2001 Lola LMP 675 (February 28, 2001)

 

Yesterday, after assessing the build situation with the Lola, we made the decision to miss out the first ALMS round at Texas. While we felt we could have gotten the car together in time for the event, taking five days off to make the race would have meant we would not have been prepared for Sebring, which is important to us as a preliminary shakedown/test prior to the Le Mans prequalifying tests in May.

So, work continues on various elements of the 4-cam motor installation (the one we plan to use at Le Mans), while at the same time we're building up the 2-valve motors we'll need for the shorter races, including Sebring.

Rene and Martin scrutinize the shifter cable brackets they're fabricating.

A better look at the shift rod coming out the front of the gearbox (directly between the two rear shock inboard mounts), and the cable and bracket that attach to it.

A view at the cockpit side, showing the shifter we'll be using, and the various cables (there are two) that will be routed to it.

Several things to look at in this photo. This is a closeup of where the shift rod exits the gearbox (blue arrow) and connects to the shifter cables. One cable will move the rod fore-and-aft, and the other - mounted 90-degrees off the fore-and-aft cable axis - serves to rotate the shift rod (see green arrows for directions the two cables pull on the shift rod). The combination of the two movements (in-out, and rotation) is what selects each particular gear.

Also note the spider-like fitting (long red arrow). This is called the "oil tree", and supplies a number of ancillary components with oil, including the turbocharger (hose with short red arrow), as we mentioned in a previous update. All the oil sent to these components returns to the engine case via an oil scavenge pump.

Now we're building up the 2-valve air-cooled motors. This is the first one, and you see the oil pump we explained a few updates ago, and its various intakes. The oil pump is driven via the intermediate shaft (countershaft). This shaft is driven by the main gear drive which drives off the crankshaft. You'll see a better view of that part below.

A closeup of the main gear drive on the intermediate shaft, and the two chain sprockets on either side of it. These drive chains which drive the camshafts for each cylinder bank at 1/2 crank speed.

A view of three different types of intermediate shaft main gear drives. The one we're using is a 962 piece, which is drilled for lightening. At left is the standard street main gear drive, the gear for which is actually bolted to the intermediate shaft. At right is a 935 main gear drive. Note the angle-cut main gear, the somewhat smaller lightening holes, and the aluminum chain drive sprockets. The aluminum sprockets are sufficient for sprint races, and have the advantage of being lighter, but are not as reliable in long-distance events.

The Factory-new 911S crankshaft we'll be using, and four different types of connecting rods. We'll be using Pauter rods in this motor, for their strength in endurance applications. Factory Titanium rods are much lighter than Pauter rods (and a LOT more expensive), but aren't as reliable in endurance applications. The second 2-valve motor we build will have the Factory Titanium rods. The street 911S rod is the heaviest of the four.

All the connecting rods are mounted on the crank, and the entire assembly set in place in the engine case. Now you can clearly see all the components we've discussed previously, plus how the crankshaft meshes with the intermediate shaft (oil pump drive) main drive gear.

Another shot showing the orientation of all the various components.

And now...TA DA.....

Here it is, sportscar fans...our Lola-Porsche LMP675, off the chassis table and sitting on all four wheels for the first time...we're happy guys tonight...

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