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kbmb02

Kugelfischer
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Everything posted by kbmb02

  1. A good thought. Thus far not an issue on any of the race cars - perhaps because we fill the 'cavity' of the CSB so it's less floppy. -KB
  2. Like this, originally (we tweaked the exit turn at one point, also a version where it went out the back). -KB
  3. It's a unique design - as mentioned previously, tell potential buyers about any mods required and sell-away. (send them this link for the discussion). GLWS. A couple of photos of the not-overly-bendy headers I'm using (in a 2002, obviously).. ...the 4->2->1 design also means no 4-pipe collector hanging down. -KB
  4. That “not surprisingly” comment about Armin and Brian …. = Tiresome. -KB
  5. They’d certainly work for my race cars (‘turn signals’ take a beating) - I’d take a few sets, even samples. -KB
  6. To add a data point: These days, I install the lockstrip before installing the windscreen, then rope the whole assembly in. -KB
  7. I've measured a few, have not seen 9.5/9.2 mm of cam lift on a Schrick 336 (which they spec as a 336/328). The first Schrick in chart below was an early/earlier "Dr Schrick" casting blank; the second Schrick the new-type billet with laser-etched part number. The cams below that are some custom units I've had ground. *The metric/mm specs are rounded to the first decimal, for ease of comparison with your numbers. Of course, max HP is not just about lift.... -KB
  8. Perhaps worth noting (on the late side, perhaps) that not all “red loctite” is the same… for example, some types of red loctite are suggested (rated?) for combination of heat + oil resistance, others, not-so-much. -KB
  9. @TobyB - with a few mods (perhaps similar to yours), we’re at 30 minutes to swap a diff at the track. (worthy of note, no exhaust rear pipe to deal with). That said, agree with above it’s more than 2 billable hours to swap them both. And as @uai noted, a stuck/stripped brake line / hose adds…. and if someone welded the exhaust sections together, I’ll smack them for you. -KB
  10. I’ve used Arias pistons in the past, even with 2618 race pistons they didn’t call for 0.006” clearance. Strange. ~KB
  11. Adding a data point for why: With the shift lever biased towards 3rd/4th gear (to the right), the selection of 3rd and 4th are the ‘default’ when engaged in ambitious acceleration and shifting. (If the lever were biased toward 1st/2nd gear, that would increase the likelihood of a 3rd to 2nd oh-shit shift.) -KB
  12. I worked alongside a former builder of Indy Cosworth engines (call it training), he had one of the ring end gap tools…. decided to get to one for myself. Bring on the M10 engine builds. (And, there’s a request for a Formula Ford engine I need to address…) -KB
  13. Did a quick test of the new ring end gap filing tool. -KB ring-filing-tool_480.mov
  14. indeed - I safety wire them. (technique has improved somewhat since this photo was taken). -KB
  15. Converted my engine test stand to heat cycle an M10 dry sump engine (aka, bucket sumo). IMG_4048.mov
  16. Add to that ^: Sometimes, the inboard bolt - with threaded hole all-the-way through the strut base - suffers from rust / corrosion (whereas the other 2 bolts thread into blind holes). -KB
  17. Prepped and installed a new set of E-12 domed 9.8:1 forged 4032-alloy pistons.
  18. ^ @Preyupy - good info, there. I've fit and installed a close ratio ZF S5-18/3 in several cars; it's a tight fit, this (photo) is the least-intrusive tunnel modification done to provide room for it. Message me for info re: vendor-supplier of parts. -KB
  19. As @TobyB referenced, camshaft design (and how the camshaft is timed) will impact cranking compression; it does not need to be a ‘beastly’ static compression ratio build to give the high numbers you are seeing. -KB
  20. Put together a traveling dyno / track-side carburetor jetting box (lots of other parts in the 'big' box). -KB
  21. @TobyB - like, cookie cutters (though, perhaps not really thin). Sounds like they could tool-up for a 2002-shaped cookie cutter in short order. -KB
  22. I’m going to second that ^^^ as a worthy guess… particularly as I’ve had a car in the shop which exhibited similar symptoms, with the final diagnosis being a faulty Pertronix (learned they do not always fail in a work/don’t-work manner). -KB
  23. Great development work, @uai. -KB (As a side note - which I'm you sure know - KW will build custom dampers to most-any spec (ie: adjustment range centered on track use, ignoring street.))
  24. Nice work. Parts with easy spares/replacement are a key to a successful race program. -KB
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