Talk Morgan Forums Morgan Sports Cars Morgan Three Wheeler & Super 3 but I am going from surprise

I have just opened my second 132 cub transsexual version engine which has stopped working with only one cylinder because of a broken valve spring cup, I was planning to take the opportunity to completely overhaul the entire engine but I am going from surprise to surprise I notice on the front cylinder head the exhaust valve is pressed into the valve seat, the new engine has covered less than 10,000 km I hope not to encounter any more unpleasant surprises when I finish dismantling the engine.









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So for now a twisted intake valve on the rear cylinder and an exhaust valve on the front cylinder, the cracks on the cylinder heads don't worry me I continue to disassemble.

It looks like cracked valve guide(s) as well. Has the exhaust valve seat come out of the head? Not a happy engine...

Who built the engine?

Planenut
Indeed, the intake valve guide is cracked in three places. After cleaning the cylinder head, I noticed that the exhaust valve seat had moved 1 mm down the outer exhaust duct and destroyed the valve.
Bitsobrits
The engine was built by myself from a 117 cubic inch engine with about 500 km on it and a damaged crankshaft. I bought a new crankshaft, camshaft bearing, 618 cylinder, piston, cylinder head, large valves, lightweight rocker arms, throttle body, and everything needed to get the watts. Don't ask me who made the valve spring retainers and who installed the valve seats in the cylinder head foundry. All I can say is that the valves are of good quality, judging by the results. A few moments before, it was very quickly reaching 6500 rpm in fifth gear.

6500rpm in 5th!! Wow....

6500 rpm..... that may be why it went pop? I know it probably can do that, the drag racing X-Wedge engines certainly did but maybe not ideal to do it, unless you are planning frequent "drag racing" rebuilds. Can't you just do some startling performance up to about 5500 rpm and save a lot on rebuilds?

Dragster engines are not X-Wedge depending on the category they are derivatives of Harley/S&S engines or the 3 liter at 60° S&S which exceeds 350 hp for twin cylinders, my engine configuration must correspond to the first Confederate Combat XWedge which was in 135 cub engine designed for 6500 rpm, currently I ride in 121 cub reconditioned after about 12000 km and a little improved by replacing only a piston and the crankshaft bearings and grinding valve seats an oil pump and camshafts replaced previously, currently I do not hesitate to go to the fuel injection cutoff 5575 rpm and it easily reaches 185 km, moreover if you ride for several tens of minutes at more than 5200 rpm in fifth you will notice that it hardly vibrates anymore as soon as you go back down below 5000 rpm the dildo starts working again, as for the 132 transsexual it is better to have light shoes and not wooden clogs because the risk is like having fun farting when we have a grastro enteritis, the problem with my 132 configuration is when adjusting the ECU cut-off which is only done on one cylinder at 6500 rpm is that it exceeds in its momentum the 6500 rpm on the first gears I noted 6900 rpm without ever having made an engine over-revving when downshifting, on the first three gears the VDO rev counter cannot go as fast as the engine revs it is very difficult to look at the engine rev counter when you put your foot down to repeat what I already said in 132 improved compared to the 121 improved is not brutal it is bestial.

The good news for me is that I have the big spare valves and for the cylinder head I will extract the valve seat and have it reloaded with laser welding to remachine it and made a cast iron valve guide as well as a valve seat and maybe the intake one with it, the lower engine is in perfect condition just run in on the photos you can see the difference between normal and large valve.

The cylinder height was limited because the pistons have no carbon deposits as they are very close to the cylinder heads, the crankshaft with its grooves is generally like new.

I went to see an engine reconditioning specialist to show him my valve seat problem he told me that the problem was a lack of tightening of the valve seat in the cylinder head and that apparently the valve seats were not fitted in the correct order, the correct order is to machine first to insert the intake valve seat after machining for the exhaust seat by biting slightly into the intake seat, apparently the one who did for S&S worked in reverse order, so I will extract the valve seat to have metal replaced with laser welding then he will machine the seat housing by making the reverse embedding in the intake seat.
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