Finally finished it!

Also added the contraversial feature of somender singh groove technology
Click to expand...

Hmm. Nice sharp edges in your combustion chamber. Guaranteed to create a lovely hot spot in your head and effect the burn and also quite likely to cause the engine to run on.

Still, the rest of the job looks nice. Hope it goes back together well!
 
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actually all the evidence proves otherwise, various experts have tried it and found that it works amazingly with no negative effects only positive were found.
these include:
increased mpg
increased bhp
increased low end torque
increased engine efficiency
cleaner burning engine.

http://www.somender-singh.com/
 
Interesting! Do tell us how you get on :) An interesting alternative anyway, would be interesting to run it up in our labs and see what difference it made to swirl.

......I did poke around and found one of the few 'official' benchmarks for it.

http://www.revsearch.com/grooves/grooves.html

Result - nil. Practically identical, exactly the variation of results you'd expect from a back-to-back run.

There's also a 14 page thread on the hotrodders forum that comes to absolutely no conclusion at all, with a lot of experience engine builders just going "meh" at it and a few pictures of nuked pistons......... :o

It's been 7 years since he suggested the idea and there's been very little, if no development or copying since then which suggests it may be a bit of an oddball but you never know!
 
interesting you picked up on no positive gain from those test results. a lot of the hot rodders picked up the same result.

notably this fact in the results you posted:

"Comparing the best before groove 4000-2000 wide open throttle test to the worst after groove test still shows a 2.68 ft. lb. average torque gain in the 2200-3500 RPM band."

please not, comparing the best before to worst after. 2.68ftlbs of torque gain worst is bloody good
 
No - the reason no-one picked up on it is it's quite common for back-to-back tests to show that quite of difference due to the number of variables in a run :) That 'increase' in torque is a ~0.5% increase, which is most likely just down to variations.

This is most likely the reason why the grooves show a loss in the 4000-6200 range - again, variation in the results.

I'm not saying it definitely doesn't work - it most certainly has an effect - but what effect is debatable :)
 
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I have a stage 2 head on my 1500 Midget.

I don't have all the exact details because I bought an already modified car for just £300 and stripped it.

Had a stage 2 head with a kent high lift cam (no idea on model)
Fully balanced engine
Telescopic Shocks all round
Electronic Ignition
Slightly larger SU carbs
amoungst other bits and bobs, so I did well there.

I have 2 DHLA 40's to go on. I just need to find a suitible throttle linkage.

I have no idea what sort of BHP I will be producing, but I have not come across many over 100bhp.
 
I reckon you'd get about 100 the fly with that Captain Doufus :) Should rev quite well too. 110 might be possible from that specification but it depends entirely on what's been done, regarding the cams, rods and head.

The 1300's a real sweet engine too, I think Triumph detuned it to bring it in line with the other engines - saw a 90BHP one recently, really goes some for what it is! That was a large bearing one too. 1300 does rev better than the 1500 tho.

Some nutter managed to eek 130BHP out of a small bearing 1300 as well and have it not go >BOOM< 13 miles down the road :D

Mattius - do you haev a thermostatic oil cooler with this engine by the way? If not, I highly recommend getting one as otherwise it's bottom end will suffer :) Also, get a tubular manifold for it, otherwise the extra flow in the head is pointless. Ah yes, another 1500 weakpoint - (if you haven't already) source an additional oil rocker feed kit, works wonders.
 
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yeap have an oil cooler, don't worry we are taking all the precautions with this.
edit/
also have the rocker oil feed, although im gonna restrict the flow slightly
and also have the tubular exhaust manifold and sports exhaust system

i know of a lot of triumph and mg 1500's (they use the same engine) that are over 110bhp, the theoretical max in my view of the engine is 130 i reacon. the 1300 is a better race engine and out the box more reliable but the 1500 has a lot more torque.

i know of a couple of 130bhp 1300's though they are totally race spec and had engines rebuilt every 1000 miles plus the cost of them is unbelievable.
 
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nice work on the head, i'll be doing a spot of home porting on my vdub heads when it comes to it.


IainB said:
Valve_Hand.jpg
Click to expand...

don't be fooled thats a piston :D :D
 
Mattius said:
I know of a lot of triumph and mg 1500's (they use the same engine) that are over 110bhp
Click to expand...

Guessing that must be the case, I was thinking at the wheels rather than at the fly.

I also have the Rocker Feed and Oil cooler after reading they really do help out with a few of the known problems. I have a Maniflow exhaust and triumphtune manifold and it sounds fantastic I can well recommend that one.

You definatley get more torque with the SU's. Low down anyway, however that's the nature of the weberer and dellortos anyway.

Has anybody got any advice on where to route the breather pipe? When using webers/dellortos? There are a whole load of differing opinions on the subject. Some to bore into one of the intakes on the inlet manifold and others just to run a pipe under the car. Not sure which way to go.
 
Run it into a vented catch tank like this :

oilcatchtankwithrubberhose.JPG


If you don't have a catch tank and have it just exiting under the car, a lot of tracks won't let you run (because you have the possibility that the mist of oil you're leaving could inhibit someone's vision or grip).

Also, running it into a catch tank means your engine breathes clean air and not its own oil vapour and combustion gases, which can generate fractionally more power and gives much cleaner running :)
 
And here are the TriumphTune specifications (bit optimistic sometimes) for various states of tune. Note - these assume your engine is in 100% health and generating the maximum ~70BHP it should have had when leaving the factory:

Stage 1: 80 Bhp

- K&N air filters
- 4-2-1 Tubular exhaust system with straight through silencers (don't bother having a radio after getting these!)
- Richer Carb needles

Stage 2: 90 Bhp

- K&N air filters
- 4-2-1 Exhaust
- Richer still carb needles
- Electronic Ignition
- Decent plugs
- Decent leads
- Oil cooler
- Wide radiator
- Mild head flow work

Stage 3: 110 Bhp

- All the above
- Lightened flywheel (just makes it rev up faster)
- Fully Balanced internals
- Uprated con rod bolts with polished rods
- Triumph Tune Fast road 83 camshaft
- Compression > 9.75/1
- Triumph Tune stainless steel valves, bigger 1.475" inlets with standard size exhaust valves
- Bronze valve guides
- Flowed head
- Slightly stiffer valve springs
- Three angle valve seats

Stage 4: 120 Bhp+

- All the above
- Nitrided crankshaft (wears less)
- Performance bearings
- Fast road 89 camshaft
- Vernier duplex timing chain & sprockets
- Twin Weber 40DCOE carburettors
- Exhaust wrap
- ARP flywheel bolts
- Drilled crank & flywheel for additional fasteners
- Lightened & nitrided cam followers
- Chrome moly push rods
- Roller rockers
- Bigger exhaust valves

:)
 
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That's useful. Thanks :)

I supposedly have a lightened flywheel, but tbh it looks identical to one on the orginal engine.... :confused: so I am not convinced.

I definatley have the stiffer valve springs though, I think.

*Edit*

Sorry anouther Q: With the catch tanks to you put them inbetween the breather and intake or just run the breather to the catch tank?
 
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you would know if you had the lightweight fly wheel the difference is awesome, the engine revs up and down so much quicker.

head booked in for the skim, and valve seats and guides for friday. its getting exciting now, am playing with the inlet manifold at the moment although not too hard as im switching to webbers eventually.

from what i understand the only difference webbers will offer is a better throttle response the power is not greatly increased.
 
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