Im not going to run the girdle as I feel for chasing 200hp atw this the block & crank are strong enough so using FWD sump which has the a little wing section for extra oil unlike the deeper cadet sump has.

Im going to do the rear head oil drainage also for safety along with
partly knife edged crank all balanced w/ custom single pulley.

Does anyone recommend arp main bolts considering the stockies are
so beefy and dont carry much tension in the first place?

Here is the FWD sump for reference

Theres not much you can take out of the bottom of the ca sump as theres probably only 5-10mm of clearance from the girdle anyway.

120y draglink bends back not down so doesnt really offer much advantage. Ive had one with both the l20b and the ca

The pic 1200rc posted up was my l series sump. It started as a 910 sump and i still cut probably 20mm out of it

I've never sat a CA into a B110. But something I found when I fitted an L20B into a KB310 was the height of the drag link was more of an obsticle to getting the engine low. I sectioned the guts out of the the Xmember to get the tall L20B block down lower in the hole. BUt then the engine sat on the drag link. (It was much worse at full lock too)
So we spend most of a day raising the floor of the (810) sump to get more clearance. (ONly to later discover that the rack an pinion 910 L20B sumps came with the very shape we strived so long and hard to create)
Since CA's came from R&P equipped cars already, It's safe to assume they have this shape too. (To be honest, I've never actually looked closely at the CA sump yet)
A mate of mine who is putting a CA18det into his 2door sedan has done the same thing. Sectioned the center part of his Xmember, and altered the sump to clear the drag link. So as to get the motor as low as poss.




BUT, when the 1st sump was modified, the engine was out pof some early EXA type car. The very early CA twin cam engines had different ports, and no girdle. When he shelved the idea of the supercharger, and bought a complete det engine instead he found that the sump in the pic above hit the girdle. (When We did my L20B sump, we used blue tack to check the crank to sump clearance at bdc)
So While I have nothing really to offer here, thats my thoughts on low low you can go.
Although, NickM tells me that the drag link from a B210 has a different shape to it. And allows a whisker more low-ness.

Mine used to sit like this.

didnt want to add that much so only put a wing on one side. no other real reason. was mainly to just have a bit more oil in there so there is less chance of all the oil getting stuck in the head and destroying engines. no baffling in it

i modified the bottom of the sump to allow it to sit lower. if you have a look at the sump on a CA you will notice there is a small hump at the back of the main hump and its the first part of the sump to hit the crossmember so it stops the engine being able to go lower. i inverted that hump so the main hump goes all the way up to the main flat section. get another 10-20mm of clearance

whats the theory of just adding wing on one side? did you use baffles?
is the main aim to add more volume of oil for temperature reasons or to stop issues with surging?

sorry but i dont understand the last comment under the pic

yeah i measured from beside the throttle cable holder about half way along the plenum




that's what my sump looks like, don't have a pic from underneath. but if you imagine the small hump in the sump was just inverted, that's what it looks like

there's not much difference at that point ... I think my plenum is almost parallel with the top of the guards (i.e. 33 to 34mm below all the way)

myself and pigdog both measured (i think) just in front of the ECCS badge on the inlet manifold, not where your photo indicates

Measured mine
33mm measured next to the throttle cable holder
136mm back flange of the plenum from the main plane of the firewall
about 63mm passengers side rocker cover from the main plane of the firewall

Attach file:

---

  Engine placement3.jpg (67.95 KB)


  Engine placement1.jpg (62.83 KB)


  Engine Placement2.jpg (57.78 KB)