For you small bore lovers

[Guest]

I watched the whole thing and got to 7:56 then I remembered I was looking for something.

WHAT FUN !!!! I would love to do that but would be afraid I would hurt someone's car.

I use to race dirt track and devolped some bad habits.

Mirrors were illegal, so you kinda had to "feel" your way around.

 

[drooartz]

I wonder what the hold up is, he's had the engine in for weeks and weeks.

Time is the problem, Jack. Full time job and a full gig schedule (plus learning a couple shows worth of music for some one-time side projects) takes up most of my time. I'll get there, just not yet.

 

[jlaird]

We all pulling for the Tune Bug Drew.

 

[JPSmit]

Time is the problem, Jack. I'll get there, just not yet.

I restored a house 10 minutes at a time. do one thing every day, don't wait for the hour or two or three that never comes. I figure I added at least 2 years to my restoration by not doing that. Suddenly a month, or in my case, 6 months has passed.

 

[drooartz]

Doing what I can, JP. 10 minutes is tough right now, but I know it will settle down soon and I'll be able to get back to it.

 

[JPSmit]

Doing what I can, JP. 10 minutes is tough right now, but I know it will settle down soon and I'll be able to get back to it.

we're behind you man

 

[drooartz]

Thanks, JP. Having y'all cheering on makes a difference.

 

[Hap Waldrop]

Nial, yep, 948 full race engine are about wild as it gewts with our liitle LBC moptor. Full prep SCCA 948 engine got about a s crazy as it could get, fiquire 16.0 to 1 got be the norm on compression ratio, I know one person who even ventured up as the 18s, billet cranks, Carrillo rods are the norm with these motors, most were dry sumps, fiquire a head gasket every weekend and full refresh every 3-4 weekends, thats crazy fo weekend racers. I did that for a while in a Huffkaer built Bugeye, I can tell you right now, the first time I run it, I was ticked off, I could not beleive the effort people went to to make 95 hp, and how tight you had to keep these motor wound up and if any slow driver baulked you even the slightest and you had to lift, then you lost your power band until you got it wound up again. I can't say I enjoyed racing 948s, and the engine I raced where some of the best, about $13,000 a pop. Racing 948 in the SCCA is about a thing of the past now with VW, Honda, 1275 and MGBs in the classed, it only made slightly any sense when it was all 948s

Hopefully Ray has detuned his from the HP days to make life easier, here's a pic of the engine bay from the Huffaker bugeye I raced. This engine ran no head gasket, but had the block and head machined for viton o-rings to seal everything.

 

[Hap Waldrop]

By the way, thats a cool pic of Ray, he and one the guys I went racing with, long time HP racer, Tony Drum were big buddies. I stood at Turn 5 at Road Atlanta and watched Ray win his last championship with the red car.

 

[GB1]

Hap

An update is in order. I am curious and have stayed very close to this build. Is this limey turkey done, how are the cc's w/ chambers and the CR ratio going?


Please update us!

Pat

 

[tomshobby]

Every time I see the heading of this thread it reminds me of my marksmanship competition days. "Small bore" referring to .22 cal rimfire shooters.

Now, back to the regular scheduled program.

 

[racingenglishcars]

Just a couple pictures of what Hap's talking about.

Billet crank as used on an A series.
https://i183.photobucket.com/albums/x288/frogeye61/Links/BilletCrank.jpg

Another for a different engine. One must always have two, right?
https://i183.photobucket.com/albums/x288/frogeye61/Links/AnotherBilletCrank.jpg

The rods that fit with the above pictured crank.
https://i183.photobucket.com/albums/x288/frogeye61/Links/CarelloRods.jpg

BTW. The observant Hap would notice that he uses an A+ block with a Lucas distributor. Cut the bottom of the housing shorter, cut the shaft back and drill a new hole for the pin.

Most others would probably notice all the unnecessary orange goo on the pan gasket.

 

[Guest]

tomshobby, PM sent.

 

[tomshobby]

I responded.

 

[Gundy]

I was lucky enough to get a peek at the crank, rods and
pistons at the Eurofest where Hap and I bar-tended together for a bit.( that was fun)
Really beautiful pieces. The pistons were SWEET!
I had to order a billet crank from Down Under for my FJ40 Cruiser years ago and it was kind of funny how small the A-series crank is in comparison.

 

[Hap Waldrop]

Here's a little update on the motor, I'm almost done, thank goodness. These pics are from the intial assembly of the cranks, rod and pistons. Like I mentioned before the customer supplied me with the piston set, sent me .060" over 998 pistons rather than 948 piston by mistake, but after we studied the project, we relaized it would work and plenty of cylinder wall thickness to do this bore size, the normal head gasket would work fine, I guess sometime mistakes pay off, but this is why customer should not buy parts before checking with the builder, because this was mistake that ended up working, not part of plan from the begining. No one and I mean no one knew (trust me I asked) where the compression height would be on these 998 .060 piston would be in this block. They ended up being after rod sizing anywhere from .016" to .019" in the deck, which is alot closer than most repalcment pistons by a bunch, but do-able on this engine and that a nice cushion to give yourself for rod stretch with a .030" thich head gasket, another .016-.019" , that with the customer combustion chamber CC ( he has the head on his end, a 12G295, he had never done cc volume testing before, but I wlaked him thru it by sending to the drug store to get a feeding tube syringe, he came up with roughly 25.3 CCs, he attempting porting his head on his end, at the end of the day we fall in CR wise at somehwere between 9.82-9.9 to 1, the target was 10.0 to 1 so we're pretty darn close. The customer wanted to deck the block, which passed a straight edge check, I refused, I don't wont those pistons any closer to that head with rod stretch fiquired in, he can skim his head if he's worried about 1/10th of a point, sometime you do what you know is right, not what they want you to do, that you know could end up being trouble and extra expense for nothing.

He also wanted the rods lightened and polished, they are now 120 grams lighter than stock, and fully polished and have a ARP rod bolts.

 

[Gundy]

Here's a little update on the motor, I'm almost done, thank goodness. These pics are from the intial assembly of the cranks, rod and pistons. Like I mentioned before the customer supplied me with the piston set, sent me .060" over 998 pistons rather than 948 piston by mistake, but after we studied the project, we relaized it would work and plenty of cylinder wall thickness to do this bore size, the normal head gasket would work fine, I guess sometime mistakes pay off, but this is why customer should not buy parts before checking with the builder, because this was mistake that ended up working, not part of plan from the begining. No one and I mean no one knew (trust me I asked) where the compression height would be on these 998 .060 piston would be in this block. They ended up being after rod sizing anywhere from .016" to .019" in the deck, which is alot closer than most repalcment pistons by a bunch, but do-able on this engine and that a nice cushion to give yourself for rod stretch with a .030" thich head gasket, another .016-.019" , that with the customer combustion chamber CC ( he has the head on his end, a 12G295, he had never done cc volume testing before, but I wlaked him thru it by sending to the drug store to get a feeding tube syringe, he came up with roughly 25.3 CCs, he attempting porting his head on his end, at the end of the day we fall in CR wise at somehwere between 9.82-9.9 to 1, the target was 10.0 to 1 so we're pretty darn close. The customer wanted to deck the block, which passed a straight edge check, I refused, I don't wont those pistons any closer to that head with rod stretch fiquired in, he can skim his head if he's worried about 1/10th of a point, sometime you do what you know is right, not what they want you to do, that you know could end up being trouble and extra expense for nothing.

He also wanted the rods lightened and polished, they are now 120 grams lighter than stock, and fully polished and have a ARP rod bolts.

Weren't those pistons you had at Eurofest relieved for the valves? Are those the same pistons I see in this block?

 

[Hap Waldrop]

David, no that was SCCA H-production racing stuff, those pistons you saw were custom made JE domed 948 pistons, 16.0 to 1 compression ratio, 948 Carrillo rods and a Moldex 948 billet crank, that stuff was brand new, and my customer sold it for $2000, half what he paid for it, because now no one builds 16 to 1 948 race motors anymore, and he races 1275 engines now. Those rod in this motor statedr life as stock 1098 rods, then machined and scuplted to be what you see now.

 

[tdskip]

Every time I see the heading of this thread it reminds me of my marksmanship competition days. "Small bore" referring to .22 cal rimfire shooters.

Note to self - don't mess with Tom

 

[Hap Waldrop]

Guns, LBCs, and good beer, what else is there, warning not necessarly to be enjoyed at the same time