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    A little time with Google and yes, there is .020" difference in bore spacing between Barra and DF Cosworth.

    I remachined 7 of the 8 trumpets this morning and reassembled the entire assembly, there is a little tweaking to be done but it all goes together.

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    " Racing cars don't have doors. Toilets have doors" : Keke Rosberg

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      " Racing cars don't have doors. Toilets have doors" : Keke Rosberg

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        dont you love it when some stuff just randomly works out?

        "yeah, this should fit ... fumble fumble... tadaa!"
        Originally posted by Keith Duckworth
        "I think that in a racing engine, the closer it is to disintegrating, in general the better its performance will be "

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          Having purchased and had assembled the model of an ER 188, the donor of my transaxle. it seemed appropriate to pick up something to represent the donor of the DFX. The intake manifold is from a Penske PC12, given it was unlikely there would be a model of such a lemon, I satisfied myself with this model of a PC9 driven by Bobby Unser. The model cost $6 usd and another $27 to get it here ??

          I found on youtube the review of '88 hoping to see something of the ER188, but barely a glimpse to be seen as they leave the grid, except for Adelaide where there is a glimpse during the race. The Adelaide footage was interesting in seeing S.A. Premier John Bannon and P.M. Bob Hawke on the presentation dais along with the placegetters and Ron Dennis.

          Speaking of Ron Dennis....I picked up a copy of Octane magazine, because they had an article on the Mclaren F1 winning LeMans and a comparison between a Honda Insight and a VW XL1, and I notice the winning car has been detailed. I'd be sure this has been done since Ron departed McLaren. It had previously been preserved in the condition it finished the race.
          Last edited by Roy928tt; 30-11-20, 04:04 PM.
          " Racing cars don't have doors. Toilets have doors" : Keke Rosberg

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            I started on a pair of exhaust manifolds to carry a turbocharger each, for the Cosworth this afternoon. Further work on the fuel rail tomorrow, fitting a couple of pressure regulators and -6 nipples for fuel hoses.
            " Racing cars don't have doors. Toilets have doors" : Keke Rosberg

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              Pity that you live way over the other side of Adelaide Roy, because I have a few leftover 90 degree steam pipe bends from when i built a turbo manifold for a Ford 250 X flow that we had in a Gemini drag car.
              They have been sitting under my bench for the last 15 years or so.

              A fun job,not. Especially when you add more cylinders

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                So I continued with the exhaust manifold......note the low compression DFX piston lying there.....11:1 + 23 PSI
                " Racing cars don't have doors. Toilets have doors" : Keke Rosberg

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                  This is so cool. Can't believe you're now turbo charging. Ha! Gold.
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                    Bwah ha ha ha Cue the clown music......So, I picked up the 2nd Cosworth block this afternoon.....got it home, unpacked it, yes it's had a blow up, this I knew. Oh look! it's got a couple of bearings still in it, measure them, they don't entirely make sense, neither do the part numbers? I notice that the block is marked DFX 352 DFS 352 think nothing of it....I checked the shim witness marks on the top of the block, hoping to determine how many times it had been rebuilt, couldn't make a call but did register that there seemed to be less area at front and rear of block than I recall. There are reliefs in the bores for inlet valves, I'd seen this on the photos and wondered why..are yeh, well, it is what it is, if I can score a couple of main caps and a couple of liners then that will see me sorted.

                    I put it to one side and continued reassembling racecar, it wasn't till I had finished up and was taking off my boots I recalled the primary difference between a DFX and a DFS, the bore, yep. the liners in the block I've just bought are of no bloody use to me ! And I reckon the reason the bearings make no sense is because the tunnel is oversize as well, so they will be no use either!

                    You'd cry if you couldn't laugh!
                    " Racing cars don't have doors. Toilets have doors" : Keke Rosberg

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                      Well that sure sucks Roy. On the bright side they do make a fine coffee table.

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                        There you have it, a fool and his money are easily parted.

                        It did get me thinking, just how many versions of the DF were there?

                        DFV 85.67mm bore X 64.8 stroke for 3.0 litre F1

                        DFW 85.67mm bore X Short stroke to 2.5 litre for 1968/69 Tasman series. Engines converted back to DFV spec after use.

                        DFX 85.67mm bore X 57.3mm stroke for 2.65 litre for Indy Car/ Cart. Detail changes to pistons, valve spacings and conrod size for turbocharging.

                        DFY 90.00mm bore X 58.83 mm stroke Nikasil alloy liners and cylinder head rework by Mario Ilien for 3.0 F1

                        DFZ 90.00mm bore X 68.6 mm stroke ( longer stroke version of DFY) for 3.5 litre F1

                        DFR 90.00mm bore X 68.6 mm stroke ? 1988 major rework and finally EFI for 3.5 litre F1

                        DFS 90.00mm bore X 52 mm stroke effectively the DFY upgrades and EFI for the Indy engine. 'My DFS' has a 89mm bore and cast liners?

                        DFL 90.00mm X 64.8 mm stroke 3.3 litre "endurance engine"

                        DFL 90.00mm bore X 77.7 mm stroke 3.9 litre "endurance engine" Completely unsuccessfull for it's intended use, the long stroke induced vibrations which destroyed the car it was fitted to, thus it couldn't finish an endurance race. Probably make a decent hillclimb engine.


                        Clearly none of this is set in concrete as teams undertook development work of their own to try to gain advantages over the opposition. One of the observations I've noted is that the DFV was a 3 litre engine in a 4 litre block, it's true, as engines evolved they became more tightly packaged. The Ilmor Chev 265A was a smaller package than the DFX which meant the cars pushed a smaller hole in the air. Which meant that the DFS was outclassed by the 265A and Cosworth had to counter with the XB a dedicated 2.65 litre package.

                        In other news, I've ordered a single cast iron liner for a Massey Ferguson TEA 20 with the 4 cylinder Standard Vanguard engine. Thinking, if nothing else I can get that turned down to fit into the Cosworth block then bored from 85mm to 85.67mm to take the DFX pistons fitted with some random 86mm file finished rings......watch this space
                        " Racing cars don't have doors. Toilets have doors" : Keke Rosberg

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                          Having given some thought into the direction things have to head, I decided to retrieve the block from Chris and remove the studs and liners. Having the studs in the block was making the task of mounting the block for line boring the crank tunnel more awkward. I'd also realised that if it were necessary to touch up the repairs to the block where the bottom of the liners seat it would be much easier if the head studs were removed.

                          Faarck were the head studs were hard to remove, they are a 3/8 unf stud but with a 7/16 unc thread into the block which had been generously Loctited 40 years ago. The 7/16 thread is also longer than typical I'd say about 5 x diameter. Given the weather in Adelaide today(36 degrees and muggy) I was a very sweaty and tired fella after removing only half of them, 10 studs! Phew !

                          My next mission is to build a block oven. I need to heat it up to 120 degrees C in order to remove the liners/ fit liners, I decided I'd build a brick box with a steel lid with a gas ring ( like you use for cooking crabs up) to get heat into it. Next up I'm looking for a Dymark Markal Thermo Melt in 120 C so I can tell when it's up to temperature. Not something I'd ever contemplated having to do but there you go...

                          I picked up the Massey Ferguson liner this afternoon, as usual if it were just a bit more here and less there it would be better, but I'll make the required bits to fit it in the lathe and see how close we get.

                          Having both blocks alongside each other I've been able to compare how they are machined, it seems that the expansion of bore size from 85.67mm to 89 mm (not the 90mm that the DFY went to, I suspect that for the turbocharged application they steered away from the alloy liner and stuck with a thicker cast liner) The Liner is commensurately larger, the block is offset centre bored 1&4 moved closer to the ends of the block and 2&3 moved closer to each other. Machining of the rearmost cylinder has broken through into the bellhousing and been welded up as a repair.

                          Interestingly the DFS lower main bearings have a brass locating dowel installed to locate that very thick main bearing. I mentioned this to Chris and he showed me an alloy conrod with exactly the same dowel and assured me they are a pain in the arse to remove should one need to machine the bore.

                          " Racing cars don't have doors. Toilets have doors" : Keke Rosberg

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                            To help maintain enthusiasm whilst it takes forever to make any real progress on the Cosworth, I assembled the spares on the engine stand.

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                            " Racing cars don't have doors. Toilets have doors" : Keke Rosberg

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                              Looks very cool Roy!
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                                Thanks, yeah I've gotta admit I do kinda like it. I ran out of fasteners, again, putting it together so I'll need to buy more to finish it and restock. The exhaust manifold looks odd with no outlet, but I'll have to wait till further down the track till I fit the turbo flange, once I've got an idea how and where it should fit.

                                I removed the last of the head studs from the DFX block today, unfuckingbelievable....I reckon it would have been in the region of 180 ft/lb to get the tightest one undone, I'm certainly not using red loctite to put the fuckers back in.

                                I'm starting to think I need to hand the block over to Adrian D'Guisto and just let him do his stuff...see what the new year brings.




                                " Racing cars don't have doors. Toilets have doors" : Keke Rosberg

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