Just came off the scales today after changing front and rear suspension springs (675/225 out, 800/275 in). A few more checks and adjustments left to do, then we should be ready for the opening round of the COMMA season at Hallett next weekend. We're running a "new" engine, since we had been experiencing exchange of oil and water with the old piece. The head and internal rotating pieces in the new engine are mostly from last year's motor, mated with the block from an engine I picked up from "Uniberp" last September... thanks again, Michael!

The block was cleaned, pressure tested, bored, decked, etc, dimensionally matching the old block. We also replaced rings and all bearings, and had a fresh valve job done on the head, complete with new springs. Should be a little stronger than last year, as we had been living with valve related compression and leakdown issues on one cylinder.

George - I'll have your parts with me just in case you can make it down... we'll be running Sunday only.

Gary L



--
1971 142E ITB racer, 1973 1800ES, 2002 S60 T5

How much did you have to take off when you decked the block?
Am I right in that you do all the other machine work and then assemble
without rings, measure with depth mike the distance from top to top of piston
on each cylinder, take it back apart and deck an average amount?

Is that this coming Sunday (26 March)? or another Sunday?

How much do I owe you?
--
George Downs Bartlesville, Heart of the USA!

George,

Essentially, your decking description is pretty much the way it happens. In this case, there was a little over .015" available, but we did not take it all the way down to zero deck height. With the head I'm currently using, to do so would have taken us past the ITB limit of 11.0 to 1 compression for this engine.

Yes... this coming Sunday (26th) is the race day. The total on the parts came to $59.59.

Gary L

--
1971 142E ITB racer, 1973 1800ES, 2002 S60 T5

Gary, That's a lot of rear spring. You must be using Bob's "Big" front sway bar. I hope your new motor works out well.

I've been working on my F/P 142. I entered a SCCA national race in 3 weeks so I have to get it finished. Got it down to 2100# with out driver. I'm hoping to test it this Friday but I'm not sure if I will get it ready in time.

Charlie

Charlie,

The front bar is a 1 3/8" device, I don't know where that may fall relative to other BHP bars. I haven't run this combination of springs before, but I'm essentially at 19% and 21% higher wheel rates (front and rear, respectively) than the previous set, so I can't imagine I'm that far out of whack. Plus, I was at "medium" settings on both bars with the previous set, so I have some tuning room.

2100 pounds. Crikey! As the monkey said when he pee'd on the cash register, "I'll bet this runs into money." Seriously... care to enlighten us on what it took to get there, in addition to what is typically done to an IT car?

Gary L
--
1971 142E ITB racer, 1973 1800ES, 2002 S60 T5

I think that you have the bigger of the two BHP front bars. I have the smaller front bar and use a little more spring in the ITB car so the roll stiffness is probabally similar.

Regarding the F/P car the weight is with out driver. What I really need is a diet for the driver! It wasn't too expensive. I just took out everything I could. Replaced the glass with lexan. The windshield is a used NASCAR windshield cut to fit. The only expensive pieces were the fiberglass hood and trunk lid. The listed weight is 2200# with driver so I need to find a jocky somewhere to drive it.

Charlie

Fibreglass doors are available in Sweden.. not sure how much they are off hand, but they will save a fair bit of pounds.. especially if you haven't gutted them and/or removed the side impact beam if your 142 is late enough to have one.

I'm hoping to cage a 1968 145 for the Targa Newfoundland this summer. Long way to go before it's racing though.

Gary: Glad to hear you got a new motor built, here's hoping you have that fluid interchange problem licked.