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1  Engine Help / Briggs OHV & Vanguard / Re: Intek Block Failure. on: September 24, 2015, 04:10:32 PM
I do know the Vanguard 810 rods are forged, might be a nice addition. As far as any improvements/differences in the block and sump, I have no idea, but is certainly worth investigating.
The heads are interchangeable although the are now a spread valve (rockers are at an angle to each other) and the head gaskets are fire ringed. I've been using the gaskets foe 2 years now. They are the new bigger valves (not quite as big as the OHV single) and more of a square port on the intake. The pistons appear to be severely dished and the rods look more like the old 44 rods (but if forged most likely stronger than the new 49 rods). Just wondering if the added expense would be worth it.

2  Engine Help / Briggs OHV & Vanguard / Re: Intek Block Failure. on: September 23, 2015, 09:07:05 AM
I will definitely check the chassis for any weakness. The chassis has raced for at least 6-7 years. We were racing on a blue clay track that was getting ungodly traction so it could have been a combination of both. No doubt we got lucky in not destroying any internals. Even the piston can be saved. I was thinking of completely rebuilding the chassis this off season so hopefully this will cure it. Also has anyone seen the new "Vanguard 810"? It is basically a 49 Intek that is built for commercial use. The block lists for double the cost of a regular 49 and the sump is about 40% more. Just wondering if they are compatible with what parts I have now.

3  Engine Help / Briggs OHV & Vanguard / Re: Intek Block Failure. on: September 22, 2015, 07:31:02 PM
No sign of any failure or heat issues. Only damage was a single score on the piston that was in the cylinder that cracked.

4  Engine Help / Briggs OHV & Vanguard / Intek Block Failure. on: September 22, 2015, 06:11:14 PM
I had a catastrophic block failure over the weekend. Was leading the race when the engine grenaded (or so I thought). This is a 49 block with Arias flat top forged pistons. This engine has ran for 3 years with synthetic oil change every other race. I for the life of me don't know what caused the failure. Luckily the only damage was the block and sump. All bolts were still tight in heads and sump. This engine routinely sees 7000 rpm. Big 2 barrel carb, custom Isky cam and..... STOCK 49 rods. All survived. pictures included. Anyone with some ideas?


5  General / Coffee Shop / Re: Questionable "internal" engine modifications. on: June 05, 2015, 01:46:01 PM
And I totally disagree with that and always have...And my reasoning is not open for discussion.
Which part George? The allowing of aftermarket heads in SM? OLe do you think allowed across the board? I'm guessing they should never be allowed is your statement.

6  General / Coffee Shop / Re: Questionable "internal" engine modifications. on: June 02, 2015, 10:50:00 PM
heads are external....period. whats in the heads, that is internal.
Ah but the heads on this particular model are completely behind a heat shield there in making the head internal to the shrouds. I'm 100% with the fact they are an external modification however the point will be made it's internal IF it isn't visible.

7  General / Coffee Shop / Re: Questionable "internal" engine modifications. on: June 02, 2015, 08:23:37 AM
How about billet heads that are completely behind a heat shroud?

8  General / Coffee Shop / Questionable "internal" engine modifications. on: June 01, 2015, 11:02:10 AM
Just for thought. What is considered internal or external? One could argue that behind the shroud is internal. It is inside the outer casing of the engine as delivered. I'm asking because we might have a potential problem within our club on this subject. I don't want to get into specifics but mods done under the covers and shrouds....internal? Also any alteration to a shroud considered external modifications? Removing a shroud considered external modification?


9  Mower Building / Setup Help / Driveline / Re: Mod XR / GP Gearing on: May 20, 2015, 12:00:16 PM
That's tall. 5.00 to 1 - 5.50 to 1 is where we run on 1/10th mile tracks depending on the radius of the corners. Tighter corners require shorter gearing,

10  Engine Help / Other Engines / Re: Kaw FC540v HP Secrets on: March 24, 2015, 10:33:21 PM
tillotson HR
11  Engine Help / Other Engines / Re: Kaw FC540v HP Secrets on: March 24, 2015, 09:16:01 PM
Watch this video.

12  Engine Help / Briggs OHV & Vanguard / Re: intek on: December 09, 2014, 11:37:24 AM
I understand where you are coming from, Lester, but then how would one word it so that it eliminates the "big block" engines?

So sorry to say but you can't limit without limits if you catch my drift. Cube limits and cube checkers. Otherwise remove all limits. Never have a rule you can't enforce or don't want to enforce.

13  General / Coffee Shop / Re: Rev Limiter on: November 30, 2014, 02:45:32 PM
Ron if you are looking for 9200 to 9400 then why not just chip at 9500?  It's for saving an engine not setting a racing rpm. You really don't want it hitting it if possible. Back in our SBC racing days we used a soft rev limiter (MSD) and even then it wasn't very "soft".

14  Engine Help / Briggs OHV & Vanguard / Re: intek on: November 26, 2014, 11:57:43 AM
I'm going to "Sound off" here a bit but first I want to remind everyone of my racing heritage. I've been involved in racing snowmobiles, mud drags and D.I.R.T. Modifieds and now lawn mowers. What I first found ironic in lawn mower racing rules was the "Must start as a certain block" and "All internal modifications are allowed". What? No other racing organization that I know of allows internal modifications without limit yet bases the start off an engine cu in. If you are going to have a cubic inch or cc limit it must remain as a complete limit. Let me give a clearer example using a small block chevy. A typical 350 without being resleaved will get to 4.060 maybe 4.090 if the casting is really good. Now a bowtie block 350 will get to 4.215 from its 4.00 stock bore. A small block 400 will get the same. But now you say the small block 400 isn't legal because it started as a 4.125 bore at the factory. Kinda nonsense if you ask me. That's why they use a cube checker to keep everyone under 368. If I want to run a 4.125 piston and 3.44 stroke it is allowed. If I want to run a 3.82 bore and a 4.00 I can. The is no physical size difference between the 44 and the 49 block. It can not be measured externally to separate the two. There is a minor casting difference that allows a trained eye to differentiate the two. This is not a big block. you can't make the Intek 49 as big as you can the 46 Kohlers with any amount of boring. The material isn't there. What I see is the pure hatred of the intek by people who shrug their shoulders at 60+ cube Kohlers.
15  Engine Help / Briggs OHV & Vanguard / Re: intek on: November 23, 2014, 11:19:30 PM

They also have them in vertical. They are 750cc or 46 cu in.

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