|
Post by remy555 on Feb 24, 2015 19:22:57 GMT
|
|
|
Post by Richard DAF Webmeister on Feb 24, 2015 20:57:16 GMT
Wow, what a great video, lovely DAFs, great production! Did I see a photographer being very "brave" at about 4:45?
|
|
|
Post by jeroen on Mar 20, 2015 19:12:08 GMT
i bought a 1-2-3 ingnition in france
|
|
|
Post by swissdave on Apr 6, 2015 15:28:19 GMT
It's alive! The bulk of the delay has been due to the exhaust. It started for the first time 3 weeks ago but without the exhaust fitted. It started easily once I'd sorted a stuck fuel pump diaphragm and revved nicely if very fluffy at low revs. Since then I have been trying to marry up the Daf Hobby manifold and link pipe to the ClassicSwede exhaust. The first attempt at altering the link pipe resulted in the pipe passing under the anti roll bar, this looked very low when the car was back on its wheels and this also caused the tailpipe to press on the rear valance with the resulting vibrations! I managed to drive a few miles with the exhaust on like this before getting it to Paul today: www.paulgooderham.co.ukThis guy has skills I could only dream of, he produced a complex new link pipe, beautifully TIG welded and a tweak of a couple of brackets and it's all on and fits perfectly. The link pipe is now above the anti roll bar the same as the standard one fits and the exhaust is nicely tucked up tight to the underside. It's hard to comment on how loud the exhaust is yet as the webers are so noisy, I'll try to video the rolling road session later this month so hopefully you can hear it then. I must say to be fair to Dai of Classic Swede www.classicswede.co.uk/66_Stainless_steel_exhaust/p1733344_13125335.aspx that the alteration required was due to a different from standard manifold, not the quality of his exhaust which was very good. Anyway, some photos of today's happy progress:
|
|
|
Post by Richard DAF Webmeister on Apr 6, 2015 18:40:29 GMT
Very smart and impressive.
But... did you say rolling road? That worries me a bit (i.e. the centre page article in the latest mag)
|
|
|
Post by joe on Apr 8, 2015 17:57:03 GMT
Wonderful stuff. A work of art!
|
|
|
Post by swissdave on Apr 20, 2015 19:20:37 GMT
So far the new engine has covered about 300 miles and is getting better as it progresses. The twin 40s were a problem in a few ways but most notably the lack of clearance between the rear carb and the near side steering arm. On full bump the arm could hit the carb, I'd thought that it would be close but it was worse than I'd hoped. The vacuum system gave issues with the distributor and the noise was incredible, so.. I've changed to a standard G5 fitting Weber 32DIR twin choke. The vacuum system is as standard with a single hose from the inlet manifold and is much better for it. The performance now that I have proper kick down (after changing a split vario diaphragm) is excellent. The revs rise to 4500 when accelerating with kick down from 30 mph plus and it is very lively, I'd say as fast as my old Porsche Boxster from 40 to 80. The carb is still quite a way off perfect, it's a V340 one with the G5 standard jets but it needs tweaking so the rolling road is booked for next Monday, I share your nervousness Richard, my MOT man avoided the brake rollers as per the magazine. I'm hoping that the fact that the rolling road rollers are in fact one roller and not independent like the brake ones means that the gearbox won't be stressed in the same way. Anyway, some photos of the engine as it is now, I have a K&N filter on the way that I will probably plumb the rocker cover breather into. The last photo is the change down micro switch fitted to the new carb linkage.
|
|
|
Post by jeroen on Apr 23, 2015 18:55:20 GMT
so thats very nice!!!!! dave can you post me a picture from the throttle bracket and carburettor? thanks!
|
|
|
Post by swissdave on Apr 24, 2015 18:00:06 GMT
Like this Jeroen?
|
|
|
Post by swissdave on Apr 27, 2015 17:12:54 GMT
The standard Gordini Weber carb is very high up in the V66 engine bay and I found that the K&N 9000 series filter for the V340 doesn't fit. I think that there's a Pipercross filter that will fit but no one stocks it and I was short on time so I found and bought a universal 8" round type from eBay. This needs the base cutting to fit the carb and a method of holding the lid on figured out but it is shallow and would fit under the bonnet.
The final part of the engine install was the rolling road session to get the carb jetted properly for the special exhaust and filter. As I was noticeably nervous the RR guy suggested that I drove it on the rollers which I happily did. I don't like anyone even moving it across the car park so this suited me fine. After setting the tickover mixture and the timing we ran it up to see where it was mixture wise and then changed the main jets in both barrels and retested it.
At the end we did a power run to see what it was making at the wheels but because the engine is so new and still quite tight, revs were kept to a maximum of 6000. That's the second run on the video. 62 horsepower at the wheels doesn't sound huge but that's probably equivalent to a new Renault 5 Gordini which should be 93 at the flywheel at 6400 rpm. The engine should make a bit more power at the top end when it is properly run in and the full 7000 revs can be used but the spread of power is very good with 60 horsepower at 5000 rpm and 57 at 4000.
I think it sounds great when it's revving. :-) (the annoying rattle on tickover is the exhaust probe)
|
|
|
Post by matraman on Jun 15, 2015 18:15:51 GMT
Hello Dave,
Great post with lots of pictures showing a nice "how to do it" Thanks for sharing this info with us. I'm doing a similar conversion so your post is a big help to me.
Can you inform me where you obtained the inlet manifolds for the twin Webers? Still looking for a couple of these.
Cheers,
Matraman
|
|
|
Post by swissdave on Jun 16, 2015 13:14:41 GMT
Hi Matraman, thank you for your kind comments. The conversion has turned out well but is still a work in progress, I'd like a little more power and have a plan for the next step. ;-) I got the inlets from Salv Sacco. He trades on eBay, here is a link; www.ebay.co.uk/usr/salvatote
|
|
|
Post by jeroen on Jun 17, 2015 19:18:30 GMT
[/URL] i bought a replacement carburateur original is 32dir58t this is 32dir62 a New one and Dave do you see that my collector is lower then yours i dont have the m8 bots for the bracket
|
|
|
Post by matraman on Jun 18, 2015 21:09:34 GMT
Hi Jeroen,
Nice new Carburettor!
As you noticed correctly the Gordini engines have more than one type of inlet manifold. Mine has the higher one just like Dave's but I recently missed out on a second Gordini engine which had the lower model just like yours.
Any chance that some of your old pistons are good enough to mount again in another engine? One of my pistons has touched a stuck exhaust valve and has a dent in it :-(
That specific valve initially looked OK but when the cylinder head was rebuild they found it to be slightly bent. Replaced all four as they couldn't source the original ones and i don't like to have one being different from the rest.
Now the Gordini engine has been stripped it's time to start working on my B14.4E unit. I hope that is in good shape.
Matraman (NL)
|
|
|
Post by jeroen on Jun 19, 2015 19:10:06 GMT
Matraman your from the netherlands? then can we speak dutch I can give you my email and yes i have 3 pistons and liners the fourth piston is broken
|
|
|
Post by matraman on Jun 20, 2015 14:33:50 GMT
Hi Dave,
Just ran your video a couple of times. Sounds great this engine, job well done!
Nice Volvo you got there, did you find it in this condition? Look forward to your search for more power…..
Matraman
|
|
|
Post by matraman on Jul 1, 2015 20:54:03 GMT
Hi Dave,
I just received my new crankshaft pulley and trial fitted it to the B14 engine. The original B14 pulley is shown in the fourth picture in your post of May 12, 20014 and sticks out a lot. The new one is more flat and is closer to the distribution cover.
But if I measure the distance between the new pulley and the cover it's something like 10 mm. I checked it on another engine that originally came from my car and there it's around 5 mm. This distance is important because the pulley has to line up with the water pump.
Did you modify the piece that slips over the crankshaft where the pulley is mounted on? Or use that piece from your old engine (maybe they have a different length)?
Would be nice if you can post a close up picture showing the distance between the pulley and the timing cover on your engine.
Regards,
Matraman
|
|
|
Post by swissdave on Jul 7, 2015 20:29:16 GMT
Hi Matraman, I used the V66 front pulley on the V340 crank, this lined up with the V66 water pump despite the new head.
|
|
|
Post by matraman on Jul 7, 2015 20:52:57 GMT
Hi Dave,
Excellent picture! The distance between pulley and distribution cover looks comparable to what I see on my engine :-) I'll trial fit the head plus water pump to see how the pulleys line up. If needed I can always do a modification later on.
Thanks for your help,
Matraman
|
|
hans
Likes DAFs
Posts: 4
|
Post by hans on Jul 18, 2015 10:42:43 GMT
Hi guys, my name is Hans and I'm new on this forum. I live in the Netherlands, in the eighties i restored a Daf 600 which I sold back tot the nephew of the former owner (Volvo dealer). My current Daf is a 55 1972. A couple of years ago iIbought a Gordini/Alpine engine for installation in the 55. I had the cilinder head reconditioned and adapted for use with the 55 water pump and then had tot stop the project temporarily. But it is time to move on now. My plan is to make the whole conversion happen with a minimal budget, so I am focused on reusing the existing parts as much as possible.
Your conversion is impressive Dave, the exhaust note is beautiful. I noticed that you used the existing microswitch on the Volvo one-port caburetor (which is part of the vacuum assistance of the Variomatic operating system). What did you do in relation to the cam that actually operates the switch, did you use the existing one from the Volvo 66? Or did you figure out a custom one, as the Weber on the Gordini is of course a two port version with a delay on the operation of the second port and as such probably operates differently. My plan is to use the electronic tacho-relais as on the Volvo 340. This replaces the microswitch and does the same job, but electronically. Not my first choice as I would like to keep the car as simple as possible and the micro swich has proven to be more reliable then the relais. Was your choice to reuse the switch motivated by this last consideration?Attachment Deleted
|
|
|
Post by swissdave on Jul 18, 2015 20:06:53 GMT
Hi Hans and welcome! Your 55 looks very nice, it's great to have another Gordini conversion on the thread. The picture showing my carb linkage a couple of posts up shows the switch mounted on an alloy bracket. On the Volvo 66 the switch is only operated at closed/small throttle openings, the full throttle kick-down on the Volvo 66 is operated by a switch on the accelerator cable so the cam on a V66 is only single lobe not two lobes as on your Daf 55. It was easy to use the ferrule on the end of the cable to act as the cam on the vacuum control switch, I used some chemical metal to fix it solidly to the throttle spindle and operate the switch smoothly. I think your idea of the 340 system is the ultimate solution, my current plan is fitting an extra switch inside the car to operate the kick-down function whenever I want.
|
|
|
Post by jeroen on Aug 8, 2015 15:57:57 GMT
Hans i live in Leidschendam mayby we combine projects?? Jeroen
|
|
|
Post by matraman on Aug 21, 2015 20:13:24 GMT
Did any of you change the distribution chain tensioner from the spring loaded version (Volvo) to the hydraulic one (R5 Gordini, other renault)? The mounting is the same but I have no clue if there is a change needed to the block to supply oil pressure to the tensioner. It might be that a hole has to be drilled to open up the oil gallery?
Your advice is most welcome.
Best Regards,
Matraman
|
|
|
Post by swissdave on Aug 21, 2015 23:00:49 GMT
Hi Matraman, I used the standard V340 spring tensioner as I thought that would be OK with the normal single row timing chain that I used instead of the Gordini/Alpine duplex one. I think that you can drill through to the oil way in the block to use the hydraulic tensioner, there is a blanked off oil gallery in the right place on the block behind the tensioner.
|
|
|
Post by swissdave on Sept 9, 2015 19:03:24 GMT
Hi all, the Volvo has now covered 2,400 miles on the new engine and other than a few teething problems I'm very pleased and relieved to report that it has performed perfectly. The only real downsides to the conversion are more intake and exhaust noise, the latter particularly at motorway cruise and a little more engine vibration through the car body because of the harder rear engine mountings that I fitted to help protect the driveshaft. After talking to a couple of Dutch contacts that I made in Holland earlier this year I have wired in an extra switch to the "overdrive" side of the EMVK vacuum valve so I can disable it and be in a permanent low - ratio kickdown mode if I want which makes the engine hold higher revs under hard acceleration and gives more power. Over about 40 mph it will hold at least 5000 rpm and seems to give a lot more punch than the 4000 rpm that it held at before. I took a couple of fellow Daffers out for a white knuckle ride in the car at ED6 the other weekend and they seemed to like it. ;-) The next step to make some more power is to make use of those twin webers I had fitted originally and had abandoned due to lack of clearance with the steering arm. It happened because when I had carried out the engine swap the car was up on axle stands and with the front suspension on full droop there was plenty of clearance for the carbs, even 70mm deep K&N style filters... Only when I lowered it to the floor to test drive did I see the problem. Even with no filters fitted the clearance was very tight:
I fitted some skinny gauze filters instead but noticed that the "problem one" had been knocked half off the trumpet driving home after the MOT and when I tried full right lock I saw how bad it really was:
The steering arm was hitting the inlet trumpet! So, off with the 40s and on with the standard 32 twin choke etc.
After chatting to my rolling road friend I have however now solved this problem. He didn't like my idea of a set of home made curved inlet trumpets but suggested putting a kink in the one near the steering arm which I managed to get a local engineering shop to do today:
It looks nicer on the inside, I have tidied it up a bit, grinding away the lip on one side and using my favourite JB Weld chemical metal to fill the dip in the other side:
Plenty of space for the gauze (brick stopper) filters even on full lock
So, hopefully running on the twin carbs next week and then I'm taking it back to the rolling road at the end of the month. I reckon it would make a good bit more now even with the standard single carb as the engine has loosened up so much but as long as the weird looking trumpet works ok it should make even more with the twins. I'll record another video and post the results once done.
|
|
|
Post by swissdave on Sept 28, 2015 19:20:17 GMT
Woohoo! A maximum of 80 horsepower at the wheels this time. :-) The engine is so crisp on the 40s and it really has taken the acceleration up a level. The noise is incredible, the maximum revs were 6500 in the video of the power runs below and at top end I think that it sounds a lot sweeter than on the original video with the single weber.
|
|
|
Post by jeroen on Sept 29, 2015 17:02:53 GMT
Whooooo thats nice work I didnt became further with my gordini project its finished but the 55 engine must be put out Sorry for my english normal dutch
|
|
|
Post by matraman on Sept 29, 2015 20:09:57 GMT
That sounds so sweet! Good work Dave… :-)
Kind regards.
|
|
33grinder
Likes DAFs
CHPD* sufferer (*Compulsive Heap Purchasing Disorder)
Posts: 2,905
|
Post by 33grinder on Oct 15, 2015 22:39:48 GMT
I had the greatest pleasure in being taken out in this fine car at ED6 and she really is as sweet and good sounding as the video. In fact the video doesn't do it justice. She really does pick up speed so quickly and corners on rails.
|
|
|
Post by swissdave on Nov 26, 2015 13:02:25 GMT
It's cold and damp outside now so I have retreated to the garage with the heater on full to carry out the next upgrade to the engine on my V66. The twin 40s definitely gave the G5 lump a good boost but with downsides that included a huge amount of noise and a problem filtering the air supply to the carbs. I would also like to get the car doing the 0-60 sprint in the 7 second range, it will manage a time of about 8s with the weber 40s so a bit more power is needed. Thanks to good old ebay I have found a great little supercharger to suit the engine. The car it is from originally is a Nissan Micra 1.2 DIG-S and is an Eaton R410, 6th generation TVS type. These are so efficient compared to an old fashioned roots type, the rotors have a 160 degree twist in them and Eaton have done a great job in modernising the basic design. To give an idea of how efficient, the new Twin Vortices Series type are 20% more efficient than the 4th and 5th gen type fitted to recent Kompressor Mercedes and the BMW Mini Cooper S.
The piece of paper is A4 to give an idea of scale, the extra inlet/outlet bits in the second photo are the Nissan parts that I won't be using.
Even with the advanced supercharger the inlet charge will get heated by being compressed and as my compression ratio is high at 10:1 I need to keep everything as cool as possible to avoid detonation (like pinking but a whole load more catastrophic!). To this end I have discovered a superb new method of intercooling using a chargecooler built into the inlet manifold. I need to make a plenum chamber to mount the 'charger on the inlet manifold so I will incorporate a couple of these Laminova cores into that, see here for more details: www.laminova.se/cooler-guide/intercooler
Although the 'charger and cooler are very modern, I'll be using the stone age tech of a draw-through carb method and points ignition at the moment, probably a single SU HIF44. I know this isn't going to be applicable to many Dafs but I enjoy sharing my projects like this, hopefully some of you might find it interesting. Cheers for now, more news and photos as it progresses.
|
|