Club 80-90 Forums

Some points on the ethos behind this engine as discussed with Ian over the last few months and in posts at the start of this thread...

We don't intend that this engine will be driven at maximum RPM over long periods. As Ian points out it is being built for torque. For us that translates into being able to climb mountain passes in Europe with much less down shifting and without pi$$ing off just about every other road user who happens to get stuck behind us!

Cruising speed will probably remain at 60ish because the Syncro is there for R&R anyway (I spend half my working life racing around the West Country trying not to be late for things so the Syncro is part of my "antidote to work therapy" anyway).

Reliability is critical to us as well. Our Syncro is a keeper and everything we do to it will hopefully outlast our ownership (apart from obvious things like CVJ rubber boots etc!!). This is why we are so reassured by the obvious care that Ian is taking with this engine build.

On that note, I had neglected to buy cam bearings and for one reason and another they had been overlooked (when doing dry builds, always use clean "passable" old bearings rather than the new ones used in the final assembly)

025198541 is the part number. Are there any late-type "double thrust" type available anywhere in Europe? Of course not. Heritage say special order 3 weeks plus (i.e. look elsewhere). Serial Kombi list the early bearings for the later engines (no thanks) Gunzl only has the early ones.

Thankfully they are still made by Glyco in the USA at a reasonable price and there are a few ebay shops not ripping shoppers off over the postage.

Should be here in a week or so...

On that note Ian I think I left you a set of OE double thrust cam bearings when I brought those bits up to your workshop. My list confirms this.

Or are the bearing sizes different on the new cam?

Of course you did! I shall check the box tomorrow, the Glycos can go in the Oetti, nothng wasted but what a fiasco.
Its not as though they dont fit anything else, all Type1 tuners use the double thrust bearings because they know they are the best!

Found them, nestled their NOS packaging. Mmmmm!

Pisto clearances look a lot better now

Oil pump triple O-ringed and the studs in the case re-set to ensure full thread engagement of the nuts, not just hanging on by 3 threads (unlike some I have seen...)

So its ready for closing up!

I am not going to fit the prototype sump baffle to this engine, too many unknowns for any customer to take on. I am convinced it will work but I will take the risk on my own engine first!

5 months to short engine, even Aidan doesn't have a waiting list that long

itchyfeet wrote:5 months to short engine, even Aidan doesn't have a waiting list that long

Oh yes he does. Ask me how I know.

I'm sure it will be worth it, in by New year....

I have had a few other things going on besides this... engine building is only a sideline, not a mainstay.

only jesting

Had a little chat with Omega this morning to clarify their recommendations for piston ring gaps.

Picked up a curious nugget of info via their download page. Click on "formulae" and note the last line.

http://www.omegapistons.com/downloads.php" onclick="window.open(this.href);return false;

pfff I thought everybody knew max airflow was 25% of diamter for lift.

Keep coming up against part NLA/discontinued, some of it as a consequence of the engine coming to me already dismantled (no offence Pete, just how it's turned out)

Latest one is N 901 843 02, the dome nuts that are down inside the water jacket. Recycling is the name of the game from now on, I'll have to raid them from another core, assuming I have enough good ones: they can rot where engines have been stored with old coolant inside.

Not a good cycle to get caught in, but there is now no choice...

These? Had to buy four myself a few months ago, as the ones that came out of my engine looked a bit too crusty.

Those are the ones. BW said Classic no longer list them, took it that Heritage source from Classic.

A fiver a pop though...