4722 replies to this topic

[Vespa]

5 hours more in the garage and the manifold and turbo are on. However I encountered a couple of problems which required quite a bit of grinding and palarvour...

BTW, if you've visited this page before, please press CTRL-F5 once the page displays in order to refresh your browser cache with the new additions.... Pics + writeup here

If anyone has any comments on my use of the SS nut, I am listening...

perhaps you could just use a normal copper k-nut available from any motor factors to do the job? the other ones you have are very deep, but you can buy much shallower jobbies and being oval in shape will not unwind with temperature and vibration.

hurry up and get it on the road!!!

[Nev]

Thanks, yea, I'll have a look on eBay for K-nuts, or possibly Merlin Motorsport as they are only 15 miles away. I am going to need 4 K-nuts for the turbo to manifold flange anyway, as they notoriously unwind.

[VXT Tim]

Coming on nicely Nev. You going to lag the new breather pipe as it's now mostly silicone hose? I've used 'cool tape' in the past from DT, or do you think the manifold lagging will suffice?

[techieboy]

How much clearance are you going to have between the engine and turbo and the bulkhead? No idea how much space there is in a turbo normally but that new setup is going to eat into it, isn't it? Are you going to need to run some really beefy engine mounts to stop some of the torque effect? Or even a torque damper of some form?

[Nev]

Tim: Yep I will be proecting the silicone, I will make a small heat shield out of aluminim sheet to protect the crank breather from the manifold heat. Should only take approx 15 mins to bend and fit. Techie: I have yet to discover how much room will be left between the turbo and bulkhead. If it protrudes too much, I will have to cut away the bulkhead, so you can look directly at the turbo from the cabin !! LOL, I hope it doent come to this! As for engine mounts, I have the uprated yellow ones on the lower mounts and have replaced the drivers side one with an AutoVaux part. Hopefully this will surfice, if I get problems I will have to re-think. I know Randy made his own mounts up with something very durable, I may have to give him a ring if I get probs.

[techieboy]

Finger crossed on the space front.

No idea how effective something like this is but thought it was quite a neat setup on an LSJ

[chris]

Nev, I have one question regarding your Z20LET engine upgrade : How do you deal with the pb of the oil spray jet under piston ?

[Nev]

Techie, I don't quite understand what that picture is, or where it is. Can you expand please? Is it an engine mount coming off a bulkhead ?

Chris, there are roughly 3 ways of approaching the oil squirt jets. If you look on my web site under 'Design Considerations' I explain them. There is also a picture where you can see the machineing work under the crank journals HERE as well. I have BMW jets, which only open at a certain oil pressure (not sure what), so that oil pressure is kept high while the engine is at low revs.

Edited by Nev, 28 January 2011 - 11:01 AM.

[VXT Tim]

I assume there are 2 of those that Matt posted on either side. Is it effectively a shock absorber bolted from block to chassis. Is this the same as the Porsche active, reactive, fantastic engine mount system?

[redvts]

Looks like a damper for damping the engine movement Tim beat me to it

Edited by redvts, 28 January 2011 - 11:01 AM.

[Nev]

Ah, I see. I doubt there would be a possibility of fitting such a large thing in the current configuration of the 2 OEM engine side mounts. However, it has made me wonder if I could weld a support strut to the A-frame bar that runs to the rollover hoop, which could connect to the tops of the 2 engine side mounts. TBH, I will wait and see if this becomes a problem anyway. With skinny 225 rear tyres, I doubt I will get enough traction to deliver all the power suddenly unless I were going over the speed limit, which we knnow we dont do

[chris]

Techie, I don't quite understand what that picture is, or where it is. Can you expand please? Is it an engine mount coming off a bulkhead ?

Chris, there are roughly 3 ways of approaching the oil squirt jets. If you look on my web site under 'Design Considerations' I explain them. There is also a picture where you can see the machineing work under the crank journals HERE as well. I have BMW jets, which only open at a certain oil pressure (not sure what), so that oil pressure is kept high while the engine is at low revs.

Sorry I have missed this part.

Don't you think this modification is not the best ?

Because the crankshaft counterweigh interrupt the oil spray during a significant part of rotation, during this period your piston are not really cooled.

[Nev]

Techie, I don't quite understand what that picture is, or where it is. Can you expand please? Is it an engine mount coming off a bulkhead ?

Chris, there are roughly 3 ways of approaching the oil squirt jets. If you look on my web site under 'Design Considerations' I explain them. There is also a picture where you can see the machineing work under the crank journals HERE as well. I have BMW jets, which only open at a certain oil pressure (not sure what), so that oil pressure is kept high while the engine is at low revs.

Sorry I have missed this part.

Don't you think this modification is not the best ?

Because the crankshaft counterweigh interrupt the oil spray during a significant part of rotation, during this period your piston are not really cooled.

Chris,

Steve who installed my jets has analyzed the Regal angles and jets and thinks that 1 of them does not correctly fire at the right angle (so you are right). However, he has used different jets and different angles to Regal and is happy that his jets will corretly fire and hit the underneath of the pistons (and not the crank).

[steveboyslim]

Techie, I don't quite understand what that picture is, or where it is. Can you expand please? Is it an engine mount coming off a bulkhead ?

Chris, there are roughly 3 ways of approaching the oil squirt jets. If you look on my web site under 'Design Considerations' I explain them. There is also a picture where you can see the machineing work under the crank journals HERE as well. I have BMW jets, which only open at a certain oil pressure (not sure what), so that oil pressure is kept high while the engine is at low revs.

Sorry I have missed this part.

Don't you think this modification is not the best ?

Because the crankshaft counterweigh interrupt the oil spray during a significant part of rotation, during this period your piston are not really cooled.

Chris,

Steve who installed my jets has analyzed the Regal angles and jets and thinks that 1 of them does not correctly fire at the right angle (so you are right). However, he has used different jets and different angles to Regal and is happy that his jets will corretly fire and hit the underneath of the pistons (and not the crank).

The oil jets operate at arround 30 PSI so above that they squirt all the time.
As with most engine the oil jet is interrupted during the engine cycle.
With some oil jet installations I have seen, the angle of the jet is wrong and the oil jet obscured by the crank timming disc, also if the oil jet is too large, the hot oil pressure is greatly reduced.
I have found the BMW jets, installed at the correct angle,give the best performance.

Steve

Edited by steveboyslim, 28 January 2011 - 03:24 PM.

[vocky]

As with most engine the oil jet is interrupted during the engine cycle.

the SAAB B207* and Vauxhall Z20NET engines have the oil jet mounted in such a way that there is no interruption

[Crazyfrog (Fab)]

the SAAB B207* and Vauxhall Z20NET engines have the oil jet mounted in such a way that there is no interruption

we learn so much on this site

should be able to be a mechanic in my next life

[steveboyslim]

As with most engine the oil jet is interrupted during the engine cycle.

the SAAB B207* and Vauxhall Z20NET engines have the oil jet mounted in such a way that there is no interruption

The VXR engine also, there are exceptions, it depends if the engine has an oil gellery in a position which can enable oil jet fitment, the ZLET does not easily.

Steve

[chris]

Sorry to insist, but the right way to spray oil under piston is that way (and not only for Opel engine):


On this picture where the crankshaft is in intermediate position, you can imagine the available room to spray oil under the piston, when the spray is installed on crankshaft bearing and the piston is on TDC ...



Uploaded with ImageShack.us

[steveboyslim]

Sorry to insist, but the right way to spray oil under piston is that way (and not only for Opel engine):


On this picture where the crankshaft is in intermediate position, you can imagine the available room to spray oil under the piston, when the spray is installed on crankshaft bearing and the piston is on TDC ...



Uploaded with ImageShack.us

I do not agree or diss-agree, I use the same method as used by many of the OPEL/Vauxhall tuning companies in Europe and the UK, although I use a different angle to mount the oil jet at as when I measured the angle of the jet fitted by other companies the oil jet would not have reached the underside of the piston.
As long as there is oil getiing to the underside of the piston it is all good.

Steve

[chris]

I am wondering how you can efficiently spray oil in a such restricted windows (when the piston is on BTC) with jets which have been designed for a BMW with another oil circuit and a different engine design. Moreover your oil spray is strongly disymetric on the bottom of the piston with this design of jet installed on crankshaft bearings. Compared with with the OEM Z20LET drilled conrods,I am pretty sure that the general efficiency result is worst with this system.