Crack is Whack!

Posted: February 19, 2015 in Uncategorized

The G-Boys are at it again… in fact, I don’t know if they stopped.  Since dropping off the engine this weekend, J&M have been emailing me progress photos at least once a day.

The studs are out (not a reference to the G-Boys but a reference to the bolts in the engine — come on readers…. these puns do come with limits).  None of the studs broke.  The G-Boys found yet another stray Bendix screw in the flywheel housing.  I guess the starter will be rebuilt too — I haven’t decided if I will take that on myself or send it out. All engine parts are now oven cleaned and have been subjected to magnafluxing and a meticulous inspection.  I now suspect the G-Boys are actually in the drug enforcement industry, as they are proving themselves experts in finding crack.  I suggest you try to imagine them chasing eachother around the shop yelling “Crack is Whack” in their New England accents.

The block has three small cracks.  Here are images of the crack at the burnt valve and on the oil return.  I am told that these are “standard” types of cracks and will be “easy” to fix.


The head has two small cracks.  They are between the distributor hole and the water jacket.  I am told these are “standard” types of cracks and again easy to fix.  I am fairly certain this (in combination with the warped head) is where the oil was getting into my coolant. Here are two photos.


The flywheel housing has two cracks on either side and the side cover has a crack as well.  I’ve got to ask them how/why the cracks occur at this place.  One would imagine that this housing isn’t subject to much change in heat… perhaps it is stress due to vibration at this point of contact.  I’ll ask.  <<JG tells me that, “The cracks on the flywheel housing are due to a lack of support . The wishbone of the front axle pushes against that portion of the housing via bell housing. If you hit a bump hard enough (”pothole”) then the stress is transmitted to the unsupported area of the flywheel ” he also states that “Ford rectified this in 1931”>>

Here are some photos of the flywheel housing.


Fortunately the crankshaft was in good shape with no cracks and will be reground. This is the crank on a larger magnet, allowing for the mangafluxing to occur more efficiently than if the G-Boys had to use the single horse shoe.  This device allows them to hose the crank down and inspect.

IMG_1702 IMG_1703

That makes 9 cracks in total. I am assured that these are all very common cracks and most likely have been there for years. This said, my overheating the engine prior to installing the Bergs HD touring radiator and my driving while knowing that I had a burnt valve likely didn’t help the cause either.  Still, i got a few years out of it and apparently could have pressed my luck for a little longer if I just left things alone.

The G-Boys have also machined out the valve seats and installed hardened seats ones in all but the one spot that needs to have the metal stitching.


If I am following the process correctly, the “next steps” include crack repair via metal stitching.  We are also discussing some of the “options and improvements” that folks keep suggesting (like adding a counterweight to the crank).  More to follow as I have more to share…..

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