I have been reading your posts with interest and commend you for sharing useful information with the Forum. I hope you project comes to the fruition that you are expecting as I understand you started with a target of 200hp and then purchased parts for a 210hp engine? I also undertand that you are hoping to do this on a CR in the elevens with a 92 octane fuel ?
It might be timely that I share with you my experience of building a 200HP TS.
Fuel 98 octane or 108 avgas
Just short of 13mm lift cams
CP pistons (custom)
47mm intake 38mm exhaust
Carillo rods, ARP bolts
Fully ported and flowed head
46mm throttle bodies
Tuned length intakes and extractors
No distributors used
Notwithsatnding using all the right "goodies", the best this engine would make is 200hp and 160ft/lbs torque @ 7000rpm.
At around 198-200HP, these engines seem to reach the "glass ceiling" of power beyond which nothing short of black magic seems to get it higher (without forced induction). So my very best wishes in your quest.
...At around 198-200HP, these engines seem to reach the "glass ceiling" of power beyond which nothing short of black magic seems to get it higher (without forced induction)....
Autodelta built 220 HP (bare) engines in the late 60's. And I think Murray's engine (implied from chassis dyno, not tested on a free engine stand) is over 200 hp on pump gas and only 10+ CR.
There are a lot of modern engines that are well over 100 hp/liter, so it is possible. Some of the limitation seems to be the combustion chamber shape, where narrow valve angles make a difference. Perhaps the TS head will be the gateway....
I think we need what we don't have which is the narrow angle head to get a direct charge entry. The TS head is capable of nearly getting there but what is missing is 4 valves per cylinder. It's a pitty the 2nd generation TS (Fiat) engine head is not compatible with the Nord block. That's how modern engines get there and so the challenge remains especially with 92 octane which dictates lower CR and reduced volumetric efficiencies.
Yes Autodelta got 115bhp/litre from the 2 litre V8 in the Daytona 33/2 @11:1 CR and 8800rpm but don't forget that in the old days they used to have their own fuel chemists to make up witches brews for fuel..
The Nord head is not narrow angle and has more curvature in the inlet port than the TS.
I originally used the 440C from here : Tighe Cams Profiles
But later used a set from a southern supplier, Vin Sharp. The only difference was a slight difference in the lift between inlet and exhaust but it improved the bottem end torque curve by eliminating a hole around 4300rpm.
By way of an experiment, I recently bought a 147 2L TS 16-valve cylinder head which had been damaged (due to the dreaded timing belt snap syndrome). It cost me less than the shipping to get it to me!
I have a spare Nord 2L block and crank, to source the crank for my Alfa 75 TS conversion, and it had seemed from measuring up photos that the head didn't look to be too far different. When the head arrived I drilled out the bolt/stud holes from the original 10mm to 12mm, and the head sits straight onto the Nord 2L block.
The cylinder centres aren't right, since the 147 engine is based around an 83mm bore, but if a 1750 block has the same stud centres as the 2L, and with even cylinder spacing unlike the 2L, it looks to me as if a 147 16-valve head will fit on an overbored 1750 block.
I know that the timing cover end would need to be fixed, but as a non-pressurised area, either by combustion pressure or oil pressure, that shouldn't be too hard.
...I have a spare Nord 2L block and crank, to source the crank for my Alfa 75 TS conversion, and it had seemed from measuring up photos that the head didn't look to be too far different. When the head arrived I drilled out the bolt/stud holes from the original 10mm to 12mm, and the head sits straight onto the Nord 2L block...
Hey, I love those crazy mods! post some pics please!
One of the reasons the Nord head looses performance at low rpm is the sharp curve in the intake ports, coupled with the desirable (for high end performance) high valve overlap. Look over Murray's thread for a novel and apparently successful solution - he adapted the VVT mechanism, on both intake and exhaust to the engine computer to vary the valve overlap. He gets pretty good torque over a wide range of rpm.
I took it apart and make a plug to fill the hole .
First I cut the plug out with a hole saw and then mounted the plug in the drill press using a bolt and some nuts . I used a file to get it just the right size and then made the VVT lock nut into an die of sorts .
I ended up with very shallow threads but it works . Anyone have a 28mm die ? I will weld the center hole closed but not until I get a new tank of argon for the Tig welder.
A bit of anaerobic sealer should stop any oil leaks and hold it in place . Then I am going to paint the whole thing black . Or should It be silver ?