bellett.net

OK Rolie fans...the block is back, the crank, flywheel and clutch are balanced. And we've splashed Sticky's favourite 'go faster' super quick paint all over the place. My 'aero' spec rods don't match the gudgeon pins, so there's a little extra work to be done there, but otherwise we're on schedule...........good grief, did I really just say that?!

That looks faster already

Damn right Sticky, although if you think the paint looks quick....check out these rods. They've even got "maXpeeding" embossed on them!

Those beauties look as though they would empty your wallet at least 2 seconds a lap quicker

There are only termites that have starved to death in my wallet

Pombellett wrote:Damn right Sticky, although if you think the paint looks quick....check out these rods.

Rods.jpg

They've even got "maXpeeding" embossed on them!

Hope they are 'fast' as they sure look expensive ..........

glenn

One of my 'mates' at the pub remarked...."the only thing that'll match the hole in your wallet will be the hole in the side of your block after the first test"
Charm the paint off the walls some of my blokes.

Pombellett wrote:One of my 'mates' at the pub remarked...."the only thing that'll match the hole in your wallet will be the hole in the side of your block after the first test"
Charm the paint off the walls some of my blokes.

thats cruel........

I'm with you there Glen........anyway a few more shots of the engine build. +1.5mm pistons in, giving us a displacement of 1889cc.
We've also got our trick 'deep' sump on. I'm so excited about testing this thing, that I'm going to blow the froth off a couple with Ben Stokes.

Pombellett wrote:I'm with you there Glen........anyway a few more shots of the engine build.

PICT0408.JPG

+1.5mm pistons in, giving us a displacement of 1889cc.
We've also got our trick 'deep' sump on.

PICT0410.JPG

PICT0411.JPG

I'm so excited about testing this thing, that I'm going to blow the froth off a couple with Ben Stokes.

whats the calculated CR Mark

As you can see Glenn we're at 9.77...previously we were at 9.29. This will help us go a little more aggressive with the cam...but my cam folk are not sure whether the stock donor cam can handle such a re-grind, we should find out in the next few days.

Pombellett wrote:

PICT0412.JPG

As you can see Glenn we're at 9.77...previously we were at 9.29. This will help us go a little more aggressive with the cam...but my cam folk are not sure whether the stock donor cam can handle such a re-grind, we should find out in the next few days.

Thanks for the info. I thought it maybe a bit on the low side with the flat top pistons. Not that i am any expert.

Have seen GM cams here built up with weld (some special stuff, not sure what) then they re grind them. Used a one make racing engine a while back. I imagine this is pretty costly as the cam would probably have to be straightened again etc etc.

glenn

http://www.csgnetwork.com/compcalc.html

Mark, just curious, this calc gives 9.52:1 ?

Ha. It appears the figure you end up with depends on who's calculator you use....the only difference I can see between the two is that yours has a column for 'head gasket bore diameter'
Fortunately we're only really concerned with how we compare with our last engine build, so we're safe as long as we always use the same calculator.

I avoided the temptation of dome tops this time, after the grief and expense of the 1600 engine. We're at the stage in the car's life and where we are in UK historic racing currently, where we've got to show some decent reliability.
Besides, I'm enjoying this slower approach to the car's development....it's much easier to quantify the value of what you've done each time.
Mark

Pombellett wrote:Ha. It appears the figure you end up with depends on who's calculator you use....the only difference I can see between the two is that yours has a column for 'head gasket bore diameter'
Fortunately we're only really concerned with how we compare with our last engine build, so we're safe as long as [url]we always use the same calculator.[/url]

I avoided the temptation of dome tops this time, after the grief and expense of the 1600 engine. We're at the stage in the car's life and where we are in UK historic racing currently, where we've got to show some decent reliability.
Besides, I'm enjoying this slower approach to the car's development....it's much easier to quantify the value of what you've done each time.
Mark

GOOD POINT, MARK. Hadn't realised you now run the 1800 engine. Can't quite read your engine number, mine is 349720.

I have a new set of pistons here. +20 i think. They are slightly dished. From a lower CR LUV.

Yes, luckily Glen, the pistons regularly crop up in the States...and if the shipping's sensible, they're very good value.
The motor's pretty much done now...here's the business end before it goes on. Torqued down.

Well, I'm sort of surprised to be saying this, but the car is ready for the test tomorrow. And I'm really looking forward it, that seductive but money grabbing hand of motorsport has got a good grip of me again.
What's also really pleased me is that Big Simon (my sometime second driver) has resurrected the old Alfa 33 we raced a good few years back.....it was my second race car, but my first love.
He'll be testing it tomorrow as well.....if it goes well, it'll bring back a few happy memories.
Here's both cars, prepared and ready to go. I think it's the first time they've been under the same roof....a bit like an ex...oh no, I'm not going there.

I'm pleased to report the test was a great success. The car feels powerful and strong. And we had no oil surge. This is also the first time we've run at Goodwood with the GT box and short diff, and the improvement is startling.....we're pretty much at peak revs all around the circuit, and we could give a few of the 'track day warriors' the hurry up. Couldn't catch my old 33 though...which worked well all day, and brought back some happy memories. We were using that horrible 'running-in oil' and after a while the top end started to get a little noisy, so we quit whilst we were ahead.....luckily I found a set of nos cam followers (rockers) in the States, so we can really spiv up the head gear before going off to the dyno for a final tune up.

Great news Mark and great series of photo's
Rolie looks rock solid through that chicane

Farmer wrote:Rollie's kin I can call to mind are:
Gary's '64,
Gary's brown '65,
Bob's '65 benchie,
Eddie's '65,
Stickman's '65,
race spec '65,
Trackside Rally '65,
The one owner daily driver I met in Bowral 6 months ago,
The '65 at the '09 nats in Adelaide that left before I got a photo,
Dave's '66 Column,
My 'Barnfind' '65 column,
'Doris' '66 auto,
The rolling chassis behind the shed, (& 2 terminal rust parts donors)
One other '66 not on here whose owner I hope to meet soonish.
Not a huge number!
Cheers, Matt.

just going back to see Rolies stuff and came across the tear drop numbers.

Long gone now, but my first Bellett was also a '65 tear drop.

I bought this car from a wreckers for $50 in about 1978. It had seen a very hard life, motor was shot.. I repaired it and fitted a very low km Gemini 1600cc SOHC engine with 5 speed, plus a full Gemini interior and disk brakes. I painted it in a silver/gray metallic colour at night school. It was still on the road in 1997. And seemingly then disappeared.

They were the days when you could pop down to the Dandenong Toyota dealer, Cheney Patterson, and buy just about any new Bellett part you wanted. Oh, for the good old days.

I have 4 teardrops with a possible 5th on the horizon...... plus 2 Wasps, 1 and a half GT's, 2 67/68 sedan rolling shells and a 69 sedan

.......but still don't have enough
Definitely not enough parts to fix them all that's for sure.
Although a couple of them are parts cars anyway (very rusty)