Apr 2012
Panhard cylinder liner
22/04/12 16:49 Filed in: Panhard Engine
As the piston is being finalised and the Whatton Boring Bar is nearing competition, I decided it was time to concentrate on the cylinder liner reconditioning processes.
The ductile iron liner is removed with copious amounts of soft heat from the one piece aluminium cylinder and head, preferably in an electric oven, although you’d best wait till the missus has a day out, because the stench lingers.
The Panhard documentation uses a U shaped gas torch, although to be honest any big flame gets the job done, just don’t get giddy with an oxy acetylene torch, as aluminium goes plastic at around 550ºC.
Cylinder liner looks like this…
The longer portion is an interference fit into the cylinder shown below.
The cylinder liner abuts to the step inside, seen just above the valves, and shown below
In order to bore the cylinder liner, I have to make a support plate to hold everything perpendicular and true, and as I don’t want to be crawling at low level, I am going to fit this to the Elliot mill bed, using T slots and fasteners. The Whatton would normal be attached to the inline cylinder block, and everything bored in situ, but this wouldn’t be possible with a flat twin Panhard engine.
Here’s the plates that I will get made up this week all being well, that’ll convert the mill to a boring table. I need to space the Whatton off the mill bed some more, to allow for the micrometer to affix to the boring head, which is why I have used two plates.
The liner will affix to the underside, depicted in yellow in the picture below.
The clamping system envisaged using the standard abutment detail, four studs (shown in green) and a skull cap to hold the liner in place, although I might use a cam lock system around the flange detail.
The maximum feed rate is 3 thou per turn, and by modern standards very slow, so the reactive forces will be small too, and the 25mm & 15mm plates should be more than adequate for the task. However, if there is an issue with the cantilevered portion, I will attach an A frame to the underside, and there is an allowance for fixing this in the 25mm base plate.
The ductile iron liner is removed with copious amounts of soft heat from the one piece aluminium cylinder and head, preferably in an electric oven, although you’d best wait till the missus has a day out, because the stench lingers.
The Panhard documentation uses a U shaped gas torch, although to be honest any big flame gets the job done, just don’t get giddy with an oxy acetylene torch, as aluminium goes plastic at around 550ºC.
Cylinder liner looks like this…
The longer portion is an interference fit into the cylinder shown below.
The cylinder liner abuts to the step inside, seen just above the valves, and shown below
In order to bore the cylinder liner, I have to make a support plate to hold everything perpendicular and true, and as I don’t want to be crawling at low level, I am going to fit this to the Elliot mill bed, using T slots and fasteners. The Whatton would normal be attached to the inline cylinder block, and everything bored in situ, but this wouldn’t be possible with a flat twin Panhard engine.
Here’s the plates that I will get made up this week all being well, that’ll convert the mill to a boring table. I need to space the Whatton off the mill bed some more, to allow for the micrometer to affix to the boring head, which is why I have used two plates.
The liner will affix to the underside, depicted in yellow in the picture below.
The clamping system envisaged using the standard abutment detail, four studs (shown in green) and a skull cap to hold the liner in place, although I might use a cam lock system around the flange detail.
The maximum feed rate is 3 thou per turn, and by modern standards very slow, so the reactive forces will be small too, and the 25mm & 15mm plates should be more than adequate for the task. However, if there is an issue with the cantilevered portion, I will attach an A frame to the underside, and there is an allowance for fixing this in the 25mm base plate.
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Panhard piston design finalised
07/04/12 09:52 Filed in: Panhard Engine | Panhard Piston
This is the latest iteration of the high compression Panhard piston that I am having made for Brian’s engine, and it will be substantially lighter than the OEM set up, but there is a slight compromise with the weight, because I want to use the standard cylinder and liner positions.
This piston will be used to modernise & improve the standard flat twin engine, and be a suitable replacement for the majority of the air cooled Panhard engines. It will need a new piston pin bush to cater for the standard crankshaft, but this is required whatever parts are fitted to the engine, as the original set up leaves little to be desired. This piston set will include a fully floating pin with improved lubrication to the piston pin bosses via cross drillings from the behind the oil control ring.
As the piston offers a higher compression over standard, I will be making some conversion shims to lower this for owners that want to run the standard ignition & carburation.
The new bore size will be 85.51mm, and the capacity will now be 861 cc, but if you want to play with different combinations, I created an engine size calculator here
