if i could find a bellhousing from the states that
bolts up to the ca16 from the early 80s stanza?

The heat thing is still a big ? mark
I will have to do something with a professional
tig welder and then harden the chamber somehow.
However will be using the durafix rods for building
the inlet port area and sparkplug holes.

D, from memory I think spark plug tips need to stay between 500 and 800 celsius, I think over that you tend to get preignition from the hot tip or other hotspots. So I guess after the spark is delivered you may see temps upward of 800 celsius?

the engine coolant carries the heat away, so that it doesn't melt.

If you are carefule to reduce weight, why are using heavy 71B transmission? Can't you use the 63?

anyone know the temp of the combustion chamber
is exposed to? if it over 1000 degrees the alloy
would melt? I always thought the instantaneous
combustion is very high temp but the chamber itself
is much cooler????? confused

More like 1050.

Combustion temps in the head go way over 150 degrees.

Time for update

Got the engine mounts from both a bluey and pintara with ca20e
and found the pinnie to be more suited.
Modified the mounts by removing excess material and shaping them
to suit a lower mounted position for the b10.
Also got the crossmember from bluey just to get the simpler
mount supports, Ive removed the spot welds and placed them over
a 1000 crossmember I have spare. Ill get pics up soon.

Also got my ca16 cleaned up and with a front wheel sump for fitting
purposes and will sit further back in the engine bay 3cm back and
although 1.5cm longer than the A series will leave a tad more room
at the front as Ive removed the long section of drain tube and left
the top section which is plenty for any 1000 to use for drainage.

Got 3 stumpy boxes for spares and a ca20 front bellhousing so just
need to get that on the box but will like to use the alloy centre
plate for my anal weight reduction. Will make the box weaker but
not aiming over 150 lbs of torque or over 180hp. So the 71b box will
be plenty strong compared to a 63a anyway.

Have an 8v to play with and looking at this product to fill up the
ports and head chamber as combustion temps dont go over 150 degrees usually?

http://www.durafix.com.au/index.php
http://durafix.com/

looks like the USA supplier has better prices than locally!
Its an OZ original product!!!

now need a good tig welder for cyl heads!!

further revised chamber for 10.5:1 comp using flat tops

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nicr will be good too see how u go!!
maybe one day if i keep going the way im going ill buy them all up!!
lol

Those guys are buddies Ive been on the forums with them and the
left hand car already passed the marker as he got there first.
Most admit the 8v with an intercooler, bigger turbo and better
ca20e manifold is only just behind the 16v.
George Fury could have gone fj20det instead of z18et but it
had enough midrange to make it competitive.

Mick the good thing is with the L, you can always just add a
Z turbo head and the engineer will have to pass it as its a 1.6.
Why weight rule even a 1200 deluxe at 720kg x 2.5 = 1800cc turbo is possible
Im only allowed a ca16 with turbo by the same rule and 2lt NA.

Nick, Are you going to be the future sole supplier/developer of CA18DE/T :)


After studying some after market cylinder heads for Harleys and Chevs
I will aim for a smaller swirl chamber to maintain the mix more central
in the cylinder as per Jmacs suggestions.

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