I've acquired a SD-4 Cosworth (IMSA) engine with a few spares. Although it's not yet here, I'm considering a turbo upgrade for a Bonneville car. Are you making your intake / exhaust flanges available? It would sure save a lot of head ache! Thanks!
I've acquired a SD-4 Cosworth (IMSA) engine with a few spares. Although it's not yet here, I'm considering a turbo upgrade for a Bonneville car. Are you making your intake / exhaust flanges available? It would sure save a lot of head ache! Thanks!
I'll send a PM, we can discuss it! Right now the current set of flanges are reserved for Alan Samura.
Nate
[This message has been edited by FastIndyFiero (edited 04-18-2014).]
Question(s) : You're using PRO-E, correct? How do you like it? Never had to use it career wise, but always kind of wanted to learn it. I've always been stuck on Siemens NX, Inventor, or Solidworks.
Side question: If you ever want some help with analysis, feel free to forward some models over. I can run them through ANSYS simulation (if you don't already have access to) not only under static loads but with vibrations as well.
Question(s) : You're using PRO-E, correct? How do you like it? Never had to use it career wise, but always kind of wanted to learn it. I've always been stuck on Siemens NX, Inventor, or Solidworks.
Side question: If you ever want some help with analysis, feel free to forward some models over. I can run them through ANSYS simulation (if you don't already have access to) not only under static loads but with vibrations as well.
Cheers, Joe
CATIA actually. Most of the analysis I've done in CATIA as well, which uses a fairly fully-featured ABAQUS solver. Some analysis I've done with ANSYS and PATRAN/NASTRAN. Most of the pretty pictures I post here are from CATIA. Here's a screenshot from the flywheel stuff I was working on last year. Last year? Scratch that, 2011. WOW. Okay:
That's a combined loading scenario, showing 12,000 RPM (3K over-rev) as well as an angular acceleration equivalent to a very harsh clutch engagement or missed shift. I think it was something like 800,000°/s². Anyway, I have a lot of fun doing this, and unfortunately there's a lot of analysis and pictures that unfortunately I have been too lazy to post. I'd be happy to send you some models and scenarios that I'd like to see and compare results.
I'm hoping to make some updates (on NEW news) later this week.
You must hate yourself if you're using nastran/pastran.
Occupational hazard, given the industry I work in.
So as I mentioned above I found another complete (new) Cosworth head kit. This should have everything I need to get the kinks worked out. The guys that I'm getting it from in Puerto Rico were turbocharged using stock Cosworth cams on a 3.0L Pontiac SD block. He said their last dyno pull was 1200hp. Best 1/4 mile time was 7.01 @ 198.
Once the kit arrives, if everything checks out I may start thinking about getting rid of my 2-valve head, intake, and pistons. I'd like to see someone complete a turbo setup with my 2V head. It's really close. The guy I'm getting the Cosworth kit from also has a few SCAT billet cranks and a block, as well as some other assorted parts that he's cleaning out of the shop. I have his email if anyone wants to get in touch.
You don't know how much this update excites me, been following this thread for years. Only tripped over it again because I was perving at Nick Arias Jr aluminium SD4 blocks
Some...I've got everything inventoried and all of the parts I need for the Cosworth head swap are present and accounted for. Lifter bore plugs, cam gears, cams, timing cover...All there.
I may actually try to work on the car during the break, try to pull the gas tank and check the extent of the damage of sitting for several years.
[This message has been edited by FastIndyFiero (edited 12-25-2014).]
------------------ "I'm not what is called a "civilized man" professor, I have done with society for reasons that seem good to me therefore I do not obey it's laws."
we're in desperate need of a little more religion to nurse your god-like point of view...
That mag is pretty sweet, I could run two and have a rotary switch in the cabin...Take me back to my flying days...As mentioned though, I am running EFI so someone else better scoop it up.
More progress. The pattern was chosen for a reason...
Bingo! I'm doing a photogrammetric 3D scan of the block. The process is sensitive to reflective surfaces, so I'm covering the machined areas with paper. The flaking orange plate and bare cast iron should work pretty well without doing anything else. When there's a nice overcast day I'll drag the block outside and take around 200 photos at around 5-10° spacing and varying heights. These will then be stitched into a point cloud model of the block.
I also have a process I'm working up to do the same thing for the engine bay.
[This message has been edited by FastIndyFiero (edited 01-05-2015).]
I am essentially missing a few pieces to finish my engine, I need the Hilborn Injection manifold or carbed intake for the 801 head, I need a flywheel, and id like a cast alum timing cover. If anybody has any leads on this stuff I would greatly appreciate the info.
Thank you guys, been a good read here for 10 years.
I'm late to this thread, but I'm wondering how the 3D scan worked out? When I started to upgrade my turbo, I scanned all my parts/engine bay to import to solidworks. I know its not professional quality, but I was able to pickup the important header flange 'planes' and get an idea of spacial relationships.
[This message has been edited by Jncomutt (edited 03-08-2015).]
So I scored a new old stock Quartermaster Carbon-V clutch. It's from 2001, but brand new in box. 3 disc, 5.5". I would have liked one of the new Tilton or QM Carbon clutches, but I got this thing for ~$850, which is something like $3500 off the new price so there's that. And it has an extra flywheel that I won't be needing so I can recoup a little there too :-D
Another $300 for a new 1"x23 spline hub to go into the F40, and I'll be on my way. At this point I'm still leaning towards this solution:
I'm still looking at needing an additional 3/8" of clearance that will need to come from a spacer plate between the engine and trans. I was hoping to get everything packaged in without needing that, but I don't think it's going to happen. The clutch mounting surface sits ~1.43" out from the bellhousing. Max clutch clearance height is 2.23", plus 0.10" for good measure. That puts me at 3.66" I need to clear inside the bellhousing, and the max worn set-up height would be at 3.09" total.
Here are the measurements I have. For the case depth, the two radii you have listed are the same for all transmissions. Also, the depth is limited by the aluminum bearing bosses for the transmission shafts.
code:
Case End of End of Retraced Extended End of TOB Depth Input Shaft Splines TOB TOB Sleeve 92-94 HTOB Getrag: 2.454” -0.052” 0.316” 2.425” ------ ------ Isuzu: 2.462” 0.336” 0.562” 2.504” ------ 1.764” F23: ??? ??? ??? 2.776” 1.899” ------ F40: 3.513” 1.128” 1.527” 3.529” 2.660” ------
[This message has been edited by FastIndyFiero (edited 06-19-2015).]
FYI, Link doesn't work, say's "You are not authorised to read this forum.". Most everyone here won't have permission to view that if it's in the "Privileged Users Forum"
------------------ "I am not what you so glibly call to be a civilized man. I have broken with society for reasons which I alone am able to appreciate. I am therefore not subject to it's stupid laws, and I ask you to never allude to them in my presence again."
FYI, Link doesn't work, say's "You are not authorised to read this forum.". Most everyone here won't have permission to view that if it's in the "Privileged Users Forum"
Thanks, did a straight copy/paste from my original post.
------------------ "I am not what you so glibly call to be a civilized man. I have broken with society for reasons which I alone am able to appreciate. I am therefore not subject to it's stupid laws, and I ask you to never allude to them in my presence again."
Cosworth lists an ignition component for the SD-4 which I don't have, and MSD is no help so far. Anyone know what this box is?
MSD Heavy Duty ignition amp 82594
TIA
From what rumor I can scare up from the Google overlords, it appears that MSD manufactured a GM Heavy Duty Ignition amp, which was essentially a rebranded MSD 6TN. Have you called MSD to see if they have a lookup for the old part number? Taking a guess from the other PN's called out, it looks like it's spec'ing a timing curve computer and a traditional MSD CD ignition box.
Yes, started with Google and MSD. MSD claims PN is too old and they can't help (I'm still bugging them, though). Yes, I'm trying to use the old Cosworth ECU. My fallback is to go to another commercial ECU.
The new clutch hub came in yesterday, 1" x 23 spline to fit Ford, Porsche, and Getrag F40. I figure this way if I decide at the last second to use a G50, I'm covered lol
I wonder how that one would feel? Great buy for $850 !
