What are the opening hours?

Monday 9am - 5pm Tuesday 9am - 5pm Wednesday 9am - 5pm Thursday 9am - 5pm Friday 9am - 5pm Saturday 9am - 5pm

Seager Engineering

Home
United Kingdom
Stowmarket
Seager Engineering

Please WhatsApp your enquiry on 07880602012 between 9am and 5pm Monday to Friday so we can reply at our convenience...thank you
Pat & Jim

Seager Engineering provide machining services to classic vehicle owners, local motor-trade and industrial/marine companies. A comprehensive range of specialist engine reconditioning machine tools allows us to provide repairs and standard recon to a very high standard plus complex casting repairs. Services include:• Re-boring and re-sleeving of cylinder blocks and motorcycle barrels
• Crank grinding up to 60” in length
• Cylinder head/block facing with PCD/CBN tooling
• Valve seat work including lead free inserts
• Various crankshaft repairs
• Aluminium and cast iron welding
• Thread repairs by helicoiling, timesert or custom made
• Bearing housing re-sleeved to original postion and size
• Component supply for all modern leading brand engines
We supply spares for vintage and classic machines and manufacture our own for specialist applications. We also supply modern and classics motorcycle engine parts. Contact us for more details or go to our online shop. We have over the years provided industrial component reconditioning at both repair and re-manufactured level. We can work with companies to provide a remanufactured part on an exchange basis so lead times can be reduced including manufacturing the spares required in small batch quantities. Component material can be analysed to determine the type and quality so parts can be replicated or improved as required. Typical components are shafts, bronze bearings, pumps, both water and fuel injection pumps. Contact us for more details

We can offer prototyping machining services
either from scratch using a sketch, drawing
or altered from another part. Using all our machines we can machine and alter most
components and with our extensive experience and large
engineering contacts most things can be 'schemed' or
adapted/utilised from commercially available components. We can accept electronic files with drawings such as .iges or .dwg - email us for more information. Blasting your component to an 'as new' condition. Whether your component is fragile or robust we can can give a brilliant sheen finish to either ferrous or non-ferrous parts. This versatile process can give both a decorative finish, clean state and can be economically produced on a wide variety of used and new components. Ultrasonic Cleaning
Effortlessly cleans places you just can't reach. Ultrasonic Cleaning is regarded as a way of cleaning components which either have complex drillings or difficult to reach places. Using soundwaves to cavitate air bubbles in the cleaning fluid, you can clean delicate and complex assemblies effortlessly with virtually no component risk. Ultrasonic Cleaning
From carburettor's to cameras, crankshafts to clock parts, using a wide variety of fluids and temperatures and by adjusting the frequency great results can be achieved. We now have a BLASTWASH BTW1350 and a VIXEN JETWASH 600 Aqueous Hot Wash which is loaded with an applied chemical caustic degreaser which is made intentionally for aluminium. This cleans carbonised oil and dirt to a bright alloy finish. Stubborn dirt does need agitation but 80% cleaning is achieved within 10-20m cycle times. It is primarily used as part of the engine reconditioning process, we keep it regularly maintained and also use it for cleaning components and tools etc...

Many materials such as copper, brass, steel and cast iron can be accurately machined and silver soldered together for a stong and reliable joint, eliminating leaks of air/fuel or hydraulic pressure. SOFT SOLDERING: This process is mainly for small items where heat and distortion are to be kept to a minimum, examples include carbureter parts, decorative brass components, fuel or water pipes. SILVER SOLDERING: This process is highly underrated and if performed correctly provides an incredibly strong joint. Strict clenliness and joint preparation are essential but many items can be almost invisibly joined. broken/cracked cast iron is one material that responds well to this type of repair. BRAZING: Used for manufacture and provides an on-surface joint of reasonable strength many components are made by joining parts together and can be repaired by un-fusing, manufacturing a new section and re-joining. Our MUREX 375 SQUARE WAVE TIG WELDER allows us to weld aluminium castings or fabrications as well as stainless steel, aluminium/phosphor or bronze either in manufacture or repair. Other applications include stellite hard facing on rockers and other hard wearing parts, please contact for details. It also has a stick welding facility for cast iron, mild steel and stainless. With adjustable foot control for the amps and a fully adjustable current setting all materials can be welded. Seager Engineering has a wide experience in aluminium castings for classic bikes and cars as well modern cylinder heads. Components regulary repaired include: Crank-cases, cylinder-heads, gearbox casings, fuel pumps, bronze selector forks, fuel tanks and marine stainless steel fabrications. Hard facing using stellite is a cost effective way of reclaiming work wear pads and followers, we also have grinding facilities to re-surface back to original. Stick Welding
We can repair small cast iron parts with ease, but larger cast iron components require a more specialist approach and are best discussed on application. Please forward details for more information. On-site welding and fabrications can be arranged through one of our engineering partners. Services include hard facing, structural welding and fitting. MIG Welding
Our MIG welding capacity is mainly aimed at small fabrications and repairs but we can offer larger fabrications and on-site welding thru one of our engineering partners. Please contact us for details.

07/11/2026

1976 Triumph T140 engine which is all very nearly finished.
It needs the extra thin clutch plates so we can squeeze in 7 plain and 7 friction… this makes for a lighter more grippy clutch.. we always rough blast the plain plates from new to give the extra grip.. it’s had a full strip and thorough clean … crank overhauled but the big ends only needed a polish , new steel rods, shells, sludge trap tube and plug, rebore, cerakoted barrels, new pistons with European rings all dynamically balanced and every bearing replaced along with every seal.. it will have all new stainless screws holding the freshly polished casings, head overhauled with colsibro guides, G&S valves , our anti reversal stubs , valve springs collets and retainers.. new primary chain, every internal bead blasted and scrupulous cleaned, new gearbox needle rollers, thrusts and needle rollers in the high gear, new oil pump, and a Pazon ignition system.. plus all new head bolts and every single bit that was rusty or bu**ered.
This bike was low mileage but just was left to corrode and was taken to bits and never rebuilt.. it wasn’t worn it was just scruffy.
But our instructions were to make it as new with enhancement to improve it.
The parts list is long but every item is low value but still that tots up to £1600… plus the labour and machining … it will be around £6500 when it’s finished..

I know people will say it’s not worth it, but that doesn’t detract from the effort that has be put in by myself and all of the parts manufacturers.
It’s with my and their help that these things can live on!
People like us and LF Harris buy raw materials and use expensive equipment to produce parts and use other engineering firms to sub contract services that they cannot do themselves … like hardening and grinding which are now specialist techniques where once upon a time was a “in house job” at most engineering manufacturers….
But that’s not the way it is now ..no longer great big factories working to produce a product from raw material to paint to assy.. just lots of little specialists all working together…
But that’s the way it is now.. gradually the only stuff worth doing is things that need little human labour other than the initial design or set up… hence why specialist one off jobs cost much more!

As usual we will assist all we can with final running up and be ready to help at any point in the future…. No faceless corporate company here..
Very Unlike the treasury minister Emma Reynolds who thinks business employers are NOT working people…
If you Google and ask “how many business are in the uk.
There are 5.7million 75% of those are non employing other than the owner!
Thats 4.25 million
And a staggering 99.85% are small to medium … to explain, micro is fewer than 10 employees, small is less than 50 and medium is less than 250..
I cannot believe that the owners just sit back and do nothing?😳😳😳😳
Now I know how much I have to do and need help but in a climate where you own Government actually despises entrepreneurs and regards them as non contributing to the effort just languishing in the filthy profits…
Errrrr No is the answer.. unfortunately the labour market is predominantly made up of unskilled and over entitled,who are ridiculously protected by laws which as an employer you take the risk of seriously being taken to the cleaners..
The risk out weighs the gains massively and most business I know agree..
And on that note … I’m off to the beach to walk my dogs and fish Aldeburgh Dirty wall.. hopefully bag up on Soles, whiting and dogfish.. hopefully a Thornback or a Bass..
it’s a good tide and is high at 10pm ..

Hope you enjoy the post..

03/11/2026

This French Sherco FR300 cylinder head came in with valves not touching the seat by 1/2 a mill … the guy said it had no compression…. No s**t!
But it was difficult to understand what had gone on, he owned it, a bike shop had stripped it, but the guides looked eccentric, the exhaust valves were bent… but it didn’t completely add up..
The Valve stems were 4mm diameter, and the guides when checked were eccentric … ie the inside dia not concentric with the outside diameter.
So we had to make new guides in colsibro… 4mm bore …44mm long..
We pecked them on the Cnc and then turned the outside inc the valve stem seal diameter all in one go and then parted off… tricky stuff to machine let alone a 11 times diameter deep hole 😳😳😳
But Jim and the HAAS lathe managed to get them so good … infact “bloody loverly” we had to import a 6mm top 4mm carbide pilot from the USA @ £500😳 and get from France the new valves, the inlets had 0.01mm clearance and the exhaust 0.02mm that’s 4 ten thousandths and 8 respectively of a inch… bu**er all.. then we cut the seats and faced it
That job was £1200 but a new head was a hell of a lot more … I don’t know but over £2.5k .

Still it’s all done now … jobs like this sherco are not our main stay… but j*p 4 stroke heads could be.. but we need that extra elusive person …. Keen, hungry and prepared to invest , buy in and become a new face… otherwise it ain’t gonna happen😳😳😳

03/11/2026

Jim made a New batch of Norton spanner’s on the Haas super mini mill..
That’s a fully Cnc 10 station tool change mill .. that is a pleasure to watch..
we stoned off the spinners and quickly blasted them before getting them anodised in Blue… the company colour..
pretty smart I think… just a shame we don’t have more parts like this to make on a regular basis because it can run whilst we do other stuff, it recovers our overheads and adds great value to the business.. I will hopefully one day soon have the time to develop more products to run along side our services… and make and sell regularly .
We might have to make time I reckon 😀😀

03/11/2026

1967 TR6 650 Triumph .
This engine has been done in stages and finally we have put it together, After initial strip and clean, Aqua blast and checks on the cases ,the crank was fully overhauled… to our very clean standard and the big ends were good on std size, so it was polished and dynamically balanced for steel Hepolite rods , all new bits and pieces like new flywheel bolts and plug and tube. Brand new shells and new main bearings, the timing side had to have a tolerance ring fitted as the housing had stretched over time.
Two new cams, 70-3134 on the inlet and a 70-9989 half race cam on the exhaust.. new followers 70-3059R on the inlet and pressure fed 70-8801 on the exhaust..
ps the exhaust cam is nitrided and that’s a bonus…it had new tappet blocks and locking screws as it’s just foolish not to replace.
Rebored and honed to plus 0.040” with HARRIS 9:1 pistons and Goetze rings, every part aqua blasted and checked,inspected or replaced..
Replated nuts and studs etc,
As always there’s a s**t load of bits ( small bits) to be replaced..
We stopped at the short engine as the owner wanted to build the rest , we are happy for that as these engines absorb loads of time and still need fettling after they are finished and to be honest you need to be “ a competent tinkerer” to keep on top…with lots of care and patience and a nice garage and good tool kit… the same goes for Italian and American bikes…. And some Japanese strokers.. even the 4 strokes need TLC … and they are no where near as old!
It was all assembled with HG2000 on the threads . A slight spray helps keep the alloy threads in good nick, and Millers engine assembly l**e on all the vital bits.
Not much else to say really ..
except we wish good luck with the rest of the bike and as always we’re here to help in anyway we can right till the end and beyond the build.
But I will say … doing these bikes is not cheap… it can be cheaper but that means not doing stuff and ignoring things that I wouldn’t.. but it depends on your expectations personally for me it’s not the destination ,it’s the journey that gives the pleasure.. but assembling the engine with new bolts and nuts, keys and dowels, new circlips and bearings … on top of the major parts in freshly cleaned, stoned off gasket faces with oil ways checked .. is reassuring.. and to be honest… do it right and you will never need to do it again… not for a lot and lot of miles… but that’s the fun.. getting something dysfunctional and making it something you can enjoy and other’s envy… 😳😳😳😳

30/10/2026

Here’s the finished repair to the badly cracked 1964 Triumph T120 head… the crack across the head face from the valve seat is now solid aluminium which to be honest is virtually undetectable..
Fully welded and peened to improve the density and strength prior to machining.. it has machined to a bright flawless finish.. we fitted new tubes in the inlet inner bolt holes to replace the original sealed in with 648, new inlet seats, colsibro guides and G&S valves…
Flip it over and the badly cracked corner 1/4BSF holes which clamp the outer edges of the Rockerbox … the 65O uses the inner 4 head bolts to clamp the Rockerbox down so these are just to help keep the oil in..a bit more😂😂😂😂🤣🤣
But people think that the answer is to cut out and fill with weld.. and re drill the hole… firstly Tig welding down a recess like that and getting complete fusion is impossible because the high frequency and current will try and arc to the nearest point, that being the top.. so the bottom won’t melt, if you cut more away then you will damage more of the surrounding features.. the best way is to cut out the crack and get to it as best you can fusing it and building it up as big as you can to add strength.. then using a slot drill open up the hole on position and tap it M10. x 1.0 and fit one of our HE30 alloy inserts that we make here. Then top them off to level, they are over long so they can be wound in with to bottom out and done FT gripped by a Vice grip plier , degreased it brake clean and loctited with 648 then centre drill- drill and tap 1/4 BSF .. the top is stoned of to blend .. we did all 4 threads.
All the guides are individually picked to give the same interference regardless of the guide hole size, then they are honed in situation to fit the carbide pilot giving 0.0015” clearance finally the seats are cut and vac checked.
All washed and cleaned, oiled and assembled with new springs
That whole job inc all new parts and VAT was £1100
As ive said before “ you can only p**s with the c**k you’ve got”
It’s nearly 63 years old and has had a major refurb after several interim repairs in the past.. but it is what it is.. we can only do our best with what we have

29/10/2026

Here is the completed TI60 which we overhauled the head giving it the full Monty and fitted new liners, making sure they had the correct protrusion to seal the head gasket. With a bit of sorting out a new set of standard rings in the original format ie an apex oil control ring by a reliable and original brand ..
It’s cured its smoking habit and sounds PDG.
Thanks to the owner doing a splendid job of reassembly.. ready for another 50k miles

28/10/2026

How NOT to repair a Triumph drive side main Journal… this crank has had the drive side main ground/hardchrome/ ground back to 1.125dia to fit the MRJA 1.125 roller bearing … it’s good for size but it’s out as in not concentric with the alternator spigot and the spline.. resulting in the primary chain going tight and then loose in a 360 degree cycle and the total indicated run out on the alternator makes the rotor spark out in the stator..
How’s this possible, it’s easy really the centres have been duffed up and gone off centre ..
The guy who ground this obviously did know or care that the spline which cannot be altered is very important and during its manufacture the centre line of the crank is critical and all the journals need to be totally concentric to the centres and each other… basic engineering principle.
Having the end 0.0075” eccentric is a school boy error.. not something that an engine person would do.. I suspect this was a “ homework “ job at an industrial type workshop.. not a Engine Recon shop
I now have to mount the crank in such a way that I can recut the centres so the mains journal and alternator diameter can be ground and chromed and reground back on size and concentric with the splines… I probably will do the oil seal journal aswell to bring all the diameters back on concentricity..
so this is my dinner time quickie post whislt I snaffle my dinner..
Amazingly last night after the pub I posted the cracked triumph head … not that interesting so I thought but it’s hit over 60k veiws and 1.1 likes and over 100 comments … who said Facebook wasn’t a great advertising tool.
Back to work now

28/10/2026

How do you break a cylinder head casting like that by normal assembly…
I DONT KNOW… but increasingly I have to repair these faults in what people think is part of a refurb…. No it isn’t
These are what is NORMAL for 60 year old castings… now let’s get it clear.. I don’t care, it’s my job. But it does take time and equipment, skill and experience… and it represents a cost. This triumph head is fit for the bin but it is not easily replaced so I have been asked to repair it …… therefore that’s what did.
Loads of sealant around fixing holes fill the threaded holes and tightening the bolts exerts a hydraulic pressure that explodes the casting.. Tig welding requires space to manipulate the torch to fuse the alloy… tight spaces mean that is difficult to do.. I extend the tungsten and preheat and gradually increase the amps to get the area’s I
need to melt and hopefully the ceramic won’t get in the way to introduce the filler rod, I use a 6-12% silicone filler rod which is lower melting point to fuse as much of the casting as I can.. we then solid insert the hole with a HE 30 billet insert which we custom make to bring the hole back on position and a perfect thread.. too much effort for a 1/4” BSF hole but there ain’t no other way.
Hence the cost!!!!
Where the crack runs up to the cast iron seat.. I carefully melt the alloy as close to the cast iron seat and peen the weld to harden and compress it to the cast iron seat so the weld is as close and hard as possible, building up and repeating the peening till it’s above the surface so it can be machined.

Keep looking as I will post another crankshaft repair that isn’t a repair it’s the problem and I have to sort it out…
That’s what we do…. Sort out problems… proper!!!!

27/10/2026

It’s 1.35 pm Tuesday .
Dinner time is time to write up this Norton 650ss head which is a working bike but just a bit of a smoker.
The bores were a tiny bit tired and needed a hone which left them at 68.5mm plus 0.04mm or just under 0.002” big… and 99.5% cleaned up with only a tiny bit at the top where the piston reaches the top and changes direction not cleaned up.. that rocking at the top always wears the bore… you can’t be off it.. but this was minimal.
I’m supplying new GPM +0.020” pistons from Andover Norton to remedy that problem.
The head had been used on a bike for long journeys abroad with the NOC and the exhaust seats had receded and were very pitted … I welded up a tiny dent right next to a head bolt hole also .
We could have cut the seats but decided due to the fact this bike is going to get serious motorway use abroad with unleaded petrol that it would be best to fit unleaded seats, colsibro guides with a modern stem seal and plasma nitrided G&S valves.. Also we repaired one spark plug hole and lightly faced the head(0.004”) and recut the spigot recesses.. all assembled ready to leave
No need for pictures of the assembled head… nor the barrel .
But look at the erosion on the exhaust seats.. that’s where the iron had welded it self to the valve and the cam action has wrenched it off … this is a microscopic amount and only happens when the seats are subjected to sustained heat.. it could have survived but the seats would have been low but long motorway miles on unleaded would recess “the virgin iron” exposed by the seat cutting ( any impregnated lead would have been turned in to swarf much quicker… so it was a no brainer really.
That’s it I’ve eaten my delicious oxtail stew that I put on the slow cooker yesterday morning whilst I typed this.. the photos are taken for the customers record and it’s 2.15 pm and I’m now going back to the the fettling bench 😀😀👍👍

Ps notice how when Norton heads are fitted in to a featherbed frame they don’t bu**er up the exhaust threads … those isolastics might keep your hands and feet free of pins and needles but they do mess the exhaust threads

26/10/2026

Morning , here we have a 1949 Triumph 500 5T head which has been fully reconditioned.
Including new cast iron guides and stainless one piece valves, seats cut and faced.. plus new springs .we also remachined the liner recesses to maintain the spigot clearance, it was blasted and cerakoted prior to all the work .. that’s how confident we are of the cerakote process.
That job cost inc VAT £850 inc all the parts and labour,
That roughly transpires to 50% labour charge inc our waste charge ( £400 inc vat and the rest is the parts and coating cost..
this was completed by Jim when I was on holiday, we are busy clearing the decks to get room for more projects to be finished…
Thanks for your support and keep watching!

Address

Unit 3 Meadow Works Business Park, Kenton Road, Debenham. IP14 6RP
Stowmarket
IP146RP

Opening Hours

Monday	9am - 5pm
Tuesday	9am - 5pm
Wednesday	9am - 5pm
Thursday	9am - 5pm
Friday	9am - 5pm
Saturday	9am - 5pm

Website

http://www.seager-engineering.com/

Alerts

Be the first to know and let us send you an email when Seager Engineering posts news and promotions. Your email address will not be used for any other purpose, and you can unsubscribe at any time.