Lotus Elan

Request for feedback on a new engine

PostPost by: bill308 » Fri Aug 21, 2015 11:49 pm

Attached are a few more pictures of the final engine.
Attachments
DSC01131 s1.jpg and
DSC01130 s1.jpg and
DSC01129 s1.jpg and
DSC01128 s1.jpg and
DSC01127 s1.jpg and
DSC01126 s1.jpg and
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PostPost by: bill308 » Fri Aug 21, 2015 11:52 pm

A couple of more pictures.

Bill
Attachments
DSC01133 s1.jpg and
DSC01132 s1.jpg and
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PostPost by: cabc26b » Mon Aug 24, 2015 5:51 pm

Looks nice ! what clutch assembly are you thinking of using ?


George
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PostPost by: bill308 » Sat Aug 29, 2015 2:21 pm

Hi George.

I'm thinking a 907 clutch cover. I'm told they fit and should handle the 165 lbft of torque.

Any other choices?

Bill
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PostPost by: cabc26b » Tue Sep 08, 2015 1:23 pm

Bill ,

I can , take a look at the AP line , they make race and heavy duty assemblies that should fit . The AP is also well behaved on the street vs a full race set up like a Tilton. The only down side to some of the AP stuff is that AP says not to rev above 8000 RPM ( whereas the Tilton is perfectly happy at speeds in excess of 8000 RPM)

Also highly recommend a concentric clutch release vs the stock set up .

George
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PostPost by: bill308 » Thu Sep 10, 2015 3:40 pm

Hi George.

Thanks for the feedback. I'd appreciate any info you could provide on a suitable AP clutch cover. Do the AP clutches need to be balanced or are they good enough right out of the box?

The Voights conversion uses a friction plate splined for the T9 input shaft, which is different than 4-speed, and a different pilot bearing. Otherwise it will work with the oem clutch cover and I believe the 907 clutch cover. A concentric slave cylinder is part of the kit, but needs to be looked at for proper displacement and compatible contact surfaces.

The 8 krpm limit is livable, but marginal on my application. We dynoed to 7.5 krpm. The engine is rev limited by the valve train at about 9 krpm. The current ignition map begins to retard timing at 8 krpm, a soft rev limiter if you will, but is easily changed.

Pedal effort is a concern, but the concentric slave is a better overall arrangement and should mitigate the effort.

Bill
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PostPost by: cabc26b » Wed Sep 30, 2015 2:24 pm

Bill ,

I used the CP2246-70 cover - good for 165 ft/lbs. I had the old set up balanced to the crank , the new (AP with steel flywheel) was not. I am hesitant to tell you one way or the other , however , the new set up is not presenting any bad behavior.

George
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PostPost by: bill308 » Thu Oct 01, 2015 12:28 pm

Thanks for the feedback George. I'll take a look at the AP offerings.

Bill
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PostPost by: ort » Thu Oct 01, 2015 8:26 pm

Bill
I'm running a cp2246-71 cover and for the type 9 box a cp5354-38 plate, with a titan concentric slave cylinder, this setup is good for 288lb/ft.
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PostPost by: bill308 » Thu Oct 15, 2015 10:46 pm

Hi Iain.

Sorry for the late thank you but, thank you. :oops:

I am also using a concentric slave but I don't believe it is a Tilton. My flywheel is an aluminum Tilton though.

How would you characterize the pedal effort relative to the stock Elan setup?

Bill
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PostPost by: ort » Fri Oct 16, 2015 8:36 pm

Hi Bill
the cover springs are stiffer than an original cover, but with the concentric slave I think the effort is about the same.
it's no problem driving in stop start traffic. As the concy slave doesn't need the travel of the original slave a smaller master cyl can be used to reduce the effort needed, easy if you have a bias pedal box.

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PostPost by: bill308 » Sat Oct 17, 2015 12:03 am

Thanks again Iain.

I was worried about the pedal effort as I'm NOT as young as I once was and I want this for an every day car.

Bill
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PostPost by: bill308 » Wed Mar 07, 2018 8:21 pm

I recently uncovered cam, oil pump and piston specifications for my engine. The following is for documentation purposes:

The exhaust cam is a Dave Bean 550E0114 grind on a new billet.

Cam lift is 0.413, 0.405 net (likely assumed a clearance of 0.008 inches-fitted as an exhaust, so likely 0.404 inches net)
Duration is 288 degrees seat to seat; 266 degrees @ 0.020 lift; 243degrees @ 0.050 lift
Recommended lobe center 106-108 degrees
Base circle 1.120 inches
Clearance 0.009 inches, cold

The inlet cam is a Dave Bean 550E0104 grind on a new billet.

Cam lift is 0.440, 0.430 net (likely assumed a clearance of 0.010 inches-fitted as an inlet, so likely 0.432 inches net)
Duration is 300 degrees seat to seat; 282 degrees @ 0.020 lift; 259degrees @ 0.050 lift
Recommended lobe center 102 degrees race, 106 degrees street (so likely 106 degrees)
Base circle 1.040 inches
Clearance 0.008 inches, cold

The dry sump pan is a full length Titan with a 3/4 inch scavenge port.

The dry sump pump is a Titan: 1 inch scavenge lobe; 0.70 inch pressure lobe ; 0.75 inch scavenge pipe pump to pan

Custom JE Pistons; part number 334416
domed
net piston volume 5.8 (cc?)
Bore 3.504 inches (89 mm)
dome height 1.430 (36.32 mm)
Inlet pocket measured from deck 0.245 inches (6.22 mm) @ 27 degrees
Exhaust pocket measured from deck 0.055 inches (1.40 mm) @ 27 degrees
Top groove width 0.040 (1.02 mm); Land width 0.275 inches (6.99 mm)
2nd groove width 0.048 (1.22 mm); Land width 0.140 inches (3.56mm)
Oil groove width 0.111 (2.82 mm); Land width 0.075 inches (1.91 mm)
Top groove radial depth 0.144 inches (3.66 mm)
2nd groove radial depth 0.157 inches (3.99 mm)
Oil groove radial depth 0.138 inches (3.51 mm)
Pin diameter 0.812 inches (20.62 mm)
Pin Length 2.050 inches (52.07 mm)
JE 0.050 wire locks
Actual weight 401 g

Piston clearance information (guidelines only)
Set clearance to 0.0033 inches (0.0838 mm). Some applications may require more clearance. Measure piston diameter 0.275 inches (7mm) from bottom of piston skirt.

Bill
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