The notes accompanying the castings devote more text to discussing issues with the Merlin's cylinder/head construction than with any other single aspect of the build except, possibly, for its unresolved carburetion. The bottom line of the discussion is that the quarter-scale head/cylinder design is very similar to the full-size version, but scaling leaves some unresolved fabrication issues for the builder. In defense of the design the authors mentioned that the full-scale design had suffered a rather rocky evolution.
For illustration I made some not-to-scale sketches showing the installation of a single liner in a portion of the cylinder block. These sketches also show coolant transfer tubes and stud tubes on the same sectional view even though they are really not on the same plane. The studs and head mounting bolts were left out for clarity.
The liner is inserted down through the top of the cylinder block, and a shoulder on the flange that protrudes above the block seals the compression chamber against the face of the head. Both the coolant jacket and the compression chamber are sealed by metal-to-metal contact as there is no head gasket. The bottom end of the coolant jacket is sealed by an o-ring compressed between two metal collars sandwiched between the crankcase and a machined shoulder on the circumference of the liner.
An implementation concern with this design is that the heights of the shoulders on all six liner flanges in a particular bank must be precisely machined to identical heights. These shoulders, though, will be individually machined when the liners are turned; and they must also be free of machining marks. These combustion chamber seals are reminiscent of valve seals and will likely share similar issues. If it weren't for the raised liners the block could be simply machined flat for a conventional head gasket, but it appears there wouldn't be enough material left above the water jacket in order to sink them after the block castings are cleaned up. Anyway, as will be obvious later, the gasket would likely be unwieldy with 70% of its area removed to accommodate some 58 penetrations.
A subtle detail on the cylinder liner drawing, though, may actually be an important but unmentioned part of the design. A fillet is called out for the inside corner of the liner shoulder instead of leaving it sharp. The sharp rim on the aluminum combustion chamber will be deformed against this fillet when the head is torqued down to the block and may be the key to an effective seal. Unfortunately, though, only the first-time assembly will give the very best result. High temperature bearing retainer can probably be used to seal the water jacket at the top of the cylinder.
Assuming the combustion chambers can be effectively sealed, I still have three concerns about the cylinder design. Using the stock bore diameters and their center-to-center distances there will be less than .024" between the edges of the block bores. Although doable, this sounds a little thin to me. More importantly, though, the liners have a wall thickness of only .035". During my Howell V-4 build, I discovered the piston ring sealing was limited by circularity errors in the liners due to their thin wall construction, and the Merlin liners have half the wall thickness of the Howell liners. The Howell liners were made from cast iron which I know from experience can be dimensionally unstable when machined in thin cross-sections. The Merlin liners are intended to be made from 4130 steel; and, admittedly, I have no similar experience with that material. My third concern is with the narrow .040" wide water jackets around the cylinders. This is less than 3/4 teaspoon of coolant surrounding each cylinder, and so the coolant flow rate will be important. I looked ahead in the drawings, and the water pump looks awfully small - only about 30% larger than the pump on the Howell V-4. Overheating was, in fact, a problem with the quarter scale prototype.
The next section will describe the numerous coolant and oil passages that must be provided between the block and the head. - Terry
For illustration I made some not-to-scale sketches showing the installation of a single liner in a portion of the cylinder block. These sketches also show coolant transfer tubes and stud tubes on the same sectional view even though they are really not on the same plane. The studs and head mounting bolts were left out for clarity.
The liner is inserted down through the top of the cylinder block, and a shoulder on the flange that protrudes above the block seals the compression chamber against the face of the head. Both the coolant jacket and the compression chamber are sealed by metal-to-metal contact as there is no head gasket. The bottom end of the coolant jacket is sealed by an o-ring compressed between two metal collars sandwiched between the crankcase and a machined shoulder on the circumference of the liner.
An implementation concern with this design is that the heights of the shoulders on all six liner flanges in a particular bank must be precisely machined to identical heights. These shoulders, though, will be individually machined when the liners are turned; and they must also be free of machining marks. These combustion chamber seals are reminiscent of valve seals and will likely share similar issues. If it weren't for the raised liners the block could be simply machined flat for a conventional head gasket, but it appears there wouldn't be enough material left above the water jacket in order to sink them after the block castings are cleaned up. Anyway, as will be obvious later, the gasket would likely be unwieldy with 70% of its area removed to accommodate some 58 penetrations.
A subtle detail on the cylinder liner drawing, though, may actually be an important but unmentioned part of the design. A fillet is called out for the inside corner of the liner shoulder instead of leaving it sharp. The sharp rim on the aluminum combustion chamber will be deformed against this fillet when the head is torqued down to the block and may be the key to an effective seal. Unfortunately, though, only the first-time assembly will give the very best result. High temperature bearing retainer can probably be used to seal the water jacket at the top of the cylinder.
Assuming the combustion chambers can be effectively sealed, I still have three concerns about the cylinder design. Using the stock bore diameters and their center-to-center distances there will be less than .024" between the edges of the block bores. Although doable, this sounds a little thin to me. More importantly, though, the liners have a wall thickness of only .035". During my Howell V-4 build, I discovered the piston ring sealing was limited by circularity errors in the liners due to their thin wall construction, and the Merlin liners have half the wall thickness of the Howell liners. The Howell liners were made from cast iron which I know from experience can be dimensionally unstable when machined in thin cross-sections. The Merlin liners are intended to be made from 4130 steel; and, admittedly, I have no similar experience with that material. My third concern is with the narrow .040" wide water jackets around the cylinders. This is less than 3/4 teaspoon of coolant surrounding each cylinder, and so the coolant flow rate will be important. I looked ahead in the drawings, and the water pump looks awfully small - only about 30% larger than the pump on the Howell V-4. Overheating was, in fact, a problem with the quarter scale prototype.
The next section will describe the numerous coolant and oil passages that must be provided between the block and the head. - Terry