Worked on the alignment of the scatter shield/clutch fork/throwout bearing.
There was no way to get the clutch fork in the correct position with the stock holes in the scatter shield. It was either too far in, or too far out by flipping the bracket. The fulcrum ended up needing to be where the mounting holes were. So I drilled two new holes 3/8" farther out and tapped them.
Clutch Fork is in correct position of the TOB in the disengaged position. The clips on the TOB fully engage the clutch fork.
TOB engaged position, all is still in alignment.
All this will be checked again once the flywheel and clutch is installed. I will need to make sure the clutch fork is the proper distance form the scatter shield base. This will be done with grade 8 washers.
Last edited by Duke on Apr 02, 2011 10:44 PM, edited 1 time in total.
BDK wrote:The distributor is at the wrong end of the motor, Duke...it's much better when it is up tight against the firewall
to make it harder to adjust and work on....
coming from a Chevy Guy of course...
Ford did do better with that..
That is one of the main reasons that Rootes/Shelby decided on the Ford V8. The distributer has to be on the front due to 1/4 of the engine being behind the firewall.
Getting closer.....still need the stinkin oil pan. Hopefully next week. Also waiting on two fittings for the intake manifold, once they get here I can bolt it down.
So...how do I feed the beast? I will start with the Autolite 4100 (1.08) I had on the 260 (bottom). I know it is tuned correctly and the engine should start right up. I will break in the engine on the engine dyno with this carb.
Then the competition starts.
1. Autolite 4100 (1.12) that the factory states is 600 CFM (top right). It is actually around 550 CFM. This carb was built for the 347 by a 4100 expert with custom sized jets and boosters. It has vacuum secondaries and a manual choke.
2. Holley 600 CFM double pumper (top left). I just rebuilt this carb and everything is stock (jets and power valve). It has manual secondaries and choke.
I will dyno the engine with the two carbs back to back to see which yields the most HP. Then once the engine is in the car, check to see which one has better driveability.
Since you are feeding a 347 I would go a bit bigger 650-700cfm if possible. That would maintain velocity for low rpm grunt but would have enough flow to not choke the top end.
philip1 wrote:Since you are feeding a 347 I would go a bit bigger 650-700cfm if possible. That would maintain velocity for low rpm grunt but would have enough flow to not choke the top end.
All carb calculators (even at 90% VE) I have checked call for a carb less than 600 CFM. I refuse to over carb this engine. I will know for sure when I see the AFRs for both carbs @ 6500 RPM.
Mark 88/M5 Houston wrote:I think you should do this:
Oil Pan - this was hand made by Armando's Racing Oil Pans in El Paso. Due to the 45 degree cuts in the front corners of the pan, you can not buy a ready made high capacity pan for the Tiger. This pan has a built in windage tray and the chamber for the oil pickup has four flapper door to reduce oil movement. It is a 8 quart pan.
Oil temp sensor bung.
The intake manifold is also installed.
Here is what we did with the fittings. The coolant temp sensor has been inserted into a tapped plug. The heater return uses a new fitting that is 1/2 NPT that has been mounted flush.
Very little clearance from the distributer but it clears.
Once the headers are back from Jet-Hot, it is ready for the engine dyno! Problem is, it will be the week of the 25th due to dyno work load and a business trip for me.
Last edited by Duke on Apr 09, 2011 9:46 AM, edited 1 time in total.
Coldswede wrote:Very nice Duke! Now that it appears the "GO" and "Stop" parts have been addressed, what are the plans for tires?
Have not thought that out yet. Will be buying new rears soon due to lack of tread on the current ones. Plan on going one size wider. Most high HP Tigers end up with 14 or 15" wheels.
Coldswede wrote:No excuses this year for non-attendance.
I am sure I can come up with something.
BDK wrote: Expected/projected numbers????
you could even use an M5 oil cooler too...
Thanks Brad,
I have the max allowable BMW parts on it already...see earlier post ;>)
Numbers? 350-425 HP with as much torque. I may be carb limited with a 600 CFM. Other factors that will take time to sort out will eventually yield my HP. Out of the shoot....I would be very, very happy with over 400.
