Flying Standard V-Eight Saloon Restoration - Part 3

Tracking the restoration of the only known Standard Flying 20 V-Eight Saloon in the UK.

You can catch-up with Part 1 here: Part 2 here: Part 4 here: Part 5 here

Flying Standard 20 V-Eight Rebuild – as it happens!

So where to start...

Having sent the block south to an engineering Co in Cirencester, recommended by my good friend from “RE Performance” (If you have any interest in big V engines and supercars take a look at some of Ricky’s work on Instagram).

Kevin from KMB Engineering https://www.kmbengltd.com/ does all Ricky’s engineering stuff, so I knew Eddy's block would be in good hands.

Initial discussions with Brian Parks (Chief Engineering Officer) of the Standard Motor Club, identified what spares the Club held in stock, and limits to what you can re-bore liners!

It was agreed that 30tho oversize was probably as far as you’d go to maintain stability in the liners as well as reliability, and knowing the club had 2 sets of 30tho pistons in stock this became the starting point.

3 of the bores where the worst of the corrosion had occurred is where Kevin made a start. We discussed a plan B which was going to replace the three corroded liners and thus retain the standard bore option if when Kevin started cleaning up the 3 cylinders in question he would have to go beyond 30tho.

The good news was the 3 cylinders in question cleaned up so Kevin was able to crack on with the other 5, and then as agreed recut all 16 valve Seats ensuring the best seal once the valves had been lapped in.

Speaking of Valves, this is where the V8 is very different from all the other Standard engines, the valves don’t have Collets to hold the valve spring retainer in place, as the valves are threaded at the end. I’ve added a couple of pictures.

My next challenge and one that is still not 100% resolved as you read this, is I need exhaust and inlet valves to fully rebuild the engine.

I have some valves which I intend to turn down to the correct size, and I have been in contact with the Valve manufacturers, G and S Valves.

The other unique feature of this V8 is the use of mirror image head gaskets, again, thanks to Brian, he’s been able to find me 2 No 52 Payen gaskets, and I’ve enlisted the help of Dobsons in Bradford who are making me 2 No51’s.

This means I’ve got a spare of each should they be required.

So that’s the engine. Once the block had gone I set about reviewing the chassis, body and from suspension, having found a number of stress fractures as well as some body rot (kind of expected at 85 years old), so these have been welded accordingly and the chassis painted.

The front springs are being re-tempered, and with the help of Alchemy Rubber, I’ve been able to strip and rebuild the Rotoflex Shockers that have obviously been fitted and some point in 8 Pot Eddie's past. Brian told me of the number that he alone had changed over the years when he was working on Standards due to the fact they had no serviceable parts, and where it seems they were used by many garages to replace the very leaky Luvax ones.