Oiluj

James, That's good. Looking forward to seeing progress on the repairs. About a million years ago when I was in college, I took metal fabrication courses. I recall my instructor saying that you were not an engineer till you did two things; cut and joined metal with fire... I was never good at welding, but truely respect those who are...

Two things: 1) Had a short visit with James (Zealous) this morning, 2) took delivery of my neighbor's 72 from the paint shop this afternoon. It had to be towed because the engine wouldn't start, (no spark). Will look into that later after doing some re-assemby. Will post some progress pics once I start working on it.

That made me smile!

Personally agree with you. However, I wouldn't be surprised if Shakespeare said exactly the same thing...

From another, but much older, Cal Poly Engineer... What Leon said. I'm surprised the hanger is still open to students.

Funny. My personal view is who cares, long as the message is understood. I'm even OK with common shortcuts such as FWIW, but then I'm a silicon valley engineer. Paticiples, antecedants? Heck, it's a miracle I can spell five letter words! I was in Ireland last week on business. They were speaking english, but with the accent I had a difficult time following some of the conversation. Language evolves. Go back 200+ years and most of us would have some difficulty conversing with the average english speaking person.

That's quite a task. Good work!

Mixture knobs on my "late" 72 are cylindrical with straight knurls. Yours look like they would be easier to turn when you have your forearm bent in two places to get at the back one...

Arrggg! Just noticed a typo in my post above. Figures...

While agree with everything said above, let's take a measure or reality. I make certain my business communications are clear, concise and to the point, with good grammer and no spelling errors. That takes time and effort, especially for an engineer who never spent much focus on "English". (Not to mention my poor typing skills). My internet posts are casual communications, so I usually don't spend a lot of effort making them "perfect". It's more like I'm conversing with friends, who hopefully will over-look my errors...

Naw, you were just being lys-dexic...

John, I turm 58 tomorrow. When it comes to technical design reviews, my co-workers have considered me a curmudgeon for several years...!

Ted, FWIW, John knows his stuff and has been giving you good advice. You might want to call one of the premier L-series engine builders, (Rebello, Sunbelt), and see what advice they give as well. I for one, look forward to hearing ongoing updates on your build.

Ted, Do they have 93 octane pump gas in Ohio? Where I'm at, all we have is 91...

The L24 doesn't have adjustible valve timing of modern engines. Maybe I'm wrong, but 10.6:1 compression sounds a bit high for running "pump" gas, which was part of the initial posting. It's not my area of expertise, so perhaps others may be able to shed more light on this...

I'd like to, but my bride's (whole) family is in-town and some of them are staying at our place. Second thought, might be a good excuse to get away!!!

OK, what's with this exodus to Porsche???? Just kidding. Nice looking car!

Saw a TV program on the California Mille Migle. There were all levels of classic cars, including MG's, TR6's, etc. So I thought to myself, "That would be fun to do next year" Then I went to the website. OMG. Entry fee is $6,000! Looks like I won't be doing that run...

Only with my bucket seat, "butt dyno", and it seems quite happy... I really don't know, but I'd guess-timate I lose something between 15% to 25% through the stock drivetrain. That means between 160 to 180 HP at the rear wheels, (but probably closer to 160). Without putting it on a calibrated dyno, it will remain a mystery...

It's a E88 head. Rebello did their "touring" head mods. If I recall, it's larger valves and slightly modified combustion chambers, but I'd have to go back and look at my notes & invoice to say for certain.

No harm, no foul. I'm used to seeing HP numbers given as crank HP, but you are correct that HP to the ground is important. My engine has plenty of usable power, yet the throttle is still linear and docile enough for street use. The Rebello 3.0 upgrade will give you 200 HP at the wheels, but I didn't go that route because it would have required frame stiffening.

Looks Good! Makes me knida wish I hadn't sold my MGA...

Here's my dyno sheet. Rebello 2.7 L "Classic" stroker upgrade, 10:1 compression, Rebello "touring" head mods w/ moderately aggressive stage 2 cam, , 2.5" exhaust and stock carbs with SM needles & Pertronix ignition. As you say, dyno sheets don't lie. Look at 5000 RPM. With the flat torque curve, it's very easy to drive on the street. Yes, it's measured at the crank. So when you calling Rebello?

Have one of those in-line for bleeding the 13 HP diesel in my small sailboat.

That's what I did. It wasn't cheap, but I'm glad I did it. Rebello did the 2.7 L stroker upgrade to my L24. Dyno'd at 212 HP / 200 ft-lbs on premium pump gas. It did lose the silky-smooth idle of the stock cam. It doesn't lope, just idles a bit rougher. Unless I mention it, most people just think that it's normal. Have to dis-agree. Mine is drives no differently than before on the street, and provides smooth, consistent power. The the torque-curve is quite flat. I did have a slight pinging problem, but finally figured-out I couldn't advance the timing past the stock spec with pump gas. A well done engine upgrade doesn't drive any differently enough to notice. It does get to be more work to drive when HP is increased so much that you need a performance clutch. Had a chance to drive a 280 with a race clutch and thought it would not be fun in traffic...