Author Topic: Yet Another stroker M42 (Read 67829 times)

dino245 · « **Reply #45 on:** December 27, 2006, 04:03:55 PM »

Well as far as idle related noises the modern Ferraris make more noise out of the injectors than the lifters. I have had a 360 or 2 make lifter noise after sitting for long periods of time, like 2 weeks, but they pump up after the oil gets hot.

Since about the 550 and 360 era the injectors have gotten realy noise, perhaps the M5/M6 V10's are making the same noise. Power take Fuel so lots of power will require a large injector which will make more noise opening and closing.

nickmpower · « **Reply #46 on:** December 27, 2006, 04:08:40 PM »

Quote from: cecotto;16276

Hi dino

I only recently became aware of the lightweight options on the hydro valvetrain, But i'm actually quite happy with the choice i ended up with. Specially as it's kind of a personal study project. I feel i'm not limited in searching out the rev limit. I might find that my goal of 8500rpm will be too high. I see no reason for reving that high if it runs out of breath at 7500 rpm. Then i might regret going with the solid lifters. Also i'm thinking about raising the oil pressure, how will the lifters respond to this. And i'll be running an oil restrictor to the head to keep the majority of oil in the bottom end. So i think the solid lifters will give me better reliabilite in light of my other modifications.

About the ferrari on hydros. Have you ever heard it idling? I havent but im curious to hear if it sounds like the V10 M5/6 engine when thats idling. It's got some very distinct noices that i personally think are the hydro lifters which are made for high rpm. I haven't really ever gotten any explanations on why the M5 engine is noisy at idle.. so this i purely my speculation

do you think the engine can take that many rpm?

cecotto · « **Reply #47 on:** December 28, 2006, 07:16:55 AM »

Quote from: nickmpower;16289

do you think the engine can take that many rpm?

I sure do, i have no doubt about this!!

But i dont know for how long though, but as i have already written i'm not building it to last 200.000km anyway. And it wil most likely see a mid-life rebuild / inspection.

I have no problem with the reduced engine life the extra rpm will result in. Also it's a street car that will se probberly very little track driving.

Lund8200 · « **Reply #48 on:** January 22, 2007, 03:05:45 PM »

Hi Otto,

Your crankshaft having its mainbearing polished....

The nose has been grinded already.
Im�not waisting any time, as you see....

cecotto · « **Reply #49 on:** January 22, 2007, 03:29:56 PM »

Quote from: Lund8200;18021

Hi Otto,

Your crankshaft having its mainbearing polished....

The nose has been grinded already.
Im�not waisting any time, as you see....

Hi Thomas

Looks great, i wasen't expecting extra finishing work. The mains we're looking a bit dull, so thanks a lot for the extra effort.

For those not familiar with Lund8200 he's also doing a stroker using the M47 crank.

nickmpower · « **Reply #50 on:** January 22, 2007, 03:46:34 PM »

are you using a new or used crank?

cecotto · « **Reply #51 on:** January 22, 2007, 03:55:04 PM »

Quote from: nickmpower;18024

are you using a new or used crank?

I'm using a used crank, it had already had the woodruff key machined when i got my hands on it. But the diameter had not been reworked yet. This is what Lund has taken care of for me.

cecotto · « **Reply #52 on:** January 25, 2007, 11:45:32 AM »

I've just been looking at the M44 headgasket.

The bores measure 86mm, here's a picture.

Also i had pretty much given up on finding a suitable bolt for the front end of the crankshaft.

Much to Lund8200's credit this one came up:

11-23-1-440-076 Bolt M18x1,5x142

It might have to be shortened a couple of centimeters. But thats no problem.

nickmpower · « **Reply #53 on:** January 25, 2007, 02:05:59 PM »

I have put my engine together with the m44 gasket. I just used the stock m47bolt with out a washer

nickmpower · « **Reply #54 on:** January 25, 2007, 02:59:58 PM »

also the bore of the gasket deoesnt really matter as the pistions shouldnt pass the top of the block. I mainly did it because it seems like a better sealing gasket and my head has been shaved slightly

cecotto · « **Reply #55 on:** January 25, 2007, 03:41:23 PM »

Quote from: nickmpower;18180

also the bore of the gasket deoesnt really matter as the pistions shouldnt pass the top of the block. I mainly did it because it seems like a better sealing gasket and my head has been shaved slightly

Nick.

I disagree with you on the gasket. It's actually important to NOT have any sharp edges protruding into the cumbustion chamber, such edges have the potential to cause hot spots. Which can make it difficult to controll the ignition.

About the bolt, I appreciate a good solution that resembles the OE approach dimensionally. The bolt requires above 400 NM, so i would like to see good thread contact on at least 1.5*bolt diameter. (edit: I also believe the thick recessed washer has the job of steering the bolt, so it stays centered. Without it i fear the brutal tightening could force the bolt to be pulled off center)

cecotto · « **Reply #56 on:** February 02, 2007, 11:00:58 AM »

Finally got around to taking some images of the Dbilas individual throttle body setup.

They are 45mm in diameter.

nickmpower · « **Reply #57 on:** February 02, 2007, 01:38:56 PM »

damn where did u get them?

silverblades181 · « **Reply #58 on:** February 02, 2007, 08:12:43 PM »

you must of paid a fortune for that...:eek:

2002maniac · « **Reply #59 on:** February 03, 2007, 01:14:21 AM »

Nice! The TB's look like DCOE's to me.