Since the last instalment the Rebound refurbishment project has powered a long way forward. Last time we posted a note, the engine had just been bolted into position and lined up.

Thereafter the task was to wire the ignition and electrics which was fairly basic given that we were running a magneto and an ignition cut out switch. Plumbing the engine with water involved running water from the dual pick-ups through the gearbox, into the engine then out at the top of the heads. Through hull discharge fittings were mounted just forward of the front of the engine and just under the gunwale. From here it will be easy to see that the cooling water is running through.

The first time that we went to fire the engine was a big day. Oil system primed, battery charged and fuel in the tanks… all systems go!

The Chev went for just a few short seconds before dying. But those few seconds involved red flames out of the exhaust and unlimited noise. Problem - fuel starvation as we were forced to come to understand the finer points of the fuel injection system.

The problems were rectified over a period of time and fiddling about. We fitted an electric prime pump, purchased a brand new cam driven Hilborn fuel pump and plumbed a bypass or 'blow off' line back to the fuel tank.

And along the way we experienced one of those really annoying problems where you just shake your head at your own stupidity. Guess who forgot to replace the welsh plugs during the engine rebuild? Easily fixed, but it meant pulling the engine out again to do the whole set of the buggers.

This time with the engine back on board and re-rigged we hit the start button with heaps more confidence. The Chev fired into life to give a continued and satisfying roar as it belched noise and puffs of black smoke out the pipes.

With the Lake Leake gathering now just a few weeks away there was plenty of incentive to get Rebound ready for the water. There were still a number of last minute fiddly bits and pieces to do.

I had been quite unhappy with the cable and pulley throttle system. It just wasn't safe enough for my mind, so the decision was taken to go for a Teleflex style control cable. Not quite something of the Rebound era of the late 60's , but a major concession to safety to my mind is allowed.

I'd also been unhappy about the lack of breathing capability of the Chev. New Edelbrock rocker covers with breathers were sourced and fitted. Then finally the instrumentation needed to be seen to. The Smiths tacho was not operating at all so that was sent off for repair. By accident we discovered that it wasn't suited to the task being a 2:1 unit running counter clockwise. In other words the tacho was designed to be driven off the camshaft and spin the opposite direction to that off the back of the gearbox. Given the short time frame we decided to fit the tacho but remove the drive cable between the gearbox and tacho. A 100 psi fuel pressure gauge was also sourced and installed.

When we packed up all the tools and spares and set off for Lake Leake near Mt Gambier, it almost felt as though we were heading off to the boat races again.

One thing that we did in the days prior to leaving was to wet the hull out. Initially the hull leaked water profusely. But after three days of wetting the hull out, the amount of leakage diminished remarkably. It's something that you have to experience to fully appreciate how much the timber in the hull seals and takes up.

Heading to Mt Gambier with Rebound for our first outing was quite appropriate as this was something of a home coming. Rebound owner Edgar McDonald lived in Mt Gambier and his home club was the Mt Gambier Aquatic Club, based at Lake Leake.

Once we found the lake (no mean feat) we hooked up with an old mate of mine, Grant Nicholson, a former Commodore of the MGAC. Grant, I think, had a tear in his eye when he saw Rebound 'back home' backing down the ramp.

Before launching there were still a few tasks to finish off. We fired the engine, with a great sense of pride as it kicked into life pretty easily with very little cranking. The prop shaft then had to be slotted home into the split coupling out of the gearbox. And finally the prop needed to be selected and fitted. The choice ended up being pretty easy as the only prop that cleared the bottom of the boat was the one that came with it. Three others that we had acquired along the way proved to be about ¾" too big in diameter.

The trailer was backed in, we paddled the boat around so that the bow pointed to the middle of the lake and hit the start key. With a small gathering on the bank looking on, I was very glad that the Chev fired quickly.

We were away at last!

The engine seemed to fuel up and take a moment to clear with plenty of rich black smoke bursting out of the pipes. More pedal as the fuel cleared and the bow raised up and we were planing under power. More pedal, more noise, more speed. Big grins on board all round. Don't forget to open the bungs lever.

Check the water outlets for the engine water flowing through, fuel pressure about 40 psi (thought it would be higher), oil pressure a tad over 40 psi - thought that would be higher too.

Lake Leake has the turn buoys permanently set on the lake. A decent 20 knot wind chopped up the water just enough to make it interesting.

Running down the back straight for the first time, everything felt great. Engine strong, steering spot on .. lets go! More throttle and Rebound responded to the power lifting the bow and kicking along from the tuck. Ten hull seemed nice and tight, with the engine not moving at all and the deck line not flexing either.

With what seemed to be ¾ throttle Rebound felt like she was running at 60 mph. At this speed and power the hull leaned to port and felt as though it was sucking on. The noise was quite deafening… a load roar right in front of my face with a splitting crack thrown in for good measure. Mental note to wear ear plugs next time out.

We pulled Rebound out, gave it a quick check over then backed down the ramp with Ross in the passenger seat for his turn. This time as we powered towards the first turn, the oil pressure light took way too long to go off. At best the oil pressure was under 40 psi, and by the time we powered up the back straight it was under 30 psi. Back to the trailer for some ideas.

About the only fix we could think off for the day was low oil in the sump. There were no obvious leaks and the level seemed okay on the dipstick, but perhaps there wasn't enough around the pick up. Another 2.5 litres of oil went into the sump as a 'clutching at straws' fix. The oil pump had been replaced with abrand new high volume pump so we were confident that it would not be a pump issue.

Driving home the plan was formulated to pull the engine down and look for crook bearings. All the compressions are okay at 175 psi, but the plan is to do rings and bearings at the very least. Then we will give Rebound a shake down run at Carrum, before getting her ready for Narrandera with an operational tacho this time.

We decided that it was time for the pros to get the engine right, so I took Rebound's 327 Chev to Simon Isherwood, of Race Marine. Simon is the co-driver and engine builder for Tony Low's Class 1 offshore race boat Smorgon Steel. If he can build and maintain a pair of 1000hp Sterling race engines, then my 1968 itty bitty Chev Corvette should be a walk in the park.

With the engine lifted out of the boat and bolted to an engine stand, the strip down was taken carefully, one step at a time looking for the cause of the loss of oil pressure. The initial thought was bearings, but this proved not to be the situation. The oil pump checked out fine, leaving the assembled engine  gurus thinking the only cause for the low oil pressure could be excessive clearance in the bearings.

During the strip down, engine parts were closely examined, and although serviceable to a point, a shopping list of worn parts in need of replacement began to grow… push rods, rocker studs, timing chain, 2 roller lifters and of course rings, bearings and a complete gasket kit.

When the engine was pulled out of Rebound, Simon's eagle eye noticed that some of the splines on the input shaft of the gearbox had been stripped out. The missing bits were lodged inside the splines on the yoke. Another mismatch with excessive play!

It now seems that this is a good time to also strip down the gearbox and replace the input shaft with a new one from Haynes & Hellyer, check over the bearings and then bolt it all up again.

Right now we have the original six Strombergs and Edelbrock inlet manifold that came with the boat, plus another six carbs purchased un-restored from the US. We have rebuild kits and screw fasteners kits. When we get the linkages together, we will begin to pull all the carbs apart to build 6 good units.