I
have started working on a replacement engine for my 1965 Monza
Convertible. This will be based on mods I think the average guy would
be willing to do, ie; modify the heads to accept fuel injection using a
dual plenum system and single throttle body but use the basic short
block many of you guys have already built. This is really an exercise
at trying to develop a setup the average guy could install by basically
swapping the cylinder heads, adding a few sensors and fitting a stand
alone EFI unit. At this time I am exploring the design ideas I have
been thinking about.
I have most of the basic engine specs I
think will work. But where I will depart from the norm is in spending
more time testing the specs of the components in my engine software
program to see if I am helping engine efficiency.
The engine
starts out as a 110 based smog unit. Stock crank and rods, pop-up smog pistons. I will run my .040" OS TRW pistons and a custom ground hydraulic cam. The heads I will use will be my 110 big valve
conversion heads ( I already have a pair that I need to use). These heads started life as 95hp units. I have
added an extra carb mounting pad to each head just like the 140 heads have.
I'll post pics as this comes together.
I am finishing the adapter manifolds that will fit the
40MM Webers onto these heads. The extra carb pad is in the same
position as on the 140 heads so the manifolds will fit the 140's also.
The heads will get my big valve conversion and chamber welding,
flycutting to raise the compression to 9.5:1, 1 3/8" angle port exhaust
and angled spark plugs. I'll run these in my 65 Vert and spend some
time on the chassis dyno setting the jets and timing for best run.
The adapter manifolds will be welded together this coming weekend (weather permitting).
Notice
on the pic at left the new carb adapters being fit to the intake
manifolds. The tubes are already welded and the mounting pads are ready
for welding. Then the final machining to make them flat and level with
the stock carb pad. Also note the tube has a slightly larger ID. The
stock pad will be opened up to match.
Since the new carb pads are
being mounted in the same position as on 140 heads these 95 heads will
allow both my 2BBL Weber manifold adapters and original 140 carbs to be
used.
02.07.2011
At
left you will see the 95 heads with the finished extra carb mounting
pad. The original mounting pad has been opened up to 1.375", the same
as the added pad. I still need to weld up the combustion chambers, plug
and weld the spark plug holes and machine for the new 3/4" reach
plugs. After that I need to clean up the guide bores, make and install
the guides and cut and install the larger valve seats.
Finished...right.
Here is a picture of the 95 head during the upgrades.
The seats have been removed and spark plug holes milled out. I still
need to fill in the plug holes so I can change the angle. And the
chambers have an abrupt step from the quench to the chamber proper.
I'll weld this step so I can machine it to a more gradual shape.
03.27.2011
I
finally got around to making the spark plug hole plugs for the 95
heads. Each one has a .002" interference fit so they need to be chilled
for installation. But my nitrogen bottle is bad and will only keep the
nitrogen for part of a day. At $40 per 20 liters I am tired of wasting
money. So I ordered a new bottle and once it arrives I'll install
these plugs and finish the chamber welding. Then just some clean up
with the die grinder, drill and tap for the angle plugs and final
machining and these heads will be ready.
06.05.2011
Finally got back to the
95 heads for the Vert. I machined the chamber area I welded for the
angle plug. This creates the flat surface perpendicular to the spark
plug. Next I need to mark and spot face the plug's working end position
on this flat surface, transfer the same to the other chambers and, from
the opposite side cut the plug hole and spot face for the 3/4" reach.
Finish off by cutting the threads.
This
is the modified 95 chamber ready for a final sanding. Doesn't look
anything like a 95 chamber. Nor a 110 or 140 chamber either.
I
decided to run a different plug angle than on the race heads. I think
this will help the intake CFM. I feel the intake charge flows quite a
bit more around the short side radius instead of skipping across the
valve opening toward the quench. I need to check this idea on the race
heads to be sure. If this is true then this latest angle plug will be
the best as it will not protrude like a bump into the chamber but will
be a smooth, gentle surface that will allow the charge to enter and
swirl into the chamber.
After I
sand these chambers I'll cut the valve job, blend the intake ports and
work on the exhaust ports a bit. The exhaust port exit area needs to be
opened up to match the SS exhaust tubes I am using for the angle ports.
09.09.2011
Spark plug holes
are cut and threaded. I need to clean up the chambers a bit then
finish the valve job. And port the intakes somewhat. Just a little.
Still waiting for the exhaust tubes to be bent. The man bending my
stainless should have them ready next week. Then I can install them and
finish the angle ports.
Once the heads are ready I'll pull the
engine out of the Vert and tear it down. It has an engine number that
says it is a 1967 smog motor. I am not sure if it is and don't know if
it has smog pistons with the compression dome or flat top pistons.
I'll assemble this with flat tops that will work with these heads. If
the smog engine has pop-up pistons I'll flycut these into flat tops and
use them if they spec out ok. I still want to change the cam to the
Isky 280 I pulled out of a poorly assembled engine I bought. I have a
set of stock rods with ARP bolts that are ready and a hard chromed crank
also awaiting use.
09.17.2011
Intake work...
z 21.8 48.8 48.4 0s < MARK 0.10
14.8 96.2 95.5 0s < MARK 0.20
11.0 129.2 128.3 2s < MARK 0.30
10.2 138.1 137.1 4s < MARK 0.40
10.2 137.6 136.6 3s < MARK 0.50
10.2 138.0 137.0 3s < MARK 0.60
.000 .000 0.0 .001s ;Edit
95 2 carb head bare, no weber manifold;
.001 .004 0.0 .000s
z 22.4 48.7 48.4 0s < MARK 0.10
14.6 96.6 95.9 0s < MARK 0.20
10.7 130.3 129.4 0s < MARK 0.30
10.0 138.5 137.5 0s < MARK 0.40
10.1 138.7 137.7 0s < MARK 0.50
10.1 138.0 137.0 0s < MARK 0.60
.002 .001 0.0 .000s ;Edit
95 2 carb head w/ weber manifold only;
.002 .001 0.0 .000s
z 21.3 50.7 50.4 2s < MARK 0.10 14.1 96.4 95.7 2s < MARK 0.20 10.8 127.6 126.6 0s < MARK 0.30 10.1 136.1 135.2 0s < MARK 0.40 10.3 134.6 133.6 3s < MARK 0.50 10.4 135.2 134.3 3s < MARK 0.60 .059 .001 0.0 .000s ;Edit
95 2 carb head w/ manifold and weber;
.001 .002 0.0 .001s
Exhaust work...
z
13.1 23.5 23.3 0s < MARK 0.10
9.31 56.4 56.0 0s < MARK 0.20
7.40 78.2 77.6 3s < MARK 0.30
6.78 86.7 86.1 2s < MARK 0.40
6.45 90.4 89.8 0s < MARK 0.50
6.31 93.2 92.5 4s < MARK 0.60
.001 .000 0.0 .001s ;Edit no clay in exh;
.000 .004 0.0 .001s
z
13.0 21.3 21.1 0s < MARK 0.10
9.57 55.9 55.5 0s < MARK 0.20
7.84 74.3 73.8 0s < MARK 0.30
7.27 81.4 80.8 3s < MARK 0.40
7.04 84.6 84.0 4s < MARK 0.50
6.90 86.7 86.1 3s < MARK 0.60
.031 .001 0.0 .001s ;Edit
95 2 carb exh w/ clay for psudo d port;
.000 .000 0.0 .001s
z
13.1 21.9 21.7 0s < MARK 0.10
9.53 53.6 53.2 4s < MARK 0.20
7.94 72.6 72.1 4s < MARK 0.30
7.38 79.4 78.8 4s < MARK 0.40
7.09 82.5 81.9 3s < MARK 0.50
6.92 84.4 83.7 3s < MARK 0.60
.001 .001 0.0 .004s ;Edit
95 2 carb exh w/ bigger d port;
.002 .002 0.0 .002s
z
12.7 22.7 22.5 0s < MARK 0.10
9.31 57.2 56.8 0s < MARK 0.20
7.38 79.8 79.3 0s < MARK 0.30
6.74 88.1 87.4 0s < MARK 0.40
6.42 93.0 92.3 0s < MARK 0.50
6.26 94.2 93.5 0s < MARK 0.60
.001 .001 0.0 .003s ;Edit
95 2 carb w/ small d port removed;
.001 .001 0.0 .003
The 95 heads are
all but finished. I still need to fit the angle ports and weld on the
header flanges. The tubes are finished but I am waiting for the flanges
to arrive. So I decided to check the heads on the flow bench. I
checked the intake bare, with the Weber manifold attached and then with
the 40 IDF Weber attached to the manifold. Here is the data: (remember the 3rd column is the CFM)
Looks like I
need to comment... The port doesn't want to flow beyond the .400" valve
lift. Probably due to the entire factory design w/ the plenum, 90 deg
turns, etc. Thats OK because I won't be lifting the valve over .400"
anyway. So I'm not working any harder on the flow.
On the exhaust I
tried something. I have been thinking about the abrupt turn out from
the chamber to the port and out and how on some engines adding a step at
the SSR side of the exit (read "D" port) causes the CFM to increase.
So I left material in this area and checked the flow... 1st test. Then I
added a bit of clay to build this material up a bit. CFM dropped...
2nd test. I added a bit more and again the CFM went down... 3rd test.
So, I decided to remove the clay and grind out the material to create a
nice round port that blends with the SS tube. The 4th test shows the
CFM increase over all previous tests. So... on this head a "D" port
exhaust will hurt the flow. I'll check this on the race heads to
confirm.
Also note the ratio of exhaust flow to intake. 65%
exhaust to intake is not really bad considering how poorly the exhaust
flows on a Corvair head. I did work a lot more on the exhaust ports
than on the intakes. I think there is a little more CFM available with
more exhaust work but overall I am quite satisfied with these results.
This should be a sweet running engine.
10.08.2011
Ok,
I rechecked the OT-20 specs and I see I Will be opening the intake
valves over .400". More likely .470" with the 1.6:1 rockers. So I do
need to find a bit more flow. Otherwise the intakes will be choked and
will limit the top RPM. So I will spend a bit more time; probably
around the guide boss. I'll post the results soon.
10.09.2011
.008 .003 0.0 .006s z 20.9 52.1 51.7 0s < MARK 0.10 14.0 98.5 97.8 0s < MARK 0.20 10.5 131.8 130.8 0s < MARK 0.30 9.79 140.7 139.7 3s < MARK 0.40 9.88 141.1 140.1 3s < MARK 0.50 10.0 139.4 138.4 3s < MARK 0.60 .002 .003 0.0 .001s;Edit slight tapering at guide boss;
.008 .006 0.0 .007s z 21.5 51.5 51.2 0s < MARK 0.10 14.5 98.1 97.4 1s < MARK 0.20 10.7 130.9 129.9 0s < MARK 0.30 9.91 140.7 139.7 0s < MARK 0.40 10.1 141.1 140.0 0s < MARK 0.50 10.2 139.9 138.9 0s < MARK 0.60 .014 .003 0.0 .000s;Edit more tapering at guide boss;
.007 .008 0.0 .007s z 22.6 51.5 51.2 0s < MARK 0.10 14.5 97.9 97.2 0s < MARK 0.20 10.8 131.5 130.6 0s < MARK 0.30 10.00 140.9 139.8 0s < MARK 0.40 10.2 139.1 138.1 0s < MARK 0.50 10.1 139.1 138.0 0s < MARK 0.60 .003 .003 0.0 .004s;Edit open port entrance at roof; .004 .011 0.0 .000s S
.008 .003 0.0 .006s z 22.2 54.0 53.6 0s < MARK 0.10 13.5 106.6 105.8 0s < MARK 0.20 10.5 134.8 133.9 0s < MARK 0.30 9.90 142.0 140.9 0s < MARK 0.40 10.1 140.2 139.1 3s < MARK 0.50 10.1 139.7 138.7 1s < MARK 0.60 .002 .002 0.0 .001s;Edit add 30 deg back cut to valve;
.004 .002 0.0 .002s z 22.1 55.3 54.9 1s < MARK 0.10 13.6 107.1 106.3 4s < MARK 0.20 10.6 135.4 134.4 0s < MARK 0.30 10.1 141.5 140.5 0s < MARK 0.40 10.2 141.0 140.0 3s < MARK 0.50 10.2 140.2 139.2 0s < MARK 0.60 .026 .001 0.0 .000s;Edit swirl polish intake valve;
.001 .000 0.0 .003s z 21.8 55.2 54.8 0s < MARK 0.10 14.0 105.8 105.0 0s < MARK 0.20 11.0 131.7 130.7 3s < MARK 0.30 10.5 138.0 137.0 0s < MARK 0.40 10.6 136.4 135.4 0s < MARK 0.50 .001 .000 0.0 .000s;Edit w/ weber and adapter manifold; .003 .000 0.0 .001s
I spent a little
time (2 hours) trying to get a bit more CFM on the intakes. This is
time spent on only 1 intake for now. I cut around the guide boss 2
times and the CFM went up a bit but then no more. Next I cut a little
at the port entrance but the flow went down slightly at the .500" lift.
I'll stay away from here on these heads. I had been thinking about
making a small back cut so I tried this and the CFM went up a lot at the
.200" lift - very nice. And finally I swirl polished the intake and
did not see very much increase. Notice the intake flow above with the
Weber and adapter at the .400" lift - 135.2 CFM. With the porting I did
today the CFM only went up 1.8 CFM at .400" lift. I think the Weber is
limiting the CFM. I have a Rochester carb adapter for my flow bench
and will fit the Weber and see what it flows by itself. Then I'll know
for sure.
So I think I am at the end on these ports. Now I just need to cut the remaining 5 and these heads will be finished.
I
did look into the spark plug hole on the smog engine in the Vert and
yes, this is a smog motor with the pop-up pistons. I need an adjustable
piston vise so I can mill off the compression pop-up. An aluminum
order needs to be placed for materials to make the vise. I have been
thinking I'll make 2 vises and sell one. Anyone interested?
10.21.2011
.004 .004 0.0 .005s z 12.8 27.1 26.9 0s < MARK 0.10 9.27 59.9 59.5 0s < MARK 0.20 7.23 83.2 82.6 0s < MARK 0.30 6.66 92.2 91.5 0s < MARK 0.40 6.36 96.6 95.9 0s < MARK 0.50 6.24 100.3 99.6 0s < MARK 0.60 .030 .005 0.0 .005s;Edit test w/ stock 140 exh valve; .001 .007 0.0 .001s
.000 .003 0.0 .001s z 12.6 31.1 30.9 0s < MARK 0.10 8.76 66.8 66.3 0s < MARK 0.20 7.21 84.8 84.2 1s < MARK 0.30 6.68 92.1 91.5 0s < MARK 0.40 6.41 96.1 95.4 3s < MARK 0.50 6.26 98.4 97.7 0s < MARK 0.60 .001 .000 0.0 .000s;Edit 30 deg back cut on exh valve; .003 .001 0.0 .002s
Here is a side by side
comparison of the 1 3/8" angle port exhaust on the 95 Vert heads. The
only difference is I made a 30 deg back cut on the exhaust valve and
re-ran the test to check for any CFM increase. Notice the increases in
the .100" to .300" lifts. A beneficial bump. But over .400" the flow
drops off a bit. I'll try the swirl polish tomorrow. 6.8 CFM at .200"
is a help.
10.24.2011
95 Vert intake:
22.2 54.0 53.6 0s < MARK 0.10 13.5 106.6 105.8 0s < MARK 0.20 10.5 134.8 133.9 0s < MARK 0.30 9.90 142.0 140.9 0s < MARK 0.40 10.1 140.2 139.1 3s < MARK 0.50 10.1 139.7 138.7 1s < MARK 0.60
add 30 deg back cut to valve;
95 Vert exhaust:
12.6 31.1 30.9 0s < MARK 0.10 8.76 66.8 66.3 0s < MARK 0.20 7.21 84.8 84.2 1s < MARK 0.30 6.68 92.1 91.5 0s < MARK 0.40 6.41 96.1 95.4 3s < MARK 0.50 6.26 98.4 97.7 0s < MARK 0.60
30 deg back cut on exh valve;
Stock 140 intake:
18.0 53.5 53.1 0s < MARK 0.10
11.5 94.1 93.4 0s < MARK 0.20
8.96 119.9 119.1 1s < MARK 0.30
7.51 138.0 137.0 2s < MARK 0.40
6.78 148.8 147.7 0s < MARK 0.50
6.50 152.9 151.8 0s < MARK 0.60
;Edit
bone stock 140 intake;
Stock 140 exhaust:
12.9 32.2 32.0 0s < MARK 0.10
10.0 59.3 58.9 0s < MARK 0.20
8.39 80.2 79.7 4s < MARK 0.30
7.66 90.3 89.6 6s < MARK 0.40
7.27 95.6 94.9 6s < MARK 0.50
7.11 98.0 97.3 7s < MARK 0.60
;Edit
bone stock 140 exh.;
Here is an interesting
comparison. On the left is my modified 95 head and right is a stock 140
head. I hope you can see this lined up on your monitor as mine is.
Again the CFM is column 3.
The 140 head intake flows better above
.400" lift but that is as it should be since the intake valve is .200"
larger. Not bad for a small valve head, right? Exhaust is very close
to dead even and a bit better at .300" lift.
10.24.2011
Weber manifold adapter:
213.3 CFM
Weber sitting on adapter w/ velocity stack:
172.1 CFM w/ 28MM choke
181.8 CFM w/ 30MM choke
185.6 CFM w/ 32MM choke
So... finally some
solid data. ;) Anyway, looks like the manifold alone will not hamper
any CFM I can get on either the hot 95/110 heads or a 140 ported. With
the Weber the CFM drops but is higher than I thought it would be. This
Weber came with 28MM venturis. I acquired both the 30MM and 32MM
venturis and rechecked the Weber. Tested through 1 barrel only. Same
with the manifold adapter.
So on the built 95 engine and on a 140
engine the CFM for this 2bbl Weber is the total of both bores. The CFM
per carb is double the number at the left. If I run the 28MM chokes
then my total CFM available per carb is 344.2, or 688.4 for the engine.
Which is more than enough.
I think the 40MM 3BBL Webers will
flow the same given the same venturi. I'll see about finding someone
with a 40 IDA 3C and a 46 IDA 3C for me to test.
Here is an interesting side note:
My
race heads for the Hayabusa TB's are flowing 199.8 CFM at .600" so far
(2 days of testing). If I was using 40MM Webers even with the 32MM
chokes they would be restricting the total air this engine needs.
10.31.2011
The heads are
nearly complete. The only thing left is to mill off the weld bead,
dress the port openings with a die grinder where the excess weld is and
send the heads off for the ceramic coating in the chambers, exhaust
ports and valve faces.
I have an engine overhaul I am working on
but as soon as this goes home I'll remove the engine from the Vert and
tear it down for it's rebuild. And I ordered the custom cam today.
This cam has been selected to work with the engines specs; bore, stroke,
rod length, CR, head flow, etc. This should work great.
After I
install the completed engine I'll need to fabricate the headers. But
first I'll need to order the collectors and muffler then choose the pipe
needed to connect everything. I really want to get this running for
the spring.
The custom cam I
ordered arrived today - very fast service. I have been very pleased to
use Schneider Cams in San Diego CA. I had ordered this cam using the
engine specs to make sure the cam is "dialed in". They ask for all the
engine build specs along with the head flow numbers and proposed vehicle
usage. If you are building a special engine and need a custom cam I
highly recommend you call Schneider Cams.
I think this is going to be one heck of a nice running 95.
12.16.2011
The heads are boxed up and ready to ship off for ceramic coating. The valve faces, combustion chambers and exhaust ports will be coated. After their return I need to finish off the intake ports and get them ready for pre-engine assembly. I'll be checking rocker arm geometry and setting the pushrod lengths.
01.08.2012
Ceramic is applied to the chambers, valve faces and exhaust ports
Ok, here they are. Polymer Dynamics, Inc. applied the ceramic coatings. They turned out great. These guys are highly recommended. Fast turn around too.
I need to finish off the intake ports with a little more flow work. Basically trying to equalize all the intakes. Then on to the trial engine assembly. I will be correcting the rocker arm geometry w/ custom length pushrods. I'll also check all clearances so final assembly will move smoothly.
01.25.2012
Plenum pieces before welding
Here is the start of my EFI design for the 4 carb "95" engine. I will build 2 plenums that will attach to the stock carb mounting pads. Velocity stacks are fit in the plenums with the injector bungs directly over each stack. Below the stack will be a tube that will have the mounting pad welded to the base. An equal sized tube will connect both plenums and have the throttle body mount near the center. Idle air control, map sensor and power brake fittings will be attached at the throttle body mount. I am designing this system to be usable on any 140 from mild to wild. That is with the original carb mounting pads. The only changes that might be necessary would be the throttle body size and ID of the adapter tubes that fit onto the heads. All other variables can be controlled via the EFI ECU. The injector's size need to be selected based on the HP expected.
This design would also lend itself to turbo use quite well. I am talking about a ground up re-design, not fitting this onto a turbo Corvair. I have another design that is better matched to the stock turbo set-up. That will come later.
01.30.2012
End view with velocity stack and injector bungs before end cap is welded on
Engine's view of plenum showing injector bung through velocity stack
Side and top view of the manifolds
So, looking at the pics above doesn't really convey the design too well. Here are three pictures of the manifolds welded together. I also decided to set them on the smog heads that are still in the car. Maybe with these you can tell how the system will be layed out. This is the initial trial fitting to see how they will clear pieces in the engine compartment along with the engine cover.
I will be designing the center section within the next few weeks. I'll post more as this comes together.
02.02.2012
Manifolds on the smog engine, just a trial fitting
Right side manifold during trial fitting
Crossover before fitting throttle body mount
More EFI manifold pics soon. Stay tuned.
02.07.2012
Here is the center section being fit. Silicone couplers will attach the section to each side assembly. The throttle body mount still needs to be finished and welded into the center section. The center is designed to provide clearance to the blower bearing. Enough space has been allowed for belt changes.
02.12.2012
Right side plenum with silicone coupler
Trial fitting crossover with silicone couplers
Here is the crossover held in place with the silicone couplers. The throttle body mount is about finished. I'll be fitting the mount to the crossover soon.
02.19.2012
Here is a rear view of the 40 IDF Webers with the adapter manifolds. These are on the 95 heads I added the extra carb mounting pad onto. I have a couple more pictures on the Specials page.
03.14.2011
This is the engine I disassembled in order to balance the reciprocating assembly thinking I would use it on the Vert. What I found was a very poorly reworked engine. The case had been glass beaded - everywhere. The cam journals, main bearing saddles, lifter bores, etc. The case is junk. The lifters(new) were stuck in the bores and needed to be driven out with a brass drift. The crank had been turned .010" under sized and that very nicely. The rods were good and I installed ARP bolts. The P&C's are .040" OS with the cyl's being the 60 style with the full circle material around the stud holes but... the spigot that fits the head are early. The pistons are used. The cam is a new or reground Isky 280 but the cam gear is used and not fully seated against the thrust washer. Not good. I was going to install a billet fail safe gear and run this cam but I think I'll run the slightly used OTTO OT20 I have on the shelf. Might be a bit hotter than I originally planned.
So I have some parts juggling to do to get this ready.
09.17.2011
Manifolds for 2bbl Weber Carbs
Here
are the photos I promised of the Weber manifolds. 2 styles are shown.
First is a 3" tall manifold with the 40 IDF Weber atop. These short
manifolds are custom made to fit under the engine cover of a Devin C
race car. The 5.5" tall manifolds are made to fit on a late model
running a 140 engine. This tall manifold still needs final welding and
fitting.
I will be building an engine for my 65 Vert to test
these carbs and the 5.5" manifolds. I'll put the car on the chassis
dyno and see how this engine behaves.
A change in plans: no 5"
manifolds. Unless someone wants a set. The 3" fit great and the
linkage looks like it will fit even better than expected.
The engine specs: Stock stroke .040" overbore Stock length rods Isky 280 cam 95hp
heads with my big valves, welded and flycut chambers, extra carb
mounting pad, angled spark plugs, 1 3/8" angle port exhaust and equal
length tuned headers, 9.5:1 compression 1.6:1 roller tip rockers custom pushrods to correct rocker arm geometry balanced rotating assembly Dry film lubricant on the piston skirts, camshaft and crank bearings Ceramic thermal barrier coating on the piston tops, combustion chambers and valves.
I can make manifolds for the 44 IDF and the 48 IDA Webers also. But... these larger carbs really should be used only on a high performance "built" engine. Not on a stock 140.
