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21 Dec 2018, 11:58 (Ref:3871794) | #2401 | |
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21 Dec 2018, 12:33 (Ref:3871805) | #2402 | ||
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Nothing a rasper file won’t fix.....
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Logic will get you from A to B. Imagination will take you everywhere. (Einstein) |
21 Dec 2018, 12:52 (Ref:3871806) | #2403 | ||
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21 Dec 2018, 14:26 (Ref:3871818) | #2404 | ||
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Pistons out and machine shop on stand by.Lucky for me machinist does not like Christmas as well.Ho Ho Ho.
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21 Dec 2018, 15:23 (Ref:3871827) | #2405 | ||
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Well done! Talking of pistons, I was given this as a prezzy yesterday. It’s out of the B19 I take around, the FVC was rebuilt after a ‘buzz’ during the season..... I think it’s cool.....
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21 Dec 2018, 17:37 (Ref:3871840) | #2406 | ||
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Quote:
A long time ago I had a piston from a DFV (reportedly one from a JYS/Tyrrell engines used in the 1973 campaign) that came with a conversion to an ashtray (very common back then of course) and a little plaque attached to it for provenance. Sadly it seemed to disappear at some point over a few house moves. I have no idea where or when or why. A few other items seemed to disappear around the same time but one does not always notice such things at the precise moment they happen. |
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22 Dec 2018, 07:35 (Ref:3871927) | #2407 | ||
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These folks supply similar collectibles
https://www.racetothefinish.co.uk/co...y-items/gifts/ They also provide the trophies for the Armed Forces Race Challenge Series, not that I have won one! |
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22 Dec 2018, 07:40 (Ref:3871929) | #2408 | ||
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22 Dec 2018, 09:04 (Ref:3871939) | #2409 | ||
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Mike, do you own the Charles de Gaulle propellers? Yours are on the shelf…
Can you remember what CER was previously? Supporting grids to Petit Le Mans series. PA had an agreement with Mader Racing to supply trophies. Seems they had a lot of pistons, gears and so on to offer! Was rather easy for my mate Hervé Dumas and me to collect some, driving a 570 hp C2 against poor 2.5 liter 911… Ten years ago, already. Happy days! |
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22 Dec 2018, 09:10 (Ref:3871940) | #2410 | ||
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Question to V6 or V8 engine specialists. If you had to fit a single carb on a V6 and be allowed to use a 48, what would you prefer? IDA or IDF? Why?
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22 Dec 2018, 10:16 (Ref:3871947) | #2411 | |||
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Regarding trophies, I think something made from old race car parts is far nicer than most of the plastic stuff presented nowadays..... |
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22 Dec 2018, 11:42 (Ref:3871957) | #2412 | ||
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22 Dec 2018, 12:00 (Ref:3871960) | #2413 | ||
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22 Dec 2018, 15:31 (Ref:3871989) | #2414 | ||
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Good one, you make the point! Again…
So, IDF or IDA for a V shape engine around 500 cc a barrel? |
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22 Dec 2018, 16:34 (Ref:3871993) | #2415 | ||
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I don’t use either of them but the IDA looks to be more race car spec than an IDF. Plunger accelerator pump instead of diaphragm? If you read comments on other forums where the question has been asked, the IDA seems to get more votes.....
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22 Dec 2018, 21:14 (Ref:3872021) | #2416 | ||
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IDA it was the preferred choice for the Capri in single carb form. IIRC the IDF was a 40 and as Mike says not so easy to set up. But it sat on the standard manifold.
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22 Dec 2018, 23:28 (Ref:3872040) | #2417 | ||
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Thanks for that. Can you remember if it is period correct to modify the manifold, i.e. adapt 6 tubes inside which would be better? If its not period correct, I'll keep it as it is at the moment (allowed fettling only). Some adaptor plates to weld on the manifold are available. Point is that we dont have a grid for real appendix cars, so better to go for a CT30/GB style. Rick Wood says he can make a Grp 1,5 with more than 300 hp. I dont need so much, reliable 250 would be fine.
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24 Dec 2018, 08:09 (Ref:3872194) | #2418 | |
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I did a pair of Essex cylinder heads for someone recently, and modelled the engine with a selection of cams and carburettors. Having flow tested several old heads from an old Capri racers 'retired' archive as reference. Some very interesting, but unsurprising results. As with most engines, certain people's claims in the interest of sales vs reality, are not always on the same page.
On the subject of different time zones, Santa came a day early. 7am in a red van this morning! With the Tornado on wheels with suspension, steering brakes engine and box fitted, I may afford myself a little reading time over the next few days. |
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24 Dec 2018, 08:18 (Ref:3872196) | #2419 | |||
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Quote:
I do know that Ric's engines are pretty powerful and quite expensive. |
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24 Dec 2018, 08:30 (Ref:3872199) | #2420 | |
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Ford made a higher inlet manifold as well, there's more volume inside it and the flow was significantly higher than a standard Ford one. I also spent some time on that, our prediction is circa 230, but a broad spread of torque for longer races and it's not all steel, so limited revs.
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24 Dec 2018, 10:19 (Ref:3872210) | #2421 | |||
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Ric already experienced almost everything, including a DFI 5 side to side. He reports good results, may be "forgetting" that one of the first pics of the homologation form is the intake manifold… Clearly represented in B/W. Yes, expensive, I know because had two blown one…*One my fault, loss of the alternator belt, the other failure is a mystery. First time I hear about a better manifold other than the Swaymar unit to adapt a Holley carb. Bear in mind, we have limits here, regulation and… the bonnet! May be a schnorchel could be accepted in France Strange that we have acceptable results with small valves and conservative camshaft. It seems impossible to bring the head to max specs without reaching a water pocket or two… Last edited by Gerard C; 24 Dec 2018 at 10:25. |
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24 Dec 2018, 10:23 (Ref:3872212) | #2422 | ||
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Really strange things happen with this car. Peter, please correct if you feel I'wrong but for instance the homologated gearbox ratios, said close ratio, are not that close in fact. The original ones are well calculated but the 4th speed is for highway use. The positive aspect is that using the first in many corners, you make profit with all you've been paying for! Negative one is steel synchs are required but I can't find any.
In my opinion, the real issue is the weight. My MK2 S, homologated at 1050 is around 1073 kilos and any gain would involve to remove the roof! I've been told about some being around 900 kilos. A dream for me… |
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24 Dec 2018, 11:31 (Ref:3872228) | #2423 | |
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The Essex V6 heads are similar to the Ford 289/302 heads in that they inlet ports are large, but of poor design shape and subsequently flow wise ( the exhaust on an Essex flows better with a smaller valve.)
One of the heads I flowed was brand new with big big valves, done by a well known company, well executed, looked nice, but will not perorm as well as it could. flow wasn't great. The other old knackered head with smaller big valves, was originally done by Neil Brown, had been taken right to the limit with narrow seats and radiused valves, flow was great, but it had a short life. I managed to achieve the same results with the same valves and a wide reliable seat, not quite as good flow at very high lift . . .but if your cam doesn't go there . . . . . |
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24 Dec 2018, 17:33 (Ref:3872272) | #2424 | ||
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Very interesting, thanks a lot for sharing your experience. No, my camshaft won't go that far because the homologation states a certain valve lift, in and out, as you for sure know. I havent your knowledge and experience but seemed to me that the most popular camshaft makers consider the rockers ratio to be 1.5 which seems to be a mistake. From memory its closer to 1.34. My actual engine retains the pressed rockers with a slight alteration of the adjustments bolts. No seats for the valves.
Again something strange in the 5336 form Grp1 appendix, evolution 21/10, the camshaft dimensions have been changed but not the lift… 'F course, Neil Brown has a strong reputation here but with two blown engines I have some bits on stock! May I ask what carb' are you using? Is your exhaust manifold a Tony Law unit (RHD cars only so not for me)? From memory we are allowed to run a 42/43 mm ID at the flange but again its too big. I use two different lsd's, homologation doesn't specify the brand, only 4 pinion type. I have a classical ZF and a soft Gripper I'm happy with. Some mates go for 3JD because they have a good connection with the maker and they are affordable. PS Made a mistake about the homologation weight, its 1051 kilos. Sorry. |
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26 Dec 2018, 08:00 (Ref:3872396) | #2425 | ||
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Did anyone flow bench a manifold (is it possible)? Some results are confusing, the 3xDCNF 42 configuration having one choke per cylinder seems not better than a single IDA 48 flowing freely in the original manifold.
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Celui qui est parti de rien pour arriver nulle part,n'a de merci a dire a personne.Pour ceux qui vont chercher midi a quatorze heures, la minute de Vérité risque de se faire attendre longtemps. |
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