Engine rebuild: part 2.

Peppe went ahead without me after the gearbox and he still managed to take some photos for me, how cool is that?

The right tolerance, considering warmer climate than 1960s UK and with an eye on mid to long distance touring.

This is the NOS head gasket. Peppe is not a fan (because it's of the copper/paper/aluminium type) but hopefully it'll be just fine.

Valve gear all back in place, and new sparking plugs too!

I like the "old" way of saying sparking plug, as opposed to spark plug. It's longer, sure, but it's more elegant, more complete. Are you really in such a hurry that you have to drop a 'ing' ?

Peppe opened up the clutch hub to replace the shock absorber rubbers, but, as with so many other things in this engine, there was no need to! They were still supple and intact, so we left them in place.

This is a lot of work in a very short amount of time.

Ah, the alternator. So modern. This will go to the battery, but in case that fails or the fuse blows, it will bypass it and go straight to the Boyer Bransden Powerbox. As long as the alternator is in good shape, we'll have a spark, a horn and a headlamp to light the way.

Here's a sneak peek at the SRM sump plate, I'll take better shots of it because it's a detail I'm quite proud of. If you have a Triumph or BSA engine I recommend you get one of these, you won't regret it.

So there you have it folks, engine: done.

A far cry from this, isn't it!