The block has been bored out to give a capacity of 2060cc, a sensible level for the early original block being used. The crank and rods have been balanced, and the flywheel has been lightened. I have used ARP big end bolts and hepolite standard spec oversize pistons along with Vanderwaal VP2 bearings. There is also a high pressure oil pump and the block has been thoroughly cleaned with new core plugs and a Burton gasket set used to reconstruct it. This has resulted in my engine having a theoretical sustainable rev limit of some 7200rpm which I hope is a sensible proposition for fast road use. The clutch in use is believed standard though when the car was in use it was rather fierce and somewhat on/off so the cover may be uprated.
The top end has been extensively modified. I have heavy duty cam bearings running a Piper 285 cam kit with 270 derees inlet and 290 degrees exhaust, this lifts 44.5mm stainless steel inlet valves and 38mm stainless steel exhaust valves which run through phosphor bronze guides with uprated kit springs, followers and steel spring caps.
The above image displays an almost completed chamber with and without valves inserted. I have rebuilt a 38 DGAS carburettor (3 litre V6 carb) for the engine which using the capable standard portmatched manifold (properly stepped) should be capable of fuelling her to around 150bhp. Eventually I shall either fit twin 45 Webbers or 44Idf's or some form of ECU controlled injection. On the other side is a 4-2-1 portmatched manifold (stepped again) feeding into a 2 1/4" free-flow, 2 box, stainless system with an endpipe which is far to large (about 3") and makes many a popping noise when you lift off..
