The rear seal is installed. This a later conversion type that converts the old rope seal to a spring loaded neoprene
type. This should effectively stop a lot of the old British car leaking all over the garage floor problem. Well, it won't stop it all, it is British after all but the rear main is one of the larger culprits. In the second shot, you can see one of the notorious locktabs. It is not yet bent over. I am not going to torque everything up until the missing three arrive.I weighed the old and new flywheels. The old one weighs 28.8 lbs. The new weighs 13.6 lbs. There must be a way that this can be calculated into increased performance but I don't know what it is. The manufacturer says that it is good for 15 horsepower. Let's say it's in fact 10. 160 +10 +maybe 10 for the 9 :1 pistons so far should yield about 180. The real increase in hp happens in the head work. Stay tuned.
The forward side of the flywheel is shown in the last two shots and shows holes that were drilled to balance the flywheel. I was trial-fitting the flywheel to the crank and noticed that it needs to go visit the machinist again as the dowels that locate the flywheel to the crank need to be recessed to clear the flat rear locktab. The dowels are shaped sort of like the head of a nail and the top has to be in the same plane as the flywheel. One step forward...
With the flywheel, I think it's your torque at the rear wheels that is increased - less inertia to overcome allows the engine and driveline to spin-up faster.
ReplyDeleteYou are right, Zach.
ReplyDeleteZach- I did check and I do have the Porter book. I've had it for a while and forgot all about it.
ReplyDeleteGlad to hear you've got one of the Porter books. I found both editions to be interesting, as the second was greatly revised, with more of an eye toward documenting all of the small changes throughout production.
ReplyDeleteRandom flickr pageview led to another ongoing restoration - http://halg2.wordpress.com/jaguar-xk-120/