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Going back together---hooking up things to see if they work    Rear axel is in with diff fluid.  will be putting things back together on all electrical curcits.

Yeah John  but it sure seems like I spend way to much time, money, and effort before I get up on the next step

Newbie to the salt looking to share a ride. I'm a long time racer out of FL with drag , stock car, and mostly road racing back ground.

Any help on finding a ride would be great!!

THanks,

Lee

239-269-1670

As I like to say: Life is sorta like  getting into the US Capital building--there are lots of doors, some straight ahead, some to the left and some to the right. The only thing that counts is getting the next step up.

Kind of like LSR racing, Sparky.

John

As I like to say: Life is sorta like  getting into the US Capital building--there are lots of doors, some straight ahead, some to the left and some to the right. The only thing that counts is getting the next step up.

I guess the answer was no

Rose brought the truck back late at night.  She told me what she was going to do and when she would be back before she left and I did not listen to her.

The dyno session went OK.  It was with a new tuner in Beaverton on a Dynojet rear wheel dyno.  This is similar to the setup we used for the last 12 years.  Just like the last setup, the exhaust went out of the bike into the dyno booth air before it was sucked out of the room and blown into the neighborhood.  This was one reason why I stopped using leaded gas and it looks like I will continue to use unleaded in the future.

The late model OEM headers have a large diameter and a cross-over pipe under the engine in the correct place to reflect the third harmonic.  They were wrapped with insulating tape and two Predator glass-pak style slip ons were installed.  That was the first setup.
The 2 into 1 header and collector I designed and built was the second setup.

Both systems have similar power and torque and the jetting used for one can be used for the other.  The predators made a couple of more horsepower in the midrange and lost a couple on top end compared to my system.  The predators are the best choice for runway racing and my pipes for land speed.  The predators are much quieter.  They might be the best choice for the Yorkshire mile in the UK.       

After dropping off Mark at home yesterday, after a 9+ hour day at T&T, he handed off to me a lifetime supply of -3, -4 and -6 fittings which I'll be combing through today to get the plumbing in place for this engine insert.  

It's more than a heart transplant - it's more akin to a heart and lung transplant.

I can get most of this in place in the next few days, but there will be some fettling that really can't occur until the engine is in place.  Still, with this raft of fittings, I'm prepared.

Mark busted his Acura yesterday.  Cut the head for the new valves, and did a great clean-up on the ports and bowls.  The head design flows really well already, and with the larger valves and a cleaning up of the transition areas at the valve seats, we'll easily meet the demands of a 1 liter without killing port velocity.

Mark will flow-bench this head to get the numbers.

I'm convinced that the choice of modifying the stock manifold was the right way to go.  Injector angle is spot-on, the diameter is correct, and the injector set-up looks all business.  It has turned out to be a lot - and I mean, A LOT less flimsy than I had anticipated.  You can do chin-ups off of the fuel rail.

I attended the niggling details that have been hanging over this end of the project.  I found the original coolant output fitting for the head and re-tapped it for the Holley temp sensor and a 1/4 pipe fitting for coolant return.  I also whipped up a cover plate for the intake cam shaft end - I actually found the original piece for the exhaust side.  Keep in mind, it's been 4 years since I tore this engine down - I'm in a re-introduction phase with respect to some of the sundries, and some of those have fallen through the cracks.  We bead blasted the valve cover, and I spent about an hour and a half bent over the wire wheel and parts cleaner prepping bolts, after which I bagged them up into "kits" for head and cam-ladder assembly.

Mark and Mike came up with a REALLY clever positioning for the crank trigger, and it will make the final wiring loom REALLY neat and clean.

This morning will find me in the garage organizing to finish.  If I won't be using it, it goes back in the house or into the trash.  If I will be using it, it will get a tag.  Time to clear the space - there's work to be done.  

[7/15/2018 Update, FYI . . . . .]

7/15/2018 Update,  FYI . . . . .


We have been "pulling out all stops" to make the goal of attending SpeedWeek 2018, working non-stop to get the to do list completed.   Leaves little to NO time for posting, for both myself and Chris.

Chris is leaving no stone unturned, and I am using up a lifetime of favors dragging other "talent" into the project:

A/   Wiggle pin, machinist and fabricator of renown, and engineering debate partner, has been brought in to pick up some of the fabrication slack . . .
2/   Viking boy, to perform the Rottler CNC maching of the block and head, for the o-ring grooves and block receiver grooves . . .
d/   Drewski, outside machinist who produces most of the custom fuel rails for T&T . . .
z/   Pipeman, pipe fitter by day, stainless steel exhaust welder by night . . .  (not currently a Marvel superhero, although he might get nominated . . . )

And this is just the main sub list.   Countless others and specialty component suppliers have been involved.   My point is that it is very difficult to produce a "good effort" completely on your own.


Thank you to everyone who has touched this project, and that includes the readers of all this "blather".

    
Wearyelder

Running alky I test them with alky but flush them with gas.
  Sid.

So your saying too do the various tests with Alky, but then flush the tester/cleaner system with a non corrosive fluid ??

EXACTLY!!!   

Pete