Rotary conversion would be great.
It's just finding a Gbox that would hold together.
It's just finding a Gbox that would hold together.
Dauphine / 4CV dohc conversions
- Thread starter Jack Williamson
- Start date
Heavy... plenty heavy, I'd say you'd be adding over 60kg compared to a Dauphine engine.
And yes, the gearbox might prove to be a problem, Reno 17. A Corvair box might do it... or a seventies Kombi (square housing) box if modded.
Not sure if it would be that much of a weight penalty. A "typical" Mazda rotary weighs in at 130 odd kg's. A Dauphine or Sierra 5 bearing motor wouldn't be too much different.
As for gearboxes, likely the four speed 8/10 box with a 16 crown wheel conversion may be suitable.
130kg is bloody heavy. That's 2 litre iron block territory.
I'm sure the sierra motor is alot closer to 100kg than 130kg.
Dave
Again, I was just differentiating between "use" and "design". To most people it'd seem unusual that an engine designed for fire pump use could be so good for a car engine.
By the way, what's the "A" and "B" - I know the FW stands for Feather Weight. Is the "A" simply a designation, like MkI and MkII?
Stu
But not with total accuracy... I would contest both points in this paragraph (I'll advise some time later if I'm right about the FWB not being 1500cc exclusively):
Of course, the British GP that year was not won by a Cooper nor by a Climax engine. Maybe a Climax-engined Cooper won a supporting race?
But it raises the point of the smaller FWM/FWMA engines being the basis for the Imp engine... quite possible, but not a direct copy, would be my opinion.
No mention in there of the twin-cam FPE/FPF engines, though it does refer to the FWMV without explaining that it was a V8 and it was also twin-cam. With a five bearing crank and other refinements (as you would need for Formula 1!), it was a long way removed from the FWA and FWM engines.
Sorry, missed this post... yes, as you'll see from that page. I learned a bit from that... the FWB, as far as I know, was an upgraded version. There was a 1220cc variant, so that might have been it. And I think that was stretched later to 1500cc.
Checked these designations out...
FWA... 1098cc
FWB... 1475cc
FWE... 1216cc
The FWE was built for the Elite, it had the bore of the FWA with the stroke of the FWB, IIRC, and the FWB had the bore of the original firepump engine and a stroke as big as they could contain within the block.
Strange that they should reduce the bore from the firepump engine to go racing... but they did. Maybe that was more related to what capacity they wanted to finish up at, and also they were very conservative and were possibly looking at durability, wall thicknesses etc.
The FWB showed that they learned...
All the same, the issue of winning the British GP is all wrong, this FW-based engine never did any such thing anywhere.
With regard to the FWMV, there was a special FWM engine of 750cc made with twin cams, and the FWMV was basically a V8 using this base.
And it seems that the Imp engine did owe a lot of heritage to the FWM engine.
FWA... 1098cc
FWB... 1475cc
FWE... 1216cc
The FWE was built for the Elite, it had the bore of the FWA with the stroke of the FWB, IIRC, and the FWB had the bore of the original firepump engine and a stroke as big as they could contain within the block.
Strange that they should reduce the bore from the firepump engine to go racing... but they did. Maybe that was more related to what capacity they wanted to finish up at, and also they were very conservative and were possibly looking at durability, wall thicknesses etc.
The FWB showed that they learned...
All the same, the issue of winning the British GP is all wrong, this FW-based engine never did any such thing anywhere.
With regard to the FWMV, there was a special FWM engine of 750cc made with twin cams, and the FWMV was basically a V8 using this base.
And it seems that the Imp engine did owe a lot of heritage to the FWM engine.
That is almost certainly a JZR. They are built in England and have a spaceframe chassis with steel and fibreglass bodywork.
They were initially designed to use the engine, gearbox, and a modified swing-arm out of a Honda CX500 or CX650 motorbike. These had the V-twin mounted with the cylinders splayed out, and were shaft drive.
The JZR has now been developed to use the 1,000 Honda V-4 engines from the latest range of Handa tourers, still with the gearbox and swing-arm. They are also available to suit a Moto-Guzzi V-twin using the H9onda swing-arm, or a Harley- Davidson V-twin with a Ford Escort gearbox and a Honda Swing-arm.
They have wishbone front suspension, and use Escort steering. They use 15" wire wheels from MGA. The back wheels are either the Honda one, or a modified Honda wheel to take car tyres.
The body style is either the boat-tail or the barrelback style.
It would cost about $10,000 to get the kit and a busted bike and build a really nice one. You could do it for less, but it wouldn't be quite as nice.
If this Morgan Replica with V4 Honda power was seen in Brisbane,the body and frame was totally made and upholstered by an Historic bike club member. It is much longer than the original and he went to some trouble getting it through the individual build rulings at the Dept of Transport. An interesting innovative machine.
I spent a night driving a Hillman Imp rally car in 1971 and it was impressive,no, depressive,i got out of my R8 and had a night of sheeer horror, that was a nasty imp, forget the imp motor stuff.It went as badly as it handled, so it had balance. I loved that essay on the dohc engine, I'll get my English class to attempt a decipher.
Does anyone have an late R10 gearbox for sale??
I have an R8 awaiting rebirth, got the 1.4 , need a box and wheels.
Does anyone have an late R10 gearbox for sale??
I have an R8 awaiting rebirth, got the 1.4 , need a box and wheels.
It's pretty easy. Just think laterally.
A good way is to think of how someone new to english uses english words and apply that mode of thought and back the front grammar construction to reading the computer translated material.
I worked for 4 years in Port Kembla steelworks listening to broken english everyday, so I find that computer translated material almost always makes perfect sense to me.
Dave
Was the Morgan fitted with the FWA?
I thought Morgans gave up on C-C engines before the war, and I would have thought that the FWA was a war baby... for use fighting fires in the Blitz of London. Somewhere I have a picture of Boughton's pre-war Morgan that was converted to a single seater... it would have been C-C powered, I'd say
All this talk of FWA & "feather weight" ????? you guys must be referring to a different Coventry Climax to the anchor in 4/4 Morgans. In the 1939 LeMans the Morgan's CC engine was described as follows:
The standard offering from Morgan in 1939 for their Morgan 4-4s was the unit from Coventry Climax built under licence by Triumph. The Climax was a four cylinder with overhead inlet and side exhaust – a design that was very dated by 1939. Not helping the unit was its immense weight with its large block and head made from cast iron. Surprisingly, the finned sump and crankcase cover were made from a light alloy!!
In the 1939 LeMans, the Moggie came 15th, after an HRG and before a Singer. A Froggie won that year - Bugatti 3300cc supercharged, imagine what that sounded like !!! Probably like a twin-cam Boudot conversion.
PS: I would love to see the picture of Boughton's pre-war Morgan. (I am schizophenic (sp?) with my cars Froggies first & pommie sports cars second.)
<img src="https://toolbox.iprimus.com.au/application/download.asp?FileName=%5CMorglemans39%2Ejpg" alt=" - " />
I thought Morgans gave up on C-C engines before the war, and I would have thought that the FWA was a war baby... for use fighting fires in the Blitz of London. Somewhere I have a picture of Boughton's pre-war Morgan that was converted to a single seater... it would have been C-C powered, I'd say
All this talk of FWA & "feather weight" ????? you guys must be referring to a different Coventry Climax to the anchor in 4/4 Morgans. In the 1939 LeMans the Morgan's CC engine was described as follows:
The standard offering from Morgan in 1939 for their Morgan 4-4s was the unit from Coventry Climax built under licence by Triumph. The Climax was a four cylinder with overhead inlet and side exhaust – a design that was very dated by 1939. Not helping the unit was its immense weight with its large block and head made from cast iron. Surprisingly, the finned sump and crankcase cover were made from a light alloy!!
In the 1939 LeMans, the Moggie came 15th, after an HRG and before a Singer. A Froggie won that year - Bugatti 3300cc supercharged, imagine what that sounded like !!! Probably like a twin-cam Boudot conversion.
PS: I would love to see the picture of Boughton's pre-war Morgan. (I am schizophenic (sp?) with my cars Froggies first & pommie sports cars second.)
<img src="https://toolbox.iprimus.com.au/application/download.asp?FileName=%5CMorglemans39%2Ejpg" alt=" - " />
For Ray Bell
The CC engined Morgan in the pitts at LeMans 1939
<img src="http://home.iprimus.com.au/zelric/Morglemans39.jpg" alt=" - " />
The CC engined Morgan in the pitts at LeMans 1939
<img src="http://home.iprimus.com.au/zelric/Morglemans39.jpg" alt=" - " />
Yes indeed. The FW's were all alloy and came out in the 50's.