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Hap Waldrop

Hap Waldrop

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Drew's engine up-date

Ok the last time I posted, I was ready to start assembly. Pistons, crankshaft, camshaft, oil pump front engine plate, vernier timing gear is installed and the cam is degreed. Other than a new cam thrust plate being too thick, all went pretty smooth. Next step will be to test fit and mod the tiiming cover so Drew can time the engine from the top like God intended :smile:, and fit his new Roamc harmonic balancer. I hope to finish the bottom end up next week, I lost a week going to MG2008, but what a way to lose a week :smile: Here's some eye candy.
 

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Re: Drew's engine up-date

another one, this is a Austraila made rollmaster vernier timng gear set, I like them a little better than the Kents, but both are very unit, but the Rollmster comes with JWIS timing chain, and that's like a $40 timing chain, so that's a very nice touch.
 

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Here's a shot from the top side, I used AE 21253 pistons which are alot like the AE 21251 except they are built stronger in the oil control ring land area, just some drillings rather than huge slots and tear drops, so a much sturdier piston, also the 21253 has a higher compression height, they claim 9.75 to one with a virgin deck and cylinder head, and they mostly get close to this, I used these pistons many times. I'll deck Drews head whatever we need to get right at 10.0 to 1 on compression ratio. Drew's block deck will remain virgin it was straight edge checked, and is good as is.
 

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Here's a shot from the bottom side, rod and main journal are set at .0015", King tri-metal bearings, ARP rod bolts, the connecting rod's big ends were sized by me, I also balanced the rods top and bottom to within 1 gram, the crank is balanced to within 1 gram front and rear, It was really nice, so it remained standard the clearances were spot on with the mains, of course I controled the rods clearnece when sizing the rods, I magnafluxed, striahgt checked and polished the crank. That's a APT VP276 cam with APT CF-04 chilled iron lifters, the cam is slot drive as well is the oil pump. Both the cam and lifter are hardened and spec out from 57-60 Rockwell C.
 

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Re: Drew's engine up-date

Man! I wished I played in a band and could afford such work. :wink:
 
Re: Drew's engine up-date

Hap - I'm right at that place now...got the crank/pistons in, cam is in, bottom is buttoned up, back of engine is finished & I'm building the front of the engine....on an MGB engine all you have to do is align everything on TDC & install the timing chain & distributor....is that possible on my little 1098?
 
Re: Drew's engine up-date

They work the same way Tony, you have dots on the gears, I haven't done that in years though I'm useally degreeing the cam and using verniers or offset keyways. I would still check it with a degree wheel even if I was just lining the dots up, one chain link off and you're 18 degrees out.
 
Re: Drew's engine up-date

I was able to justify the blower expense to my wife as I was buying something that I could not reasonably do myself. She already knows I can rebuild engines. I just need to convince her that paying a professional(like Hap) is worth the money. I know it would be money well spent, but I'll have a hard time convincing her since I've already sold her on the idea that these cars are great because of their simplicity.
 
Re: Drew's engine up-date

~ELEGANCE~ Trev, elegance... "simplicity" sounds too *inexpensive*. :wink:
 
Re: Drew's engine up-date

DrEntropy said:
~ELEGANCE~ Trev, elegance... "simplicity" sounds too *inexpensive*. :wink:
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Spin Doctor! :thumbsup:
 
Re: Drew's engine up-date

Tony, check across the center of the crank and the cam shafts and the dots like half a dozen times. Make sure it is lined up and all will be good. Use a metal straight edge and be really careful. You can do it.
 
Re: Drew's engine up-date

Trevor Jessie said:
Man! I wished I played in a band and could afford such work.
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The problem is that if you get enough work in the bands (I'm in 3 right now) to be able to afford such things, you never have time to do the work! I'm booked solid into September now, pretty much every weekend, 2 - 3 shows. Good for the chops and car fund, not so good for work-on-the-car time. Good thing my wife likes her quiet time! :wink:

Engine's looking great, Hap! Fantastic stuff. One question -- I'm assuming that the 10:1 will be okay with the 91 Octane premium we run around here (up at 5500+ feet elevation).

I think Tunebug will be fast enough for me now.
grin.gif
 
Re: Drew's engine up-date

regularman said:
Hap, how far off is the valve timing on a stock motor that it needs the vernier gear. In other words, how much extra does that give you for the money on a non-racer?
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Well in a perfect world for a guy who doesn't mind taking the timing gear off a few times, until he get it right, offset keyways would work, the only problem with them as of lately is the fact that seldomly fit the pulley keyway correctly, and most of the time they are not correct in the amount of timing change they are supposed to be. Cam timing is everything with a aftermarket performance cam, most require 2-4 degrees od advance timing. It kinda goes with thethems after you bought the camshaft and lifter money will buy why cheap out with a half arse way of timing your cam and getting all potential it has to offer. To put it real simple, I use them, because it's the best way to do it, no compromises on cam timing.

Also I had a offset key way work it way off the keyway slot, cram itself into the cam thrust plate, and lock the motor down, luckily I discovered this on the engine stand. People always bring it up that this is aracer's part, 99.9% of the time, a racer degrees his cam one time just like a street guy would, oh sure he will freshen his motor up where a street guy won't more frequent, but hewill still set it same place. A vernier is more about getting the timing exactly where you want it, and to me that's real important.
 
Re: Drew's engine up-date

drooartz said:
Trevor Jessie said:
One question -- I'm assuming that the 10:1 will be okay with the 91 Octane premium we run around here (up at 5500+ feet elevation)
Click to expand...

Dreww, I'll start on the head probably late next week or the following week, I'll take CC reading at time, and see where we are, I really don't plan on taking anymore off the head than we need to, we will probably be slightly under 10.0 to 1. You will be fine on premium gas, the A-series engines will take a bit more compression than other engines without pump gas being a problem. We are wasting money running 112 race gas in the 11.0 to 1 SCCA limited prep 1275 race engines but we have to run leaded race gas to pass the fuel test.
Click to expand...
 
Re: Drew's engine up-date

The straight edge method is for stock engines of course and that is what Tony has.
 
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