I have hit a wall in my assembly. The concern being that I’m seeing geometry between the head and pistons that I don’t believe is intended. In short, I think the conical part of the piston dome be parallel to the angle of the head. I think the discussion on the 356 Registry Forum confirms […]
Given the results from the 1.0 mm cylinder base gasket were not really desirable, I took another run using 3 x .25 mm (.75 mm total) gaskets. Results were, well, different. Deck height is still quite high (1.67mm average), compared to the 1mm ideal. Compression ratio at 9.31 average is pretty much at the upper
After taking last weekend to cc the heads, check clearances with clay and take measurements, I have calculated that with a 1.0 mm cylinder base gasket: Deck height is ranging: 1.82 – 1.92 mm; I understand that 1.0 mm or a little less is desired Compression ratio range: 9.02 – 9.21 (9.10 average). I understand
Today I got on with the heads. The cylinders came first, and affect head clearance and compression measurements by way of the copper gasket that goes between the case and cylinder. The Harry Pellow book has a reference table suggesting 3-6 shims (of .008-.01 inch thickness each) as a starting point for those using Japanese
Today I measured the Cylinder Head Combustion Chamber Volume. Also known as cc’ing the heads (cc = cubic centimeters). This is a process whereby we physically measure the volume of the combustion chamber. You have to use this science lab setup looking setup with a buret. Nice intro video on YouTube. You also need a
A major milestone today, as the cylinders went on. It was not without its challenges. First off was the ring compressor. When you follow this sequence of engine building (i.e. Harry Pellow preferred method): The rods on the crank The crank in the case The pistons on the rods you get a scenario that dictates
