I f you are looking to build a Lotus twin cam engine on a Ford 711M tall cylinder block then some decisions will need to made in terms of what crankshaft, conrods and pistons to use in this engine.
If a maximum engine capacity is the main objective, then the Ford cylinder block should be used at full height and should not be decked (machined)
This configuration will normally require a 77.62mm stroke crankshaft, 2737E conrods and custom pistons.
Leaving the cylinder block full height leaves approximately a 0.500" gap between the top of the timing chest and the cylinder head.
To complete the engine build and prevent oil coming out of this gap, Lotus Marques offers a 12.0mm thick alloy spacer and different thickness cork gaskets to solve this problem.
If a large capacity engine is the objective but with an economical build price, then the Ford 711M cylinder block should be used but the top of the block should be machined to suit the combination of crankshaft stroke, rod length plus the piston compression height height.
Idealy the block should be machined so the piston should be level with the top of the block when the crank is at TDC.
This configuration may use a 77.62mm stroke crankshaft, custom conrods and standard compression height Lotus twin cam pistons.
Machining the cylinder block in this way leaves approximately a 0.250" gap between the top of the timing chest and cylinder head.
To complete the engine build and prevent oil coming out of this gap, Lotus Marques offers a 6.0mm thick alloy spacer and and different thickness cork gaskets to solve this problem
There are other combinations of crankshaft stroke, conrod length and piston compression height that will influence how much material will have to be machined off the top of the 711M cylinder block.
To complete this type of engine build and prevent oil coming out of this gap, Lotus Marques offers custom alloy spacer and a range of different thickness cork gaskets to solve this problem.
Copyright © 2011 Lotus Marques
If a maximum engine capacity is the main objective, then the Ford cylinder block should be used at full height and should not be decked (machined)
This configuration will normally require a 77.62mm stroke crankshaft, 2737E conrods and custom pistons.
Leaving the cylinder block full height leaves approximately a 0.500" gap between the top of the timing chest and the cylinder head.
To complete the engine build and prevent oil coming out of this gap, Lotus Marques offers a 12.0mm thick alloy spacer and different thickness cork gaskets to solve this problem.
If a large capacity engine is the objective but with an economical build price, then the Ford 711M cylinder block should be used but the top of the block should be machined to suit the combination of crankshaft stroke, rod length plus the piston compression height height.
Idealy the block should be machined so the piston should be level with the top of the block when the crank is at TDC.
This configuration may use a 77.62mm stroke crankshaft, custom conrods and standard compression height Lotus twin cam pistons.
Machining the cylinder block in this way leaves approximately a 0.250" gap between the top of the timing chest and cylinder head.
To complete the engine build and prevent oil coming out of this gap, Lotus Marques offers a 6.0mm thick alloy spacer and and different thickness cork gaskets to solve this problem
There are other combinations of crankshaft stroke, conrod length and piston compression height that will influence how much material will have to be machined off the top of the 711M cylinder block.
To complete this type of engine build and prevent oil coming out of this gap, Lotus Marques offers custom alloy spacer and a range of different thickness cork gaskets to solve this problem.
Copyright © 2011 Lotus Marques
