Fabrication project: Removeable engine mount

JohnJL · 03-02-2014, 06:23 AM

In order to get the engine in and out, I've had to take the supercharger and intercooler in and out while the motor is in the car. Its a royal pain, even with the removable seat, rear windscreen and tail. Its very difficult to get an arm in on the left side to adjust and tighten the supercharger turnbuckle stays with the motor in place.

I devised a way to put the whole motor/trans/intercooler assembly together on the rolling bench, roll it under the car on the lift, and drop the car down on the motor.

The problem before was the supercharger bracket plate fouled the left rear engine mount. I had to put the motor in place and then install the plate. THis made it very difficult to get everything aligned and tightened.

I ground off the old mount and fabricated this one. I've only done a few brackets and things before so my measuring, cutting and welding takes 3x as long and still isn't perfect, but its functional. Now I can put a camber gage on the nose of the supercharger, and one on the crank and adjust everything on the bench so its perfectly aligned, drop the car on the motor/trans and bolt the new motor bracket in place.

JohnJL · 03-02-2014, 09:22 AM

Some shots of the 123 side of the motor. you can see you it would be difficult to install and tighten everything in situ. Even changing the 123 plugs with the engine tin in place is pretty much impossible. Now its easy.

lite75 · lite75's Garage

Is the boost pressure produced just regulated by the RPM of the blower?

JohnJL · 03-02-2014, 01:21 PM

Basically, yes. I have a bypass valve plumbed in after the blower, that valve is actuated by a vacuum connection behind the throttle valve. When I lift off, excess pressure is recirculated after the throttle plate to keep it from spiking or pulling the throttle plate in.

You essentially set your boost with the pulley ratio between the crank and the blower pulley. In my case I experimented with a bunch until I got 13psi at 6200 rpm. I've since had the heads ported out with bigger valves and cams so lets see what happens next...

JohnJL · 03-02-2014, 01:33 PM

Its pretty tight in there but not I can get to everything.

Tippy · 03-02-2014, 01:42 PM

Very cool. Ever dyno'd with Whipple? I assume it's Whipple?

JohnJL · 03-02-2014, 01:51 PM

Quote:

Originally Posted by Tippy

Very cool. Ever dyno'd with Whipple? I assume it's Whipple?

No, its a twin-screw lysholm. Autorotor 420. I was getting ~340 ft-lbs and 350 hp at the wheels before the porting work

Tippy · 03-02-2014, 02:05 PM

Ah, very nice. Bet it's a torque monster at low RPM!

JohnJL · 03-02-2014, 07:02 PM

spins the slicks in 3 rd gear but im interested in seeing what its like in 4th gear.

as you know well, boost is addictive.

im sorting other issues now. brakes and suspension are well up to the task now, besides the new heads and brackets, im also dealing with some aero imbalance and fuel starvation issues.

the tail is a blessing in disguise. even in the low angle config, the nose feels light at anything over 100mph. not surprising since i have 64% over the rear wheels. so im finally building a mockup front spoiler or dam, pick your term.

the fuel system deserves special mention. i melted the 1, 3, 4 and 6 pistons. 2 and 5 were not far behind. i had fuel starvation issues at the hairpin at Cayuga and just ignored the sputtering. my mistake.

i am now in the process of installing a surge tank and a second a1000 pump. fuel starvation shpuld never a problem again.

JohnJL · 03-02-2014, 07:08 PM

and i love your car Tippy, so thanks for the interest.

Tippy · 03-02-2014, 08:12 PM

Thanks. I love turbos but really like it when folks like you do something other than the norm and get to hear the results.

DSPTurtle · 03-02-2014, 08:18 PM

That's hot. I love the ingenuity on here!

JohnJL · 03-03-2014, 06:23 AM

Quote:

Originally Posted by DSPTurtle

That's hot. I love the ingenuity on here!

Thanks. That's "ENGInuity!"