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My starter setup was a minor PITA, but that may have been due to the non-stock transmission. With my 3.55 diff the car is fine cruising in fourth. With the engine flexibility he is probably correct.
#Hal 9000 replica prop forum plus#
My Plus 2 uses a MT-75 five speed, which John didn’t particularly like. You are going to love the results in the car! I never did get the exact cam specifications from John. I don’t have dyno information on my particular engine, but assuming ‘only’ about 180 hp from what others have posted here. I finally got my 1950 cc Omnitech running correctly in my Plus 2. Welcome to the forum and thanks for posting. Just by browsing these past years, I was able to learn a lot and now I will be able to ask specific questions as the need arises being the Lotus novice (but old fart) I am. Realistically I hope to complete the build within 2 years with the help of all the great and respectful members on this board. With the increase in power of course comes the need for a stronger differential, hubs, updated prop shaft, clutch, flywheel, and definitely a Dog close-ratio gearbox… all bending towards a 26R type reinforcement with no FIA restrictions to worry about. Here is a link to the Youtube video he posted showing the engine and it’s smooth sounding pull: I also think the bolt on Stromberg manifold is easier and more precise to CNC port than the more angled Weber intake and extracts a bit more horsepower. He also said this turned out one of the better builds (forgot to ask how many 1950’s got to 200HP and 200HP plus), as he was extra careful and meticulous in all phases of assembly. He mentioned a max of 8000RPM was doable. Even John was kinda surprised at the numbers as he said the engine just kept pulling stronger until he shut it down. 164.9 C ft-lb of torque at 5700 RPM (will post spec sheets later). The spec sheet and graphs showed 208.9 CHP at 7300 RPM and a more conservative. The engine was calibrated on a Superflow WinDyn dyno by Arnie Loyning’s Engine Services up in Portland (amazing that the Pacific Northwest has such a vibrant racing scene and some of the best Twincam builders in the country). Engine all done.įlew up to Seattle the first week in December, rented an SUV, drove 90 miles north to Bellingham, Washington, met John and toured his shop (more on this later), strapped the engine on a stand securely in the back, and then drove the 1,100 miles along the coastal scenic route back home to Santa Clarita, California….previously stopping for lunch and staying the night in pretty Bodega Bay, CA ( where Alfred Hitchcock’s THE BIRDS was filmed in 1963). It took about 10 months but John’s is a one-man operation and his top priority is refreshing twinkheads after racing season sent to him from all over. Some of these Escort cars in England (as our friends across the pond well know) are truly mind blowing….their reply to JDM cars in the States. Apparently there is a great demand in England for these blocks for Ford Escort and Formula Ford cultists. He was able to source one from Ivey Engines in Portland, Oregon. From the start, the supply chain was a problem as the essential Tallblock Ford Kent 1600 X/Flow Twincam Iron Block (711M6015BA) was back ordered till 06/25/21 and even then was delayed further. That was one year ago from this past October. It was then and there that I decided to go all in and asked him to do his 1950cc Twincam (185-190+hp) with the CNC ported Stromberg head. John ran porosity tests and found it was too weak and would not hold up for long. He said ok so I crated up and sent him my old Weber cylinder head which looked good (the engine block not so good and unacceptable). Figuring the engine being the most important component of a car, on a whim I called John McCoy of OmniTech Engineering to see if he could construct an engine around about a Stage 3 (150-160hp).
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About two years ago I started to clean and disassemble the car half-heartedly. It stopped running in1983 and has been in storage (under good to worse conditions) for 38 years. I purchased a one owner 1967 S3/SE DHC in 1977 (chassis number 45/6131). After retiring, this will probably be my last rodeo to build something of true beauty and pride so I am motivated ( at least for now!). Money issues and ensuing lifestyle changes, increased job workloads, personal family issues, bad supply chains, medical issues, and loss of motivation all contribute to this.
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Everyone has seen people attempt to restore classic cars of all genres but unfortunately have to abandon their project.