 Se5a
2005 Honda S2000
2016 BMW 330d
Previous- Coupe S6, BMW 330d xDrive,
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Post by Old and Slow » Fri Apr 05, 2019 5:25 pm

Repairing the tacho might make a suitable thread in the "How to..Guide" section of the Forum; I'll look at what photos I took and see if I can put something together.


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Post by Oaksey » Thu Apr 25, 2019 6:05 pm

So the coupe is now on the road and has done a few hundred miles. A few niggles and adjustments to make but it mostly seems good.
As much as I like it, I think I’ll be selling it pretty soon due to various reasons. Please form an orderly queue :lol:
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Josh Oakes
2015, 2016, 2017 and 2018 SSSC Champion
1974 Yellow Se5a Overdrive
1971 Blue Jaguar XJ6
1966 Blue Coupe Straight Six
1973 Beige Se5a Overdrive
1969 Se5
1972 Se5a
2005 Honda S2000
2016 BMW 330d
Previous- Coupe S6, BMW 330d xDrive,
SS1 Ti, E90 SS1 Ti, SE6a x3, SE5 Auto, SS1 CVH, Mk2 Sabre, Rebel Estate

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Post by 02Anders » Fri Apr 26, 2019 12:54 am

Ouuuuu... she looks absolutely delicious!! :P
If only I had the spare space, but I've just lost one of my lock-ups, so I'm sadly looking at thinning out my current collection rather than expanding.
Best of luck with sale though...


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Post by Oaksey » Thu Jun 20, 2019 9:38 pm

Let's bring this up to date. I drove the Coupe over to Anglesey for the sprint weekend and it went okay. The biggest issues were the general instability of the car on the road and zero steering self centring as well as slightly low oil pressure at idle when hot. It wasn't really an issue as the straight sixes do have low pressure but we'll get onto that in a sec.
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I started the Coupe the day after we got back from Anglesey and was greeted by a lovely metallic noise from the top end. We towed it to the garage and I took the rocker cover off. The result was one stuck valve. That sort of confirm my thoughts of the valve seats trying to escape. As Danny built the engine, it made sense for him to have a further look. It went over there and he removed the head and sure enough, all but one were loose and the stuck valve was a result of it kissing the piston.
Here's why they dropped:
IMG-20190513-WA0001.jpg
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So the back story is I bought the head a while ago from Steve Shears the Zodiac club spares guy and also the delightful chap who wouldn't sell me his Sabre 6 after me going down to Dagenham to look at it. The head was reportedly big valve, ported and polished with unleaded seats. Indeed it was but the seats were far too shallow to work.

We thought about using another head but as the rest of the work on this one was pretty good we carried on with this one and it got new, much deeper seats put in, the valve all sorted etc. While Danny had it, the oil pressure was sorted too as it's just a case of tweaking the pump.

That brings us to last Monday when I got the car back and running better than ever thanks to Danny. It's a very impressive engine now.
As soon as I got the car back, I took it apart to solve the suspension and steering issues. I had a feeling that the wrong trunnions were fitted as you can get both 0 and 3 degree caster ones of these earlier type.
It had the following fitted:
New Gaz shocks and springs
New 3 degree trunnions
New trunnion bushes and uprated seals
New wheel bearings
New wishbone bushes
New ball joints

Everything was shot blasted and painted black and new nylocs fitted of course. The trunnions were a right pain as unlike the later GTE (TR6) type, this earlier system uses bronze bushes pressed into the wishbone arms which then need to be reamed to size and locking washers that go over the splined ends of the trunnion stubs. No one can ever complain about the poor quality of later trunnion kits because they're perfect compared to these :lol: The locking washers and splines are completely different to what they should be and a common issue is when doing the nuts up to try and push the washers on, the threads just strip instead. So I spent some time trial fitting everything using the press so I could get it all correct before putting it on the car.
I didn't mess with the brakes as the calipers have already been done by BiggRed and the discs were almost new too. I've just been for a quick drive and it feels so much better. It self centres and there's so much more feedback and stability as speed. I just think it needs tracking and maybe a little less negative camber and then it'll be good to go.

So in short, it's got a better engine and new front suspension now :)
IMG_20190428_181814.jpg
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Josh Oakes
2015, 2016, 2017 and 2018 SSSC Champion
1974 Yellow Se5a Overdrive
1971 Blue Jaguar XJ6
1966 Blue Coupe Straight Six
1973 Beige Se5a Overdrive
1969 Se5
1972 Se5a
2005 Honda S2000
2016 BMW 330d
Previous- Coupe S6, BMW 330d xDrive,
SS1 Ti, E90 SS1 Ti, SE6a x3, SE5 Auto, SS1 CVH, Mk2 Sabre, Rebel Estate

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Post by ScimmyMike » Thu Jun 20, 2019 10:28 pm

Looking good Josh we going to be seeing it at Noggin sometime perhaps then?


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Post by Oaksey » Thu Jun 20, 2019 10:35 pm

Either that or Kev's next Sunday if it's dry :)


Josh Oakes
2015, 2016, 2017 and 2018 SSSC Champion
1974 Yellow Se5a Overdrive
1971 Blue Jaguar XJ6
1966 Blue Coupe Straight Six
1973 Beige Se5a Overdrive
1969 Se5
1972 Se5a
2005 Honda S2000
2016 BMW 330d
Previous- Coupe S6, BMW 330d xDrive,
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Post by Oaksey » Sat Jul 27, 2019 1:53 pm

I finally got round to doing the tracking and now all the geometry is correct, the Coupe drives so much better. It's now stable at all speeds and has more feel through the wheel.
I've also sorted the overdrive leak and re adjusted the overdrive solenoid. A bit of a pain and I had to make some tools so I didn't have to pull all the glued carpet on the tunnel out but it's done and we now have full overdrive capabilities.

I also finished off the air box that I started doing about a year ago
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Josh Oakes
2015, 2016, 2017 and 2018 SSSC Champion
1974 Yellow Se5a Overdrive
1971 Blue Jaguar XJ6
1966 Blue Coupe Straight Six
1973 Beige Se5a Overdrive
1969 Se5
1972 Se5a
2005 Honda S2000
2016 BMW 330d
Previous- Coupe S6, BMW 330d xDrive,
SS1 Ti, E90 SS1 Ti, SE6a x3, SE5 Auto, SS1 CVH, Mk2 Sabre, Rebel Estate

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Post by reliant-reviver » Sat Jul 27, 2019 6:37 pm

Superb attention to detail. Love it


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Post by Oaksey » Wed Jan 01, 2020 5:48 pm

I’ve been using the Coupe as my daily for the past couple of weeks as someone very kindly T boned by BMW just before Christmas. It’s been a pleasure to use and as the engine has now done 1100 miles, I’ve retorqued the head, adjusted the valve clearances, reset the ignition timing, changed the oil and filter and balanced the carbs up. It goes better than ever now I and also got a spare hour to sort a poor earth on a rear indicator and replace a temperamental speaker wire.


Josh Oakes
2015, 2016, 2017 and 2018 SSSC Champion
1974 Yellow Se5a Overdrive
1971 Blue Jaguar XJ6
1966 Blue Coupe Straight Six
1973 Beige Se5a Overdrive
1969 Se5
1972 Se5a
2005 Honda S2000
2016 BMW 330d
Previous- Coupe S6, BMW 330d xDrive,
SS1 Ti, E90 SS1 Ti, SE6a x3, SE5 Auto, SS1 CVH, Mk2 Sabre, Rebel Estate

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Post by philhoward » Wed Jan 01, 2020 5:50 pm

At least they didn’t T bone the Coupe..


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Post by Oaksey » Wed Jan 01, 2020 5:52 pm

I very nearly took the Coupe instead as well..


Josh Oakes
2015, 2016, 2017 and 2018 SSSC Champion
1974 Yellow Se5a Overdrive
1971 Blue Jaguar XJ6
1966 Blue Coupe Straight Six
1973 Beige Se5a Overdrive
1969 Se5
1972 Se5a
2005 Honda S2000
2016 BMW 330d
Previous- Coupe S6, BMW 330d xDrive,
SS1 Ti, E90 SS1 Ti, SE6a x3, SE5 Auto, SS1 CVH, Mk2 Sabre, Rebel Estate

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Post by philhoward » Wed Jan 01, 2020 5:52 pm

:shock:


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