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Seager Engineering

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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.

22/10/2026

It’s Thursday and we have sent out 2 jobs today… the TR6 head and a little Honda CB350 F head which needed very little.
Those Honda’s are robust engines and the guy wanted new valve guides but they were iron and when we checked them the 5.50/5.51 mm pilot fitted snuggly and locked out, a bit of gentle heat and a carefull and accurate tap with a 25 mm wide copper wedge and I straightened the two fins and a tiny bit of weld on the end fin (obviously been down the road) dressed and blasted and it was good to go.
But we have finished today a brand new Triumph TR7 head complete and ready to fit,
Ports finished here, the whole casting fettled and finished to a high standard with polished fins on the edge.
Complete with anti reversal stubs, colsibro guides, G&S valves and all new valve gear.. Inc manifold ( 30mm and 32mm available) and all the relevant studs, washers and insulators etc..
All fully built and ready to fit
£1350 plus vat…

This is going out to Australia as soon as the new Amal premier carb gets here… we now have an account with Burlen and can supply Amal carburettors and will eventually stock them.

21/10/2026

Triumph 650 Single carb head around 1971/2 which like all our jobs has been here a while… but we had the choice of 3…. Two were not the customers preferred choice and frankly all of them were equally as bolloxed..
Often customers think there is a significant difference in costs but most Triumph heads at the moment are coming out around £1000 plus vat
The cost of the bits is around £200 and that leaves us about 8 hours to make all the inserts, repair all the thread inc the exhaust threads, fit guides, seats, blast it and assemble it..
its a hard day which can have disappointing parts and extra work .. so its not plain sailing..
Got to remember they come in mostly filthy and assembled and it’s bloody impossible to see and evaluate everything in a quick look… people always ask … “what’s it like “ before we have had a proper look… I always say “ in Suffolk we always let the dog see the rabbit”
As per usual this one needed the guide hole resleeved as it was well on the piss… stretched and oval,and of course where the seat had been previously cut there was nothing left to cut a seat onto… so two new exhaust lead free seats and a chamber fettle and checked with a burette to match the volumes … we got this perfect at 64.8cc per side… valve heights within 0.010” on the exhaust to new spec and inlets -0.040 .. which is pretty good ..
Head thickness isn’t bad but I always recommend checking the pushrod tube squish and going up to a 0.080” gasket if needed.. but that’s the engine builder’s job
This had the exhaust threads done in our stainless steel solid inserts and we repaired the 4 inner head bolts holes with stainless top hats as the head bolts had sunk the casting by 80 thou on the exhaust side.. I fitted our anti reversal stubs that lessen the cylinders back filling giving a couple of extra horses.
As usual we supplied new springs and new G&S valves and it’s going back to Dorset tomorrow.
I’ve just got some phone calls to make and I’m off home… early start today and again tomorrow

19/10/2026

The start of the Second week of phone silence and it’s much better..
The Jaguar after all the welding and machining on final facing a few little holes appeared and annoyingly one was right on the sealing ring… we were so close to finishing it was impossible to cut out and TIG weld it, it would have meant putting in a new seat… so a trip to a colleague and It was laser welded.. and it’s so precise we just stoned off the surface with a aluminium oxide slip stone with WD40 and it was good to proceed.. thank god!
These jobs are such a pain and fraught with risk, but Jim finished it today and shimmed it right at the thickest shims… just how we like it .
Jaguar XK engines cannot have the cams turned individually as the valves will hit each other so you have to do each cam in turn and leave the other out… also the shims sit in the collet retainer under the buckets, so for transport we wedge blue paper to keep the bucket in place because the cam is not fully fitted and it could allow the shim to fall out.
You have to time each cam using the special tool and set the vernier cam wheels and cam chain before the cams are fully tightened down. This can only be done on the engine.. but it’s ready to go tomorrow 😁😁😁😁

I managed to weld up a pre unit timing chest and a BSA A65 head where the head bolts had split the clamp bosses and I tidied up the chambers by welding and finally grinding and polishing to shape… we also finished off the Triumph tappet block tools ready for plating… we made these years ago and fitted the pins today, whilst the mini mill machined 52 new Norton spanner’s ready for anodising in blue this time.
I packed and wrapped and sent 6 parcels out today ..
so it’s fair to say it’s been a good day so a big thanks for your cooperation 👍👍👍👍

Definitely a b**r Is required!👍👍👍

18/10/2026

Worked all day Friday on various projects and at 5.45pm a postie came in and delivered a parcel …. He said he was surprised that we were still working…. Not as shocked as I was to see a postman at that time..
But I was trying to get the welding sorted on a 850 commando head … it had a fin grafted back on from a Triumph dissected head which I had sliced up to gain the maximum amount of “finnage” but it clearly shows through the crossection how the valve seats on this scrap triumph 350 head are held in.
They are cast in on a reverse taper with a locking key to stop them turning… Triumph obviously perfected the technique as I have only ever seen one or two that have come loose, you can see that the alloy is close to the cast iron and hasn’t shrunk away..
Norton fin repair was a successful job with only marginal porosity, the head had a lot in areas and notice the holes are in the dilution zone where the heat has released impurities and gas…
Saturday saw a day for chores and maintenance with only one customer to see but a few phone calls, then it was time to relax ready for the new week.
Sunday saw a trip to mid Essex at Bradwell on sea.. a place I haven’t been to in nearly 40 years … as I drove into Bradwell I noticed lots of weatherboarded cottages , but that’s common in the older Essex villages and if you search there is plenty to see..
Like St Peter’s chapel on the peninsular. It’s one of the oldest churches in the country and built out of the remains of the Roman fort Othona… by st Cedd .. who sailed here to convert the east Saxons ( Essex) from lindisfarne… in around 650 AD.
The Romans buggered off around 450 to consolidate in Constantinople having had to fight the Saxons and Franks plus hoards of Goths and loads of other disgruntled tribes.. Othona was a large fort on the Saxon shore serviced by a long straight road which we drove down.. no corner shops, another thing we can thank the Romans for😳😳😂😂🤣😂🤣🤣
The chapel was the gate house and the arches are still there marked by the red Roman tiles which made the arch.. subsequently filled in at a later date.. this building had many uses over the years but is a operational church and as had many pilgrims walk and travel the Roman road.
The veiws are stunning with Kent on the right, and mersea and Clacton in front.. the Romans ferried Kentish stone across the Thames to build the fort such as their determination to keep out the marauding Saxons out… read into that what you like!
On the way back I drove past cold Norton which reminded me of a little ditty my departed cousin John told me

I once knew a girl from Cold Norton
Who had one long tit and one shorten!
The smell of here arse was like clean cut grass
And she hat a fart like a 500 Norton.

On that note see you next week

16/10/2026

Suzuki GT 250 1976
As per usual it’s not often that we get bits that haven’t be molested before and this was no exception..
the bore was on 0.25mm and was rusty and pitted but the exhaust threads were the issue.
They had been welded very carefully around the exterior with little or no bubbling but the alloy weld is very soft and in its annealed state.. the little use they had after this repair just folded over the threads and and made them thin…
Cutting a thread like that in those days at repair shop looks like it was done with a die after reverse boring the outside diameter… you would need quite a bit of pressure to start cutting but the weld material probably wasnt strong enough to “pull” the die down hence the thin threads… we could weld and thread mill a thread but we choose for Jim to machine off the sh*te part and pocket and thread mill into the port and fit a stainless steel CNC made insert … this is a free fit for the exhaust nut and rattled in at FT with 648 loctite …. The secret of a successful outcome is the accuracy of the male to female fit in the barrel… and the free running exhaust thread.
I repaired a few fins, blasted and aqua blasted then bored and honed to 0.07mm on Mitaka Japanese pistons which we supplied along with new small end needle rollers, and a top set..
This lot cost £1171 inc VAT & collection and delivery and all the parts

For those who worry about parcel delivery… we use APC and to be perfectly honest they have done an amazing 100% job … their system is informative and with great customer care if there is a problem then it’s sorted.. I pack up in individual boxes and make a cost effective consignment coupled with our cardboard machine which turns cardboard in to a soft absorbing material and the awesome strapping machine we can get stuff up and down the country at a fraction of the cost to drive safely and efficiently…

Ps for all the people who think a business runs itself and any time spent encouraging the type of customer and work that you specifically are set up for is a waste of time… Facebook gives me a loyal following who all like and want what we do…
It’s 30 times better than advertising and hits a targeted audience, easily updated whilst eating your dinner🤣🤣😂 ( like now!) and META pay me too…. What’s not good about that!

15/10/2026

Firstly we are suffering from an age old problem of too much to do….. not work but customer service issues.
It’s difficult to be everything when there is only two of us working in a business which is one off engineering driven.
Customer specs and deadlines plus materials and parts, accounts, VAT and maintenance of plant … just too much.
I’ve said it before and tried all ways to solve it.
But it requires a clone of me and Jim to double the hours and still keep everything going as is but better..
There are many financial and law based reasons not to employ people but the main reason that it is not going to happen is because good trained and experienced people in our field are not readily available and more to the point I need money hungry hardworking people who want a lot and have dependents. This would keep them focused and keen to make this place bigger and better…
Now back to reality… that isn’t going to happen and a good customer service person who can deal with all enquiries WITHOUT consulting me.. is a fairy tale..
So we have switched off our landline from Monday to Thursday and only answering WhatsApp from 6pm.
Fridays will become a admin day, customer service and urgent WhatsApp will be dealt with between 6pm and 8pm Monday to Friday and Saturday till 1pm…
This number will be switched off outside those times..
I just need to be focused at work and not try and spin too many plates.
The answer phone message gives the email and mobile number and please use those methods before ringing and of course if it’s urgent WhatsApp me and I will return a call at end of the day.

This is necessary in order for us to prosper because running around like I am is crippling me… I’ve banged my legs and knees more times than I can remember 😂😂🤣
Set fire to the welding bench because I took a call… 😳
Put down things and couldn’t remember where I left them 😂😂 all those might be an age thing but seriously I cannot do 10 jobs at once..
So it will be like this till I find a better solution…your understanding is greatly appreciated.

Now engine p**n!
This T140 electric start has had a rough time… the story goes back years and two owners… the high gear repair was done by us years ago… for a previous owner.. it’s a stainless insert screwed into place and machined… smart job… but disaster the electric start cracked the casing around the intermediate spindle and the engine was abandoned and sold..
The current owner had the boss welded up but ofcourse the cams and intermediate spindle were pulled out of position and the main bearing housing pulled out of round resulting in the gears binding and that would obviously fail..
The drive side which was the original with the correct number had a chain breakage which broke out a large chunk out of the casing around the sprocket and cracked and smashed the timing side gearbox beyond repair, hence the replacement timing side case…
Here’s where we got involved.. my job was to repair both the cases to make a pair, fettling the outside split line to “match” the castings, cut out and reweld the badly welded sprocket cover area and intermediate spindle, face the crankcase mouth, ream out to match for the rear dowel, remachine and fit a colsibro bush and bore it to provide the correct and even backlash between the cam gears and intermediate gear, bore out and tolerance ring the mains to fit a MRJA 1.125 and a three piece timing side roller NUP306 both in C3… for those who think C3 is too loose.. fitted in the case it has around 0.06mm or 2.5 thou clearance that’s before it fitted on to the crank… any less internal clearance (say C2 or CN ) than that means if your housing has sufficient interference it will be impossible to assemble the roller bearings with out heat.. any crank flex will make the rollers skid and fail…. Not as bad on a triumph but definitely no good on a Norton commando.
All the areas were either machined, fettled or both, finally blend blasted and then wet blasted.. washed and cleaned and bearing fitted.. which we supplied RHP AND NKE

Note our new checking and position jig to guarentee correct positioning of the intermediate spindle 😁😁😁😁

Phew!!!

Now being super packed ready to ship

09/10/2026

Been a bit quiet since my last post, that’s because we have our heads down working, getting stuff done …
We do specialise in the more unusual repairs and my god we have quite a few in atm… but we have done quite a few easy jobs to top up the bank account as cashflow is paramount and you cannot operate without it..
I’m trying desperately to clear the decks and make space , So we got a few things done and there is no need to post as they are run of the mill jobs..
But we are steadily battling the long term jobs to finish them all off.
This Triumph T160 looked like a Suzuki GT750 if you followed it on the road , so the customer asked for a top end refresh.
This was easy but still represents 16 hours work … the head had new colsibro guides made to suit the individual positions with the inlets with modern stem seals. Seats cut and lightly faced as the head gasket had blown… the central twin exhaust manifold was stuck on… the bike had done 41k and never been apart .. that cracked in the ensuing battle to get it off.. these are widely available and we replaced that.. but the bolts were a casualty which required drilling out and timeserting.
We fitted new G&S valves and assembled with new valve springs which are progressively wound with the tight coils to the bottom👍
The cylinders we had to bore the liners out as they were so stuck, heat wouldn’t shift them, the holes lightly honed and the top faced and pocketed so the liners had 0.004” protrusion to clamp tighter at the sealing ring.
Bored and honed to 67mm for the original pistons and customers own NOS STD Ring set..
now going to be packed and wrapped and sent back
Back onto engine building today 😀😀😀

Ps thanks for all the positive comments and help they may bring👍👍👍👍

04/10/2026

In this Business which I’ve been doing for forty years I had the pleasure of meeting thousands of people from all over the world.. most have one project others come back again… and a few come back multiple times.
Some become friends who you can share respect and values , But Out all the qualities I value, loyalty and honesty come high on the list and when you add the shared values and respect, you have a good friend.
One such person was Barry Reid from Holland on sea…
Sadly I learnt today that the battle he was fighting has been lost..
A quiet man not advertising his illness, I texted him because speaking was difficult for him to do… I thought, hoped he would be ok and was comforted by his positive reply’s..
sadly not to be.. a man who spent his life in the classic motor trade and a skilled mechanic and bike builder with a flair for creating visually functional and beautiful specials which I have had the pleasure to contribute too.. ,
These bikes are Barry’s legacy to the bike world but they show his passion for perfection but as always there’s more to know.. a husband and father and a friend to many … loyal and honest to a tee.. he will be sadly missed…

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/

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