I can't even speak about it
but i'll try
manifold has been off an on approx 6 times in the last 3 weeks
on none of these occasions have i managed to fit all the nuts and washers
get it onto the stud an dowel and there is no room for no 4 and 5 washer and nut
got no. 4 and 5 on and you can't get no.2 on or onto the dowel
I now have jars of blood sweat and tears in equal measure
1 email to manufacturer and no response
one grinder and i've lost the bloody center that holds on the stone
one bench grinder that needs dressing cos it is full of badly cast alluminium
manifold has been kicked down the lawn, i have a ripped trainer and a very sore foot but i feel much better.
This week will see success. the dremmel is on charge.
I'd quite happily drown small cats in a bucket than ever fit one of these again.
as they say in Oz the fella who designed this was obviously a Bananarama! Unit
Dave
Dave999's Aussie Charger
Moderator: Moderators
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Anonymous
i would if i could find the bleeding middle bit
perfectly good bosch grinder but the centre to hold on the stone has gone walkies at some point in the last ten years......
I think a trip to wickes is on the cards.....i'll buy a cheapie.
bench grinder with no cover and a pair of school science shades would do the trick but that stone needs sorting .
i'll see if the belt sander with a linishing strip in it works but i don't want to go too far......
Dave
perfectly good bosch grinder but the centre to hold on the stone has gone walkies at some point in the last ten years......
I think a trip to wickes is on the cards.....i'll buy a cheapie.
bench grinder with no cover and a pair of school science shades would do the trick but that stone needs sorting .
i'll see if the belt sander with a linishing strip in it works but i don't want to go too far......
Dave
The Greater Knapweed near the Mugwort by the Buckthorn tree is dying
success
OK
manifold on.... without damage to the graphit gasket. these things crush down well.
dingus contraption (Dr Seuss ref. there) supplied by TrevD for carb mounting round by 90 degrees
this sites the secondaries nearer to the runners....
accuired an nice new banjo off Mr Matt Snowball. works a treat
the plastic washers it came with were a little oversize for the flange on the carb inlet so we chucked them and used washers from Halfords that are used on the sump drain plug on a recent model ford.
these have a neoprene seal on both sides of the inner diameter and are frankly the dogs danglies for this kinda thing.
1) the banjo isn't capable of moving and undoing itself
and it doesn't leek
the outlet for the fuel pressure guage is a straight hole right through 1/8th NPT with a grub screw in it leeked a bit
now if i could be botherd to take it all off again then i guess i could have boss whited it or indeed PTFE taped it but neither do ya carb any good if a bit goes astray.
Instead i went to see these chasps
http://www.thinkauto.com/
who are mocal/areoquip maniacs...
nothing they like better then making up a bit of braided hose while you wait
they supplied a neoprene covered washer and a 1/8NPT bolt that certainly does the bizzz. and don't get all wingey when ya order only comes to £1
the air filter is an issue and has resulted in the poor siteing of the washer bottle
May go for a 12 or 10 incher with a taller filter. will see
it runs
it farts
its too damn rich
but it runs
tuning to follow
springs and rods and rods and springs
and that davebrewed throttle cable clamp has to go
Laters
Dave
manifold on.... without damage to the graphit gasket. these things crush down well.
dingus contraption (Dr Seuss ref. there) supplied by TrevD for carb mounting round by 90 degrees
this sites the secondaries nearer to the runners....
accuired an nice new banjo off Mr Matt Snowball. works a treat
the plastic washers it came with were a little oversize for the flange on the carb inlet so we chucked them and used washers from Halfords that are used on the sump drain plug on a recent model ford.
these have a neoprene seal on both sides of the inner diameter and are frankly the dogs danglies for this kinda thing.
1) the banjo isn't capable of moving and undoing itself
and it doesn't leek
the outlet for the fuel pressure guage is a straight hole right through 1/8th NPT with a grub screw in it leeked a bit
now if i could be botherd to take it all off again then i guess i could have boss whited it or indeed PTFE taped it but neither do ya carb any good if a bit goes astray.
Instead i went to see these chasps
http://www.thinkauto.com/
who are mocal/areoquip maniacs...
nothing they like better then making up a bit of braided hose while you wait
they supplied a neoprene covered washer and a 1/8NPT bolt that certainly does the bizzz. and don't get all wingey when ya order only comes to £1
the air filter is an issue and has resulted in the poor siteing of the washer bottle
May go for a 12 or 10 incher with a taller filter. will see
it runs
it farts
its too damn rich
but it runs
tuning to follow
springs and rods and rods and springs
and that davebrewed throttle cable clamp has to go
Laters
Dave
The Greater Knapweed near the Mugwort by the Buckthorn tree is dying
well its here.
£25 van hire over Christmas
a jaunt down to Southampton yesterday
forklift in
now how do you get a 180KG engine out of a van
slide it down a pair of fence posts and roll it onto a dolly
next need to get it down the drive without causing injury death or distruction
santa should have brung a crane
£25 van hire over Christmas
a jaunt down to Southampton yesterday
forklift in
now how do you get a 180KG engine out of a van
slide it down a pair of fence posts and roll it onto a dolly
next need to get it down the drive without causing injury death or distruction
santa should have brung a crane
The Greater Knapweed near the Mugwort by the Buckthorn tree is dying
took the head off
no burnt valves yay
no obvious cracks yay
no burns between cylinders yay
ever so slight ridge at top of bores couldn't tell if it was carbon or ware 1/2 yay
looking good
no spiders snakes or scorpions.
engine £150
shipping from Oz £240
that's alright innit
then add on port charges VAT handling forwarding customs clearance and numerous £15 and £20 no reason charges and you have the most expensive pile of scrap metal ever.
no i'm not doing it again
anyone got a flywheel?
Dave
no burnt valves yay
no obvious cracks yay
no burns between cylinders yay
ever so slight ridge at top of bores couldn't tell if it was carbon or ware 1/2 yay
looking good
no spiders snakes or scorpions.
engine £150
shipping from Oz £240
that's alright innit
then add on port charges VAT handling forwarding customs clearance and numerous £15 and £20 no reason charges and you have the most expensive pile of scrap metal ever.
no i'm not doing it again
anyone got a flywheel?
Dave
The Greater Knapweed near the Mugwort by the Buckthorn tree is dying
just got to find the time now
if the crank and rods are good
and it only needs a rebore
i'll get KB 318 pistons in there that come up to the top of the bore
need to re size the rod ends for fully floating pins
head and block will need a a bit of a reface i think.
and I'll get it all balanced
fancy proper carbs as well DCOE or DHLA in a 45 mm size.
and the appropriate cam. should be able to get a duration that would be race only with a 4bbl to be reasonable and idle with some semblance of nice with port on port induction
crank and rods should be good for it never heard of anything other than the hardened and shot peined E38/49 cranks snapping.
if the crank and rods are good
and it only needs a rebore
i'll get KB 318 pistons in there that come up to the top of the bore
need to re size the rod ends for fully floating pins
head and block will need a a bit of a reface i think.
and I'll get it all balanced
fancy proper carbs as well DCOE or DHLA in a 45 mm size.
and the appropriate cam. should be able to get a duration that would be race only with a 4bbl to be reasonable and idle with some semblance of nice with port on port induction
crank and rods should be good for it never heard of anything other than the hardened and shot peined E38/49 cranks snapping.
The Greater Knapweed near the Mugwort by the Buckthorn tree is dying
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Anonymous
well standard 2 barrel should do 203bhp at the flywheel
my current one his a high CR version and should do 218 BHP but i don't believe it does, its a bit nasty rattly and the lifters do not pump up properly.
the race one with the longest duration cam 10.5:1 CR and decent extractors and the 6 pack of carbs did 302 (312?) BHP
that should be achievable with this new old engine if the CR is upped (it will currently be 8:1. If the 45 DCOEs are installed and properly set up
and decent 3 to 2 to 1 extractor and the 1970s grind standard E49 option cam.
now the cam is straight out of the arc...modern grinds can produce higher BHP figures. i just don't want to make it a pain to drive
options now include
E49+ duration cam on a range of lobe centres but still hydraulic
similar solid lifter cams but with more lift
and if you won the lottery roller cam.
in all cases you suffer because hemi 6 parts are made for a very small customer base which means little economy of scale and small production runs i.e you wait and you pay 50% more
the rocker ratio is already 1.7:1 as standard
the port design is restrictive in as much as the shape of both inlet and exhaust is very, in-then- straight down (the short turn is very poor) but the ports are big anyway in fact the ports are similar size across the range of this engine 265 245 and 215 and the 215 is a pig because port velocity is so low that the engines are just not very good at anything in the 1000-2000 rpm range.
you can put in nice long valves and go mental on the length and pressure of the springs to enable really good control when running a massive lift on an aggressive profile but you suffer the risk of chewing a cam and lifters and the cams are so long and are now based on a chevy 6 cam stock so the sections of the shaft between the lobes and bearing journals are much thinner than standard, this means they flex and vibrate in a way that the standard grinds don't, and take out your dizzy and oil pump on the way so you get tied in to ECU ignition control and dry sump or external oiling and frankly i don't have the time patients money or expertise to do anything other than a standard rebuild with a nice cam and induction.
its too much trouble. My aim is to try to do as well as the factory did and anything else is a bonus.
i do have a nice £150 kit ECU for ignition so i can have any curve I like which is beneficial as nobody makes anything for the hemi distributor any more..i.e i avoid the fun of welding or filing slots or trying to fit springs from other applications in the off chance they may produce the curve necessary
the aussies have got 800+BHP out of these things using fuel injection and superchargers but those motors are not real world motors...built usually for "horsepower hero" type dyno pull competitions.
it will be an interesting exercise. ive not rebuilt an engine i couldn't lift by hand onto the bench before!!!!
Dave
my current one his a high CR version and should do 218 BHP but i don't believe it does, its a bit nasty rattly and the lifters do not pump up properly.
the race one with the longest duration cam 10.5:1 CR and decent extractors and the 6 pack of carbs did 302 (312?) BHP
that should be achievable with this new old engine if the CR is upped (it will currently be 8:1. If the 45 DCOEs are installed and properly set up
and decent 3 to 2 to 1 extractor and the 1970s grind standard E49 option cam.
now the cam is straight out of the arc...modern grinds can produce higher BHP figures. i just don't want to make it a pain to drive
options now include
E49+ duration cam on a range of lobe centres but still hydraulic
similar solid lifter cams but with more lift
and if you won the lottery roller cam.
in all cases you suffer because hemi 6 parts are made for a very small customer base which means little economy of scale and small production runs i.e you wait and you pay 50% more
the rocker ratio is already 1.7:1 as standard
the port design is restrictive in as much as the shape of both inlet and exhaust is very, in-then- straight down (the short turn is very poor) but the ports are big anyway in fact the ports are similar size across the range of this engine 265 245 and 215 and the 215 is a pig because port velocity is so low that the engines are just not very good at anything in the 1000-2000 rpm range.
you can put in nice long valves and go mental on the length and pressure of the springs to enable really good control when running a massive lift on an aggressive profile but you suffer the risk of chewing a cam and lifters and the cams are so long and are now based on a chevy 6 cam stock so the sections of the shaft between the lobes and bearing journals are much thinner than standard, this means they flex and vibrate in a way that the standard grinds don't, and take out your dizzy and oil pump on the way so you get tied in to ECU ignition control and dry sump or external oiling and frankly i don't have the time patients money or expertise to do anything other than a standard rebuild with a nice cam and induction.
its too much trouble. My aim is to try to do as well as the factory did and anything else is a bonus.
i do have a nice £150 kit ECU for ignition so i can have any curve I like which is beneficial as nobody makes anything for the hemi distributor any more..i.e i avoid the fun of welding or filing slots or trying to fit springs from other applications in the off chance they may produce the curve necessary
the aussies have got 800+BHP out of these things using fuel injection and superchargers but those motors are not real world motors...built usually for "horsepower hero" type dyno pull competitions.
it will be an interesting exercise. ive not rebuilt an engine i couldn't lift by hand onto the bench before!!!!
Dave
The Greater Knapweed near the Mugwort by the Buckthorn tree is dying
-
Dave-R
- Posts: 24752
- Joined: Sun Apr 18, 04 11:23 pm
- Location: Dave Robson lives in Geordieland
- Contact:
Use a solid lifter cam with a decent rate of lift Dave. 
Loads more torque (and HP) at the lower rpms without sacrificing top end torque. 
OK so you will have to check the valve lash once a year. But you like doing that anyway don't you? Lovely job for a Sunday while the little woman is cooking the Sunday roast.
Loads more torque (and HP) at the lower rpms without sacrificing top end torque. OK so you will have to check the valve lash once a year. But you like doing that anyway don't you? Lovely job for a Sunday while the little woman is cooking the Sunday roast.