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Author Topic: Beta Coupe GCRE upgrade  (Read 3307 times)
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rossocorsa
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« Reply #20 on: May 05, 2019, 10:57:34 AM »

  Guy's SPO - the cranks from 2 litre models MUST NOT be reground; if they're damaged, they're scrap!

That's a bit black and white. I think Guy acknowledges that the cranks can sometimes be saved but that it's not always worth it and for his engines he doesn't do it. The difficulty is the surface hardening on the OE crank and the possibility of micro cracking during re-hardening. To rescue mine (after I'd spend several hundred with guy doing all the ops you outline) I had it partially ground, re-hardened, crack tested and then re-ground to 2nd undersize. The depth of hardening is more than is removed in the final grind so you are left with a hard journal surface. The only problem I had was forgetting to take the woodruff key out of the crank  - it ended up with a ceramic like hardness and took ages to remove.

I ran that crank in my 150bhp engine for 4000 miles with no problems. Note I'm not saying that this process will work for anyone else. The crank may well fail crack testing. I thought it was worth a punt and got away with it.

GC works on the basis of ultimate safety and minimum risk so will always go for the very best option, something that might work which is a calculated risk isn't really in his vocabulary as he has to stand by his work. It does mean he is only really an option for those with relatively bottomless pockets though. As regards cranks good 2 litre ones can still be found but are getting rarer so don't ever throw out a 2 litre beta bottom end!
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Neil-yaj396
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1979 1300 Coupe 1983 2000ie Coupe


« Reply #21 on: May 05, 2019, 11:12:44 AM »

Hi guys,

Great work Chris looking forward to some more updates!

One thing I want to ask... I haven't ever heard of oil starvation before at least not on the coupes.
I am about to start my engine rebuild and would love to make a similar modification to my pan to hopefully rectify that issue for the future.
Stuart or Chris, can you talk me through what I need to do?
Any documentation would be awesome also.

I would really appreciate it!
Cheers George


It depends how fast you drive but the standard sump is rather compromised. This is due to the transverse layout it makes a good internal layout awkward for mass production. Essentially the cure is to cut out the original baffle and fit a more sophisticated option. GC will of course do a perfect job but not everyone can afford his prices, there is the BB kit or if you can find the pattern and are good at metal work you could probably make one yourself

Both of my 1300 Coupes have been fast enough to induce surge. Keeping the oil fully topped up does help though.
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betabuoy
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« Reply #22 on: May 05, 2019, 06:37:15 PM »

Hi guys,

Great work Chris looking forward to some more updates!

One thing I want to ask... I haven't ever heard of oil starvation before at least not on the coupes.
I am about to start my engine rebuild and would love to make a similar modification to my pan to hopefully rectify that issue for the future.
Stuart or Chris, can you talk me through what I need to do?
Any documentation would be awesome also.

I would really appreciate it!
Cheers George

Hi George

Iíve thrashed Betas for years and love them to bits but the engineís Achilles heal has always been the oil system.  Itís a good tip from Neil to keep them topped up but if you plan drive yours hard, you would benefit from improving the sump as a minimum - and thatís easy if the engineís out.  My engine is already quite expensive so Iíll not compromise on lubrication; for me, a baffled sump is part of a system that will include a cooler and accumulator.  I donít want a dry bearing on a fast corner at a track day!

Plenty more pictures to come over the next few weeks.

Chris
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betabuoy
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« Reply #23 on: May 10, 2019, 09:47:12 AM »

Carbs have arrived! 

Seen here being fitted to the GC Beta manifold.  This is specifically cast offset and at angle; designed to clear the block mounted distributor and account for the Beta engine mounting angle.


* DSCN7476.JPG (928.02 KB, 2592x1944 - viewed 228 times.)
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betabuoy
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« Reply #24 on: June 01, 2019, 02:07:55 PM »

Engine build continues... into the last few days now.


* DSCN7685.JPG (938.58 KB, 2592x1944 - viewed 184 times.)
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« Reply #25 on: June 01, 2019, 02:17:19 PM »

GC designed 10.2:1 pistons have arrived; seen here with new Cunningham Race 'rods.  Not only are these 'rods significantly lighter, but the combination will allow me to happily exceed 7200rpm without fear of stress failure.


* DSCN7686.JPG (753.31 KB, 2592x1944 - viewed 182 times.)
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WestonE
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« Reply #26 on: June 02, 2019, 07:45:52 AM »

Great to see an engine built from the right parts!
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mangocrazy
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« Reply #27 on: June 02, 2019, 02:52:58 PM »

So that's what Cunningham rods look like... mine were handed over to Stanwood engineering, still in their box from GC, when they built the bottom end for me. From the photo it's nearly impossible to see where the split between the two halves are, they match up so well.
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betabuoy
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« Reply #28 on: June 04, 2019, 07:33:46 PM »

Today, everything scrupulously cleaned and lubricated...


* DSCN7692.JPG (912.58 KB, 2592x1944 - viewed 146 times.)
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betabuoy
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« Reply #29 on: June 04, 2019, 07:34:48 PM »

... and GC.JE. A8M pistons on the way in.


* DSCN7696.JPG (888.45 KB, 2592x1944 - viewed 146 times.)
« Last Edit: June 04, 2019, 07:36:21 PM by betabuoy » Logged

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« Reply #30 on: June 04, 2019, 07:37:09 PM »

...and now secure.


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mangocrazy
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« Reply #31 on: June 04, 2019, 10:35:33 PM »

Fantastic stuff - looking really good. Love the surgical cleanliness.
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2017 KTM Duke 690R
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« Reply #32 on: June 05, 2019, 12:37:46 PM »

Can't beat a bit of engine porn. The pistons look pretty amazing but I can't help seeing the £££ signs when I look at them.
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betabuoy
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« Reply #33 on: June 06, 2019, 09:19:15 PM »

GCRE successful dry-build with Plasticine for an absolute check of valve to piston clearances:


* DSCN7716.JPG (912.85 KB, 2592x1944 - viewed 130 times.)
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betabuoy
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« Reply #34 on: June 06, 2019, 09:28:05 PM »

Guy's last job of the day today...  He wrote:

"Oil pump checked (well-within limits) and nasty stress-raiser on the shaft radiused and polished and the pump rebuilt, coded and carefully fitted with O ring in place (some forget it!) It is vital to do this with the cambelt off so as to assure free-rotation of the pump."


* DSCN7720.JPG (792.05 KB, 2592x1944 - viewed 121 times.)
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« Reply #35 on: June 07, 2019, 09:03:57 PM »

In-head 74 deg C stat mod fitted today. Picture shows location in top water rail.


* DSCN7748.JPG (1018.81 KB, 2592x1944 - viewed 106 times.)
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« Reply #36 on: June 07, 2019, 09:06:40 PM »

And head now secured/timed with belt on.


* DSCN7756.JPG (835.27 KB, 2592x1944 - viewed 107 times.)
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betabuoy
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« Reply #37 on: June 10, 2019, 08:29:34 PM »

Some time ago, Guy and I agreed a completion date of 10 June...  and to his word, after a valiant effort including some weekend work for the final push, it was finished today!


* DSCN7767.JPG (755.09 KB, 2592x1944 - viewed 89 times.)

* fullsizeoutput_1ba7.jpeg (676.04 KB, 1733x1300 - viewed 92 times.)
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betabuoy
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« Reply #38 on: June 10, 2019, 08:32:35 PM »

Transport home was in the back of my hatchback.  So you can get a twin-cam in a Golf!  Tomorrow, I aim to get the engine bolted to the gearbox and on the subframe ready to go back into its rightful place.


* IMG_4898.JPG (130.38 KB, 640x480 - viewed 98 times.)
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mangocrazy
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« Reply #39 on: June 10, 2019, 09:29:31 PM »

That looks fantastic. Full marks to GC and to you. You can't beat photos of an immaculate engine that's just finished its build.
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1980 Lancia Beta Spider 2000 (S2FL)
2002 VW Transporter T4
2017 KTM Duke 690R
2008 Aprilia SL1000 Falco
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1988 Honda VFR750F
1980 Yamaha RD350LC
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