When assembling the 004 engine, the case stiffness and accuracy was checked.  This was done by repeatedly torquing the halves together and checking the bore diameter accuracy in four directions with a .0001" bore gage.  They repeated perfectly.  It was like night and day compared to the earlier cast cases.  Bolt sequence and torquing the cylinders and heads had no affect on the bore accuracy.  This case is stiff!

The halves are assembled with 10mm ARP studs and 8mm cap screws; 10 each.  There are also 10 hollow pins to insure alignment.  The crank and 4 Carrillo rods can be seen.  The billet sump is attached to the bottom with (18) 6mm cap screws, 16 of which extend through the caps and anchor in the top case.

Engine assembly was complete by fall 2005.

004 engine was distinguished by the red crackle paint on the valve covers.  I liked the color so I kept this on subsequent engines.  Underneath there were many improvements made to the crank, valve train, and many other parts.

           The 004 fits in the engine bay the same as the engines before it.  No real difference in the size of the engine.

Testing began late fall 2005.  With the previous work done on the other engines, testing progressed quickly with no surprises, except one.  The engine wanted to hold oil around the crank and not allow the scavenging pumps to pick it up.  Normal applications of windage trays and crank scrapers had no effect.  With the aid of windows (below) and differential pressure gages, the source of the problem was discovered and new parts installed which fully corrected the problem.

With stationary testing complete, a filter box was made and the car was made ready to hit the road for some miles and smiles.   But being Wisconsin, road testing had to wait until the snow was cleared from the streets.

Come April 2006, road miles started to collect.  Basic tuning of the DTA ECU progressed nicely and I found every day driving of the car easy.  Time to schedule some dyno time...

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