Chrome is good. Kind of has that "Seduction" look going, you know?
Looks way prettier than my ugly old thang......
It starts with chrome, then diamond tuck, then Russian symbols and piles of money in the frunk. Be careful.
Next, we’re gonna see a string of Hawaiian Kukui beads hanging from his windshield. 
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Gordon Nichols posted:Next, we’re gonna see a string of Hawaiian Kukui beads hanging from his windshield.
No Kukui beads for me. They might clash with my dashboard Hawaiian hula girl!
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Ok, thanks for the feedback. I'll cancel the order for the purple crushed velvet, although it was really dreamy. Since I altered the compression specs from my earlier plans, based on your feedback, here's the latest configuration.
- 1776 cc engine: 90.5mm, stroke 69mm, piston deck clearance .040" - compression ratio 8.9
- Dual relief case AJ-144762 - Hoover oiling mods
- Full flow oil pump (30 mm ) w/ external oil filter
- Panchito 044 double valve spring heads, chamber 50cc
- 1.1:1 stock rockers Hoover modified oil passages w/CBP swivel feet
- Cromoly pushrods
- Hardened lifters
- Berg heavy duty grooved rocker shaft
- Engle W110 camshaft .392" cam lift, .430" valve lift (1.1 Rockers), 284* duration & 247* duration at .050", on 108 lobe center
- 69 mm counter weighted crankshaft
- SCAT 3/8 5.40" balanced connecting rods with ARP 8740 bolts
- Balanced Mahle 90.5 pistons and wrist pins
- Berg welded cooling fan
- Dual 40mm Kadrons: 28 venturi, 130 mains, 50 idle (at sea level)
- Ported EMPI intake manifolds (opened up to 1" from bottom)
- Carter P60430 rotary fuel pump
- Holley 12-804 fuel pressure regulator modified for 1.75 psi
- Bosch high output wasted spark ignition module 032905106F
- CB Performance 36-1 missing tooth wheel and Hall effect crank position sensor
- Speeduino ECU spark controller
- NGK BKR5EIX-11 IX iridium spark plugs .044" gap
- EMPI US made Chrome 90 amp alternator
- EMPI 4099 13 lb chromoly flywheel
- EMPI 1700 lb model 4080 stage 1 200 mm pressure plate
- 5-3/4" Power pulley
- Vintage Speed Taiwan 1.5" stainless sport exhaust system - 155-204-05200
- Rancho Pro Street IRS Transmission# DC0257471 - 4.125 final gear ratio
- Cromoly spring mounted Hawaiian hula girl dashboard doll
Mike
That Hawiian girl must be worth an extra 5 horses at least. I'm done with carbs, so I'm relying on fuel injection and this:
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JMM (Michael) posted:That Hawiian girl must be worth an extra 5 horses at least. I'm done with carbs, so I'm relying on fuel injection and this:
Ommmm. How did you approach the fuel injection?
Ah, well, I'm going Suby with a stand alone engine management system. When I look at that lovely engine spec you have I keep thinking I'd do Dellorto's. Also, when applied to electronic fuel injection, the Budha says, "Ohmmmm"
JMM (Michael) posted:Ah, well, I'm going Suby with a stand alone engine management system. When I look at that lovely engine spec you have I keep thinking I'd do Dellorto's. Also, when applied to electronic fuel injection, the Budha says, "Ohmmmm"
Yep, either high Ohmmms or low Ohmmms. I've been really tempted by the Dellortos, but I've also got some motorcycle throttle bodies and injectors lying around and they're spaced to fit IDF manifolds. The Kadrons will hold me until I decide.
mppickett postedYep, either high Ohmmms or low Ohmmms. I've been really tempted by the Dellortos, but I've also got some motorcycle throttle bodies and injectors lying around and they're spaced to fit IDF manifolds. The Kadrons will hold me until I decide.
Oh, I like the throttle bodies idea! It would sound ripping' good, too.
Yeah, top down, intake noise with ITB or single throat carbs can sound like heaven. Top up? Could be(will be) a headache......
DannyP posted:Yeah, top down, intake noise with ITB or single throat carbs can sound like heaven. Top up? Could be(will be) a headache......
^ truth.
I believe it was Ross Perot who dubbed it "the giant sucking sound."
Slowly making progress on the top end as parts arrive. I measured the crank pulley that came on the engine and it was a 7 incher. Shouldn't have made the fan grenade, but I'm sure it didn't help. Just curious, are any of you running a power pulley and if so, have you measured the impact on cylinder head temps? I know some folks (looking at you, @Stan Galat) monitor all of the cylinders :-)
Got my fancy chrome 90 amp alt and welded fan mounted. Built a new coil pack mount that is just a tad simpler and I think better looking because, waiting on parts...
Mike
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Man that picture is shiny
All the parts are here including the Panchitos (thanks, Marieanne!). Went through the heads this morning smoothing out sharp edges and burrs. Just got the heads torqued and Scat spring loaded pushrod tubes installed. I did notice that the spark plugs holes were smaller in diameter (10mm?) than the 14mm plugs in the 043 heads.
But, so far, so good. I'll start on the valve train tomorrow.
Mike
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They need 12 mm, long reach. I'd start with NGK D7EA plugs. Keep in mind that with NGK, higher numbers are colder.
Good luck, Mike.
Stan Galat posted:They need 12 mm, long reach. I'd start with NGK D7EA plugs. Keep in mind that with NGK, higher numbers are colder.
Good luck, Mike.
Thanks, Stan!
I think I found Stan's side business ~ https://www.facebook.com/count...bw&__tn__=EEHH-R
DannyP posted:Stan is on the right track, I run DP8-EA9 plugs.
Thanks, @DannyP. Just curious if you are re-gapping them wider than .035" since you've got a hot ignition?
Mike
I don't think I would, unless you're running 12:1 CR.
I'm running a Bosch wasted spark coil pack intended for a 2000 era VW 2.0L engine. The factory plug was a BKUR6ET-10 (.040 gap) and that engine had 10.5 compression. Thus the question. Don't get me started on how wasted spark systems wear plug gaps differently depending on coil bank (most use multi-ground electrodes to even the wear).
mppickett posted:I'm running a Bosch wasted spark coil pack intended for a 2000 era VW 2.0L engine. The factory plug was a BKUR6ET-10 (.040 gap) and that engine had 10.5 compression. Thus the question. Don't get me started on how wasted spark systems wear plug gaps differently depending on coil bank (most use multi-ground electrodes to even the wear).
Yep. When the car makers figured out how to make chambers that didn't invite pre-ignition, they needed to figure out how to light the fire under those kind of pressures. Once they figured that out, they needed to make plugs that wouldn't burn in half every 20,000 mi.
After they figured that out, we got to a 100,000 mi tuneup interval, meaning that Trixie the Hair Artist could drive her Honda indefinitely without doing anything but fueling it up.
If only they could figure out timing belts, a modern car might run forever.
Stan Galat posted:If only they could figure out timing belts, a modern car might run forever.
I thought they had that figured out with timing CHAINS. Then they went to belts. I'm sure the belts offer some kind of plus somewhere, other than the pocket books of the dealerships.
Carlos G posted:Stan Galat posted:If only they could figure out timing belts, a modern car might run forever.
I thought they had that figured out with timing CHAINS. Then they went to belts. I'm sure the belts offer some kind of plus somewhere, other than the pocket books of the dealerships.
But IMHO, the sound of the timing chains and all of those little valve train parts is what makes the 911 air cooled engines so cool. It just sounds so busy and purposeful!
Carlos G posted:Stan Galat posted:If only they could figure out timing belts, a modern car might run forever.
I thought they had that figured out with timing CHAINS. Then they went to belts. I'm sure the belts offer some kind of plus somewhere, other than the pocket books of the dealerships.
The chains were less than awesome back in the day. When cars began moving to OHC engines the small problems with short chains became big problems with really long chains. Belts were meant to be a way this could be easily remedied, with a reasonably easy to access normal wear item.
That went out the window pretty early on.
Ok, with the input of Stan and Danny, I've ordered some NGK DPR7EA-9 plugs. Thanks for the help.
Mike
A belt is much easier to replace than a VR6 chain.
I’ve replaced both - they’re both pretty much the same amount of work.
Gordon Nichols posted:I’ve replaced both - they’re both pretty much the same amount of work.
(In your Mother's voice) "And don't forget to change your water pump!"
mppickett posted:DannyP posted:Stan is on the right track, I run DP8-EA9 plugs.
Thanks, @DannyP. Just curious if you are re-gapping them wider than .035" since you've got a hot ignition?
Mike
Yes, I run .040 or more. I'll have to look it up. Whatever a 1992 Ford Escort gap is, since that's the coil pack/ignition I'm using. I think it's .044. And I'm running 10.2:1 static compression.
Stan Galat posted:Carlos G posted:Stan Galat posted:If only they could figure out timing belts, a modern car might run forever.
I thought they had that figured out with timing CHAINS. Then they went to belts. I'm sure the belts offer some kind of plus somewhere, other than the pocket books of the dealerships.
The chains were less than awesome back in the day. When cars began moving to OHC engines the small problems with short chains became big problems with really long chains. Belts were meant to be a way this could be easily remedied, with a reasonably easy to access normal wear item.
That went out the window pretty early on.
I'm betting that a timing belt/idler pulley arrangement is cheaper than chains and ramps and hydraulic tensioners. Follow the money......
DannyP posted:mppickett posted:DannyP posted:Yes, I run .040 or more. I'll have to look it up. Whatever a 1992 Ford Escort gap is, since that's the coil pack/ignition I'm using. I think it's .044. And I'm running 10.2:1 static compression.
No problem. I'll just gap them for .040. I was running .044 on the Mexican heads before the dang fan go (went). Since the spec is .040 that will probably be just fine.
By the way, I ran an EDIS back in my Megasquirt days. Nice coil pack.
Thanks!
DannyP posted:Stan Galat posted:Carlos G posted:Stan Galat posted:If only they could figure out timing belts, a modern car might run forever.
I thought they had that figured out with timing CHAINS. Then they went to belts. I'm sure the belts offer some kind of plus somewhere, other than the pocket books of the dealerships.
The chains were less than awesome back in the day. When cars began moving to OHC engines the small problems with short chains became big problems with really long chains. Belts were meant to be a way this could be easily remedied, with a reasonably easy to access normal wear item.
That went out the window pretty early on.
I'm betting that a timing belt/idler pulley arrangement is cheaper than chains and ramps and hydraulic tensioners. Follow the money......
Guys! WTF? I thought this was an Old Porsche Appreciation site. Everyone knows the hot valve actuation setup is shafts and bevel gears!
Ed, have you priced a real or replica 4-cam recently? I'm sticking with my original statement: Follow the money.
Aha, swivel feet mean you have to grind the adjusting screw face side of the rocker to gain back some room to back the screw out. But, all of you know this already. Got the geometry correct yesterday. Guess what I'm going to be doing today 
