I have run into a problem with the dyno tuning of my Type 1 EFI motor..
We are taking the signal off the crank pulley via a trigger wheel and magnetic sensor.. All pretty standard stuff..
Unfortunately, it seem the amount of endfloat is causing the signal to fluctuate.. We have taken steps to remedy this by moving the sensor around more so it takes it's signal more off the edge of the wheel.
I am a bit worried now though that the amount of endfloat I have will cause the engine (1916) to have a shorter life than it deserves..
So, what is the maximum endfloat I should be safe with on a 1916, EFI engine with balanced and counterweighted crank running a 110 engle cam.. I'm guessing the engine will be in the 110 - 130 HP range..
Thanks
Rob
Bizarre ·
.006" would be maximum
grumble ·
.003-.005"is recommended,we usually try to keep to the lower end of the scale when initially adjusting.
chunks54 ·
Its a kind of mix of the above two posts....
If you're setting it, you set it between the 0.003"-0.005" range, if you're measuring for wear the maximum is 0.006".
What kind of pulley are you using?
StenGuns ·
Well I've got big problems then.. I read the tech articles about OK up to .006 but thought with a larger than stock HP output I would be ok with more endfloat..
I've got in excess of .012
Looks like I will need to drop the engine out and re-shim... FAARK! Just when its looking good too
Bizarre ·
Rob
was it incorrectly shimmed the first time??
To be 12 thou now ........ - just makes me ask 🙅
like it should never been set there first
just dont know if re-shimming is the answer
StenGuns ·
Baz.. I have no idea to be honest.. The engine has less than 2000 k since complete re-build so I'm guessing that is the issue..
Either way, the only option is to take a look..
vw54 ·
the MAX is 0.009" if it was done correctly in the first place and all was good the usual tollance is 0.005 to 0.007"
I think u will find that the bearing thrust face in the crankcase may be worn and wasnt checked for correct size
this causes the bearing to float in the case and give you excessive end float
Take it back to your engine builder i think it will need a pull down and check
you CARNT fix by re shimming the case will need to be machined and a spacer or thick thrust bearing fitted to size
chunks54 ·
Sten, a larger than stock output won't necessary allow you to run a greater clearance - when hi-po motors do this it is usually down to the fact that they may be intended for use on the qtr mile only (or largely at any rate) which would limit mileage they do and makes the measurement less critical - a touch on the higher side of the spec'd clearance in a motor that see's 8000rpm is better than not enough, due to the heat generated by high friction if the measurement is on the tight side at those rpms.
My tuppence - I would stick to factory specs if you intend to do any mileage in this.
Craig Torrens ·
hope the flywheel nut isn't coming undone !
StenGuns ·
Already happened when I had it in the Bufori.. It came outafter about 100km
"Quick update..
The 1916 is out.. Small matter of the flywheel coming loose and needs to be re-dowelled"
Craig Torrens wrote:hope the flywheel nut isn't coming undone !
StenGuns ·
This is a component list from the build.. Note new case..
Fully rebuilt 1916 cc Type 1 motor
New Case - Brazilian
New Pistons and Barrels - Mahle 94mm
New bearings throughout
Hand ground counterwighted crank shaft - Powertune
Engle 110 camshaft
043 Heads.. Long reach spark plug.. Big inlet valve
Scat Lifters
Doghouse Oil Cooler
Craig Torrens ·
have you spoken to your engine builder ?
P.s. with that cam and heads the HP range will be around the 70-80hp mark
StenGuns ·
Is that all?
With EFI I was hoping for around 120HP..
Oh well.. I'll know tomorrow after dynotune..
Craig Torrens wrote:have you spoken to your engine builder ?
P.s. with that cam and heads the HP range will be around the 70-80hp mark
Craig Torrens ·
so you got it soughted then ?
StenGuns ·
No I haven't tackled the endfloat issue yet.. I want to get it back from the Tuners 1st (who have had it for weeks) and then take a look at the problem.. My guess is re-shiming.. Seeing the case is new I can't imagine what else it will be (or indeed how big the problem is until I get to look at it)
Engine was built about 3 years ago.. All new bits (except for the crankshaft). It has probably done under 1000k since.. One problem we did have is the gland nut came loose after about 100k.. Anycase.. 2nd guessing a bit until I get the car back and have a gander..
ian.mezz ·
StenGuns wrote:Is that all?
With EFI I was hoping for around 120HP..
Oh well.. I'll know tomorrow after dynotune..
Craig Torrens wrote:have you spoken to your engine builder ?
P.s. with that cam and heads the HP range will be around the 70-80hp mark
I have A 2110 EFI with77 hp
rose has a 1916 69hp
we ran a pobjoy twin plug and it had about the same as roses.
if the sensor picks up on pully rotation, end float shouldn't matter.as the pick up magnet is normally as big as a five cent piece
good luck