The oil pan sump was cut to move the engine 1-1/2" aft and 2-1/2" lower. This will
obviously generate quite a bit of work . . . A simpler solution would have been
to either install the frame timber on the aft side of the frame or move the
entire frame 2" aft. If the latter is done, the frame outline would change
(frame would not be as wide) so you'd have to loft frames #0 through #5
to pick up the new chine and sheer points.
(08-NOV-2006)
|
We've added kickouts to the rear sump and added a new sump at the front.
Click here to see how the pan was fabricated.
(a new window will be opened)
(20-MAR-2007)
|
The ledge around the bottom of the sump should inhibit oil movement. We want
to ensure that the oil pickup doesn't run out of oil when the bow rises while accelerating.
|
Welded joints were silver-soldered and the oil pan was tested for leaks. Several
rounds of aluminized body filler (Evercoat Metal-2-Metal) were applied and smoothed
out. The pan was prepped and shot with two coats of DuPont 2580CR DTM primer.
(07-MAY-2007)
|
The two plugs at the top of the pan will be used to insert a hose into each
sump. A rotary drill pump will make short work of oil changes. Several
rounds of primer surfacer and block-sanding will be needed to get the
substrate ready for paint. We're thinking of going with Corvette Yellow . . .
|
Pan interior will be chemically cleaned and have all seams sealed with multiple coats of
DTM primer.
|
Work on barrier coating the interior of the hull continues.
We're going with a bright finish consisting of two rounds of West Epoxy catalyzed
with 207 Special hardener. This will be followed with two or three rounds of
two-part urethane clear.
(18-DEC-2006)
|
The second coat of epoxy is still a little rough. Epoxy is not self-levelling
like paint. Visible in this photo are the side panel scarf joint and the
bottom panel butt blocks. Switching to a spray gun for the subsequent varnish coats
will minimize sanding between coats and flatten out the surface !
|
We're currently fabricating removable foam flotation panels which will be installed under
the deck battens.
Click here to see what we've done so far.
(a new window will be opened)
(03-FEB-2007)
|
The breasthook was notched to a depth of 3/8". The strongback was
taper-notched from 3/8" at the leading edge to 1/8" at rear.
(20-MAR-2007)
|
The tip of the strongback is flush with the breasthook's leading edge.
|
The sheer can now be faired.
|
While we're waiting for the last wood order to arrive (Douglas Fir for the carlings and
intermediate deck beams), we prepped and painted the Velvet Drive transmission.
(05-APR-2007)
|
The transmission was stripped of old paint, sanded to bare metal, metal conditionned,
degreased with DuPont Wash & Wipe, primed with DuPont DTM Urethane Primer and topcoated
with Dupont Imron urethane.
|
At last ! The finished product . . . Pan was shot with Dupont Uro-Prime
primer-surfacer, block-sanded with 100 grit, reprimed, puttied, blocked with 180/220/320 grit,
sealed, topcoated with white basecoat followed by Corvette Yellow basecoat and finished with
several rounds of two-part Urethane Clear.
(13-MAY-2007)
|
Pan interior was previously sealed with multiple coats of Dupont DTM primer.
|
Over the weekend, we installed the oil pan, remote oil filter relocation kit, dipstick tube and
the newly painted alternator bracket. This engine is ready to install !
(22-MAY-2007)
|
The stock stamped steel alternator pulley and fan were upgraded to lightweight
aluminum billet pieces.
|
|
|