| wedgie |
Fri May 25, 2012 1:20 pm |
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| Thanks for that. What constitutes a 'competition valve job' please? (excuse my ignorance!) |
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| Matthew |
Sat May 26, 2012 5:33 am |
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| Competition valve job would be multi angles cut on the valve seat and valve face. They range from 3 - 5 angles. Bill Fisher's book explains it pretty well. A google search for 3 angle valve job should yield some photos. |
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| wedgie |
Tue May 29, 2012 12:11 am |
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| Thanks for that, much appreciated! |
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| chizucc |
Wed Feb 27, 2013 11:33 am |
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Dangermouse wrote:
The advice I was given was that - The "evil" H cases are the `68/`69 H5 Type I (and their B5 bus-motor brethren, as well as the contemporary Type III cases). H0 (1967 1500 Type I and II) were not cast from the same cottage-cheese alloy, nor were any `70-up cases. The US-market engines had to meet tighter emissions specs which meant higher operating temperatures, and the less-dense alloy was employed in order to improve heat transfer through the case - turned out to be a very bad idea, the softer alloy was much more prone to cracking/warping and pulled head studs. For `70, the oiling system was improved, allowing the use of the stronger AS41 alloy.
In the US market there were no H1 cases. The last `67 case here was something like H0874199, then the H5 came in. But in other countries the H0 series continued until they ran out of numbers in mid`68 and went on from H1000000. My H1259065 is of late`69 vintage (non-US, obviously); the large oil passages and dual-relief setup indicate that it's comparable to the B6 1600SP sold in the US in 1970.
Has anyone seen a H0 case for a Type 3 before? |
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