ando76

If the est is working then leave it.  If it's not then you could use the xe magnetic dizzy.  Just make sure it's in good condition and keep the revs sensible. 

Dont throw the est dizzy away - you will need it when you do the built motor.

Just a bit of an update as to why the xg passenger side cable doesn't fit up nicely to the xf when doing this conversion. 

The very forward most cable mounting bracket on the passenger side is 45mm further forward on the xf compared to xg. This means the cable has to travel further to clamp into the mount.  If you mount the xg cable in the xf clamp you will see that the cable doesn't runs on an angle over to the primary lever - not straight like the xg. 

Next difference is the mounting pivot point for the primary lever. Yes the lever is very similar lever for xf and xg but the mounting point for the pivot is further out on the xg than xf. Again this means that the cable has further to travel to hook up. 

Nkw you could stuff around and move the mounting clamp further back and also weld in the xg pivot bracket, but really it's way easier just to install the xf primary lever and longer adjuster as the others have done above. 

Agree. No easier engine to learn on. It's not that hard and if you take shots on your phone you'll have a colour workshop manual to reference from. 

If it has wiped a lobe (which is pretty common) you can bet the oil pump will be junk. The oil pump cops any metal dropped through the engine first. Yeah the filter will catch it after the pump has done its job, but you can bet the inside of the pump will look like a concrete mixer. 

Full gaskets sets are silly cheap. Borrow or buy an engine crane and have a crack. There are some good people on here who will help you through if you get stuck. 

Be interesting to see what it runs then. Good stuff 

Yes good job indeed.  To be that far ahead out of the box and with gearbox issues is truly impressive, especially in an xe. Well done to all involved.

Oh and it's a 4 barrel car!!!!

It's not Steve's car.  It's a mate of his.  Looks like the bar has been reset. 

The flow bench just tests at a constant pressure. 28" is the industry standard. It can't  account for boost as it relies on suction to get the cfm reading. 

Porting for boost will always draw different opinions, as with most aspects of engine building.  It is generally accepted that if you can make the port flow more, then it will make boost quicker and therefor make more power at the same boost pressure of an unported engine. 

Ive spoken with Ray Hall at length about boost and porting for boost and he simply said - do what you are doing for aspo.  Ray has been playing with boost for a damn long time. If your interested hit up his face book page and look at the Audi he is building g himself now. He is a champion bloke. Doesn't suffer fools.  

Cool. They look good all tig welded up.

Nice. Moly or mild 

Nah thankyou. Entertaining as always. In reality the flow figures mean squat as you'll be blowing an atmosphere or better in there anyway.  Can't wait to see the track numbers. Should be good. Hope you have the cage designed. 

Nice. We will fill in the blanks ourselves. 

So are you going to post figures of this one? 

So 240-250 peak flow?  All sounds good and the boost will make those low lift gains come on really strong. Good stuff. 

That's a cracker of a head. Look at the low and mid lift gains. Impressive. Would be lotsa fun. 

On 07/09/2018 at 6:30 AM, Lord_fahrquhar said:

Okay flow rockers are basically clevo type but in two stud sizes.

 

5/16 pedestal mount - no machining

7/16 stud mount - needs machining

 

The 5/16 this run the risk of pulling out at high rpm - but this is dependent on your cam size and valve spring pressure.  This is something ando gets very passionate about.  I’m surprised the mention of double springs hasn’t woken him up.

 

the 7/16ths are more common and easy to get but need the pedestal machines to take the stud mount.  They tend to be more stable but n high rpm scenarios, and then if you’re really serious in running a big cam you need pushrods and guide plates.  But this is a serious engine something that sacrifices some crossy strengths ( low down torque) and drive ability for those moments when you can hold a throttle fat and go waaa waaa waaa.

 

i have a set of the 5/16 adjustables in my xf.  It’s efi, they do not fit under the efi cover without an aussiespeed spacer.  It’s also not standard efi - eb inlet el ecu with quarter horse.

 

i could have gone v8 had less hassles but I kinda like how friendly the crossy is.  It’s not a fast combo but it’s a great streeter with a Bit of attitude which I’ve learnt a lot from.

 

Other guys like rob and ando will have their own bit to add to this but hopefully this helps in the interim

 

Dave 

Very good information in here. Yes I do get passionate about a few things and spring pressures is one of them cause it's an area a lot of people get wrong.  At best it causes a waste of mechanical effort, and at worst it breaks stuff that should never break. But in recent times I've learnt to just sit back and watch.

One has to wonder why this efi engine has 'double springs' in the first place as the stock ecu is not capable of supporting big lift cams.  I'd be more concerned with that. Just to say it has double springs isn't enough. Seat and nose pressure are more important as is who manufactured the springs. 

I really see no reason to go to roller rockers in this application, especially after watching several factory pressed steel rocker cars run at 6banga Nats. Sure they were turbo cars that were making decent snot through boost so they didn't need massive lift and overlap Cams, but they were getting pinned run after run. 

I'm returning to my slumber now Dave 

16 hours ago, bear351c said:

Agreed. +1.

 

Clevo adjustables like YT6015 aren't cheap. (around $900, bolt on, 5/16" stud). Scorpion do a new set #3224,but haven't found a price for them yet. Non adjustables are around $600. 

 

and you'll have 2 spares. 

Be careful buying Yella Terra clevo for xflow if your buying a new set. YT have changed the design of their rockers.  God only knows why they would change a design that's worked faultlessly for so many years, especially on a Clevo that went out of production 40 odd years ago, but they have. 

The new clevo design uses a 17mm pedestal whereas the old design uses a 14mm - same as crossflow. Some sets of the new design went out with a 14mm pedestal before they realised the new design has geometry issues on clevo if you try and use a 14mm pedestal - ask me how I know. Arghhh. So long story short - if your buying new for crossflow - specify xflow. 

But as others have said there is no advantage in a stocker and fitting them under the rocker cover with stock efi is a right pain.  

Yeah mate. JB in Ayr does CNC as do AED, I think that's who did FORD MAN's.  There are obviously several other hand porters also doing them of which Cam, who does my stuff and did Luke's head is one.  The flow results I post in the porting thread are the results of Cams work, flowed on an independent flow bench.  

Sean (clevo 120y) was doing them, but I believe he sold his bench.  Rob is using LHT race engines as noted in his thread. Jason Murphy in Toowoomba has also played with them with some success. At the end of the day there are a few choices mate. Obviously none of them are going to be cheap.  But cheap and fast very rarely go together.  

Oh no, here comes the 'what is a true street car' arguement. Oh no.  

Fact is Glen's, Ken's and Jason's cars aren't / weren't registered street cars. They are however fast. These days with the hoon laws and driving an illegally modified car on the street(one without all relevant mod plates and engineering certification) is fraught with danger. Especially in Qld.  

I've been jumping through some big hoops with the engineering on my corty, but at the end of the day it will carry all the necessary mod plates and certificates to make it road legal. It's not a cheap excercise but it's worth it in the long run. But it will still be a light car, cause in my racing experience a light car with weight innthe right areas is a fast car. 

Chestnut old son - do what you want with your car. And if you want to develop a high port head - go for it.  I was just highlighting that it's not necessary.  

Yes but compared to your ute, it doesn't have itb, crank trigger, roller cam, massive cylinder head flow and years of running. 

It does run meth and your fastest run was on race fuel and dumped pipes so I guess that parts apples with apples. 

Now imagine if that lite car had all that how fast it would be.  Kinda like cheetah and ryno in a way. 

Now come on - that's funny. 

12 hours ago, matt_lamb_160 said:

Is this car on the net somewhere?

There is a video of the car running at Willowbank on my business Facebook page,  Tonys Metal and Speed.  

Luke races Pro Stock Motorcyle. He is accomplished racer. I doubt he will be letting on to anyone the actual weight of the car. And good on him. Fact is it's fast and will get faster.  I don't know too many go karts that weigh a tonne. 

14 hours ago, CHESTNUTXE said:

Im probly gunna go an auto any ideas on stall size ? 3000 ?

If you contact any of the decent convertor companies around with all your data, car weight, dyno graph showing both torque and hp and answer some questions honestly on application they should be able to build a convertor to suit YOUR engines needs and your person needs. 

Pits a black art, best left to the experts in my opinion. Not the old 'such and such runs a 4500'. 

Yeah note sure what it weighs rob. He was hoping to get to the scales at Willowbank last night but time beat him. It's all steel including a full 6 point mild steel cage. It carries the same running gear as any other corty so with the cage and associated steel work I reckon it would be at the tonne.  

With an engine tune and a bit more chassis work it will go a 10 on motor alone. It's very early days for this combo. 

Yeah it's not to custom, you may have heard me talk about the grind once before. 

Seems it doesn't need a roller at the minute. 

Luke's corty mate. The bloke you spoke to at the all Ford day.