Alfaholics Beater 300bhp Sequential Alfa 105 Hotwheels 

It’s a phenomenal amount of data that’s gone into that Excel doc!

+1......

maybe they can get Bobby to help them with the door plugs, so they don't fall off?

there are more of us who would want to see a DS build. maintaining all of the french quirkiness while stepping up performance, build quality, materials, refinement, etc. just need someone with deep pockets to step up and commission one.

Good for you Ian, nothing better than blowing your own trumpet mate! 😁😁😁

Blimey! (And no long term damage to the tyre walls?)🤔

@@philtucker1224 The laser hardly touched the rubber .It was like it had been scrubbed with a stiff nail brush.

Was it actual Triumph Herald? (Or more like Triumph Herald design principles scaled up?)🤔

the motor still has to lift up the gate and mount somewhere. i doubt it solves the actual problem, while also causing a packaging problem. I also find it dorky to fiddle with your foot under the car like you are playing footsie :)

Project Kaiser. Check the "completed projects" section of the website

All banter, got a lot of respect for the Alfaholics crew!

@@retropowercars Forget about bantering. I'm serious about getting both Alfas on a YT channel or Google photo session. It wud be wicked if u can include the Turin restomod Alfa

Tell that to John Wilcox 😆👍

@@retropowercars I dont think he would believe me.. Don't forget I am talking racing engines not road going where it really doesn't matter for the last few percent. If you look at any top line race engines, they all have much smaller included valve angles. That is for a reason.

It’s not quite as simple as that. Similar valve angles were employed by a number of engines of cosworth design from the period, which were normally aspirated designs. The YB was originally conceived as a normally aspirated engine too. Totally agree that an intruder piston limits flame front propagation by increasing the distance and thus the rpm capability, and with it the ultimate power potential, but this doesn’t limit the torque and the applications where the rpm becomes the limiting factor are few and far between. Certainly the YB does work better at larger capacities where the combustion chamber is small enough to generate good compression without intruder pistons. Similarly with the Vauxhall XE, also of cosworth design, again works very nicely at 2.2-2.3 litre capacity where the relative chamber size compared to the swept volume is better. You do have to remember though, that in their forced induction variations, both the YB and XE had dished pistons, not flat top, again compromising the design.

@@RetropowerNat Yes but my point is for N/A applications. I think we are saying the same thing. For Rallying or fast road where a wide spread of torque is required, the chamber shape will be adequate as inlet , exhaust and cam timing dominates. For the ultimate N/A application, or nowadays even pressure charged, the wide angle CC is far from optimal. You definitely would not design a head for top line racing like that now.

You are basically correct Matn, (I worked on developing these heads for many years at Piper Cams) but of course there are always other important design aspects that are advantageous, that compensate for that.

What a strange question lol Yes, because we wanted a multi coloured logo 🤣

I’m just fat because every time I go round to see you mum she gives me a biscuit 😜