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Post by andrewa on Jun 17, 2015 3:56:24 GMT
Was hoping that it'd be the other way round! If you set them when everything's hot and expanded nicely,when cold and "shrunk" again, should be looser...but I've been wrong before!
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Post by dave1800 on Jun 17, 2015 6:59:53 GMT
You are of course right! About the only consistency I can find is that the difference between hot and cold is around 2 thou with the cold setting being the greater  Like I imagine many owners of B series engines I have experimented in the past with the valve clearances but with standard or fairly standard engines. Your tuner is proably the guy to listen to as he will have an understanding of just how much extra heat is being generated in your engine at 6000rpm + and the last thing you need is for the valves not to fully close. The other side of the coin is the extra noise and valve train wear of course, well descibed here. Worth a quick look at the two links to valve clearances and modified camshafts out of interest. Earplugs? Regards David Was hoping that it'd be the other way round! If you set them when everything's hot and expanded nicely,when cold and "shrunk" again, should be looser...but I've been wrong before! |
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Post by Penguin45 on Jun 17, 2015 14:35:13 GMT
Ahaha - the senior moments are getting closer together......  Chris. |
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Post by andrewa on Jun 17, 2015 15:53:37 GMT
Thanks gents had a read of the words of wisdom - will report back in due course - my gut feeling is a bit closer than current would be good - it's not horrendous but over 100 mph it is somewhat intrusive unless you've got a crash hat on!!
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Post by dave1800 on Jun 18, 2015 6:41:49 GMT
Are you absolutely certain that the sound you are hearing at 100mph is the valve train? Do you get it at similar rpm in lower gears? Out of curiosity has the oil pump been upgraded? Regards David Thanks gents had a read of the words of wisdom - will report back in due course - my gut feeling is a bit closer than current would be good - it's not horrendous but over 100 mph it is somewhat intrusive unless you've got a crash hat on!! |
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Post by andrewa on Jun 18, 2015 8:07:33 GMT
It's def the valve train (but I've been wrong before!) and I've got the Peter Burgess spec triple lapped, super duper, chocolate coated, pressure tested oil pump.
I'll err on the side of caution/looseness, but I think there's an element of the fact I've put a fair number of high speed miles on a new-ish engine and it just needs checking/adjusting.
Have a day off tomorrow so will sort then and report back.
Also Distributor Dr reckoned I'm missing out having my spark plugs gapped too tight. With the coil and set up I'm running they should be gapped at between 35 and 40 thou - so will try 37 and see if there's any noticeable difference.
Cheers
A
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Post by andrewa on Jun 20, 2015 5:22:14 GMT
Quick update - generally more perky (!) with plug gap opened up (could be subjective I know) . Did this first then did clearances. Set at 14 hot now - previous were odd with exhaust being tighter than inlet.......thank goodness they had some space. Talked to Piper afterwards who are adamant about 14 cold all round so will do that today and see how we go.
Trial and error seems to be working and as per matey's suggestion in the link I can always back them off a bit for trackdays/sprints.
Cheers
A
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Post by andrewa on Jun 22, 2015 4:54:58 GMT
Going round and round! 14 cold is marginally quieter-no surprise there-but doesn't seem quite as keen to get up and go as did before!
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Post by dave1800 on Jun 22, 2015 7:25:49 GMT
Subjective or timed? You have also opened up the spark plug gaps which may make it livelier at low to mid but not so good at the top end. I guess this is why there is no consensus on the forums although 14 thou seems to be the most quoted. What were the valve clearances when you had it set up by your tuner on the dyno? If you've moved away from these, ignition timing or mixture may need tweaking. If I recall the engine was very new when set up on the dyno and will have now have slightly different characteristics. A hotter cam as you know makes all the settings far more critical to achieve the best results. Fun! David Going round and round! 14 cold is marginally quieter-no surprise there-but doesn't seem quite as keen to get up and go as did before! |
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Post by andrewa on Jun 22, 2015 8:30:46 GMT
Hi David
Perhaps I should make a note of settings each time rather than just do it and then forget grrrrrrrrr!
You don't need to comment on that!!
Suspect you're 100% correct.
More later.
A
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Post by andrewa on Jul 14, 2015 10:30:14 GMT
Think I mentioned I joined the Historic Rally Car Register and did one of their "scenic tours" last weekend. It was good fun and much better IMHO than the usual potter around - forgot camera which was a shame but just over 100 miles on tiny little used roads around the Mendip Hills using tulip diagrams.
About the only time so far I occasionally wished I'd gone for the 270 cam as often found myself revving in 2nd as it wouldn't pull 3rd uphill under 2000 rpm - or maybe I'm asking too much. Can't have everything though - until I move onto full engine management system!!
Had taken car back to rolling road chap now it's well and truly run in. Was running very rich at full chat so more monkeying about with needles and he put slightly softer springs in distributor which seems to make power delivery more progressive. Timing set at 15 idle and 35 wide open which it seems to like! Checked tappets again (twice this time - i.e. check and check again!) now at 15 hot. It least it's uniformly clattery now. His view was it sounded fine - just like an MGB which upset me slightly!
Just washed all the cow muck and dirt off it before it's next major outing on 1st & 2nd August. The 1st is a sprint again at Goodwood and the 2nd is another of these scenic tour/navigational rallies in Wiltshire. Am clocking up the miles that's for sure.
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Post by dave1800 on Jul 15, 2015 0:19:50 GMT
Thanks for the update, you certainly seem to be enjoying yourself! Have you thought about fitting a wide-band Lambda sensor so that you can monitor the mixture across the range under all of your various driving conditions. It would alert you to any weak mixtures at high speed /load which could prove mch more expensive than the sensor. They are around £150 for one suitable for the 1800 eg AEM. (Your first stage towards full engine management . Your top end ignition advance seems to be consistent with the range quoted for MGBs with hot cams, not surprising but maybe reassuring. Good luck for Goodwood! regards David |
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Post by andrewa on Jul 20, 2015 10:32:09 GMT
Tempting but not sure in my own mind which way I'm going with this car - long term.
Will do a full season of sprints/hillclimbs next year just for kicks and but may then change it's personality.
Always fancied a fabric webasto roof so may do that, quieter exhaust, 270 cam, and longer legged ratios in the gearbox, original airbox etc as the future with 'er indoors seem more tours than sideways - we'll see though.
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Post by dave1800 on Jul 21, 2015 12:59:51 GMT
Perhaps that's an even stronger argument for going down the wideband lambda route if you may be changing the cam to something a little softer? Full engine management ie with fuel injection as well as ignition would be an interesting project. The siamesed inlet ports bring about unique challenges, unless you opt for single point injection. BL overcame the problem with the last of the classic minis but I've not spotted a similar multipoint injection MGB conversion so far. Wouldn't the fabric Wesbasto upset the crabs perfect aerodynamics and cut your top speed . regards David Tempting but not sure in my own mind which way I'm going with this car - long term. Will do a full season of sprints/hillclimbs next year just for kicks and but may then change it's personality. Always fancied a fabric webasto roof so may do that, quieter exhaust, 270 cam, and longer legged ratios in the gearbox, original airbox etc as the future with 'er indoors seem more tours than sideways - we'll see though. |
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Post by andrewa on Jul 22, 2015 5:01:13 GMT
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