MTFCA Forum

Gear added for the V8 oil pump

Les,
That engine looks great!
What kind of port work have you done to it?
Are there any galling problems running an A cam journal against the T block?
Any idea how much power you'll make?

Thanks,
Rich

I’ll post a picture of the intake manifold tomorrow.
No problems running the A cam against the block.
The identical engine is capable of pushing a speedster at 100 mph

On my " C" crank in a " T " block seems like I remember we had to turn down the OD of the counter weights to clear the cam .

Pete
The counterweights are OK but I had to trim beside the throws for clearance to the camshaft. Now the A camshaft is bigger than a T camshaft and I have filed notches in the camshaft bearing bores

This manifold can be mounted either way up to accommodate either a updraft or downdraft Effectively a 4 intake port manifold. Without the divider the bottom end torque is poor.

Looking Good Les!
Question about the porting, Can you do that without any welding or epoxying , my concern is water the jacket? I know that some epoxy filling can help flow in the intake ports. Thanks for sharing a wild project!!

No welding or epoxy!!

Nice work Les, how much of the manifold is plenum...? And how much is runner...?

Wow!! Will the exhaust ports be enlarged?? Bud.

While there is no water around the intake port area, that is not the case with the exhaust ports. The can be opened up slightly but the port walls are not thick enough to open them up significantly.

The majority of the intake is runner. Just plenum under the carb.
I have never opened up the exhaust ports.

This Model T kicked my butt in Lincoln Nebraska 2017. I believe that this is his dyno sheet, WOW. It has simmilar porting.[/size]

Hey Les,

Is that a pre-26 block?
Do you have a preference for certain year blocks when you modify them?

Thanks,
Rich

It’s a late style block. I generally prefer for the upper 2 transmission attachment bolts

Les, did you ever do any research into wet V dry flywheel housing? Seems like a lot of drag to me, but I've never noticed anybody addressing this question. Thank you, Dave in Bellingham

I run what I call a “semi dry” flywheel!! There is a dam that keeps the oil away from the flywheel. The transmission shaft is drilled and fed from the rear main bearing. Some oil is sprayed onto the bands.

Thank you, sir, I've been pondering this for some time, thinking of using a dry clutch. Dave in Bellingham

Dave
Well if you are planning to use a truly DRY clutch, that is a completely different thing. Assuming that you are not using the T transmission!!

Les,

Very interested in how you set-up your semi-dry flywheel .

Any pictures or drawings?

Thanks for your time.
Rich

I hope this helps

Les,
I can see how keeping the "T" flywheel from sloshing through too much oil can be a benefit in a race or speedster engine.
I was wondering if you have ever experimented in lightened flywheels for a race/speedster application.
Also would like your opinion on using a "EE" late non-counterweight crank and splash oiling in a modified "T" engine-Will it hold up?
Thanks,
Rich

Rich
As you increase HP you increase bearing load!
Adjusting T bearings is a fact of life with a splash engine. Lack of full flow filtration contributes. Consider that in the ‘30’s the V8 didn’t have shims. Eventually oil filters were added.
So much more HP from a stock oiled T I would expect to do more bottom end “maintenance”!