A look at some of the projects that have taken place in the JMR workshop

	John Rathbone has been a regular visitor to the JMR workshop. Here, he's testing one of his converted SuperFlo heads, which are now watercooled.
	Russ Fellows paid us a visit shortly after he'd completed the 911 head transplant onto his 2.4 litre turbocharged Type 4 engine. I went for a ride - it's a seriously quick car! Russ deserves a lot of credit for pulling off something few would dare attempt.
	When equipping an engine with the DTA distributorless engine management system, you need a tootheed steel crank pulley. We made this custom pulley for the Type 4 engine featured below. Arrow points to the crank sensor.
	I mapped this Type 4 engine with an airbox system installed. I took power figures with and without. Up to 5000rpm, torque and power was better with the airbox. At 6000rpm, power was down by a small amount. Intake noise was reduced dramatically. Quality of these German manufactured kits is excellent. Makes driving on the street a lot more civilised!
	Using the airbox system permits the use of these wide throat velocity stacks. The extra wide rolled lip improves air entry and gives a small increase in torque. You can also see the fuel rail, throttle body mounted fuel injectors and throttle spindle mounted potentiometer.
	Type 1, 2276cc street engine gets tested on the JMR dyno. 48 IDAs, Street Eliminator heads, FK 87 cam. 170 bhp @ 6000rpm.
	On the left - a Type 1 Rhino transmission case and on the right - the Mendeola Racing MD4S. Made of aluminium and designed to withstand huge amounts of horsepower.
	On the left, a Type 1 3.88 pinion shaft. On the right is the much larger and infinitely stronger Mendeola shaft.
	Here are the ring gears for comparison: 3.88 versus Mendeola. When it comes to ring gear design, diameter equals strength. This has got to be the way to go for all out high horsepower drag cars.
	It's not just the case that needs clearancing on a stroker motor. With an 82mm stroke crank and a set of chromoly rods, this cam needed careful clearancing too.
	Note how this new case has been welded behind no.3, causing no.1 main bearing saddle to distort. main bearing saddles had to be bored to correct the problem. There is no need to weld a case in this area.
	An additional five dowels were added to this Type 4 crank for a little extra crank to flywheel security.
	Freshly built 98bhp 1776cc engine fitted to a split bus.
	part way through the work carried out to a Type 4 cylinder head. Extensive reshaping of the combustion chamber was needed to achieve desired compression ratio. Picture taken prior to final port and polish work. Engine is 2366cc (71mm x 103mm).
	This neat Chesil Speedster was in for an uprated transmission. Car already featured a JMR 1776cc engine. With discs front and rear, Sway-A-Way suspension parts, 5.5" wheels with low profile tyres etc. handling was good and was great fun to drive.
	Bad Camberg has come around again and this month we had a couple of customers who needed a little pre trip preparation: I carried out a complete rebuild on this 25hp engine. I managed to source a lot of NOS parts, including a brand new case. The engine received the full blueprint treatment - just like all the others.
	Just days after I completed the engine build, George Lloyd set off for Bad Camberg with his newly built motor. Car is immaculate and features retrimmed interior by Bernard Newbury.
	Alan Schofield brought in his Samba for a pre Bad Camberg tune up. Engine is a single port 1600, built by JMR four years ago.
	This is a trial assembly of one of the next engines due to leave the JMR workshop. It's a turbocharged, fuel injected 2.5 litre Type 4, fitted with full engine management. It's going into Mark Thurston's Oval street car. The car features several trick innovations and is definitely going to be one to look out for.
	Here are a couple of pics of the 12 volt turbo conversion I mentioned a little while ago. The customer had purchased the kit and commisioned us to take care of fitment. Chris carried out the installation without having to remove the engine from the vehicle (2.0 litre Type 4 in a bay window).
	The turbo is switched on via a micro switch positioned on the accelerator pedal. Boost is noticeable but in my opinion the performance increase isn't enough to justify the cost of the conversion, bearing in mind we had to supply turbo spec carbs, pressure boxes, high pressure fuel pump, boost sensitive fuel pressure regulator, fit a fuel return to the tank, plus numerous other pieces.

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