Thread: Building A looper Beast

  1. #201
    Team Member R Austin's Avatar
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    Glad to see there is still interest. I know that this has been a long and drawn out project. I keep finding little things that make me rethink my direction, but I just keep trying to get something accomplished everyday.

    The first pictures are drilling the engine base for the tower housing studs The plate is made with a clamp in center pilot for the block and when removed has a hole and bushing to set on the tower housing, with unit in place, to fit over either a 5/8 or the 7/8 inch drive shaft for drilling the tower housing. Seems like most of the time is spent making jigs and fixtures, hours to make and minutes to do the job. Guess I knew that going into this project.

    In the process of trying to round up 5 of the center main bearing holders with the heavy front half, I came across 3 sets of main carriers out of the late 60's block. The Typhoon series. They are 1/4 inch larger in diameter with the same inside mold allowing the OD to be turned down to the Mark series main size. This also allowed the removal of the bleed notches that drained the puddled fuel from idling overboard. Closer examination reveled the outer mold dies were narrowed to allow the larger bore Typhoon series, a larger land mating surface to the block, which works out well with this larger bore small main setup.

    The back of the blocks had to be cut back for the piston to pull back into because the pistons are .100 thousands longer below the wrist pin. They clear the crank counter weights by about 1/32 of an inch after cutting the inside of the piston skirt on a 45 degree angle. With that being done, it required that the main blocks be pinned for alignment which would not be possible to do by hand. So with the pins out I ground them down to 1/8th inch in diameter and shortened up to minimize cracking of the mid case.

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  2. #202
    Team Member BJuby's Avatar
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    I have read that later loopers had the set pin holes in the crank case deleted. Why did you elect to utilize them? Just wondering cause this is fascinating stuff!

  3. #203
    Team Member R Austin's Avatar
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    As I stated in my last thread the mains had to have locating pins because it would be impossible to position them so the piston would not contact them as they pulled down into the pockets. The Loopers had locating pins early on but because of cracking of the thin mid case, they were eliminated. They did still have the 3/8 locating bolts and the piston did not move into any pocket. The reason that I chose the smaller main bodies was keep the mid case web as thick as possible.

    The first picture is of a main block on a T2 X crank that I purchased. You will see how someone tried to punch the face to keep it from moving around in the case, all 5 had been worked over. Maybe they did not have a block and matching case, but the whole concept of the main bodies not being bolted down has bothered me, so I decided that I would bolt them as they are in a stock block. I will use a stud instead of a bolt and a nut due to the access point.

    That required machining a portion of the web out at each main location, drilling the case and then reverse spot facing thru the hole for a good nut land. I am sure that will place a much better hold on the main without compromising the front case.


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  4. #204
    Team Member R Austin's Avatar
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    Thought I had better get some more information on the site as work continues. Must be ready for assembly of the power head as I have made the gasket punches and the gaskets. Got the cylinders honed to size. Installed the rotating assembly with all but the three reed replacement bearing assemblies which are still being machined by a local tool making company. Set end play on crank and rotated with all clearances good. Pistons have been set out for coating by Line 2 Line Coatings. Put o-ring grove in lower main cap and relocated the fuel recirculating port for pumping lub to the top main bearing. Will have to start on the modifications of the carbs soon. Almost there!!!!!!!!!!


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  5. #205
    Administrator Aeroliner's Avatar
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    Outstanding engineering and workmanship. Very nicely done.

    Alan

  6. #206
    Team Member GHMiller's Avatar
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    Alan, I agree!!! Outstanding work!

    Mr. Austin, I have one question, why 5 fuel pumps? Am I missing something or is there a reason for only 5 and not six? Thanks,

    Gardner

  7. #207
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    looks very cool now...

  8. #208
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    Simply stunning........ can't wait to see & hear it!

  9. #209
    Team Member BJuby's Avatar
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    I can't stop looking at the photo with the carbs on. Wow. I can't begin to fathom how many horses this beast is going to pull.

  10. #210
    Team Member R Austin's Avatar
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    Quote Originally Posted by GHMiller View Post
    Alan, I agree!!! Outstanding work!

    Mr. Austin, I have one question, why 5 fuel pumps? Am I missing something or is there a reason for only 5 and not six? Thanks,

    Gardner
    The issue was a real estate problem. If you look between each fuel pump there is a black nut. That is the nut on the stud holding the intermediate case, along with the main thru bolts, to the block. I reasoned that if 3 fuel pumps can supply 60 cubic inches, which is 20 cubic inches per pump, then the additional 40 cubic inches of displacement can be supplied by 2 more pumps at 20 cubic inches each. I do not care for electric pumps and the only other option was to pressurize the tank with crankcase pressure. I am sure the 5 pumps will be sufficient.

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