GJM85

I play with K bangers. Vacuumed sump will reduce resistance on compression stroke. More hp to be had. If we wanted rotories or others we'd be on the corresponding forum.... IE: psoff unless you can value add to the conversation.

It's a long story. Nye on 12 years ago my first car, a sky blue CS ke70, I gave to my old man. He proceeded to convert it too a 3T. The original engine and gearbox (4k) was set up on a jig and donated to Flagstone State High Schools engineering department. Now it's back home...

There's the pedal brake. Now it's under coated.

Just bend the tab. In 32/36 webers you bend the tab which the needle attaches to.

My brake plans.

From the research I've done aerodynamics, weight and wheels are what make a cart. Some of the videos on the tube are far out there. I've designed this cart around a 12in wheel with a 980 wheel base. 20in wheels would raise its centre of gravity to much and turn it into a rollover machine.

Unfortunately for every class with the exception of the Opens and King of the Hill the max wheel size is 310mm. You've made a couple of gnarly carts there mate.

I'm making a cart for the Woodhill Derby in July. I'm hoping my sons will run it in the Under 9's and I'll run it in the Opens. I'm going for the classic open wheeler with a little more flair. Spent a week of my lunch breaks on it so far and have the body almost done. Going to run 12" bike wheels and and bike brakes on the rear.

Me.

It may have a lumpy rough idle down low because of the cam. The cam is probabley good for between 3500 & 7500rpm. Carby and exaust would make a huge difference in performance. You'll likely never get a smooth idle below 1000rpm.

The 55 gearbox is what you want. You may have to re-drill the crossmember still. I used the ke70 box. I had to cut the tunnel a bit and redrill the crossmember. Shifter doesn't interfere with the handbrake.

6 1/2" is about the max with the right offset. The springs aren't the problem. It's the scrubbing on the guards...

It is a thermostatic valve for the choke. There is no performance gain to be had, by disconnecting it. These carburettors are most efficient with all their bells and whistles.

Birnam Rural Fire Brigade's ke70 gem. I'm gonna sneak in there on the way to work and see if its got a donk and gearbox. 27°56'06.3"S 153°04'41.9"E

There is no easy option & considering you want 250kw, 5 studs is a given. 250kw is an expensive achievement and one that will make a diff conversion seems minute.

Aaahhh!

That's pretty gnarly toe jam.

Search for the Hot Spark.

That's cool.

It's actually EGR. Exhaust gas recirculation. Operated with a vacuum controlled valve. When under throttle it does nothing. When you back off the pedal the fuel mixture leans and the engine begins to produce higher levels of carbon monoxide, nitrogen oxides and hydrocarbons. The increased manifold pressure at closed throttle opens the valve and allows these bad guys to be recirced and reburnt.

Going, withor without, bitches!

I've pulled down a 4k carb off a ke55 and a ke70. The 55 had 106/152 mains & the 70 was 108/152 mains. All had 49 idle jets. All main jets are exchangeable. The idle jets are different between 3k&4k.

Take the carby top off. Idle jet is the small size flat bladed screw. The jet is about an inch long and has an incorporated emulsion tube. Mine was a 49. Mains are there in the fuel bowl. Mine had a 102 primary & and a 162 secondary. Air correction jets? I believe it's built into the casting.