LinkBack URL
About LinkBacks
I will be adding to this as things progress - as well as creating a new section on my site to follow progress from when I get both the car and engine back from the relevant workshops.
Anyway - as requested by a couple of people took the time today to make a little photo booth(ok ok - 3 pieces of polystyrene sheet!) and took a few pics of the bits I have collected so far, left out the boring bits like oil/water pumps and small brackets as quite frankly... they ARE boring!
Anyway - this is the 'new' carb - bigger than the other I posted a while back - flows 1050 CFM (cubic feet a minute) sitting on a Victor manifold - open plenum, so good for top end but more low end performance. The wood like piece between the carb and manifold is err wood and is used as a thermal barrier
Next up - set of forged Eagle H beam rods, called that due to the side profile of a H - you may just be able to make it out - not a lot more I can say about these, apart from the fact they are rated to 700 (or is it 750) bhp. NOT cheap
Next up - things atart to get expensive! Full MSD ignition - from the left billet dizzy, you may well notice the lack of height on the cap - due to this being run by a crank trigger - therfore this is only used to distribute the spark. Working around is the ignition box a 6AL - multi-spark with inbuilt revlimiter, generates multiple BIG sparks to amke sure everything is burnt. Further round clockwise is my ignition timing module - fixed curve with a 20 deg retard on starting. Next up (the small silver box) is a 2 step control, this is used as a variable rev limiter, sitting on the line with one line earthed will enable me to dial in a set rev limit (i.e. just under where max torque will be) as soon as the light changes removing the earth will switch it until upper rev mode and full power. Then the crank trigger, bolted to the front of the crank and therfore ensuring that everything is triggered at the right time i.e. straight off the crank instead of a dizzy which is last in the chain of events. (i.e. crank/timimg chain/cam shaft/dizzy). Lastly the ignition coild - uprated to handle what im expecting the system to do!
Lastly - my favourite bit at the moment. Valve gear! From the top is the stud girdle - this is bolted to the top of the rocker studs and in theory should hold everything in place both for valve lash and valve alignment as with the springs im using without a girdle its not unkown for the rockers studs to move around! Next up is a set of roller lifters, these are my spares as I should be picking up a new set next week - aluminium for lightness and as they are roller, minimal friction between them and the valves. Then we have THE cam - solid billet steel in a roller profile - you 'may' be able to make out the difference between a 'solid' cam (much more pointed) and this which has much more round lobes. Below that are the solid roller lifters - again lightweight race items in an effor to keep valvetrain weight as low as possible.
Either side of these are the inlet (on the left) and exhaust (on the right) both in stainless steel - with a recess ground just above the valve for better airflow.
And before anyone asks (for those that have got this far) .... no I dont know how much its all worth - the bad side of 3.5k at a very rough guess - who said building these engine was cheap....
Reply With Quote
Originally Posted by jon bda
and now wish I hadnt!!
