New front pulley
26/02/12 15:19 Filed in: Panhard Engine
I have made several distributor based electronic ignition prototypes over the years, and although cost effective, they all have a lack of precision, because they run through the existing drive mechanisms, which are a slotted drive on the end of a geared oil pump, which is powered by another gear on the gear driven camshaft.
Ultimately I need to fit a crankshaft timing trigger to this engine, as part of the ongoing ignition & fuelling developments, and the traditional locations for these are the flywheel or front pulley. If I want to gear this up for retrospective and easy fitment, the flywheel really is out of the question, because this is an engine out exercise in a Panhard, and that is a no brainer.
That now means the front pulley arrangement has the most potential, and that is what the majority of modern car manufacturers use anyway. Although it is possible to add a trigger wheel to the existing pulley, like I have done in my bench testing to date, there is a slight variance in sizes that negates this. It’s my philosophy to always make new parts wherever possible, so that old ones don’t get destroyed unnecessarily. At the same time there might be other design changes or benefits you can bring to this area, so for example I can incorporate a modern oil seal, assuming you tweak the timing gear casing, and also make the pulley rebuildable. If this is not to your liking, and you want to keep the OEM piston ring seal the design can be modified to accommodate this too, by replacing the yellow part for another.
Latest CAD thoughts are pictured below, and the pulley now has a renewable inner ring shown in yellow, which acts as a running surface for the double lipped oil seal. The aluminium parts in blue now have a location dowel for timing purposes. The trigger wheel shown in purple is also a standard 60-2 pattern, which gives improved triggering over the lesser toothed versions I was experimenting with.
Next up, look at the VR sensor support bracket, chase up the pistons, and hopefully acquire a boring machine.
Ultimately I need to fit a crankshaft timing trigger to this engine, as part of the ongoing ignition & fuelling developments, and the traditional locations for these are the flywheel or front pulley. If I want to gear this up for retrospective and easy fitment, the flywheel really is out of the question, because this is an engine out exercise in a Panhard, and that is a no brainer.
That now means the front pulley arrangement has the most potential, and that is what the majority of modern car manufacturers use anyway. Although it is possible to add a trigger wheel to the existing pulley, like I have done in my bench testing to date, there is a slight variance in sizes that negates this. It’s my philosophy to always make new parts wherever possible, so that old ones don’t get destroyed unnecessarily. At the same time there might be other design changes or benefits you can bring to this area, so for example I can incorporate a modern oil seal, assuming you tweak the timing gear casing, and also make the pulley rebuildable. If this is not to your liking, and you want to keep the OEM piston ring seal the design can be modified to accommodate this too, by replacing the yellow part for another.
Latest CAD thoughts are pictured below, and the pulley now has a renewable inner ring shown in yellow, which acts as a running surface for the double lipped oil seal. The aluminium parts in blue now have a location dowel for timing purposes. The trigger wheel shown in purple is also a standard 60-2 pattern, which gives improved triggering over the lesser toothed versions I was experimenting with.
Next up, look at the VR sensor support bracket, chase up the pistons, and hopefully acquire a boring machine.
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