Comments by "mpetersen6" (@mpetersen6) on "DRIVETRIBE" channel.

  1. I think the only way Cosworth can get around the cranktwist problem is small cylinder bores, fairly close cylinder spacing and newer high strength steel alloys for the crank forging. What's the car that is being developed with an X-16 or X-20 layout. Two narrow angle V-8s or V-10s on a common crankcase. Small displacement too.
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  2. There's a guy in California that picked up a Kaiser Jeep Wagoneer for 2 bucks. That already had an engine swap done one it. Very ratty.
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  3. I'm not that familiar with Jaguar engines. Is this engine basically an updated version of the XK?
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  4. There is another aspect of cylinder wall thickness that a lot of people miss. Well maybe two. The first is bore spacing. I'm not going to get into the whole Japanese, Euro, US thing. Another is whether or not you are dealing with siamesed cylinder walls. Adequate bore spacing allows one to maintain coolant passages between the cylinders. Going with siamesed bores allows a shorter block and crank. At the potential cost of excessie heat building up in the area between the cylinders. If one looks up the bore center distance of most 500cc per cylinder engines most fall into a range from 90 to 100mm. With the average being round 95mm. But there are exceptions to the bore center distance. The heads from a Porsche V-8 will fit on a big block Chevy. It's been done.
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  5. One advantage of the layout was the shorter hence stiffer crankshaft. An inline 6 or V-12 are really about the practical length for a high performance engine. An inline 8 or V-16 are vulnerable to crantwist. The straight 8 used in the Mercedes race cars of the mid 50s used a straight 8 with the power taken off from a gear between the #4 and #5 cylinders. This also where the cam and accessories were driven from.
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  6. While Jaguar used DOHC inline 6s since the late 40s one thing I find interesting is the formerly OHV inlines that have been developed or modified into DOHC 24V versions. On the Ford side of course the original 144 CID/2.4L Thriftmaster Six eventually morphed into the Barra. An additional Twin Cam version of the OHV Ford (1) was developed for racing was built in Argentina along with Twin Cam 4 valve versions of the Chevrolet and AMC/Jeep inline sixes. These race motors displace 3 liters with about the only common original part being used is the block. The heads on all three engines appear of a common basic design as the cam covers all have the same basic appearance. Also equipped with gridle type main bearings, dry sumps and l think new crankshafts (2). Output around 500 hp using two Weber downdrafts. Used the the oldest continuous race series on Earth. Dating back to the 30s. 1) The same basic engine as the Barra came from. Not the 240/300. 2) Not sure how they got the displacement down to 3.0L either via destroking or bore sleeving. Or a combination of the two. If the heads share a common combustion chamber design all three engines could share common bore and stroke dimensions.
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  7. And there is the people building a 4.0 liter Flat 20 cylinder engine based on the V-10.
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  8. @Covert Garage I personally believe in a past life they designed and built aircraft engines for Napier.
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  9. Probably because they needed the cam cover for another engine. If the spark plugs were missing that's all it would take. How far from the coast is the yard the engine came out of. That could explain a lot of the corrosion on the exterior.
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  10. I had that thought to. Or using a ridge cutter to break the top edge. This block is going to need an overbore or resleeving. How much overbore allowance is there in the bore. This can vary widely. Anything from .030"/.75mm to .125"/3.15mm depending on manufacturer.
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