Chrome Crankshaft Water

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Chrome Crankshaft Water
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No matter how careful a driver you are, at some point in your driving life you are likely to be involved in an accident of some sort, whether caused by you or a third party. After the initial shock has worn off you start to assess the damage and decide whether or not to claim on your insurance. Sometimes the other party may suggest a cash payment to sort out the damage. It is never a good idea to accept this as the damage can be worse than you think.

Recently one of our fleet of classic cars was out on hire and the customer had an accident. No other vehicles were involved and the accident was caused by a momentary error of judgement - easily done. Fortunately neither the driver nor his passenger were injured.

There was some obvious damage to the front end of the Austin Healey which didn't look disastrous. The engine would not restart so the car was pushed into a nearby car park. I was already on the way to collect the Healey so was on the scene in about 15 minutes.

The engine wouldn't start as the impact had broken a plastic bracket on the engine which held the throttle linkage. The driver and passenger were safely seen on their way and the RAC called. After a short wait an orange van arrived and the RAC man jury rigged up a temporary throttle bracket so I could drive the car back to base. While working under the bonnet we noticed that the radiator fan (engine mounted and not electric) had jammed in the side of the radiator bracket.

During the accident the engine had obviously shifted forwards on its mountings and had hit the radiator. Not surprising really as it is a 3 litre, 6 cylinder, cast iron engine which would have had considerable momentum of its own. The fan pulley had dented the radiator as well as imbedding the fan in the bracket and the end of the crankshaft had hit the chassis cross member before bouncing back. Just as well that the engine hadn't restarted as it probably would have shredded the radiator.

The RAC man freed up the fan and made sure the blades were clear of the radiator which did not appear to be leaking, before we restarted the engine.

The car ran OK and was driven the 25 miles back to base and seemed OK although the engine sounded noisier than usual, the steering was stiff and the speedo seemed to have stopped working.

The following day it was time to assess the damage in daylight, starting with a complete photo record of the state of the car.

The main damage was to the front panel around the radiator and to the valance under the front bumper. Amazingly the bumper was not bent although the bumper brackets were. These were removed for access. The aluminium front valance was badly bent and the metal had ripped where it was bolted to the chassis members. The Healey had been fitted with a sump guard after a previous customer had holed the sump, so this was removed. The front portion of this had bent around the anti-roll bar, which was itself bent. The steering arm was also bent.

Clearly the front valance would need re-shaping or cutting out and a repair panel welding in. Aluminium isn't the easiest of metals to weld.

The Austin Healey was then taken into my local garage for a full inspection on the ramps.

Once up in the air, more damage came to light.

• One of the engine mountings had broken, hence the engine moving forwards and the noisier engine on the return trip.

• The engine was rubbing on the steering shaft, hence the stiffened steering.

• The damage to the radiator meant this needed replacing.

• The chrome grille surround was out of shape and any attempt to re-shape it would probably damage it even more, necessitating replacement.

• The steering wheel was bent from the effect of the driver hanging on, on impact.

The labour to fix the front panel alone was about three times my initial guesstimate, to which has to be added the cost of parts

• Front repair panel

• Steering arm

• Grille chrome surround

• Radiator

• Speedo

• Throttle bracket

• Engine mounting

• Bumper brackets

We had a similar situation with hidden damage almost ten years ago when a customer damaged our Triumph Stag. Again this was a front end impact and the front valance and wings were repaired. But after the crash we found there was oil leaking from the rear axle, which had not been the case beforehand. The impact of the accident had travelled down the engine, the gearbox, along the prop shaft and had cracked a plate on the front of the rear axle.

In one respect it is lucky that the Austin Healey is a classic with a heavy steel chassis. OK the front of the body and radiator were damaged but the steel chassis wasn't. Had this been a modern car built with crumple zones in the structure, the impact would have collapsed the whole front end of the car, crushing the radiator and engine and it would probably have been a complete write off.

The morals of the both the Austin Healey and Stag incidents are as follows:

1) Never guess at repair costs based on an initial superficial examination,

2) Always have the vehicle checked out by a competent garage or crash repair shop.

3) If another vehicle is involved never accept a cash settlement as you can virtually guarantee it will never be enough.

Tony Merrygold of Open Road Classic Car Hire is an expert in classic car hire having been in business in the UK since 1997 running The Open Road. Tony runs courses telling people how to start up a car hire company, having trained over 100 people over the past three years.

Combining his 20 year background in sales and marketing with his knowledge of the classic car hire industry, in early 2008 Tony launched a new web portal Classic Car Hire World - listing classic and sports car hire companies around the world. Within three months of its launch this site achieved a Google PageRank of 4/10 and was showing on the first page of Google.com when users searched for 'classic car hire'.

Tony also runs a sales and marketing consultancy concentrating on working with Small and Medium Enterprises (SME) in Warwickshire and the West Midlands, helping them grow their business and improve their profitability.

Engine Details of Mercedes Cl 65 Amg

The outstanding qualities of the AMG V12 engine have won for it awards like the “International Engine of the Year Awards” in the “Best Performance Engine” category in the year 2004. The 450-kW/612 hp AMG power unit was proclaimed winner beating over 70 other competitors from US, Japan, and Europe.

In the manufacturing facility for the AMG engine the philosophy is “One man, one engine” which means that each AMG 12 engine is hand-assembled from start to finish by a single engineer following the strict quality standards impose by the Mercedes-Benz. The “one man, one engine” philosophy is documented by the engineer’s signature found on the AMG engine plate.

The twelve-cylinder biturbo engine found in the CL65 AMG features the latest technology from the world of motorsport. The highly flexible components and materials assured the continuous influx of power and torque even when operating at extreme temperatures. These components include high precision-balanced crankshaft that is created out from high strength materials; forged pistons made from special materials that are extremely resistant from pressure and temperature; and a more effective oil-spray cooling system with a distinct nozzle for each piston, plus some larger piston pins.

The major and big-end bearings are also made from high quality materials to counteract the pressure and the temperature more effectively. The charge cycle in the cylinder heads gets some advantage out from the optimized combustion chambers as well as on the extended opening times of the intake valves. Moreover, a modified oil pump makes sure that all the parts that need lubrication are supplied with oil even under extreme conditions. To further boost the performance of the AMG engine an engine oil cooler is also added in the front apron with the addition of an extra engine coolant radiator located in the wheel arch.

Redesigned charge-air cooler…

The charge-air cooler has also been modified with a low temperature radiator positioned in the front of the vehicle which was made almost 70 percent larger. The system functions on the precept of an air-to-water heat exchanger for an effective cooling of the intake air which are compressed by the turbochargers before they are made to enter the combustion chambers.

The extra surface area added for the low temperature radiator results in a 25 percent reduction in the intake temperature at full throttle and assures high power and torque output in any operating conditions regardless of the temperature outside.

The casing or the frame of the compressor and the turbine in both turbochargers together with the turbine and compressor wheels has been enlarged producing a maximum charge pressure of 1.5 bar.

The electronically controlled fuel supply with its new developed components functioned with a variable system pressure between 3.6 and 5.0 bar. The fuel pressure is also regulated intermittently in accordance to the required power and the temperature outside. The engine management system interprets the command from the accelerator and makes the necessary action.

AMG sports an especially designed Mercedes exhaust system…

The powerful sound of the AMG twelve-cylinder is guaranteed by the AMG sports exhaust system with two trim chromed tailpipes in the exclusive AMG V12 design. Similarly catalytic converters that has tri-metallic coating can provide a faster response from a cold start and offer an efficient exhaust-gas after treatment and an extensive service life. The CL 65 AMG also complies with the EU4 emissions standard as well as the emission requirements for the US market.

Here are the major data for the CL65 AMG

- Cylinder configuration/valves per cylinder – V12/3

- Displacement cc – 5980

- Bore x stroke mm - 82.6 x 93.0

- Compression ratio - 9.0 : 1

- Output kW/hp at rpm – 450/612;4800-5100

- Max. torque Nm at rpm - 1000 2000-4000

- Acceleration 0-100 km/h s - 4.4

- Top speed km/h - 250

The AMG Speedshift 5-speed automatic transmission and steering-wheel gearshift paddles

The driving power of the new CL65 AMG is distributed to the wheels by the AMG Speedshift 5-speed automatic transmission with AMG gearshift paddles and DIRECT SELECT gearshift. There is also an S/C/M button found on the centre console that enables drivers to choose the driving modes that they want like Manual, Comfort, and Sport driving.

The driving modes will also change the transmission characteristics and in turn alter the accelerator response and the spring/damper settings of the AMG sports suspension basing on the Active Body Control. The gears may also be shifted manually at any time by using the silver-colored aluminum shift paddles on the ergonomically designed sports steering wheel.

The AMG V12 delivers a potent torque of 1000 Nm calls for a powertrain that has been systematically reinforced. For the automatic transmission this will include newly developed clutch plates coated with high quality metallic plus the modified shift and torque converter lock-up logic. These are supplemented with the redesigned shafts, larger hub carriers and made even more durable steel spring links.

About the Author

Dwyane Thomas is a part time cook and full-time auto-enthusiast. This 31-year old Civil and Environmental graduate is a consultant at one of the engineering firms in Pennsylvania.

How does this setup up sound for my 50 cc aerox?

Cylinder Kit 70cc Malossi Sport
Carb ???
Racing airfilter Doppler Air-System box silver, filter red
Doppler speed control variator 19.5x15 rollers 3.5g
Doppler performance clutch
Malossi special-x kevlar race belt
Hebo Racing crankshaft
Stage6 primary gear up kit 13/43
Doppler chrome exhuast
floor board
alluminium underseat cover
rim tape
grill
number plate holder
kickstart
water pump cover
screw set
brake caliper paint
lexus rear light
headlamps
green plastics
(any advice on a 21mm carb)

all looks good...now wait 2 years ,pass your test and start all over again.

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