saw the ultimate banger today: '13 Peugot Coup'del auto (ex-Briggs Cunningham, currently in the Collier collection, eventually will be in the Ogden hoarde). Will have to wait until thursday before the pictures are ready.
Nice truck Chris. Wiring finished in the T. Brake lines in, battery in. Getting so close to driving. Here's a few pics of a Cragar overhead that may end up in my or a buddy's hands if the gentleman who has it decides to sell. The rockers, etc. are piled in an oil pan. The head has disassembled for some unknown reason. Neat stuff to see non the less. Also posted are pics of a dist. /magneto housing ? You tell me.
Herb, Forgive me, I am HD ignorant. so if these questions are remedial, then give me the tongue lashing I deserve. What is the CR of the KR head? Do the pistons come flush with the top of the cylinder? Are the pistons flat? Is the bore /stroke similar in relation to a A/B bore / stroke (stroke bigger then bore)? Thanks for the continued education. .
Yeppers, diamond block. I need to pull the fuel pump and use a small mirror to see if the thing has a counter-balanced crank
It might be easier to pull the oil filler tube. Then no worries with breaking the fuel system joints apart...Just shine a light down the oil fill tube hole and you should be able to see 'em if they're there. Fearless
Its 1:21 here in CT I cant what I have to go to bed work is in 6 hrs... man that sucks... But nice new truck Chris
Exactly what I was thinking immediately. Hell I pull the fill tubes out at swapmeets on all A engines I see for sale. Have yet to find a Diamond A or B with a counterweighted crank. I have bought every Diamond that was for sale I have found. I have 5 right now and am sure to buy more as I find them. Nice truck Chris for sure. Gonna keep it as is?-Weeks
Welp, it is a counter balanced crank! Weeks46, I'm gonna lower it a little and do hydrallic brakes. MAY get a V8 too But the banger will live on for now! It was runnin great for a short while but now just bucks and coughs when you give it throttle. May have some junk in the tank...gotta investigate.
Kickass on the crank Chris, lucky dog award to you bud. Wish I had a Diamond with a counter-weighted crank. If you want to ever let go of it let me know, also on the mech break parts also.-Weeks
Childhood dream realized at Dragfest fellas. I used to read Hot Rod and dream about the day I would see the Purple People Eater in the flesh. Heres my Model A next to it. The Shifters are a class act fellas and I enjoyed getting to just watch and take in the moment. Also took one of the fellas to do loopdidy loops in the swapmeet parking lot.-Weeks
For those interested, a video from inside a cylinder. http://www.youtube.com/watch?v=sEf8va1S7Sw <object width="480" height="385"> <embed src="http://www.youtube.com/v/sEf8va1S7Sw&hl=en_GB&fs=1&rel=0" type="application/x-shockwave-flash" allowscriptaccess="always" allowfullscreen="true" width="480" height="385"></object>
Here is a very common image used by David Vizard and published in numerous places. It is the induction flow in a SBC type chamber. A configuration that has had even more investigation, research, experimentation, race & dyno testing, man-hours and money spent than H. Ricardo could ever undertake on Sidevalve engines. It shows the relative flow of charge into the chamber subject to the physical variables that exist. The significant difference is we have a fixed roof over the top of our valve. For our investigations the following points are of note: Flow in the intake port is higher on the long side (or bottom in our case) Flow around the short site (our top) is more inclined to go straight ahead than follow the curve. Flow is greatest on the side of the valve opposite the port. (A) Flow is dramatically reduced where shrouding occurs. Optimisation of these variables will help us to maximise the charge we can draw into our Bangers. We need to have a look at intake velocity too! Does anyone have an intake port diameter. (at the face where the manifold bolts on)
CDO- Here is what I know- KR bore 2.745, stroke 3.812--so longer stroke in proportion Pistons are flat topped, with very narrow (1/16"?) compression rings, VS 3/32" stock. Piston stops flush with top of cylinder. No head gasket, aluminum head, iron cyl. barrel both get a coat of aluminum paint before assembly (but the stock machine the same in this regard) Now as to the C/R- I don't know that I ever saw a accurate figure published. What I did see was that the more power that they could get the engine to produce, the lower the compression ratio became. I remember reading a figure of "around 6-1". I guess that this proves that - at least at high RPM, breathing is more important than compression, if you can't have both. Hope that this answers your questions. And you certainly DON"T deserve a tongue job (chuckle) Herb
88dayrl88 That video definitely shows flow over the valve head, but of course there isn't any way to tell how much space there is between the valve and the head. Very interesting--Thanks for posting! Weeks48- Pulling the oil fill tube on an A engine to look for a counter weighted crank is a waste of time, cause there never was an a crank with c/weights from the factory. You can, however take the pinned on counterweights off a BB crank, and put them on an A crank, but they add a lot of weight to the shaft, meaning that you need even less flywheel. The good side of this, is that is reversible, and can be done with a minimum of equipment as opposed to welding weights on. Get ANY flywheel/clutch/crankshaft balanced as an assembly! Makes a large difference in smoothness and engine longevity. Herb
Similar details from the side (valve) view. Just needs a cylinder head on top to crush the flow down & out a bit to the left.
A little OT but. The May two day El Mirage meet is over and fast car on the dirt was a flathead Ford V8 streamliner. The Jack Costella-Rick Yacoucci streamliner with Jimmy Stevens Flathead went around 230 for Top Speed car. He runs Kong heads to my knowledge. Maybe somebody in SoCal should ask him about combustion chambers. The car went 280 at Bonneville unblown. Good running flatmotor.
My head was kind of a mixture of the Harly KR head on the last page and the Elco Twin plug head. It would have been educational th have opened it up around the valves somewhat. But it was out to the gasket already. Could have undercut the deck a little or made a copper gasket maybe. Never know now.
The stock A inlet port is 1 3/8" and the stock B is 1 1/2". I was reading an article last night published in SOSS back in Dec 1995 and continued in Jan 1996 about port modification and intake valve size. The author did incremental modifications to the ports and tested the results on his flow bench. His best flow figures came from a 1.92" dia. intake valve. He says that there is very little increase in flow modifying the port at the manifold. The biggest improvement came from the larger valves. He also stated that the best flow rates came from modifications that "straightened" out the ports. Blending the underside of the valve head showed great improvements. .
the importance of bowl blending of a flat can not go unnoticed, but the first thing to remember about cleaning up flat motor ports is that the intake charge runs along to floor of the intake tract, and the exhaust runs along the ceiling. (now think upside down). The intake charge is running along the top of the flat motor port/ intake (as the valve is upside down) and the exhaust is running along the bottom.
It is spectacular, i may fly to Milwaukee this summer just to see it run. The car is very understated, and refreshing. A careful restoration that has left a great deal of character of the car intact. I only took 3 pics (I think) as there were so many people around. But, I was given an invite to shoot the car at thier shop. So excited.
I would think that taking the vertical wall of the head that is behind the valve and scooping it out sort of hollow would help direct what comes out of the port in that area to flow over the head of the valve. Wouldn't mean going past the gasket, as the deck surface of the head wouldn't be cut Seems to me that I saw a cast iron Harley head from a pre war flathead (VLD? VLH?) that was contoured that way, but it must not have been benificial, as the KR head does not have that Herb
Phil Reily & Co. do it the right way and do not over restore so I am sure it is nice. If you or anybody has the time, the Miller meet at the Milwaukee Mile is great. Two days of laid back track time and lots of great machinery to see. I have gone twice with cars and it is worth the trip. I maybe going with one of Colliers other cars I have here this year. Follow the link below to their website which is very good and has some great Miller and Offy photos and info. This Duesenberg (white) I have here that I take care of maybe going again also, photo from last year...may see you there? http://www.milleroffy.com/Events.htm
I almost forgot, this week starting tomorrow at the New Hampshire Speedway is a whole week of vintage racing with plenty of bangers Tuesday - Thursday on the mile oval. Its worth the trip, I have gone many times with cars and it is great. Staying home this year though... too much to do. Follow the link below; http://www.nhms.com/schedule/special/vintage_racing_celebration/
I have an original Winfield head and have done some work in the combustion chamber. The head has an old crack repair that warped the head about .045 in the approximate center. I recut it after indicating it in on the mill. I now need to recut the combustion chambers to match them . In checking the head I have found that Winfield used a larger radius behind the intake than the exhaust but both have radiuses and are as cast so I assume was not a later modification. In regards to combustion chamber design I was told that the "Crowsfoot" was the fastest out of the box. I also read somewhere that Ricardo had patented that design and Winfield had to stop using it. This may be another myth as other manufacturers have used it. The block that I have in the car now is an "A" and I put it on the Bridgeport and locating from the guide bore I opened all of the intake valve openings to 1.562 exhaust to 1.500 As I remember. and then blended them in under in the valve pocket. Then I cut the valve guides down . In the latest reincarnation I have opened the block intake ports at the manifold to 1.625 and have blended them to the header plate with the gaskets in place. Then I mounted the new intake to the header plate and blend them in with gaskets in place. The headers that I am using are an old set and the mounting holes are .480 so I made some studs out of drill rod that are a snug fit in the header plate holes.002 to .003 but you must also match to the stud holes in the block as they vary. Ford must have had a lot of tolerance on the location of those holes or maybe my block was made just at quitting time that day. Then when I match them they will stay. I'm running Winfield's and have found some mismatch in some NOS base gaskets so have matched and blended those also. I may not have it running for the Antique Nations but everything will match HA HA!
The Jalopy Journal
