1973 Jensen Interceptor MKIII - Restoration
Discussion
As with many restorations around our household this started with a trailer and a boot full of bits
arriving at my parents house. My Father had decided to purchase a dilapidated looking MKIII Interceptor
with the aim of rebuilding it.
The car had been off the road for quite a few years but prior to being laid up had been subject to an
extensive restoration by Jensen specialists Copedy Bridge, the body work is littered with their badges.
This meant the car was 99.9% rust free, there are a few locations where the under-seal isn't 100% but
they're easy to access and not complex. However this Jensen is not without problems, the biggest of
which being the not so happy engine under the bonnet. This also turned out to be a slight non-issue as
the sale included engine parts that read like a engine builders "wish list"
re-bored 440Ci Chrysler block
balanced crank, pocketed pistons and rods to match
JP Duplex timing chain
Edelbrock Performer RPM heads
Edelbrock Performer Plus camshaft/followers
Edelbrock Performer intake manifold
New Carb (I'll get more details on this later)
High capacity oil pump, bored pickup and sump to match
New pushrods
The engine has been part built in preparation to fitting
The suspension, brakes and paintwork all need attention. The plan is recommission the mechanics, fit the engine and get it on the road, worrying about the paintwork at a later date.
It's currently sat with most of the under-bonnet parts removed waiting to be de-greased before the
suspension/steering/brakes are rebuilt. The the engine can be dropped back in.
Here are a few photos showing the rest of the car
I'll be keeping this updated when I can, progress will be slow due to other projects, but when I'm up at
my parents I'll take photos and get a status report if anythings moved on whilst I've been away.
arriving at my parents house. My Father had decided to purchase a dilapidated looking MKIII Interceptor
with the aim of rebuilding it.
The car had been off the road for quite a few years but prior to being laid up had been subject to an
extensive restoration by Jensen specialists Copedy Bridge, the body work is littered with their badges.
This meant the car was 99.9% rust free, there are a few locations where the under-seal isn't 100% but
they're easy to access and not complex. However this Jensen is not without problems, the biggest of
which being the not so happy engine under the bonnet. This also turned out to be a slight non-issue as
the sale included engine parts that read like a engine builders "wish list"
re-bored 440Ci Chrysler block
balanced crank, pocketed pistons and rods to match
JP Duplex timing chain
Edelbrock Performer RPM heads
Edelbrock Performer Plus camshaft/followers
Edelbrock Performer intake manifold
New Carb (I'll get more details on this later)
High capacity oil pump, bored pickup and sump to match
New pushrods
The engine has been part built in preparation to fitting
The suspension, brakes and paintwork all need attention. The plan is recommission the mechanics, fit the engine and get it on the road, worrying about the paintwork at a later date.
It's currently sat with most of the under-bonnet parts removed waiting to be de-greased before the
suspension/steering/brakes are rebuilt. The the engine can be dropped back in.
Here are a few photos showing the rest of the car
I'll be keeping this updated when I can, progress will be slow due to other projects, but when I'm up at
my parents I'll take photos and get a status report if anythings moved on whilst I've been away.
Any Interceptor with minimal body rot is great news, interior looks unmolested also, 440 motor spec sounds exciting, these were so lightly stressed, and strangled down to ..290 horse as listed in the Mark 3..? Huge potential from one of my fave Yank V-8s,yes please keep us posted on this resurrection of a lovely car.
Paul/runt
Paul/runt
Task
Good luck on you project.
Whoever specified the parts for the engine clearly had a goal in mind. Initially I thought the pistons were from Keith Black but I don't remember that particular pattern for the Chrysler 440 engine. While the engine is stripped I would try and find out more about them so you can calculate you final compression ratio, not forgetting that this will be dependent on your final choice of head gaskets.
The raised area on the piston crown converts the later stepped non-quench 440 heads to quench just like the early flat heads. The piston manufacturer may therefor have specific instuctions to ensure the correct clearance between the raised platform on the crown and underside of the head. This can involve removal of material from the block or head faces which introduces other machining processes to other components including the manifold and push rods.
A call to Edelbrock's tech team may also be useful once you have identified the pistons, just to make sure everything is compatible. Their cylinder heads are intended as a "bolt-on" part to match the standard pattern pistons and therefor may not be best suited to modified aftermarket ones.
Good luck on you project.
Whoever specified the parts for the engine clearly had a goal in mind. Initially I thought the pistons were from Keith Black but I don't remember that particular pattern for the Chrysler 440 engine. While the engine is stripped I would try and find out more about them so you can calculate you final compression ratio, not forgetting that this will be dependent on your final choice of head gaskets.
The raised area on the piston crown converts the later stepped non-quench 440 heads to quench just like the early flat heads. The piston manufacturer may therefor have specific instuctions to ensure the correct clearance between the raised platform on the crown and underside of the head. This can involve removal of material from the block or head faces which introduces other machining processes to other components including the manifold and push rods.
A call to Edelbrock's tech team may also be useful once you have identified the pistons, just to make sure everything is compatible. Their cylinder heads are intended as a "bolt-on" part to match the standard pattern pistons and therefor may not be best suited to modified aftermarket ones.
Love Interceptors !
Re the Edelbrock goodies, in the mid 90s I built an engine for my 69 350 cu Stingray and used a Performer RPM Cam , RPM inlet manifold, 750 Holley and Headman Headers. Unfortunately I ran out of cash so couldn't fit their Alloy Matching heads and had to use from memory what were called Smog heads.
However, my car ( a 4 speed ) went really well, despite the it being way too heavy. I was Very impressed with the Edelbrock parts and would definately use them again .
Re the Edelbrock goodies, in the mid 90s I built an engine for my 69 350 cu Stingray and used a Performer RPM Cam , RPM inlet manifold, 750 Holley and Headman Headers. Unfortunately I ran out of cash so couldn't fit their Alloy Matching heads and had to use from memory what were called Smog heads.
However, my car ( a 4 speed ) went really well, despite the it being way too heavy. I was Very impressed with the Edelbrock parts and would definately use them again .
Having removed the old engine from the body we were left with a bit of a mess, the area was washed down with degreaser and all the parts not normally accesible when the engine is in were refreshed.
The heat-proofing material was replaced and the torque converter checked for issues.
The engine was lowered back in and mated to the gearbox
The heads/front cover/manifolds were then bolted on
That's all for the moment, more updates soon!
for my first post on here, I have one comment, and one question.
First, those cast exhaust manifolds in the photo do not work with Eddy's heads, you must use headers. If you need to use cast manifolds, you should junk the heads, and use the MP5153524, or of course, the correct iron heads.
Question: Does that engine have a cast or forged crank? If its cast, you need to pull the engine out...
First, those cast exhaust manifolds in the photo do not work with Eddy's heads, you must use headers. If you need to use cast manifolds, you should junk the heads, and use the MP5153524, or of course, the correct iron heads.
Question: Does that engine have a cast or forged crank? If its cast, you need to pull the engine out...
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