the car chassis were tapered. 2" at the front, 3" in the middle and 2" at the rear. (if memory serves)
Now that you mention it your are right, I just measured one.....what I meant is the truck frame is much deeper.
I will be there with my banger powered coupe!!! look for me and my car!! The wheels may get painted black before then, and I really want to put the 33-34 wires I have on there, but I am running out of time!!!! Just follow the oil trail!!! Shes a leaking mofo!!! James Got this old bumper-mount ford foglite mounted, kind of just cobbled on there for now til I get better stuff to mount it with....
Hey I put my old SCTA number on my roadster in the old masking tape fashion. I need a higher contrast don't ya think?
SamIyam Thats a badass little setup you have going there!!! The front bars by the header look just like the swingout door bars on my mustang, just mounted vertically instead of horizontally!!! What class will you run? Bonneville is on my bucket list for sure.... Maybe when I am done with school I can build something cool to take out there...... James
A gold mine, a very organized salvage yard in Los Angeles in the late twenties. More salvage outfits are also on the other side of the street. Banger parts galore!!!
...or use blue masking tape, maybe... But I found that a sharpie works wonders for touching up stone chips in black fenders Fearless
Hey fellas, guess what followed me home from Ventura yesterday .......................................... Its gonna be a little while before I can take it apart though, so patience is a virtue. Also it has insert bearings I just keep hearing cool stuff like they used to use these engines in race cars. I will keep ya'll posted.-Weeks
I finally got my block back from machining, what a treat! But i realized that the intake ports on the side of the block is much smaller than the intake i want to use. How much can i open up the Model B (actually a G28T)intakeports without breaking into a waterjacket? Any experiences? is 1 3/4 possible? Thanks.
anyone up for a discussion on valve shrouding on A motors? i keep looking at all these high compression A heads, and wonder how they can get any sort of flow around the valve, it looks like the combustion chamber has been squished to much. anyone run a flow bench on using stock valves vs. larger ones on some of these heads? (any thing with a psuedo "sbc" style combustion chamber). Due to size and shape of the chamber is would seem with a moderate lift on the cam and large size valves, that there would almost be no laminar flow over the top of the valve and becuase the head is so big that it is stuck up against the sides of the chamber. I imagine that some fly cutting around the perimeter of the chamber would help, but how much clearance would be required?
The way I understand flatheads is from what I have read and observed from two that I consider the best, Ricardo and Winfield. Get a copy of Ricardos, The High Speed Internal-Combustion Engine. He spells it all out in there, he mentions that 6 to 1 is the optimum CR for a flathead. Any higher and the valves get restricted and breathing is cutdown just like you have figured out. The head on Windfields 2 Up 2 Down looks to me to follow this idea. I am real busy here in the shop with Mercers but if I get time I will get out Ricardo's book tonight and post more. He studied flatheads more than anyone and was the authority. To many of the combustion chambers I have seen on some of these modern HC heads where designed with only the CR in mind, not breathing and turbulence which matters more in a flathead than a high CR. To high a CR in a flathead leads to detonation which aids in breaking cranks in combination with their springy three main cranks. Five mains with short journals is the answer to all of the bottom end troubles.
I remember an article several years back where a fellow discusses the flow of valves and he came to the conclusion that the bulk of the flow comes from under the valve and the the amount that flows over the valve is not very much. A lot of the "oldtimers" referred to all of the work that the Harley guys did on their motorcycle engines. I will see if I can locate the article. If you think in simple terms as to flow it would seem that as the valve opens the charge would flow from under the opening valve to the lower pressure area of the cylinder as the piston gets lower in the cylinder. I don't want to get into the dynamics of air flow but, again , in simple terms, the piston sucks the mixture in as it travels down the bore. I know what has been said regarding shrouding the valve. but, again, it would seem the valve just doesn't pop open but opens at a gradual rate so it would seem most of the flow would start from under the valve. If you go to C Yapp's website he has a good index of the articles from the S O S S magazine such as the one where Wayne Atkinson, ( not sure of spelling), cuts up and flows an "A" block.
I have a diamond head on my banger. I would like to know the difference between it and a stock head. What is the compression ratio.
A very nicly constructed T based racing car that appears to be a flathead? (based on EX port location) at a board track on the west coast.
[OUOTE=fur buscuit] but the dynamics of air flow is exactly where we need to go... Exactly, thats what I mentioned above. To high a CR closes the combustion chamber to tightly around the valves and does not let the engine breath but you get a high CR. A high compression ratio cannot make power out of a restricted and weak intake charge. You are better with a good charge that has been well atomized by turbulence at a lower CR, it makes more power. The Harley-Davidson racing dept. found the same thing on their KR flathead racers. I think they found 6.5 was the best in their flatheads. If I remember correctly it was found that when higher octane fuel became available too allow 6:1 in a flathead too much turbulence caused quick and harsh combustion and detonation so less turbulence was better with the higher CR. Good turbulence and swirl is more important than the highest CR and airflow which is what Ricardo found out a long time ago. I will post some of his finding later. You need to get and read his book. A good friend of mine who helped Junior Johnson with his engines when he was really winning a lot left me his whole engine engineering library so I am lucky to have his copy. He also raced and built a lot of flathead V-8 Fords earlier and had a dyno. He told me he got the most power out of them following Ricardos ideas. I will post them later. His book (Ricardo) was republished five times after first coming out in 1923.... 1931, 1941, 1953, 1968 and 1972. The earlier books have more flathead info. Look on ebay.
A long time ago, I found a book published by the Harley Tech department on how they hopped up their flat head engines, and for the life of me i have never found it again. I have read alot of Mr. Ricardo's work.
Have some pictures of the portarea, its a model A not a G28T dont now if they are helping you. First pic is exust the rest is intake
As far as I know they have thicker castings so they are less prone to cracking and can be milled or resurfaced a hair more than an A. As far as compression ratio they are the same as A's. PM Weeks, he has quite a colection of diamonds and parts and knows alot about them.
This will give you a good idea of Ricado's finding after much research over the years on flathead combustion chambers. It describes the second type of flathead chamber that replaced the earlier open style. It also gives you a good idea of the limitations of the flathead. This is from the last edition, 1973, if you are really interested in the subject look for his earlier editions, the dates are noted in the earlier post. I cannot find an earlier one right now but the design in the photo if you study it is very similar to the Ford police head and maybe a B head. His studies involved actual tests of different combustion chamber shapes and the viewing and photography of the results on his test machines. If you are really interested in the subject it is very interesting reading. Basically he found that a flathead needed to have the airflow go straight up from the valve and follow the curve with the chamber and then flow down into the cylinder. With a head squashed down more in the area below the plug to raise the CR the air has to flow sideways from the valve which does not work as well. This is the reason they found that flat heads were CR limited naturally aspirated but a more restricted higher CR head might work with a blower or turbo. All of this also explains why a lot of flathead V-8's were relieved to give them more room to breath with higher CR's for racing but I do not know how successful that was. I also do not know if the decks of any of Fords fours are thick enough to allow relieving and I have not taken the time to research that subject at all. If it is possible some gains w/a higher CR might be found? I might add that I am no expert in these matters but am just relaying what the worlds foremost combustion chamber guru learned after a life time of research. This is not to say that someone out there might have found something more since, but it would need to be well tested by dyno results or actual racing times to be believable. Anybody out there that has any more valid info?
The Jalopy Journal
