All going well at this stage, piston to bore clearance is perfect - even has an extra 0.001" for the rear two cylinders just in case Bearings all sized up perfectly to suit the new crank, new oil pump etc all sitting here waiting. Wiseco gave me one wrong set of rings but new ones should be here today. The crank ended up being approx 2Kg lighter than stock so a little extra power to be had from that. I fitted a set of Z1 throttle bodies to a customers engine & couldn't help thinking how nice they were - ordered some I should stop buying things this is getting expensive :rofl: http://www.z1motorsports.com/product_info.php?cPath=6_14&products_id=1911 I'm waiting to see how much Vuk wants for the "faulty" AMS manifolds they may end up find their way in to my build
Heads are ported a little, nothing to crazy just enough to tidy up the flow a little Will load a picture of the crank etc when I find some down time.
It got to cold outside yesterday so I decided to move inside for some work - conveniently my motor was inside & needed building Temporary operating table: brand new Eagle rods: Wiseco pistons (with the correct sized rings): Knife edged crank & Eagle rods in place: Hey look no holes in my pistons Wife got grumpy at this point so I had to pack up for the day I really wanted to torque the heads down so I could re check this morning - oh well I will go do that now while the frost is thawing outside.
I got mine balanced mate, HMGEM did it locally for $480 or something. I originally tried barbagallo's in ayr cause thats where karl said he got his done but they said they don't do them and they suggested HMGEM. Campy used to work at HMGEM too
this looks like my next route .. eagle/ wiseco combo did you balance as is ...or with flywheel and pulley on as well? edit (throw some OS valves in while its apart)
Just internally balanced, the guy was trying to convince me to get the flywheel & clutch etc done but I wanted to ensure the eng was internally balanced correctly, I may get the flywheel etc done separately before they go on.
Once the engine is balanced, has anyone got an idea how much you can safely extend the rev range ?? Also what is the current thinking about valve float at those extended revs? (assuming JWT R5 cams and springs)
Rev limit is set by the valve train and also the ability of the ports to continue to support sufficient airflow to continue to generate power. The latter is not normally a problem with forced induction. Speak to your valve train suppliers about valve spring harmonics which is usually the limiting factor. RB
I always have the crank balanced with flywheel and clutch and then trust that the harmonic balancer does its job of damping any residual vibrations that arise as a consequence of base engine paramters (90-deg V8 has some inherent issues for instance). Pistons, wrist pins and rods should abviously be balanced to the gram as well.
Hydraulic valve lifters will dictate the rev limit, assuming aftermarket cams, valve springs, don't reduce that. With solid lifters and so higher RPM I'm thinking/guessing that the crank will start moving around about, what, eight? With a proper crank girdle, maybe nine?
Was just the slightest sign of fretting between the crank girdle & the block with mine, she had seen 8000RPM a few times with only the stock girdle bolts. It should be OK for that RPM on occasion with the ARP main studs but as we know the valve train wont enjoy it much LOL!
