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Posted by: Racer Chris Aug 7 2004, 07:34 PM

The machine shop found 3 bent valves. I found a worn center main bearing and crank journal. Everything else looked ok.
With a little more valve spring pressure, and some new ceramic lifters from LN Engineering, I should have a better margin for error. And with a fresh crank, polished and balanced I should be able to finish the season.


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Posted by: john rogers Aug 7 2004, 08:35 PM

Did anyone determine why the valves were bent? I'd be concerned since I went through a couple of years of bent then broken exhaust valves. Found we were running race gas (10.5 to 1 c/r) but not enough total advance and it caused the exhaust valves to over heat some. Looks really good.

Posted by: Racer Chris Aug 7 2004, 08:45 PM

I found slight evidence of contact with the pistons from my over-rev 2 weeks ago. That's one reason for upping the spring pressures, which are actually still well below 200 lbs at the nose of the cam.

Tonight I assembled the crankshaft, with a new set of Carillo rods - one more improvement this time around.


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Posted by: URY914 Aug 7 2004, 08:47 PM

Sweet!

Paul

Posted by: Brad Roberts Aug 7 2004, 11:15 PM

He he.. Chris took the crank shot just to prove he was legal for FP..LOL (not allowed to run a CW crank in SCCA FP class)

Looks good Chris.. get it back together so you can go play.


B

Posted by: Racer Chris Aug 8 2004, 06:15 AM

Actually, nowadays, any ferrous crank with stock stroke and stock journal dia.'s is permitted.
I have a CW crank for the next engine that will spin another 1000 rpm faster!

Posted by: Racer Chris Aug 8 2004, 06:28 AM

If I move quickly enough we will make it out to Mid-Ohio for a National next weekend.
One other thing I did while the engine is apart is upgrade the crankcase to accomodate my external oil pressure relief valve. Any oil bled off to keep the max pressure below 80 psi will go directly to the dry sump tank, instead of into the case.
I'm debating whether to go without the windage tray completely, or to put a couple of big holes into it. Also debating whether to go without the sump screen as well, and just use the -12AN inline screen I have.


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Posted by: Jake Raby Aug 8 2004, 07:35 AM

Chris... Think twice about adding the counterweight...

The lighter you can make that rotating mass, the better off you are!

Posted by: crash914 Aug 8 2004, 07:40 AM

Chris, where did you get the lifters made out of unobtainium?????/


Just kidding Charles, still waiting on mine.........

Posted by: Racer Chris Aug 8 2004, 08:29 AM

I agreed to take oversize lifters, and honed the bores to fit them.
I took my case to the same machinist who did the valves, where we used a nice (Sunnen I think) lifter bore hone. The result is a perfect fit with .001" clearance.

Posted by: Brad Roberts Aug 8 2004, 10:05 AM

I have a set of the ceramic lifters on the shelf. Call us Monday and I'll get them out to you. Charles can send us yours (if you have already paid for them)

Chris,

with that setup I wouldnt run the windage tray (or I would run two small plates to keep the oil from sloshing to far up the sides) Leave the middle open for oil drainback.


B

Posted by: Jake Raby Aug 8 2004, 10:52 AM

And cut the tray just where the pushrod tubes drain away as well..

I have some ceramic lifters made especially for high revving engines.. They limit oil flow to the rocker boxes.

Posted by: Racer Chris Aug 8 2004, 12:04 PM

The bottom end is completely assembled.
I decided to go without a windage tray, and without the sump screen.
I also made clearance on the front of the case so I can use -12AN lines right up to the oil pump. It requires a very different engine mount setup.


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Posted by: synthesisdv Aug 8 2004, 12:41 PM

mark henry fabricated this mount for me.

only problem is the mount bolt interferes with the NPT => AN -10 adapter.
I will try using a 3/8" brass nipple extension to get it past that point.

Any suggestions besides that?

thanks,
dr


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Posted by: Racer Chris Aug 8 2004, 04:00 PM

I fabricated a custom long fitting to clear the engine mount for my pump.
Also, without the fan housing in the way I moved my mounts forward by welding on a tube to each bolt location.


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Posted by: Racer Chris Aug 8 2004, 04:04 PM

This is the curved crossbar I needed for those engine mounts.


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Posted by: Racer Chris Aug 8 2004, 04:05 PM

I got the heads on this afternoon.


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Posted by: synthesisdv Aug 8 2004, 04:55 PM

how did you curve that bar?

also the nipple I used worked out fine for the pump plate fitting.

dr

Posted by: Brad Roberts Aug 8 2004, 06:04 PM

Heat.

Chris,

can we move the engine forward in the chassis for FP ??


B

Posted by: Racer Chris Aug 8 2004, 07:05 PM

PCS section D.1.m.6 "Motor mounts of alternate design and/or material may be used, but there shall be no change to the engine's fore and aft or vertical location..."

Posted by: Racer Chris Aug 9 2004, 06:07 AM

I nearly finished the assembly last night.


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Posted by: Racer Chris Aug 9 2004, 06:08 AM

The ceramic lifters are pretty cool.


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Posted by: Racer Chris Aug 9 2004, 06:09 AM

Another angle with no light reflected off the faces.


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Posted by: Walter Aug 16 2004, 02:33 AM

Chris,
Just saw these pics of yours: Nice indeed.
Have you weigthed yours?
I'll use the type 1's in my type 4 case and they are 51,5 gramm (!)

One other q: where did you buy/get the Carillo's with the 50mm big-end (=stock) diameter? and how long are they? stock or longer?

Thanks,
Walter

Posted by: maf914 Aug 16 2004, 09:08 AM

Chris, Will you be going to the Runoffs this year?

I have a friend in Virginia who's son has qualified in FV and I am thinking about joining them for the weekend at Mid Ohio. Long drive for me, but its been 10 years or so since I last went and every year I keep saying next year. Maybe this year.

Posted by: Racer Chris Aug 16 2004, 09:15 AM

IIRC they were 64 gms, 36 less than oem.

I ordered the Carillo's from an engine builder who has an account with Carillo. It took more than a year because they won't make just one set, and don't keep them on the shelf anymore. Mine are stock length, per SCCA rules.

Posted by: Racer Chris Aug 16 2004, 09:17 AM

I just got back from the Buckeye Sprints at M-O, 11 hour drive straight through at 65mph average.
If I do well at Pocono this coming weekend I will probably go to the Runoffs.

Posted by: maf914 Aug 16 2004, 10:54 AM

Hey, I just noticed the lightening holes drilled in the engine bar. How many drill bits did that take?

Posted by: Jake Raby Aug 16 2004, 02:50 PM

I have a run for Carrillo now, if anyone needs rods let me know soon.

I can usually get them in 6 weeks

Posted by: synthesisdv Aug 16 2004, 03:00 PM

That bar looks cool but how much weight could that save? One pound maybe?

Are you allowed to fabricate a crossbar mount? Now that would save some weight.

dr

Posted by: Racer Chris Aug 16 2004, 08:11 PM

I got the bar with an engine I bought. It hardly seems worth the effort IMO. Since I have to add ballast anyway the bottom of the car doesn't need any weight removal.
It is legal to use custom engine mounts. I once considered fabricating a crossbar that also stiffened the chassis, but I decided to put my efforts into more productive endeavors.

Posted by: URY914 Aug 17 2004, 07:55 AM

I've fabricated a crossbar out of tubing that is about 1/2 the stock bar's weight. I'm not done completly welding it up so I won't show any pictures until it done.

Was/is it worth it? Probably not. I just saw the stock cross bar as a heavy piece that I could improve upon. The material was some left over stock that wanted to use up.

Removing low weight doesn't have the same effect as removing top weight (you all know that) but with my car it all counts.

Paul