Hot Rods World's Fastest Model T at B-ville

I'd have to dig through the files but I think that car ran a custom built block, not a production T engine. Great lines, one of the best looking speedsters of the time.

 

Very neat stuff. All of it.

I'm also of the camp that admires vintage technology over the newer. So, my hat's off to you guys that hold the line, no matter the make of your choosing (Ford, Dodge, etc).

I absolutely love the radiator cap blow off valve on the streamliner. If I had any doubts about using a similiar setup for my street McCulloch - they're gone now.

Hud

 

He uses a new Imagine injection system that's built here in Phoenix. John

 

I think it was T, factory prepped no doubt but T in size.

From the latest T book by Lindsay Brooke...

 

The original car survives, but there is a copy that looks just like it. For a quick dirty reference, if you can find an exhaust side picture, you will notice that the exhaust ports are really far apart for a stock T.

 

to all those crying foul to efi and turbos they are only allowed in the special construction cl*** ex. streamliners and lakesters. the special construction cl*** is the all out balls to the wall cl*** where people are really trying to put down some speed. it's the no holds barred no limits cl***.

efi and turbos are still not allowed on vintage motors in the vintage cl*** ex. roadsters and vintage coupes & sedans.

and to those of you crying foul about 3 mains versus 5 mains we spin our 3 main stock crank to 5500 rpm. that's the limit that the ports will flow. there is no more air beyond that. going to 5 mains would give us absolutely no advantage. model b or c cranks are mighty damn strong except at the flange. now that's another story.

 

Some of those crying foul about turbos may just remember 30 some years ago when they got told they were "Ruining Hot Roding" It's fun to poke back.Ask your dad.

 

I agree with Beef,

I have yet to see anybody that can make a flathead banger spin faster than 5500 rpm. It just runs out of air. And as long as you have a good stock counterweighted crank that's not more then 10 under, it's good til 6000. So in my opinion, the flatheads don't need 5 mains, unless someone invents an incredibly advanced combustion chamber that nobody's ever thought of before, but that's doubtful.
Now put on an overhead that can flow up to 7000, and then you might want 2 extra mains.
My 2cents.

 

Lets not forget we're talking about a flat head T block in this thread, not an A block and I don't blame Young at all for wanting to run a 5 main crank, with turbos, even though he's spinning 5000 rpms.

 

I agree on the desirabilty of more mains with the turbo. It can sure pack the air in there. Not to sure about getting it back out. Still guys run really hard with flathead V8s, blown and 3 mains. 3 were always enough for my Plymouth. 4 5/8 stroke surely no buzz motor. Somewhere around '26 the Dodge Bros decided that 3 were not enough for their motor and went to five. Must have had some reason.

 

I agree, Flyin T, (Hey that rhymes) LOL

I wouldn't spin a stock T crank more than 2K. And don't get me wrong, if one can afford to 5 main a T, A or B, then by all means, why not? It's definitely a safer way to go just in case. I'd do it. It's just not entirely necessary. Except maybe in a T block.

 

It's turboed and has a fuel management system. I don't think the pics with the Weber's are of Joel's engine? Joel says there is more left, he was running 10 psi boost and the 180 hp figure was with more, 14 I think? He has really set the bar but keep an eye on the Stewarts too!

 

I ***ume "fuel management system" means computer and feedback...I think here with unique ancient tech below lots of boost, the main benefit of this might well be avoiding having to blow ten engines to smithereens to figure out timing versus boost versus mixture. When commiting acts of violence on 90 year old stuff, sensors for detonation, ehaust temp, and such are an act of kindness to the iron and to the guy paying for it all.

 

haha very true bruce. we have a very very hard time keeping our motors together long enough to finish two miles at bonneville. it's hard enough pushing a n/a flathead to 145 mph but running a turbo is almost harder. there is so much excessive heat and restriction in the exhaust that we blow a head gasket on every run! and if we really get on it and load it up too much we start holing out pistons. the biggest problem with these stock two port blocks is that one cylinder is getting more fuel than the other so one hole is always rich and the other is always lean. try tuning that combination!

i guess i was being a little cynical earlier but 5 mains, 4 intake ports, and efi have made this deal way too easy. it's like the challenge of running a flathead four banger with all its caveats has been completely taken away. and i personally find it more of a feat that shug and irene went 99 mph with a bone stock model a with a **** blower strapped to it but that's just me. i can't knock joel for anything because it's exactly what we would of done if we had the means to do it. it's a conundrum really. do you keep it closer to stock to satisfy the "purists" or say screw that and go all out? you're damned if you do and damned if you don't so it doesn't matter.

 

As long as your having fun, your the winner. You guys looked like you were having fun last time I saw you.

 

Why wouldn' you want to spin a stock T crank more than 2k?

 

i think bobby was being facetious.

 

Well, put an A crank next to a T crank and you will know why to not go over 2000 rpm. T cranks scare the **** outa me. My hat is off to the old guys that raced the stock T's