SPF #2285 Born, But Still Coming To Life
- Thread starter soulcoaxer
- Start date
Robert S.
GT40s Supporter
Hydraulic Lift System SPF GT40 Explanation
Tim,
The dampers and coils are standard and original. Normally, and without a lift system, the bottom of the shocks mount to the lower control arm, and there is an adjustment at the bottom of the spring to adjust ride height elevation +/-.
The hydraulic lifting/lowering cylinders are only 4" in height. The coil has enough built in adjustment to it that it will permit fitting the cylinder between the bottom of the coil and the bottom of the shock. The GT40 can have a ride height of 3 3/4" as I do, or 4 1/2" as some others do - or, they can be higher or lower that those settings, even after the lift cylinders are installed.
After cylinders are installed, and they are not activated (They are in ride height mode [low]), one adjusts for the desired normal ride height. At normal ride height, the camber of each wheel is normal and properly aligned.
If you activate the lifts, the cylinders will push upward upon the bottom of the springs, and thereby will raise the body and frame nearly 2". However, the wheel camber on all four wheels will go slightly out of alignment while in the up (raised) position. It is okay to drive at slower speeds and for short periods in the up position. Normally, however, one drives in the downward position.
That being said, there is absolutely no difference in bottoming out with or without the system - which I have never done while having the lift system.
The coils do not bind, they just squeeze a little bit together as the body and frame rise. During downward position, they do the opposite and expand between individual coils. No bottoming out, no custom shocks or coils, and the car acts and rides completely normal just as one would without being fitted with the lift system.
I plan to take close-up HD video of it in both modes, and will post it.
The hydraulic fluid reservoir is half the size of a cigar box, but twice as high as one - basically, very small.
Robert
Tim,
The dampers and coils are standard and original. Normally, and without a lift system, the bottom of the shocks mount to the lower control arm, and there is an adjustment at the bottom of the spring to adjust ride height elevation +/-.
The hydraulic lifting/lowering cylinders are only 4" in height. The coil has enough built in adjustment to it that it will permit fitting the cylinder between the bottom of the coil and the bottom of the shock. The GT40 can have a ride height of 3 3/4" as I do, or 4 1/2" as some others do - or, they can be higher or lower that those settings, even after the lift cylinders are installed.
After cylinders are installed, and they are not activated (They are in ride height mode [low]), one adjusts for the desired normal ride height. At normal ride height, the camber of each wheel is normal and properly aligned.
If you activate the lifts, the cylinders will push upward upon the bottom of the springs, and thereby will raise the body and frame nearly 2". However, the wheel camber on all four wheels will go slightly out of alignment while in the up (raised) position. It is okay to drive at slower speeds and for short periods in the up position. Normally, however, one drives in the downward position.
That being said, there is absolutely no difference in bottoming out with or without the system - which I have never done while having the lift system.
The coils do not bind, they just squeeze a little bit together as the body and frame rise. During downward position, they do the opposite and expand between individual coils. No bottoming out, no custom shocks or coils, and the car acts and rides completely normal just as one would without being fitted with the lift system.
I plan to take close-up HD video of it in both modes, and will post it.
The hydraulic fluid reservoir is half the size of a cigar box, but twice as high as one - basically, very small.
Robert
Robert S.
GT40s Supporter
Can you post a link to the thread and posts you have mentioned are pertinent?
Thanks for the info.
Robert
Photos in thread link Robert.
http://www.gt40s.com/forum/gt40-tec...bellhousing-engine-mount-lugs.html#post476640
http://www.gt40s.com/forum/gt40-tec...bellhousing-engine-mount-lugs.html#post476640
Hi Robert, I sent you a pm. need to ask some questions about your eight stack set up.
thanks,
Carman
thanks,
Carman
Robert S.
GT40s Supporter
Re: SPF p2285 8-stack
Carman, Here's a link to a photo and information on a tuning gauge for an 8-stack set-up. Syncronizer
Here's a link to a supplier, and I think the ones made in Germany are best.
TUNING AIDS
Note: The gauge is not suitable for measuring the velocity of a golf ball being sucked through a garden hose.
Robert
Carman, Here's a link to a photo and information on a tuning gauge for an 8-stack set-up. Syncronizer
Here's a link to a supplier, and I think the ones made in Germany are best.
TUNING AIDS
Note: The gauge is not suitable for measuring the velocity of a golf ball being sucked through a garden hose.
Robert
Robert S.
GT40s Supporter
Two types of 8-stack injection designs p2285
Carman,
I thought more about your desire to make the correct choice between two 8-stack set-ups from the Eight-Stack company. During my build, I was constantly overwhelmed having to make choices, so I do understand such circumstances and anxiety they cause.
Two Types of EFI by Eight-Stack Company:
The Eight-Stack Weber look-alike design does have the eight separate injectors installed to spray on the top side of the throttle plate, AKA butterfly valve.
The other Eight-Stack Model offered is a non-Weber look alike model that features the injectors mounted below the throttle plate/butterfly valve.
My Thoughts:
I did purchase the Weber Look-alike Eight-Stack EFI system three years ago. It has been trouble free, has never required repairs, and does support H.P. ratings way above 750. If it does "Pool", which is highly doubtful, the so called "pooling" has not resulted in any perceivable problems and has not compromised the operation of the engine either at idle, WOT, or anywhere inbetween.
While at low RPMs, more of the injector spray is deflected off from the throttle plate/butterfly valve, the angle of deflection changes greatly as the RPMs increase. At WOT, the deflection is at or near 90-degrees, which would result in more even disbursement of fuel.
If you plan to race the vehicle and every micro second of increased H.P. and speed is a key desire, maybe then, there is a very slight difference between the two designs. While that set of circumstances may be a factor - still, there are no noticeable perceivable problems with the injectors above the throttle plate.
I also believe that if it were possible, and it is with direct injection, to spray a mist of tiny fuel droplets into the combustion chamber, it would increase H.P. due to a hotter more even burn. However, neither of the two above systems are direct injection. That being said, it remains a fact that in both of the above systems, when the injectors spray, much of the fine atomized fuel finds it way to the inside surfaces of the intake manifolds chambers before reaching the combustion chamber. Therefore, the fuel that comes into contact with and slides off from those surfaces are no longer atomized. That circumstance applies to both of the above systems, even the system that sprays below the throttle plate. That tends to lessen the differences and relating impact, if there is any, between the two types of fuel delivery.
Decision Tree:
The Weber look-alike system captures and presents the engine and vehicle as more ERA correct, and thus is more appealing to many. It does cost slightly more than the non-Weber look-alike system thought.
I suspect the Weber look-alike system would ultimately result in more curb appeal and related higher value when you decide to sell your vehicle.
Good luck with your build. :thumbsup:
Robert
Carman,
I thought more about your desire to make the correct choice between two 8-stack set-ups from the Eight-Stack company. During my build, I was constantly overwhelmed having to make choices, so I do understand such circumstances and anxiety they cause.
Two Types of EFI by Eight-Stack Company:
The Eight-Stack Weber look-alike design does have the eight separate injectors installed to spray on the top side of the throttle plate, AKA butterfly valve.
The other Eight-Stack Model offered is a non-Weber look alike model that features the injectors mounted below the throttle plate/butterfly valve.
My Thoughts:
I did purchase the Weber Look-alike Eight-Stack EFI system three years ago. It has been trouble free, has never required repairs, and does support H.P. ratings way above 750. If it does "Pool", which is highly doubtful, the so called "pooling" has not resulted in any perceivable problems and has not compromised the operation of the engine either at idle, WOT, or anywhere inbetween.
While at low RPMs, more of the injector spray is deflected off from the throttle plate/butterfly valve, the angle of deflection changes greatly as the RPMs increase. At WOT, the deflection is at or near 90-degrees, which would result in more even disbursement of fuel.
If you plan to race the vehicle and every micro second of increased H.P. and speed is a key desire, maybe then, there is a very slight difference between the two designs. While that set of circumstances may be a factor - still, there are no noticeable perceivable problems with the injectors above the throttle plate.
I also believe that if it were possible, and it is with direct injection, to spray a mist of tiny fuel droplets into the combustion chamber, it would increase H.P. due to a hotter more even burn. However, neither of the two above systems are direct injection. That being said, it remains a fact that in both of the above systems, when the injectors spray, much of the fine atomized fuel finds it way to the inside surfaces of the intake manifolds chambers before reaching the combustion chamber. Therefore, the fuel that comes into contact with and slides off from those surfaces are no longer atomized. That circumstance applies to both of the above systems, even the system that sprays below the throttle plate. That tends to lessen the differences and relating impact, if there is any, between the two types of fuel delivery.
Decision Tree:
The Weber look-alike system captures and presents the engine and vehicle as more ERA correct, and thus is more appealing to many. It does cost slightly more than the non-Weber look-alike system thought.
I suspect the Weber look-alike system would ultimately result in more curb appeal and related higher value when you decide to sell your vehicle.
Good luck with your build. :thumbsup:
Robert
Robert S.
GT40s Supporter
p2285|Lift|Seats|baffled & non baffled silencers|John Force
Kit Car, Replica, Factory Built Continuation,
Earlier Factory Built, Clone/Tribute . . . . . . . . . Click Here
SEE MORE OF p2285 Click Here
Kit Car, Replica, Factory Built Continuation,
Earlier Factory Built, Clone/Tribute . . . . . . . . . Click Here
SEE MORE OF p2285 Click Here
Robert S.
GT40s Supporter
Last edited:
Robert S.
GT40s Supporter
Re: Braces For Our p2285 . . .
Robert where did you get that canard setup? I want them, looks great.
Canards are at Olthoff Racing: Canards - Olthoff Racing
Tim Kay
Lifetime Supporter
Re: Braces For Our p2285 . . .
Nick, I have a set of canards that came off SPF2091 Mark 1 as shipped from SPF if interested. Different style than Olthoff’s that Rick posted (no gurney lip, fiberglass and squared off vs curved)
I prefer the curved styling over the squared style so had a local fabricator make an aluminum set.
Tim
Nick, I have a set of canards that came off SPF2091 Mark 1 as shipped from SPF if interested. Different style than Olthoff’s that Rick posted (no gurney lip, fiberglass and squared off vs curved)
I prefer the curved styling over the squared style so had a local fabricator make an aluminum set.
Tim
