SolidWorks Roadster

Checking piston to deck height

Just a short little post showing how we check our piston to deck height and our top dead center. Typically we would check this on number one cylinder but since our crank runs into the block when you try to rotate it, we settled for one of the other cylinders where we could get a piston and rod installed at TDC. The main bearings are too tight on clearance so we need to get a different set of bearings. (Maybe we should have used Swift to check tolerances :-)) As soon as we get the block ground out to clear the crankshaft and wash it up again, we'll be ready to start getting this thing together and move things along again. We finally got the correct head gaskets after trying three different sets. Turns out this Ford Racing SVO block takes all kinds of special items to work with it.

Steve McGilvrey

Most of the engine parts

We laid out most of the parts for the engine to take a picture of everything before we start assembling it. There are still a few items we need to get but for the most part, these are the components needed to build an engine.

Steve McGilvrey

Simply 'Dash'-ing...

Saturdays are becoming the - can't miss -  build days around the garage.  As we push forward,  all sorts of cool work has been tackled, including: alignment of the front wheels, installation the wheel splash guards, initial body-on fit, and layout for our custom dash.  We rolled the car out of the garage for the first time as well, and all of the team leaders agreed that, although a kit, this is still one heck of sweet looking ride.

- Jeremy

Installing Valve Springs on the Cylinder Heads

Last night I spent some time measuring Valve Spring heights and installing the Valve Springs and Valve Seals. The little white things are the valve seals. They go on first and prevent oil from running down the valve stem and into the cylinder. Then we use a measuring tool to measure between where the spring will sit on the head to where it mates with the spring retainer. In this case, this distance needs to be 1.843 - 1.850. We use spring shims of varying thicknesses to achieve the required height (the blue things). Once we have the correct shims in place to give us the correct height, we install the spring retainer (black disc things) onto the valve spring, slide it over the valve stem, and use a handy tool called a valve spring compressor to compress the spring. We then install the valve keepers (little split gold things) onto the valve stem and while holding them in place with one hand, gently release pressure on the valve spring to capture the keepers between the valve stem and the retainer. The nylon hammer is used to smack the top of the valves a few times to make sure everything is seated properly.(or to beat my team mates if they drop something, smirk) You do this 16 times, 8 on each cylinder head.

Steve McGilvrey

Engine block on the engine stand

Ok, the engine block is now mounted to the engine stand. Now we just have to figure out how to put this puzzle together. Before that can happen, we have to check and measure main and rod bearing clearances (13 of them), piston to cylinder clearances (8 of them), piston ring gaps (16 of them), valve to piston clearance (16 of them), retainer to valve guide clearance (16 of them) valve spring clearance at full lift (16 of them), and oil pump pick up to pan clearance (1 of them). Also, there were several plugs sent along with the block so we need to figure out which holes they belong in. All of this checking is part of the "Blueprinting" process. You've probably heard of engines being balanced and blue printed. The machine shop balanced it, we are doing the blue printing. This process actually takes at least as much time as it takes to actually assemble the engine. Stay tuned.

Steve McGilvrey

Engine Block arrives in Madison

After an ocean going trip that certainly must have started in Boston Harbor, the engine block, nestled deep in the confines of a container ship, headed East out of Boston Harbor. After circumventing the entire globe and navigated thru the Panama Canal, the engine block presumably arrived somewhere near Houston where it was put in a row boat (2 men and a row boat), and rowed up  stream along the mighty Mississippi river. It finally at last has arrived in Madison Wisconsin. Cash on delivery.  So, thus begins the engine build. Stay tuned, same Bat time, same Bat channel.

Steve McGilvrey

Dog days....

The great Autumn weather had me short on help this past Saturday so I recruited my ace builder "Luc" Luchini to help with the rest of the days work.  The cockpit aluminum work is all but wrapped up now so Luc and I decided to tackle some carpet installation.  Actually we just did a dry-fit to make sure we had all the remnents.  While Luc took a break for some water, I began installing the bulb-seal that goes between the aluminum and the fiberglass body.  We also took a look at the horn sub-assembly purchased at Breeze.  Team Leader Adam Venti dropped by to inspect the brakes again, quality a must, and began tackling the e-brake installation.  On Friday, Nick Iwaskow dropped off a cool banner by our big sponsors HP and ATi.

- Jeremy Luchini

A real cool lunch break...

Download SWRoadster.wmv
Fellow FFR customer/builder Jesse St. Laurent stopped by the garage for a visit and offered some joy rides in his fully built roadster.  A perfect autumn day made for some serious fun and gave the build team the recharge it needed.  Work continued on all fronts: Wiring, cockpit aluminum, suspension torque down, and quality check on the brakes.   Thanks to everyone who joined in on the fun including Jesse, his dad, team leaders Mark Gibson, Adam Venti, Lorne Silkes, and build team members Scott Stanley, Chris Trapeni and Avelino Rochino.

- Jeremy Luchini

Trunk time...

Now that the drivetrain team is all but finished up with the fuel and brake lines, we've begun work on the trunk and cockpit sheet metal.  This is a time consuming process which involves a variety of steps to get the sheet metal perfectly fit to the frame.  First we align the sheet metal pieces with a tap screw (used for grounds) and then we use a nifty rivot spacing tool (aircraft supply) to get our marks down.  Then we make a small punch for each cut to avoid the drill bit from 'walking' away from the mark.  Then the piece is drilled into place, using temporary Cleko loks as we go, to simulate a rivot hold. The drilled aluminum then comes off for us to clean (acetone) and the edges are deburred.  For final fit, we spread a fine bead of silicone between the steel frame and the aluminum panels, before the rivots go in, to avoid metal on metal road noise.  Once the rivots are in and the silicone sets up, the panels are ready.

- Jeremy Luchini