Resurrection and development of V8 Project GT1

[mike_sekinger]

Good days work today.

Rings gapped - CP Carrillo supplied rings typically 0.011" top and 0.016" 2nd out of the box.   Light work to acheive the target gap but of course time consumming.

Finger saving tools for installing the gudgeon retaining clips

Rings installed and all rod/piston assy. installed in the liners with the use of the instertion sleeve.  Super-easy.

All ready for the liner installation tomorrow and fitting of the cylinder heads.

 

[alanlambert]

Great 'how to ' tutorial

Soon be running 👌

[mike_sekinger]

Special BE shells installed.  Liners installed and heads torqued down. Time for a coffee and cake.

ARP reduced the size of the head kit washer, so no need to install with the camshafts fitted to ensure clearnance.

[fjmuurling]

Did you also weigh / match the piston rings and BE's ?

 

 

(Sorry could not resist )

[mike_sekinger]

Hahahha....  rings yes, but there was no need to any adaptions to the pistons.

BE shells I did not.  🙂

[mike_sekinger]

Final update this week:    Bottom-end all torqued-up.  Bolt stetch at the high end of the range 0.011-0.015".

Dipstick tube done and sump on so it is all sealed-up.

 

[alanlambert]

Wow.

Like new 😎

 

[mike_sekinger]

.... in this case, a bit better than new 🙂

[mike_sekinger]

Lots of parallel tasks.  Just got the chargecooler radiator back following the addition of the 1/8 NPT boss for the burp tube.

[mike_sekinger]

Opening up and tapping of the SAI port for blocking. Also blanking off the pressure sender on the oil filter housing.

Pressing on with the tappets, camshafts, oil seal installation and position setting

[mike_sekinger]

Cam timing !

 

[alanlambert]

Lovely

[fjmuurling]

Looks very good.

Just curious as to why the blanking of the oilpressure sender connection. (moving to different location?)

[mike_sekinger]

Yes, different location

[jonwat]

Those cam profiles look pretty vicious, what are they? 😃

[mike_sekinger]

Stock camshafts:

Inlet

Lift: 9mm

Duration: 245deg

MOP: 116deg ATDC

Opens: 6.5deg BTDC

Closes: 58.5deg ABDC

Exhaust

Lift: 8.15mm

Duration: 230deg

MOP: 104deg BTDC

Opens: 39deg BBDC

Closes: 11deg ATDC

[drdoom]

Quote

8 hours ago, jonwat said:

Those cam profiles look pretty vicious, what are they? 😃

 

 

As I understand the matter, those actually have the appearance of mild profile, typical of early Twincam and possibly the very common C profile on the 907's. What an aggressive profile would look like in comparison would show a more broadly rounded nose, reflecting more rapid increase of lift on lobe flank from start of event. Believe this recalls the explanation offered by Tony Rudd on how the "Sprint", or D, profile was superior to the preceding C profile although listed with near identical timing and lift.

Cheers

[mike_sekinger]

Cam timing complete.  Personal target for new belts is 130Hz.

Cam cover sealed and torqued.

Inlet manifolds being ported as part of the motorsport plenum fabrication.  Hopefully news on that soon.

[mike_sekinger]

With the EWP150, the mechanical water pump is rendered unnecessary. There is also no need for the thermostat, but the coolant bypass in the block needs to be closed.   1/2BSP does the job, although a low profile plug will replace the crude plumbing cap used to check the thread.

The EWP runs at low volume when on power with coolant flow increasing at the temperature comes up.  The fan controller is completely configurable so temperature thresholds can be selected as the user wishes.

This is also a reversible mod. since the thermostat sealing face is retained.

[mike_sekinger]

As the stock ported manifolds are only a temporary fitting, I decided against the Zircotec coating.  The fabricated exhaust manifolds will hopefully be here before Christmas.

Manifolds, turbos and plumbing done for now.

Now waiting for the top-end parts to be fabricated and the flywheel for my 140mm clutch to be machined.

[mike_sekinger]

Following the work that Andrä has put into different hardware and belt configurations, I received my v-belt in 1330mm length.  Need to get more engagement on the crank pulley.  By using the original belt tensioner fixing, an eccentric tensioner should do the job nicely.  

Lots to choose from so going for an equivalent SKF part for a BMW in 80mm diameter.

Checking with the standard tensioner pulley for measurement but if I`ve calculated that correctly, then I will have the necessary movement for the tensioning I will need.... 12€, so if I need another then so be it.

[Erikl]

Is that Power Steering pulley on the right?  Have you considered the electric power steering pump (i.e. Porsche or similar)  Not that $$ and simplifies the plumbing on a mid engine. 

 

Really enjoying watching you put this together!

[mike_sekinger]

12 hours ago, Erikl said:

Have you considered the electric power steering pump (i.e. Porsche or similar)  Not that $$ and simplifies the plumbing on a mid engine. 

Although it`s an interesting idea, I`m going to stick with the Lotus/Saginaw pump. I know that Lotus did a lot of testing with different pumps/calibrations to get the right PAS feel.   I don`t want to have that impacted.

[mike_sekinger]

Back out in the cold today.  Got the original lower valance back and installed.

The front carbon arch section fettled and fitted.

I will not be using the original front splitter, as it is forced to sit too high for road car usage.  I`ll be coming up with a decent compromise that will allow me to run as the desired height for the road. 

[Erikl]

9 hours ago, mike_sekinger said:

Although it`s an interesting idea, I`m going to stick with the Lotus/Saginaw pump. I know that Lotus did a lot of testing with different pumps/calibrations to get the right PAS feel.   I don`t want to have that impacted.

Yeah - the Lotus PS feel is amazing.  Before driving my car I had snooped around looking at the possibility of retrofitting the manual rack from an earlier Esprit...but the feel is just too good. 

I think one of the neat things about the electric pump set ups, especially the "race" version from Porsche is that you can turn a knob and adjust the boost to your liking.  Or maybe change for parking lot vs track day.  Curious to play around with it.