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markmac

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  1. I am sure that there are some engineer(ing) folks on this board that my know the science....from a logic standpoint, the polished bits in the crankcase (crank, rods and inside of block) do make a certain amount of sense when the motors were running dry sump systems, being revved up over 8000rpm and being run for 4,6 and 12 hours in various races. Again, somewhere in my stack of stuff I have some papers written by Ray Korman on the subject including windage/windage trays, crank case vacuum etc., all related to the days when he was selling Heidegger dry sump systems. BMW Motorsport did the same thing with the M12 blocks.
  2. Ken, I think its true. For the cars that 'really raced' for real/and for money even the most seemingly obscure/minimal improvement would be tried if it could give an advantage and could somehow be within the 'rules'. An example of that is the twin filler fuel tank that my car originally had, it had a 100L capacity, however the towers that extended up to the underside of the deck lid (that were also conical in shape) could hold a couple of extra liters of fuel if completely filled. A potential advantage in a long race. Somewhere in my stash of pics I have a pic of a Schnitzer motor that had been drilled....like on every surface of the block it had machine marks where someone took material off the exterior of the block. For the amount of time it took to do all that work....not a lot of weight for sure. I guess a little here, a little there and it all adds up (like the magnesium bits on my motor/alternator, titanium rod bolts etc.,). Sorry for semi derailing the thread. The 'goldeness' is interesting.
  3. That is pretty interesting looking. The whole coating business is pretty crazy with so many coatings for the automotive motorsport bus. I had (rather engine builder guy) the lifters in my Alpina motor coated with DLC - super expensive but allegedly makes them bulletproof to wear. This is an example of what the Alpina guys did (right or wrong).....that is lighten and polish everything, in this case the crank and the inside of the crankchase, completely de-burred, ground down (likely with the idea that it was being 'lightened' (maybe) and then polished to a lesser degree. My engine build guy got a kick out of it.....I think it was something like 'these guys spent a lot of time massaging the inside of that block".....how much does it really add? Probably not much. It is a dry sump motor so the polish would help some with oil draining back to the scavenge sections of the pump.
  4. Those look a little crunchy / crusty - moisture/water + magnesium = not good. You would need to have them stripped and then magnafluxed to know for sure. Its been a long (long) time since Firestone has made a 13" racing tire. Figuring those have been on there a good long while.
  5. 1969 Porsche 912 Non-Sun Roof Coupe. Chassis/VIN number 129020137. Paint code 68-6808-G (Burgundy Red). 15,924 miles on the odometer. Accident damage to right front. Missing engine, transmission, interior, body panels, and wheels. Solid dash, rockers, rear clip, quarter panels, and roof. This is for complete restoration or parts car. For $5,000.00 Ya think? Complete restoration or parts car....yes indeed. Ya, five grand. 912.
  6. These showed up on ebay a week or so ago.....Norisring 1974/ Ertl-Betzler. Crashed. 4th place I believe.
  7. Hard to say. From my perspective (only), all things being equal (and that 'original A4 unit would have to be completely fresh, with re-bushed throttle shafts etc., etc.,), if they both cost the same, I would probably buy one of these (seriously). New is generally better.
  8. Off hand, just looking at the two pics, I would say the casting quality (from my old eyes) appears to be better than the originals. The linkages and the rest look like original (repo's) as well, nice they stuck to what worked instead of somehow 'improving' the original design which is so often attempted now (but rarely is a reality).
  9. +1 Cool Car, suspension looks pretty 'crusty' though. Do-over on that.
  10. Tii's are not inexpensive vehicles to run.....or maybe I should say to get running 'right', especially if the engine is tired. If the engine is tired, chances are most/all everything else is tired (pump, linkages etc.,). I suggest going to one of the trusted tii mechanics previously listed and let them sort it out. With a tii, especially a tii it all counts and little things add up (like a worn linkage here or there, throttle body that is a little long in the tooth....etc.,. Honestly, few people have really dialed in tii's - the difference between one that is fresh and completely set up/dialed in is significant. Stick with it, they are really fun cars.
  11. Good article from Bimmer magazine circa 2003 ' Kugelfishin '..... Kugelfishin.pdf
  12. Much of the same......this is a build sheet from an Alpina A4/S car.
  13. Quite a bit of it has the English translation- at least toward the end. These are the 5258 papers, my car has most of this stuff in one form or the other. Funny now everything is on line, I was able to get copies of these almost 20 years ago from BMW Motorsport....nice to have hard copies, these make it easy. BMW 2002 Group 2 Homologation Papers 5258
  14. Really high quality scan I haven't seen before of the homologation papers for bmw 2002 Turbo, they have some Gr. 2 stuff in this set as well, Schnitzer 20.4, BMW M12/6 and other. BMW 2002 Turbo Homologation Papers 1663
  15. Goodness, this ground has been plowed pretty well, very entertaining (not really). Move on.


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