7 wonders of the world

Thank you to all concerned in updating the website for us, looks and works great, one minor query... could we have our old range of emojis back please...? Thanks again Neil.

BDR's come with carbs as standard so OE tank and pump, reg etc are not compatible

Kent do Ti caps, if your investing a fair sum as you will be wort looking for steel rods and pistons which allow you to explore up to 8500rpm, maybe go for a slightly longer duration cam and mild porting and you will be knocking on the door of R500 spec.... and only one mapping session too... so saving you money..

and rods and pistons on the R500 etc ligtened flywheel too TB's etc....

There are significant benifits to doing this correctly, using either Jenvey DCOE style TB or their Heritage range, for an original look, run this along side a 3D ignition under the control of an Emerald, yes it will add up but these are good real world upgrades, the ignition map in particular will make a huge improvement. Discount is available on the ECU from Emerald, You will need new fuel pump pressure reg, tank, injectors fuel rail and a few sensors etc to crank, TPS, water and air temp Don't forget to factor in a mapping session too,

SVC will sell you them, ..... ask them for 'shells, rims and the hollow bolt assembly' https://www.s-v-c.co.uk/

Ultimate P offer a double spring Duratec option too details below: Maximum lift: 14mm. Recommended fitted length; Outer Spring: 36mm, Inner Spring: 35mm. Spring Rate: 43N/mm (245lb/in) +/-5% Force at fitted length: 300N +/-7.5% Force at minimum length: 900N +/-5.0% Coil bound length: 19mm Outer diameter: 27.6mm SBD Double springs are rated at 210lb @ 13mm valve lift

Hi port heads have the same valve sizes 35/30, oversize valves are available, the inlet valve is no restriction though as will a little porting you can see 280bhp on stock valves. Are you keeping OEM pistons and rods - if so this will limit the rpm, If your changing these I would opt for a different cam and 48's you wont loose torque with the larger TB's as you would in Carbs, As James DBW offers no real performance benefit, Multi maps can be used for different fuel grades, a 'race' map, open loop map in case of O2 sensor failure or a touring map, I have 3 on my K3 Emerald Dont forget some decent valve springs.....

Love your calcs James I was meaning from a durability point as many race engines are refreshed annually or bi annually with valves, springs and retainers along with other compoments been discarded as consumables, and considering the track mileage you do this will far exceed this. Road engines get a very easy ride by comparison

I'm intrigued by the aluminium retainers.... whats there predicted lifespan, considering the hammering these will be subjected to I would be much happier with steel.... The weight reduction will be a bonus though.....

If it was purely resonance then its questionable as to whether the spring which Kent recommends was indeed correct for the application....

Shims are for that purpose to correct slight variations in manufacturers tolerances in hubs steering arms calipers etc. The most important thing is to get the caliper as central over and parallel to the disc as possible. You can buy shims down to 0.1mm online to if needed

Did a little research on line last night regarding failures and asides from a few Kent ones there's a few OEM and a few bent valves which looked more like clearance issues and oe Supertech double but no images of the failed components. Due to the popularity of Kent springs being used in engines that are regularly exploring the rev limiter the failures may be disproportionate. . This made interesting reading though.... https://ist.org.uk/high-performance-spring-failure-a-case-study-of-a-valve-spring/ James quite problably has a far better knowledge on this area than most and since both your engines are currently in an 'Anne Bolyn' state could we obtain a metalogy inspection on the failed springs as this could well be a contributory factor, I accept that resonance may also be a cause here, however I would have expected to see more reports of failures across other brands in the US who are running similar poundage springs, and bearing in mind Kent's experience in this arena its odd they specify a spring rate which doesn't correctly factor the working mass and hence resonance effect it will be exposed too. The link is a specific single failure due to inclusion, my thoughts are more along the line of base material, heat treatment or surface finish.

All good data, The VS60 rate from Kent is 32.9 N/mm (188lb v 210llb for the VS59 doubles) so based on James calcs you would need 44.2N/mm based on singles, the mass would naturally increase on doubles do to increased spring mass and the heavier retainer, unless you opt for Kent's Ti versions or SBD's lightweight steel options. I haven't got weights for any of these those yet, if I can find them I will post Just for comparison, I run Piper singles with my BP300 cams, Piper advise doubles but having had 2 conversations with them both times they confirmed the doubles were well over specced, having seen several failures due to fretting on doubles I was keen to use singles, I'm also wondering about the metalogy of the materials used across the brands and its effect on durability - with comparative spring rates, not so easy to access this detail though.

Hi Jason, Sent a BM with my details on for you....

2 position rotary switch with lockable key switch. 1.5m harness Used for only 4 weeks £30 incl UK shipping.

If there's a risk on track then it poses the same risk on a bumpy B road blat, therefore the feeds need separating to reduce the chance of inadvertent fuel pump loss..... potholes in lane 4 on the M25 - a little more than inconvenient then

Winters coming........

Interesting ways of checking I use a pipette and grease the top ring. It's also important to cc check each chamber to check for variation after and machining. Balancing the chamber is equally a important as checking rotating mass.

Demon Tweeks were cheaper on the TTV, but Ben will do a package deal fir flywheel and clutch

The Raceline one was the same Titan pocketed version you had unless they have changed now. I'm sure you have this in hand but since AP moved their manufacturing premises the tolerance of balance is not what it was, I wouldn't even consider building without having the rotating crank mass balanced, you can do the pistons and rods at home.

All heading the right way now James, For the Flywheel look at TTV - superb quality, you can use the AP cover or they now offer their own cover, with a choice of 3 spring weights and either organic or cerametalitc plate too, had this ben available when I rebuilt mine I would have chosen this over the AP I run the TTV 0635 http://ttvracing.com/product/ford-duratec-2-0-2-5-i4-215mm-supalite-race-ap-clutch/?referrer=product-listing&iframe=true&width=80%&height=100%&type=flywheels&engine=ford-duratec-2-0-2-5-i4&manufacturer=ford Clutch http://ttvracing.com/product/ford-duratec-2-0-2-5-i4-215mm-supalite-race-ap-clutch/?referrer=product-listing&iframe=true&width=80%&height=100%&type=flywheels&engine=ford-duratec-2-0-2-5-i4&manufacturer=ford speak to Ben Crisp @ TTV The cam cover seal will accommodate a 20thou discrepancy between head and timing cover any more and you need to have it milled down.

Arch use Simoniz satin black tough paint. Very good.product

Depends if the faces were machined correctly before they were presented for friction welding... if they were not parallel you would only achieve a partial weld as seems to have occurred in this instance.

It's more usual to.set the oil level about 1/2" below the top baffle when the oil is fully up to temp and the engine running. Are you running the system sealed or open.. the later will permit more ir to be return to the tank. I always run a sealed system, there will however always be air returned and its partly the job of the tank to separate thus usually via swirl with the rerun line entering the tank at a tanget Unless already done I would blank off the breather on the cam cover above no4 exhaust port and blank the breather from the ds tank the was coupled to it, the remaining breather from the ds tank should go to atmosphere via a suitable catch tank.