MTFCA Forum

Lexveen

I was wondering what power the magnet has. With good, strong magnets it delivers a voltage of up to 30 volts or even more, but what current can it deliver? Has anyone measured that?

Lexveen

I found a simple way to measure the angle. Quite stupid I never thought of it, but better late than never. I measured angles at the crank handle. I measured the angle at the point where the buzzer starts buzzing and the angle when the buzzer is silent again. It appears to be slightly less than 45 de...

Lexveen

I have a TrueFire test set, but I have never been able to find the switching transistors in the Timer Cover. The box is more reliable than the Timer cover. The Test Set is simple to make. A big wing nut, not shown, on the left rotates the Timer Rotor. The metal uprights represent the block. TrueFir...

Lexveen

For the sake of those reading this forum in the future, the Tru-Fire is basically the same system as was used on the Ford Tempo and some other Ford four cylinder engines of the same vintage. The system uses a Hall effect sensor with a magnet replacing the rotor in the commutator. The coil pack has ...

Lexveen

For the sake of those reading this forum in the future, the Tru-Fire is basically the same system as was used on the Ford Tempo and some other Ford four cylinder engines of the same vintage. The system uses a Hall effect sensor with a magnet replacing the rotor in the commutator. The coil pack has ...

Lexveen

Well, thank all of you for all your suggestions. With the “Sherman” style I indeed meant the Prus head. I bought the head together with a new copper gasket from Snyders. I have bought a great lot of parts from Snyders and never had any problems, so I was quite confident it would be an easy job. I di...

Lexveen

I installed a new HC head “Sherman style” with a new copper head gasket. I drove a few miles and it started leaking. Water and bubbles came out along the head bolt between cilinder 1 and 2. I re-tightend the head bolts to 55 lbs but without success. I took the head off, looked at the gasket and the ...

Lexveen

This looks very good. So it does not suffer from the movement and vibration? Was there a reason to but it backwards so much? I would say it could be closer to the gearbox.

Lexveen

Our T is a 1926, has a Sherman style HC head, a Scat cranck, su carburetor, double exhaust manifold and as a result is quite strong. It also has a Ruckstell with 3.25 ratio, Rocky’s and 12V. So I think much of the conditions for an overdrive are good. Roads in the western part of Holland are flat. T...

Lexveen

Driving on a road where 50mph is allowed, which is the case on almost all the roads connecting villages, is not very convenient. In no time you collect quite a lot of vehicles behind you and when they start overtaking, it can be quite frightening. So I think of some kind of overdrive to be able to d...

Lexveen

I could reach a decent roundness at 18,2 mm, which is lightly larger than 11/16.
The bushing I made was 35 mm long and the max length that fits the bracket, which is 1 3/8.
Maybe w600 in winter and grease in summer?

Lexveen

That is exactly what I did. I turned down the shaft just enough to get a good round surface (not too much to limit loss of the cone) and reamed the bushing that much the bracket could just be turned by hand. So thanks and we agree on that. I wondered about one other thing: what gives the best lubric...

Lexveen

I continued the rebuild today. I tried to enlarge the upper diameter in the bracket to install an upper bushing, but on closer inspection that appears to be impossible, because the hole of the greasecup is 1/4 from the upper edge. So one bushing it will be. Reaming to the correct diameter is much ea...

Lexveen

I did my ‘26 Touring last year and there were 2 bushings. If one bushing is there, dus the shaft run free in the top or acts the cast iron hole a second bearing?

Lexveen

Curiosity or not? I pulled a steering column from a ‘25 Pickup (an original one with steel bed!) to rebuild it. At the bottom bracket it had a huge play. As I use to do, I hacksawd the bushings and knocked the bottom one out. The upper one however did not want to come out. After several attempts and...

Lexveen

I am considering to change my Z head for a Prus head from Snyders or a Sherman style head from Lang’s. These look the same, but did anyone measure the volume of the chamber?

Lexveen

Allan, I got the reply. It’s a ‘M’ code needle with an 8oz Yellow code spring. The carb is a 1 1 1/8” HV2 type with the vertical throttle spindle, originally fitted to the Morris cowley (bullnose & flatnose). Hope it works out well for you.

Lexveen

Lex, if you have specifications/part numbers of the needle and spring provided, I would appreciate details. My son has an early SU which he wishes to use on a speedster build some time. Allan from down under. I don’t have them, but meanwhile asked the guy who rebuilt the SU. But…. No garantee it wo...

Lexveen

I was not happy with only the practical experience and impression, so the last week I read a lot of technical/scientific publications like the book of Harry Ricardo on the internal combustion engine. Some of this I would like to share with you. The flame that is started with the spark, takes some ti...

Lexveen

Be aware that there is a multitude of different needles to fit SU carburetors, each with its own profile to provide different fuel metering as the piston rises. Also, a Morris Cowley engine has considerably less cubic capacity than a T and was also meant to run at higher revs. A needle that suits t...

Lexveen

As I wrote, I filled up the tank yesterday with 30 liters of 98 octane and a bottle of octanebooster. I drove about 60 miles with speeds between 15 and 35 mph. I could pull down the lever up to 8 o’clock without spark knock at constant speeds. When accelerating I had to retard a little to avoid spar...

Lexveen

Moxie26 wrote: ↑
Wed Aug 28, 2024 6:39 am
Your lack of power could be directly related to using the standard iron intake manifold. Why don't you put on a high volume intake?.. your engine has the dual exhaust manifold, not Ford issue, but available through vendors.

Lack of power? I am very satisfied with the power.

Lexveen

Another thing that affects the compression pressure under load: the carburetor. I am a big fan of the British SU carburetor and have fitted one. A 1 1/8 inch model from a 1926 Morris Cowley. A "period correct" modification I would say. The SU carburetors can be adjusted very well over the entire loa...

Lexveen

Compression pressure will vary at different engine speeds and throttle openings. Some engines will develop passive supercharging at some speeds and throttle settings, and volumetric (pumping) efficiency usually falls off a higher RPM and will fall off sharply as the throttle is closed. Detonation u...

Lexveen

[/quote] Feel free to attempt to educate me on thermodynamic considerations. [/quote] I am not in a competition on math, nor do I try to be smarter than others. I try to learn from others on a subject that puzzles me. I am searching for reasons why I hear spark knock. My simple statement is, that th...

Lexveen

speedytinc wrote: ↑
Tue Aug 27, 2024 3:31 pm
Stockish, Montana legal motor is 60#
55-60# with a stock head.

Whatever the real ratio of the Z is, 86-88 for a Z is about 1.5 times higher then 55-60 with a 4:1 ratio….

Lexveen

Does anyone have figures about the compression pressure? As I wrote earlier, I measure between 86 and 88 psi on a cold engine. What is the pressure with a standard head and pistons?

Lexveen

I did not suggest to tear something apart. The engine is well built and mechanically running as it should. Neither do I have a complaint about performance. That is OK too. It runs smooth and strong from 500 to 2000 rpm. I only hear spark knock and that is why my question in this topic is: what do ot...

Lexveen

When installing the head I checked if piston and head do not touch each other without the gasket and they don’t. Same check after laying the headgasket between block and head. No interference. So the distance between the top of the piston and the squish edge in the head is a fraction more than the t...

Lexveen

A T with a Z head should not require high octane fuel. 85 octane (US) ought to be more than adequate. EXACTLY - Z-Head is advertised as having a 6 to 1 compression ratio. Modern Car manufacturers indicate that there is no advantage in using a higher than the recommended Octane rating other than to ...

Lexveen

Lex, that timing diagram in your original post - much reproduced - is actually useless and wrong if you're running on coils and magneto. With the magneto, you get just three basic choices of timing. 15.5 ATDC (just for starting) 18.5 BTDC 41 BTDC If the lever allows it, you could have 63.5 BTDC but...

Lexveen

I must be missing something but how is it possible to get spark knock at 10-15 degrees “after” TDC? You are quite right: I meant before TDC. Sorry for the typo. Another thing that I did not take into consideration: the time the coil needs to produce a spark. That takes about 1.5 to 2.0 ms, which ma...

Lexveen

What we use in my part of the world is better octane fuel, your highest is the same as our lowest, 95 is our mid range which works fine but if we need to 98 octane is available as well. Luckily I live in Europe where we have 98 and in some towns even 102 octane. I will use the 98 in stead of the 95.

Lexveen

I have a question on ignition timing with the Z-head. I installed a Z-head on my ‘26 T. The most important feature is not the higher compression, but the squish zone which creates strong turbulence of the air-fuel mixture as the piston approaches TDC. This turbulence garantees a much completer combu...

Lexveen

BTW: because they go in 5/8, then -at least in the 26/27 engines- Ford did comply with the rule 1,5D.

Lexveen

Just what I did. They all go in 5/8 by hand till they bottom out. I shorten the bolts so they just don’t bottom out without the head gasket.

Lexveen

I just received the longer bolts. I would qualify them with “very strong (grade 8+), perfect body, ugly head”. So technically its OK, the looks neef improvement. I think of making a cap in 5/8.

Lexveen

The distance between crank and cam is spot on 3.9375" center to center crank to cam. The cold lash between the timing gears is exactly according to the Ford specs 0,003-0,005. The gears are machined to the original dimensions of the cast iron gears and are not adapted to the difference in expansion....

Lexveen

Dan McEachern wrote: ↑
Thu Dec 28, 2023 1:32 pm
I have .002 and .003" undersize aluminum gears in stock. You can contact me at dmcgearsATyahooDOTcom or send me a PM thru the forum.
Dan

I have sent you a PM

Lexveen

Some pictures.
The one with the protruding thread is without washer, head gasket and coilbox. It will never be more then that.

Lexveen

Luckily the head is new, the surface of the block is shaved and the thread in the holes is clean. So IMO a perfect start. Where I live -The Netherlands/Europe- bolts with imperial threads are very rare. The only bolts with the proper dimensions I could find were 3,75 inch UTH grade 8 from ARP (partn...

Lexveen

Thanks for your information. Now I understand how we came here and there is some logic in this. To be honest: we talk automotive development 120 years ago in a commercially environment. So I understand there are hardly records, explanations or drawings. Thats how things worked then and in smaller co...

Lexveen

As I previously wrote: the model T is forgiving, most don’t drive thousands of miles a year and you can accept faster wear of components, but I am a technician and prefer to do things technically right. The solution is simple: a 0,002 or 0,003 inch undersize aluminium gear would do the trick. At thi...

Lexveen

The rebuild of my ‘26 engine continues. I arrived at the cilinderhead. I bought a Z-head, because it’s far more efficient than the stock head because of the squish concept. But thats another topic. The topic here are the head bolts. I bought a new set of long bolts for the high head, presuming these...

Lexveen

Sorry: the expansion coefficients divided by 1.000.000 of course

Lexveen

How about using a bronze gear? I did not react on the question of Jerry. Bronze is better, also in regard to running culture, but still expands more than cast iron. Regular expansion coefficients in inch/inchK are: Cast iron 9 Steel 12 Bronze 17,5 Pure aluminium 23 Polyamide (nylon) 120 These figur...

Lexveen

So to be on the safe site, the cold backlask of 0,003-0,005 as advised by Ford when installing new gears steel/aluminium should be enlarged to 0,005-0,007? Same correctionon the generator side: not 0,002-0,004 but 0,004-0,006?

Lexveen

I overlooked the pressure angle and you are right. That reduces the problem. If the backlash is not below the minimum Ford advices, for an aluminium one the gears don’t force each other out of the bearings. But it is critical. For a nylon one its certainly a problem, even with the maximum backlash F...

Lexveen

Thanks for the thoughts. I know that aluminium and nylon gears survive. The question is what the cold backlash was in those cases when the gears when installed. If the cold backlash was larger than Ford specified, it is logical that these survive. Another question is what is the backlash after a few...

Lexveen

I have replaced timing gears. These were really old. The big one was fibre and had very narrow teeth. A 1/8 inch drill fitted nicely between the teeth and I wonder why the fibre gear wasn’t stripped. I replaced it by a new steel one and aluminium one. The backlash between the gears is currently 0,00...

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