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| "The Shark" new 907 2.2L engine | Rating: 
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| Posted: 04-20-2005 12:39 pm |
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1st Post |
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Harkes Member 
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Hi all, just updated my album at the JHPPG website with pictures of my brand new 2.2L 907 engine. Have a look. Erik Harkes Attachment: 907 2.2L engine & 45E dellortos almost done.jpg (Downloaded 398 times)
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| Posted: 04-20-2005 12:58 pm |
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2nd Post |
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Ron Earp Member 
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Very nice, I like it! I'd also love to use in in the race car, but that 2.2L aspect would be illegal. Let us know how it does!
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| Posted: 04-20-2005 01:14 pm |
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3rd Post |
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Brian Kelly Member
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Beautiful, are the timing pulleys the better “half moon” design or did you just have them anodize? They look like they are adjustable? Also, I love the “lotus” cam covers. It is truly a beautiful engine. It is what makes our cars so special! Great job Erik!! I have a spare engine I hope to built into a 2.2L some day. Brian
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| Posted: 04-20-2005 03:21 pm |
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4th Post |
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Harkes Member
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Thanks for the compliments. I can't wait to drive it. The red pullies are the "QED" brand, they are adjustable and half moon type. I bought them from Richard Appleyard in the UK a couple of years ago. they come in the red colour. The 2.2L stroker engine is build with good driveability, liability and a fat torque curve throughout the rev range in mind rather than just top-end speed. It is expected to have around 210BHP with 190 lbs/ft torque, but the dyno test should give exact figures. (it has a esprit steel flywheel (much lighter) fitted and a 9.5" toyota clutch, and will be mated to a W58 5sp gbox) The Lotus cam carriers are the HC type seen on later lotus engines. They are a better design and don't leak oil, although the original cam carriers won't leak oil either if installed correctly. By the way credits for building my engine go out to Garry Kemps. i find myself not capable and/or technical enough to do it myself. I did do the rebuild of the front/rear suspension, subframe and brakes. Pictures of that will follow soon. cheers erik
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| Posted: 04-20-2005 04:59 pm |
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5th Post |
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pc Member
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Sweet! That's exactly the engine I dream about putting in my car. Let us know how the dyno tests go (and every thing else too). PC.
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| Posted: 04-20-2005 07:39 pm |
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6th Post |
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Dan Collier Member 
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Take a look at all the pictures if Eric's 2.2L engine at http://jhppg.com/ That's a hot looking motor!! Dan Collier 74JH 14381 2.2L Jensen-Healey Preservation Photo Gallery
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| Posted: 04-28-2005 05:14 pm |
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7th Post |
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themagicalswitch Member 
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That is going to be one nice ride, good gob.
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| Posted: 05-09-2005 04:42 am |
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8th Post |
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pbahr Member 
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Erik, you will be very happy with the mods you've made to your JH. I've done similiar a few years ago, and am thrilled each time I drive YELODOG. My engine looks like yours, but the cam gears are of a slightly different design. You I got 240 hp, and torque of 185. My engine bay is at:http://shorpac.com/v-web/gallery/album62/engbay, and if you scroll down, you can see all the changes I've made to the car. I would suggest that you consider installing a crank-fire ignition. It eliminates the spark "scatter" associated with a mechanical distributor, and gives reliable spark, especially at the high rpm where you will be getting most hp. If you are going to race it or do some very spirited driving, I would also suggest an oil system like the Accusump - it will save your main bearings ! Pete Attachment: HP & Torque 3.jpg (Downloaded 596 times)
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| Posted: 05-11-2005 09:08 am |
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9th Post |
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Harkes Member
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Hi Pete, thanks for the tips. I will first run the engine with Pertronix Ignitor inside the new distributor housing, with an MSD6a, pertronix coil and magnecore 8.0 wires. I have been thinking about crankfired ignition, but i had to cut on cost somewhere and i think it will run ok with the above set up for a while until i have saved up to go for the crankfired ignition. an accusump i don't think i will need. I won't race my JH as my JH is purely built for torque rather than BHP. though you are very right with regards to the oil surge the 907 is known for. Gary Kemps who builds my engine has modified the sump with hinges so the oil will stay in the pan where it is supposed to be. What he also did is very interesting: the 907 is also known to cough a mist of oil out the crankcase breather hose when driving for long periods of time at high rpm's. He solved this problem by manufacturing a perforated plate. I hope to be able to show a picture of it. as soon as my engine comes back from the dyno i'll show you the figures by the way your car looks fantastic!!! I can't wait to experience my engine cheers erik
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| Posted: 05-11-2005 08:01 pm |
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10th Post |
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Judson Manning Member 
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Pete, Thank you for posting your dyno results. About a year or two ago, Russ and I both tried to organize 'dyno-days' in our respected parts of the country, but never could get anything worked out. It would really be nice to see dyno plots of all the various configurations (stock, h/c pistons, 107 cams, 2.2, Richard's Porting, etc.). Can you tell me what cams your car is running? How about carb jetting/chokes? Also, what about the data below 4000rpm? I noticed there wasn't much difference between 'before' and 'after' at the lower part of the rpm range. I'm curious to know if your dramatic +4krpm gains were at the cost of low-end torque. thanks, Judson
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| Posted: 05-11-2005 11:48 pm |
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11th Post |
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Jim Sohl Member
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I have a question, the answer may be right in front of me, but I don't see it. Are the torque and hp curves taken at the crankshaft or the rear wheels?
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| Posted: 11-08-2007 03:55 am |
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12th Post |
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pbahr Member
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Hi Guys, Guess I must have time to spare, since I've been looking at old posts in the Forum. About time I answered the questions posted by Judson and Jim - guess I did not have the trigger to "Notify me by email when replies are posted...": I've posted some of this before, but here's the summary of what's in YELODOG:
Below 4000 rpm, the engine is just fine - lots of torque (well, enough for me). The hp and torque curves posted are Crankshaft values. Don't blast me for using cheap spark plugs. Fact is that plugs that wear actually throw red hot debris (think of spark discharge machining) into the cylinder, helping ignition. So, in this case wear of the electrodes is good. Replace them every 2-3000 miles - they only cost about a buck each ! Pete
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| Posted: 11-10-2007 06:53 am |
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13th Post |
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Dan Eiland Member
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Erik, Your engine looks very familiar. I think it looks a lot like mine except I have not painted the covers yet. With the help of a lot of people on this forum, including yourself, and the JH list, I was able to rebuild my own engine. It too, is a 2.2L stroked JH engine with the tri-jet Dellorto 45 carburetors. I have the 104 cams with the enlarged ss exhaust valves but stock size intake valves. The head has been ported and polished and the intake manifold has also been ported and polished. I'm using the later cam carriers from a Turbo Esprit which I have to thank Garry Kemp for supplying them to me. I'm using the JE 10.5:1 HC pistons supplied by DMS. I had the hollow steel inserts added to all ten of the bolts surrounding my main bearings to help stabalize and strengthen the bottom end a little. I also enlarged the water inlet in the block where the water travels from the pump into the block. I can now get my thumb through the passage where I couldn't before. I also added the water port to the back of the head by the number four cylinder which is the same as Lotus did for there cars. Since I'm adding an aftermarket A/C system to my car I hope the modifications to my cooling system will help keep the car cool during our 115^ weather in the summers. Have attached a photo for people to see how my engine is coming along. Attachment: PB050018.3.jpg (Downloaded 147 times) Last edited on 11-10-2007 07:10 am by Dan Eiland |
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