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The engine block during assembly. Note the ARP head studs, and the
above-piston capacities written on the pistons. All piston dead areas and
head chamber capacities were balanced. Compression ratio is 9.5:1 |
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Another view of the block, showing the cross-bolts entering the side.
These support the main bearing caps from the side to help prevent them
moving, and are now standard on Range Rover blocks. It is unwise to run
one of these engines to 7000RPM without at least these! |
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A view of one cylinder head, showing the extensive port work carried
out by Roy at J.E.Engineering. Valve seat and spring heights were carefully
matched, as were the combustion chambers, as seen in the next picture. |
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A fine view of Roy's excellent chamber work, and of the valves which
actually almost meet in the centre! Valve sizes are 43mm inlet, 38mm exhaust,
with a narrow 7.88mm stem which made finding stem oil seals which would
work a little difficult! |
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Here is the twin-throttle plenum setup. Note the large bore fuel rail,
and the idle stepper valve on the back where the overrun valve is usually
found. Also, the heater pipes have been re-run over the top right-hand
side, as in the Range Rover, instead of underneath. This aids accessibility
and is more compatible with the Range Rover front cover. |
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Another view, showing Franc's port work and just a glimpse of the J.E. centre-pull
throttle setup. This puts far less stress on the throttle spindles, as
it is on the same end as the springs and also directly operates the spindle
with the position sensor. Just visible down the throttle bore is a modified
throttle butterfly. These are circular rather than elliptical, and a precise,
but non-contacting, fit in the bore, meaning they don't stick even under
severe heat stress. Also, throttle opening is less pronounced from closed,
so is more controllable. |
