SeanDezart
Well-Known Forum User
We're spamming someone elses' thread : flywheel....don't be SO optimistic.
I believe as quick as Big Sam is today, if your "Big Sam......was" was reference to the fact that it used to run a 2.4L and did again under Nick Howell's ownership. Today it is running with a 2.8L possibly a tad more.
But back to the main question does anyone know of how many Z's in the UK have HTP's.
I'm sure you are aware it ran in the JD Classics Challenge 2011, but blew it's engine twice, this year it sat out. The engine was being rebuilt in September of this year to see if they can blow it up again next year.
How many in France?
Who builds the engine for it to blow twice in a year?
, engine meltdowns can be a result of factors other than build.
...... engine meltdowns can be a result of factors other than build.
Guys, let's keep this thread about homologation.
Rob Gaskin said:.....the last thing we want to do is cause an issue with our respected friends JD Classics.
Does anyone know or have a clue as to how many homologated 240Z's are in the UK with current FIA HTP, specifically Period G2 FIA Class GTS21? Or any other period and class?
Alan I have little to say on here regarding the Riley engine as I only saw an unusual and well modified head, if that was the head off the “Riley” engine then based around conventional theory the valve /port ratios were wrong plus the valve sizes compromised the “meat” between inlet and exhaust with obvious consequences.Like a "Gentleman Driver" bouncing a few valves off the top of a few pistons, for example?
Perhaps one of the mechanics at JD should have remembered that when he came on this forum slagging off Tim Riley's engine building so soon after they had acquired the car....
Alan I have little to say on here regarding the Riley engine as I only saw an unusual and well modified head, if that was the head off the “Riley” engine then based around conventional theory the valve /port ratios were wrong plus the valve sizes compromised the “meat” between inlet and exhaust with obvious consequences.
SKiddell said:As for the gentleman driver scenario
SKiddell said:The rpms used in the testing process should not have resulted in a valve-piston incident ergo sufficient clearance was not designed into the system or something was not in adjustment (cam timing etc), or they were damaged prior to the acquisition.
That’s not slagging off, that just my opinion
followed byThe rpms used in the testing process should not have resulted in a valve-piston incident
ergo sufficient clearance was not designed into the system or something was not in adjustment (cam timing etc), or they were damaged prior to the acquisition.