eric
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Everything posted by eric
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Hello On a LHD Caterham do you think, we need to remove the engine and the gearbox to change the receiver Thanks for your help
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As it is in the 485 R Caterham Who knows them ? Many thanks
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Hello Ian I have one for sale, see the "For Sale " Not all steel but new items in it, Arp bolt for con rods and flywheel. I will be happy to talk to you even if you need only some informations
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4 years ago, the price of a xflow was around 9500 £ from the 2 well known FF engine specialists. Some of my friends bought their engine from them. Without the aluminum head, 711 block …. now more expensive I think but not sure. The price includes the delivery and I can work on offers
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Thanks for your help. This is true that the classic cars like Kent engined Caterham are very cheap in UK compare with their price in France. The low price of the car kills the price of their components. However in new condition the Ax block, the O/E con rods and the crankshaft are very difficult to source . If I sale this engine, I am not sure I could find another one … The motorist who built this one will be certainly retired . He built the Hart engine of the last French Classic Hill Climb races Champion. and the xflow of the most of Historic Formula Ford winners….
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then what would be the right price ?
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my mail is eric@bonzai.fr
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New sleeved 1600 Ax Block, ali head with stage 3 inox valves, kent 234 cam, new nural pistons, new conrods, new hardened crankshaft,new double chain vernier pulley, new mechanical fuel pump and high pressure high flow oil pump. New caterham crankcase. New 5.8 kg steel flywheel, and Catherham sachs clutch mechanism and plate. All balanced and built by a experienced professional race motorist. Delivery included in a wooden box on engine stands price 13 800 euro ono
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I don't know the manufacturer. I bought it from CTM Performance
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the engine is a Ford crossflow 1600
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My allow head have not as Olivier said, a hole for the coolant coming through the inlet manifold. Can I drill one ?
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something like 6 Kg lighter but nothing concerning the performance
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Do you think we can drill out 2 holes in the head Many thanks Eric
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Hello I have an alloy head on a spare engine Can I connect the water pipe from the water pump to the intake manifold as I did on the standard engine ? Thanks very much for your answer
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you never speak about the kind of head you will use : stage 1, 2 , 3 or full race This means that the head is not so important ?
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quite normal my 1600 sprint runs 3.1 bar at normal temperature and over 3000 revs OIl is Motul 300v 15W50 synthetic
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the ax block is now sleeved in 1600 with Nural Piston the stage 2 alloy head and a 234 cam We found a problem on the oil pick-up pipe, not enough clearance and a weak lubrication. This can be the cause of all the problems.
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Thank you very much Roger for your very interesting explanations. Thanks also to Olivier, Chris and John. So I will keep the original valve gear.
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So, nothing on the performance side ?
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My 1720 Ax is now sleeved in 1600 1600 Nural piston bought New std conrods New std crankshaft Steel flywheel Double chain vernier Stage 2 Ali head with stainless valves 234 Kent cam An roller rocker assembly with a std lift could it be a good idea ? Many thanks
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I would chose the sigma as it is up to date. Why choose a 20 year model when you can have a recent one. All the seven are different... and all have their own charm. Mine is a 1989 sprint engine .... and if I should buy a modern one, I will keep the old one anyway ...
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I got mine from Chris Wheeler too
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Hello Roger Thanks for the reply, may I understand that for high revs it is safer to stick with lower lift cam, the old style A profile cam than the more modern kent 234
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today with a 1600 , twin 40 webers, std pistons, CR 9.4 : 1, std con road , std crankshaft, O/E flywheel 5.9 kg, a stage 2 Burton Head , A2 cam, the engine goes very easily to 7000 revs . Engine professionally built by a race engine motorist But in fact, the 1600 are scarce, the most of the engine are 1700 cc nowadays ...
