MyE28.com

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.

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.

Just received the shift box and linkage back from rebuilding.
It shifts like new again.


Ready for some serious rowing through the gears......laying down lots of rubber!

I think I likey. . .

Duke wrote:

BMW sure made it simpler, at least outside the box.

Carburation



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.

Why not all THREE carbs at the same time?
WINNING!

oldskool wrote:Why not all THREE carbs at the same time?
WINNING!

No fit....losing.

Or......................

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.

I think you should do this:



You might need to up the "chrome quotient" a bit

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:

I'd have to take a big chunk out of the firewall.

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.

Is this beast going to make it all the way to old Salem? Or just meet up with the RTT crew? Looking good, duke.

cvillebimmer wrote:Is this beast going to make it all the way to old Salem? Or just meet up with the RTT crew? Looking good, duke.

Thanks!

Not sure on either. I have three shows in Sept and one in Panama City, FL in Nov (will show the Tiger with my sister's VW bugs). Time will tell.

Duke wrote:

oldskool wrote:Why not all THREE carbs at the same time?
WINNING!

No fit....losing.

Or......................

^^^^^

I vote Hilborn Injection!


http://www.hilborninjection.com/

Ford Coyote Motor with it
http://www.youtube.com/watch?v=_e5Mt6ecXkk

Don't see this angle much.

Man, that is beautiful work

Very nice Duke! Now that it appears the "GO" and "Stop" parts have been addressed, what are the plans for tires?

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.

Time will tell which way I go.

don't spoil those tyres!

Teile infiltrator!!!! All is ruined!

READY for the engine dyno!


I solved my small oil filter issue by restoring the original remote oil filter set up. To do this, I had to move the coil to the alt bracket.






Headers are back from Jet-Hot coating.





This week is shot....I am off to Nashville on Sunday. Will dyno the engine the week of the 25th.

Nice shiny headers!

Dyno it or whatever ... You have 6 weeks to get it all back together for RoTT. No excuses this year for non-attendance.





So says the man who's car that has been up on stands for 3 weeks now.

Looks sweet Duke!!

Expected/projected numbers????

It would be easy to fabbed an oil cooler up with that current set up,
you could even use an M5 oil cooler too...

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.

Holy Crap....what have I done!

A fellow Tiger friend offered to use his dyno simulation program to give me an idea on what I will be seeing in a couple of weeks.

A little on my Tiger friend - http://forums.focaljet.com/team-pit-sto ... nbeam.html
He built this -
World fastest Sunbeam, 204 MPH.

Well, I gave him all of the specs on the engine...and I mean all. It took some time.

Here is the results -




This is with the Holley 600 CFM double pumper. I will not run it over 6200. 526 HP........HOLY CRAP......should be interesting.

Power to weight ratio is about what? 4 to1!

Are you SURE your not thinking about tires yet, they better be good ones!

Coldswede wrote:Are you SURE your not thinking about tires yet, they better be good ones!

Brain is churnin.......looking at options. Note to self....."if you floor it, you will die".

Looks nice, but 526 is very optimistic. I'd say your first guess was right on the money.