Green Racing's Anglia Gasser
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greenracing
- Posts: 782
- Joined: Thu Mar 02, 2006 12:50 pm
- Location: NE Ohio
Yeah - I keep looking under rocks - I'm finding lots of worms, but no cranks 
I found a guy the other day - said he had a bunch of 392 blown fuel stuff. I asked if you had any cranks - said he had 2 stock ones and 2 Reath strokers. I asked what shape the Reath cranks were in - said he didn't know - he hadn't measured them - they definately need polished - looked like one 'might' have spun a bearing - definately need to go to the machine shop and be checked out. $1000.
Found another guy around here somewhat local - turns out he's Whitey Dentler's (Godfather AA/FA) nephew. He's selling the whole pile of left over spare parts and stuff from the altered for his uncle. Said he had a lot of 392 stuff - then proceeded to tell me about all the spare parts he had for the Keith Black....
Oh well.. I'll just keep looking for something with my name on it - tell 'em Lippy said so...
I found a guy the other day - said he had a bunch of 392 blown fuel stuff. I asked if you had any cranks - said he had 2 stock ones and 2 Reath strokers. I asked what shape the Reath cranks were in - said he didn't know - he hadn't measured them - they definately need polished - looked like one 'might' have spun a bearing - definately need to go to the machine shop and be checked out. $1000.
Found another guy around here somewhat local - turns out he's Whitey Dentler's (Godfather AA/FA) nephew. He's selling the whole pile of left over spare parts and stuff from the altered for his uncle. Said he had a lot of 392 stuff - then proceeded to tell me about all the spare parts he had for the Keith Black....
Oh well.. I'll just keep looking for something with my name on it - tell 'em Lippy said so...
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greenracing
- Posts: 782
- Joined: Thu Mar 02, 2006 12:50 pm
- Location: NE Ohio
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greenracing
- Posts: 782
- Joined: Thu Mar 02, 2006 12:50 pm
- Location: NE Ohio
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jim sanders
- Posts: 8740
- Joined: Fri Feb 24, 2006 8:54 am
- Location: St.Louis Mo.
- Contact:
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greenracing
- Posts: 782
- Joined: Thu Mar 02, 2006 12:50 pm
- Location: NE Ohio
It's been a while, I thought I'd chime in here to wake everybody up from their long winter nap.
Things are starting to move again in the garage. I'm making my list and checking it twice, and the wife is looking cross-eyed at me
The block is welded up and the new girdle and main caps are done. It's on its way to the engine shop to get aligned bored/honed. He didn't have an oil pan to drill the pan bolt holes in the rails so I went out and measured a gasket and whipped up a CAD drawing of the pan bolt layout and sent it to him. I should be able to go pick it up after he gets back from PRI.
I found a crank. It's a moldex billet, center balanced, 10/10 deal, pretty nice peice. 4.160 stroke.
I spent the better part of a weekend trial fitting and measuring various piston and rod combinations to figure out what rod length I want. I decided I'd stick with the pistons that I had been running (that way I know for sure what comperession and head clearance I have) and get rods to fit.
The last combo had the pistons kissing the head for some reason. I had measured it and had .050-.060 clearance, but they still kissed, so I figured I'd give this one around .100 or so and make it happier. Turns out that I can lose a little bit of compression ratio anyway (see below). After lots of measurements and calculations I came up with a 7.100 rod length. That will give me around .105 piston to head clearance.
Last time I put the engine together, I was missing some of my cc'ing stuff, so I didn't bother cc'ing the piston and head. Arias made me pistons that should have been around 11:1 for my combo. Well I cc'ed everything... The compression ratio for what I was running comes out to 12.9:1 No wonder it ran so well...
I did the compression ratio calculations for the new combo with the 7.100 rod and it comes out to 11.4:1. Pretty good, and lots of piston to head clearance to boot.
After playing engine builder for a while, I went back to figuring out what I'm doing for oiling system. After much cogitation, head scratching, sitting in front of the motor holding a dry sump pump up in various locations where it didn't fit, or ran into something, or blocked something else, I decided that maybe this is not worth the frustration. I went back to my notes and memories of conversations and failure autopsies.... Remembering back to when I didn't have oil pressure, I can say for certain that I wasn't starving for oil - it was sitting and idling and I had a whole pan full. In this situation, the oil pump was simply not pumping enough volume to make pressure. None of the other guys that I'm running with (that are also running Donovans) are running dry sump systems; however they are all running Titan oil pumps. I've decided to scrap the exotic dry sump challenge and put an exotic wet sump in the pan. (same amount of money expenditure, much less frustration )
So that's about where I'm at. It's time to sit down and order a pile of engine peices and an oil pump so I can start a-boltin things together.
Perry
Things are starting to move again in the garage. I'm making my list and checking it twice, and the wife is looking cross-eyed at me
The block is welded up and the new girdle and main caps are done. It's on its way to the engine shop to get aligned bored/honed. He didn't have an oil pan to drill the pan bolt holes in the rails so I went out and measured a gasket and whipped up a CAD drawing of the pan bolt layout and sent it to him. I should be able to go pick it up after he gets back from PRI.
I found a crank. It's a moldex billet, center balanced, 10/10 deal, pretty nice peice. 4.160 stroke.
I spent the better part of a weekend trial fitting and measuring various piston and rod combinations to figure out what rod length I want. I decided I'd stick with the pistons that I had been running (that way I know for sure what comperession and head clearance I have) and get rods to fit.
The last combo had the pistons kissing the head for some reason. I had measured it and had .050-.060 clearance, but they still kissed, so I figured I'd give this one around .100 or so and make it happier. Turns out that I can lose a little bit of compression ratio anyway (see below). After lots of measurements and calculations I came up with a 7.100 rod length. That will give me around .105 piston to head clearance.
Last time I put the engine together, I was missing some of my cc'ing stuff, so I didn't bother cc'ing the piston and head. Arias made me pistons that should have been around 11:1 for my combo. Well I cc'ed everything... The compression ratio for what I was running comes out to 12.9:1
No wonder it ran so well...I did the compression ratio calculations for the new combo with the 7.100 rod and it comes out to 11.4:1. Pretty good, and lots of piston to head clearance to boot.
After playing engine builder for a while, I went back to figuring out what I'm doing for oiling system. After much cogitation, head scratching, sitting in front of the motor holding a dry sump pump up in various locations where it didn't fit, or ran into something, or blocked something else, I decided that maybe this is not worth the frustration. I went back to my notes and memories of conversations and failure autopsies.... Remembering back to when I didn't have oil pressure, I can say for certain that I wasn't starving for oil - it was sitting and idling and I had a whole pan full. In this situation, the oil pump was simply not pumping enough volume to make pressure. None of the other guys that I'm running with (that are also running Donovans) are running dry sump systems; however they are all running Titan oil pumps. I've decided to scrap the exotic dry sump challenge and put an exotic wet sump in the pan. (same amount of money expenditure, much less frustration
)So that's about where I'm at. It's time to sit down and order a pile of engine peices and an oil pump so I can start a-boltin things together.
Perry
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