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In my humble opinion with proper attention to the short side and lesser valve face angle the low lift numbers for the larger valve are notably better on the flow bench. How that relates to real life dyno numbers will be directly related to cam profiles effective area. In theory the better flow will require a reduced area cam to generate the same bmp. It's all about the air flow and how you apply it.

Try you local Aero-Quip hydraulic supplier or system repair shop.

A petroleum resistant o-ring should be available in SAE and/or Metric dimensions to fill your needs.

A welcome development bring the M10 into the modern age of valve timing.

It truly amazing what can be accomplished when the valve can be on the seat at a proper time. ie 500ci Pro Stock motors that idle a 600 rpm with over an inch of valve lift on carburetors.

The sky is the limit here, well the the cost is, how fast do you want to go.

Nice job Robert can't wait to see the hardware

Or if you are in Oklahoma City, I'm guessing buy your user name, try Kams Inc located. in your town. Any self respecting cam grinder has a Cam Doctor and would plot your cam for a nominal fee

Wow what do the other three cylinders look like?

Those ring bite and scuff marks on the cylinder wall look like what a 70's era Nitromethane fueled Chrysler would do while digesting itself

Well I can only offer a tip or two. Years ago Chevy V8's had a similar can and filter system. The o-ring was a source of problems, from too many stacked on top of each other = leak, and not squaring the o-ring up in the receiver grove properly.

So inspect the grove for extra seals, only the new one needs to be in there.

Second, maybe fit the seal prior to installing the filter and spring, using the housing to squarely seat the new fiber type seal by hand before the complete assembly is installed.

Remember I have no hands on with this specific BMW unit, just using a common sense approach to resolve your problem.

Hopefully a veteran BMW type can add their expertise.

Tii fuel pump?

As it rains a little in the northwest racers around town have had trouble passing fuel check with opened drums of methanol, I'm sure ethanol has the same affinity for water, that worries me.

Thirty five years ago when the gas shortage made race gas next to impossible to get, we ran a 50/50 gasoline-methanol mix with good results. It wasn't VP17 but it did run good and had the same numbers on the dyno, just a bit thirstier.

I'd say a cylinder leak-down test would be in order to remove all guessing and it should leak under 10%. Preferably around <5% if in great shape.

Roundness of a cylinder wall is way more important than anything else. If you hole is perfect the ring will seal well. A race engine will attain maximum sealing or not after about two pulls on the dyno.

Most honers will use a very fine stone with high tension to generate a very smooth even finish and test the cross hatch with a durometer. The material the block is cast from will determine stone and pressure to archive the proper finish.

It's a trial and error effort to find the correct combination but if your machinist is worth his salt he knows how.

The smoother and rounder the wall is the better job the second ring will due keeping the oil below itself to the oil ring.

As is true of the top ring the rounder the wall the better job it will due of sealing combustion pressure it's sole job.

The second ring is not intended to contain combustion, it primary job is to squeegee the oil off the wall. If you ever install the second up side down that hole will smoke terribly, a common mistake with a first encounter of reverse bevel type second rings.

This is all academic as I just wanted to say the M10 have no real oil separator in the breather line, just a small baffle in the cover on my Tii.

The residue of oil in the air cleaner is minimal but a nice separator would have kept it clean. The motor leaks 3% across the board with 20K on the engine living on Valvoline VR1 20W50, so the residue can not be attributed as blow by, just a poorly (IMO) designed crank case vent system.

Used this source once, you will need to see if they stock the piece fitting your spec.

http://www.britishfasteners.com/index.php/categories/studs

Also try Crower Cams they used to make custom studs

I agree with you Toby although I haven't Rockwell tested either part, my money is on the spindle being the harder of the two

I'd guess the drip rails were polished and clear anoded as they are smooth show no oxidation and have no indication of a clear coat paint.

The last new set of pre-74 grills I saw looked like they might bright dipped, but looks can be deceiving on extrusions and stampings. The headlight fairings look to be spun and I would bet the pieces are anoded separate prior to assembly.

Just guessing, but I'd expect too pay at least $100 min. the shops are really busy with airplane production at the current levels.

Remember all joints and doubled areas are a source for blotching in bright dip.

Such as the area where headlight fairing is sweged to the main grill section.

Careful attention to the rinse after etching is mandatory or ugly streaks and blotching will originate from this seam.

Protective Coatings in Kent for most any Aero-Space metal finish needed.

Anodizing Inc. in Portland do "bright dip" which is a more industrial finish.

Bright Dip verses Color Anodizing

Aluminum that is polished and then color anodized (clear in this case) is a much better finish than bright dip which bypasses the polish step by etching and renders a grainy finish. Think AN fittings for reference.

Remember both shops are Boeing direct contractors and getting your small job in and out is difficult and can be expensive. Just be patient with them as they will need to fit you between 737 and 777 parts.

Great racer, plus good person who lived next door during the 90 days of May back in the late 80's.

Thanks for the memories, RIP Mr. Shelby

Just to add a little more detail Nitride is an Ammonia quench that hardens the surface of the parent material, penetration is variable but normally can tolerate a standard undersize grind -.010

It most likely require a new hardening if ground undersize more than the .010 .

Hard-chrome is a repair procedure that will bring a damaged journal (spun bearing) back to size.

Flaking of chrome is a common issue with the process weather it is a crankshaft or a hydraulic cylinder.

Chromed journals are common on welded stroker cranks.

There are oversize Timeserts for just your issue

A 200F spread on a race motor at idle would be at the limit but we use individual K-series thermocouples.

Infrared "guns" have never proved accurate enough for measuring exhaust temps on our application.

A phone call to Wes Ingram would remove any questions as if the bypass valve setting could make enough of a change that the additional linkage on the mixture control arm be unnecessary.

Well I can tell you about the 64 Thunderbolts and the raised hood rear, turned out it was high pressure at the base of the windshield lifting the hoods.

The hoods were fiberglass and pinned on and the washers worked well to space the hood up, which turned out to be the completely wrong thing to due.

High beam buckets were the "ram air" source for the carbs, blocking the grills would have been a much better solution than spacing the hood or the vent holes in the hood bulge.

Here is a thought I had, using the configuration you have maybe bolt the Webers to a Tii Plenum (some assembly required and the carbs would be over the rocker box) the increase in intake volume and the balance flow from the plenum might really work well.

My Tii has a marked power surge at 4000 and that appears to be the nature of the beast as the cam is the same as stock 2bbl carbed engines.

So the long intake complements the engines air flow (power) especially around 4K, plus it pulls from idle without hesitation.

There was some well thought engineering put into that manifold. I believe the 318 unit is almost identical and the later units reverted to a carb like manifold most likely due to manufacturing costs.

Ultimately some flow bench work would be in order, so many projects and so little time.

No it means that the device for limiting the total advance is allowing too much travel of the advance mechanism. Weak springs will just allow it to advance quicker. My Tii runs well with 32 @ 2700, only rattling a little when it is hot and dry out. That is a rare occurrence in Seattle.

In the Bosch Distributor there are two tabs that limit the fly-weights travel.

If you remove the point plate and expose the advance you will see the weights, springs and the two tabs pointing up at you. To adjust either bend them to center for less travel or braze them up a bit, or even a piece of rubber hose over them. I don't recall how much clearance there is between them and the case so that could be an issue.

albim, you have it correct the a 356T6 casting is very effected by massive welding (gets soft) but the machinist/welder he is using is familiar with and services Cosworths, so I would imagine he knows the threshold at when it becomes dead soft and whether a trip to the heat treater (not good) is in order.

We always preferred a Timesert to welding up a plug hole, but that was our opinion.

Nice to see people will still install Beryllium seats they really cool the exhaust valve nicely.

Great show and I think really the battle still continues, but at least now science has a seat at he table.

There have been some remarkable improvements in motorsports safety, even unlimited hydro drivers have seat belts, not to mention the capsules, drivers at Indy sit completely behind the front wheels, tracks installing safer barriers, I commend them all.

The late Dale Earnhardt's comment on keeping the cars out of the stands was "move the stands back" typical racer response and funny at the time, fortunately common sense prevailed.

Originated with Sir Henry Riccardo water injection to combat pinging on bus engines (circa 1920-30's) refined by adding methanol/water mix during WW2 on the Rolls Royce Merlin, also a Riccardo design. Allowed more boost to out run those pesky ME109 and FW190 which some came equipped with Daimler V12s using Nitrous and fuel injection verses the carburetor equipped Rolls.

You will find the subject covered extensively in his book "The High Speed Internal Combustion Engine"