I am sure they would with a little modification.
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I drilled the primary jet out to 0.95 mm. It’s dropped at least 1 to 1.3 on the AFR gauge. Cruising in the mid to high 13s
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that sounds about perfect.
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I made a new exhaust. I always under estimate how long it takes to make one. This time I made a hotdog resonator and the muffler is a triple chamber, the idle is typically loud but at full throttle is bearable on the highway.
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fantastic that sounds good. It was only harder to start because the camera was there.
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The exhaust consists of the headers which are 35 mm primaries into a 38 mm outlet pipe. From there it goes into a flex and then in to the 38 mm hotdog I made, then into the muffler made in June/July. The muffler is 51 mm in and out but some tapered adapters were made to suit. After the muffler the exhaust exits at a reduced 45 mm to a stainless steel tip.
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Forget how little they are till you walked over to it. Definitely a good note out of it.
I made a set of extractors from two top stainless steel radiator tubes off a vn commodore. Had the perfect length and bends to come off the heads and under the sump to a two in one.
It’s crazy how much noise comes out of the little AD engines with no exhaust on them . For a little engine they make a lot of noise.
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And on the suspect of fabbing mufflers I found the scroll approach similar to a Tesla valve worked well. I had a 200 x 50 flat tube with three scrolls placed inside. They were the full inside width and 80 diameter with a start radius of 10mm running out to 40mm over 1 1/2 turns. Placed in a staggered line. Surprised about next to zero flow resistance and a good drop in decibels .
Basically made Eddie’s that the gas and pressure had to pass through breaking up the flow and flattening out the pressure wave.
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so what is the plan? are you going to put a plenum on the top?
Obviously I have stated it but this will be an injected manifold. I want to future proof this with a flange to accept two options.
One is N/A and throttle body, and the other to accept the supercharger once I’m happy with a self tuned Speeduino ecu.
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I figured the efi. I just wondered about S/C or NA. I vote for N/A to use a small fire extinguisher as the plenum. Ar you going to have the injectors near the plate on the curved pipe or into the plenum?
When you go S/C will you have the injectors before the S/C to help with cooling?
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The injectors will fire in from the back of the bend aiming down the inlet ports. I’ll probably use 347 cc long nose half height injectors, in case I want to go e85 at any stage.
I’m going to run low boost so I won’t bee cooling the inlet temp down with additional fuel before the blower. EJ throttle body will govern the blower.
I want this to be mild, and once I’m happy with the other engine we’ll see what the same set up does.
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I’ve been playing around in TinkerCAD. I haven’t got the measurements correct but a proof of concept is being constructed. I will get a gasket and see if I can recreate that too.
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In the last two months I’ve started attending Cars and Coffee at various places in SA. It’s a bit of cheap fun. I don’t drink nearly as much coffee as I used to, I do enjoy hot chocolate though.
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For a while now I’ve been looking for AM/FM radio, I found this Sterling AM FM cassette player on Marketplace for $50. Brand new in box, originally purchased in 1998.
I didn’t want to lose the gauges just yet, so I’ve relocated them to the glove box.
Still trying to work out what alternator I need to update, I need at least 30 amps on idle to cover the fuel injection conversion and the electric water pump.
Although I may have fixed the latter with a new feed wire from the alternator to the battery.
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Reckon I saw this beast down at Lonsdale today?
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You certainly did. I was dropping off and picking up this afternoon.
On another note I bought an alternator upgrade, the new unit is a 45A internal regulator and it was originally for a CB23.
I made a new tensioner bracket. As the alternator doesn’t require an offset bracket.
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The alternator in and running, I changed back to a ns40zl battery and made a new battery tray.
All of these things have not fixed the stalling issue when the electric water pump and fan are on full tilt.
I also fitted an alternator overdrive with 4pk multi v-belt, using a cb24 harmonic balancer and a 55 mm amr300 blower pulley.
This still didn’t fix the issue completely. I suppose it doesn’t help that the carburettor has no way of adjusting idle based on engine rpm (which I will be able to do with Speeduino ecu (coming soon)).
I have actually located and purchased a mechanical water pump (I actually have two pumps now).
I’m finally go back to a real water pump, and original pulleys.
I have a bunch of photos to take, despite making mistakes I’m also learning from them.
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