The Restoration Story - the 5th and final year - 1998
The first few months of 1998 were mainly taken up with several abortive attempts to fit the new timing chain and a lot of work on the main generator and it's brush boxes.
Repairs to the fan mechanism were completed with the fitting of a new drive shaft and the completion of the clutch mechanism. The 'Norgren' filter in the loco's main air supply was refitted and new pipes made up to accommodate it.
The fuel and oil systems to the engine were also completed. All of the internal electrical machines such as compressors, exhausters, blower motors, fuel and oil pumps, were greased up and their oil levels and carbon brushes checked out.
A traction motor cable that had been removed between the bogie and the electrical cubicle was replaced. By now, the locomotives air systems were complete and we frequently coupled '215 to another loco and pumped air through to enable the brake valves to be set up and other items to be checked. Everything that could be checked out in the electrical cubicle was and very few faults were found.
By the spring of 1998, huge progress had been made with the body work. Nearly every area had received at least one coat of primer and whenever the weather allowed work continued.
As Summer approached, the power unit was almost complete, with the timing being successfully aligned, the fuel tappits being set and the main generator put back into one piece. The protective covers were put back over the fly wheel. During May, an attempt was made to turn the engine over. This was unsuccessful. The batteries had been ideal for testing the electrical circuits and providing lighting but they were not strong enough to spin the power unit. They were removed and in the mean time the power unit was successfully turned over using a set of 'jump leads' from one of the other GWR locos.
All of the engine oil was drained out and a new supply of 'straight 30' used to refill the system. This is the original style of oil used in the 1960's that has a lower detergent content, which should lead to less smoothing of the liners and hence increased life. We hope! Also, specialist coolant was added which contains a corrosion inhibitor and has a low temperature tolerance.
A 'new' set of batteries were fitted and the de-compressors put back into the cylinder heads. The overhauled fuel pumps and injectors were fitted and the fuel and oil systems successfully primed with no leaks resulting.
On Saturday 4th July we managed to obtain the last remaining piece in the jigsaw. Two traction motor brush boxes. These were cleaned up and fitted to No.1 and No.3 traction motors.
That was it then. We were ready to go!