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Yes, we are running them on our race engine. They are not cheap, around $3000 AUD, also requires a special front engine cover plate which has a fixed belt tensioner assy and is not suited for road use. Quite happy to send you the Solidworks 2006 files, PM me with your email address.

That drawing is not a seperator, it is the actual sump, it bolts directly to the block and is 46mm thick, clears the rods by 3 mm, there is also a scraper plate on the outlet side. You have to get the oil out as close as possible to the crank. The engine can be even lower than with the...

If it is 1UZ, not with shim on top aluminium buckets. In fact I would not run ANY modified cam with std buckets ! Guides also need to be shortened

'Balancing' carbys is more to do with the throttle plate relationship to idle and progression holes. A tiny change in velocity can make a large difference to the progression holes picking up fuel. It is just not an issue with EFI.

Thomas, Reynard has a gearbox mounted air starter, ring gear bolts to clutch cover plate and is 195mm diameter.

John, Bob organised the pump, it is US made. Will find out and let you know.

Trouble is you can't slow down the pump, it is driven by the cam belt. They do appear to cavitate over about 6500 rpm. The only way we fixed pumping out water was to remove the impellor vanes and fit an electric pump. Has been fine ever since and runs to 9000 rpm.

PM me. I can send you SW2006/2007 solid models with the correct angles and port match up. The base flange still requires an oval to round runner to be fabricated Erol

Have a Syncrowave 250. Hasn't missed a beat.

There are many, but, for one offs it is FAR cheaper to do it by hand. CNC is accurate and repeatable, but not as simple as most imagine. The cost to develop a 3D solid model, then pick tool paths and assignments and then use a $250,000 + machine adds up to unaffordium for most people.

Many thanks, and John - I AM NOT GRUMPY. :banghead:

All the 1UZ's I have stripped have had OEM plain whitemetal bearings. Copper backed mains could be after-market and had clearance problem. The fact that rod bearings are OK seems that it is not an oil supply problem. 1UZ's are very 'tight' on brg clearance.

PM me with your application details.

So are Kiwi's ! Sometimes I think there are more here than in NZ :beerchug:

Be carefull with 80lb+ springs or more aggresive cams on std buckets. We found the aluminium bucket collapses under the shim when running 7500/8000. N/A can run 8000 rpm on std springs and cams with no valve float. 80lb springs will run in excess of 10,000 rpm.

Don't know std flow rate but we are using a Dailey Engineering 5 stage pump with centrifugal oil/air seperator. Pressure is 1.25" wide gear pump, scavenge pumps are 1" wide roots type. With larger oil clearances our pressure pump is slightly marginal at lower rpm (under 3500), next time we...

His team mate in the other works car also " took up flying" during the race (about the fifth hour) and survived !

All the ports are offset. The end port is just offset the opposite direction to the others. Don't think water will be the problem, valve spring seat area may break through. Trying to straighten and centre the port is our next step, but don't hold your breath !

With a road or drag car the so called 'turbo lag' is really not an issue. When the car is for circuit racing however there is an issue with turbo cars and a better definition is 'non linear part-throttle response'. A major problem with the 'turbo era' Formula 1 cars was mapping the 'fly by...

Happy to answer questions Thomas, last reply was http://lextreme.com/forums/showpost.php?p=82466&postcount=92 Have I missed something ? :thinkerg: