M112 - 300 Build for the '56
- Thread starter clintonvillian
- Start date
Shouldn’t be to bad if air intake is located more forward in front or at least front 1/3 to 1/2 of the tire. Good luck.
clintonvillian
Famous Member
Mounted the water meth bung. Wanted a straight shot pointed into the pipe but that wasnt possible.
The exhaust is done until I get the truck put together. Cant mock it up without the running boards in place.
Do you think If I put the O2 sensor at the very back next to the Vband it will be fine. That's about 8" after they merge. I will also install it vertically.
Started looking at coil mount options....love these taylor plug wires..
The exhaust is done until I get the truck put together. Cant mock it up without the running boards in place.
Do you think If I put the O2 sensor at the very back next to the Vband it will be fine. That's about 8" after they merge. I will also install it vertically.
Started looking at coil mount options....love these taylor plug wires..
chessterd5
Famous Member
Are you running residual valves on your brake lines?
Is that what is under your brake master cylinder? Or is that just a proportioning valve? Thanks.
Is that what is under your brake master cylinder? Or is that just a proportioning valve? Thanks.
Clintonvillian, your work is so outstanding!
clintonvillian
Famous Member
Proportioning valve for disc brakes.
clintonvillian
Famous Member
Thanks but Im really struggling with Tig welding this stainless. First go at it, so they aren't very pretty.
chessterd5
Famous Member
Cool. It really is a nice truck! A lot of thought and work has gone into it.
If the master cylinder reservoirs are below the bleeder screws on the calipers, you may want to think about installing some brake residual valves in the brake lines. Thanks
clintonvillian
Famous Member
I plan to mount a remote fill on the firewall.
clintonvillian
Famous Member
I really appreciate that...
It has been a ton of work and a learning experience.
I really appreciate all the guys on here and a few other forums taking the time to guide and answer redundant questions. Without you all I couldn't have done it.
chessterd5
Famous Member
That will help but it won't fix the problem unless the master cylinder is completely sealed. The rubber gasket under the lid will still leak due to gravity.
The residual valves maintane pressure in the lines keeping brake fluid from draining back to the reservoir. I don't want to feel like I'm harping about this but it's important for safety. Especially if your wife or kids is riding with you. I chanced it for years just pumping the brakes and praying but I'm just a old bachelor man no one's going to miss me.
67Straightsix
Well-known member
That is going to be one nice truck!
Yes Stainless Steel is more difficult to weld but the Tig welder is the very best for the lighter gauge material and or for the best looking welds. Since it’s your first go at it I throw a few things out there for you to consider.
Some things to watch out for is that the material is really clean even use a clean rag with a good thinner like Acetone or Lacquer thinner for the final prep and that also goes for the backside it needs to be cleaned and shielded. Your welding area even needs to be very clean and its better if it’s not used for welding of any other metals especially carbon types, the carbon is attracted to stainless and can get into the weld and contaminate it causing it to rust. Even your cleaning tools and forming tools like cleaning brushes (Stainless Steel) clamps, and hammers should be kept separate only being used for the stainless steel work.
Other things that have an effect are using the right size tungsten rod for the thickness of the material your working with and proper heat setting, filler rod that closely matches your material stainless type, and the amount of gas shielding you have over the weld so you may might need to use a bigger cup on your torch head. Heat that's about 10% less than 1 amp per .001 of material thickness, and move quickly on those real light gauges. Best of luck
Some things to watch out for is that the material is really clean even use a clean rag with a good thinner like Acetone or Lacquer thinner for the final prep and that also goes for the backside it needs to be cleaned and shielded. Your welding area even needs to be very clean and its better if it’s not used for welding of any other metals especially carbon types, the carbon is attracted to stainless and can get into the weld and contaminate it causing it to rust. Even your cleaning tools and forming tools like cleaning brushes (Stainless Steel) clamps, and hammers should be kept separate only being used for the stainless steel work.
Other things that have an effect are using the right size tungsten rod for the thickness of the material your working with and proper heat setting, filler rod that closely matches your material stainless type, and the amount of gas shielding you have over the weld so you may might need to use a bigger cup on your torch head. Heat that's about 10% less than 1 amp per .001 of material thickness, and move quickly on those real light gauges. Best of luck
Great work. I've tried to find my earlier response to your plans to inject your engine, but the forum changes have ruined the 2020 posts and I cannot source what I wrote to you and pmuller9 back in 2020.
I was quite sure back then you didn't understand that a stock Bank Fire Speed Density V8 Electronic Control Module could be easily adapted to a supercharged in line six. Eight stock injectors are used to fuel around 220 to 240 hp, and you are able to add more fuel with a marginal increase injector size. Not all fuel has to come from the same place, and fuel and injector and throttle body metering options vary hugely depending on what your actually trying to do.
I am delighted a real EECIV and EECV expert with engines under boost has weight into the conversation. Welcome decipha.
I've discussed this extensively before elseware on FordSix and Four Eye Pride, using 8 injectors and the Mass Air Ford EECIV 5.8/7.0 truck computer on a six cylinder engine.
This is what Advance Induction Technology's David Inall at AIT did in Australia to the port EFI 250 Falcon engine.
It had three different ECM systems from 1983 to 1988; a BMW LE-11 Jetronic computer in the first two years (83-85), then an EECIV fix fuel non feedback VAM (97 octane leaded gas 85 and early 1986) and then with 91 octane Unleaded Gasoline from 1986-1988, and O2 sensor feedback with VAM.
In each case, AIT added 255 hp to a 149, 164 or 162 hp engine by adding the US CFi Ford blue injectors, and so the car lean cruised on six injectors like a standard 149/164/162 hp emissions engine, and when boosted with up to 10 pounds of extra turbo boost, it added 93 to 106 hp of extra fuel at a rising rate by two upstream injectors ahead of the turbo and below the VAM.
Six injectors bank fire to the ports, and two alternate bank fire above the M112 blower. You get an eight cylinder fuel supply, with pulse width able to be changed to suit load. An M112 is the same as adding 112 cubic inches of engine. That is, 300--->412
You sequence spark by a Miss fire detector from an 1996 4.9 EFI crank, or gut the Six cylinder distributor and create a crank trigger. You can sequence six park events, and two bank fire, alternate injector events. Bank fire is really simple. Every second injector behaves like its is a right bank on a V8.
Before David Inall pulled the pin further work, there was a Twin Turbo Australian Induction Technology AAT Twin Turbo Fairmont Ghia,
All were stock ECM systems, with Auxiliary fuel of varying kinds. Like putting an upstream turbo with a carb on an EFI vehicle. Or two T25 or T03-60's like the Fairmont below. So 420 hp was possible with stock EFI plus a better cam, forged pistons and some work on the forged rods and cast iron crank.
There was a 12 injector setup, as well as a 7 injector setup (right before the T/B and only activated at WOT) and there was also the 6 injector setup.
They used the T03 60 Split pulse turbo on a log manifold, the dump pipe mated directly up to the factory cat system. They used small intercooler piping which fed under the front radiator support and fed up to a small intercooler. They also had cut outs in the front bumper for air flow and had a air director which mated up to the intercooler from the holes.
Nothing on the fuel pump/ECM/exhaust was touched. It was simply a slap the turbo on and off you go type job, and since the emission's cycle was done on part throttle, every engine was variously US 1973, US 1975 or EU 1986 Emission compliant depending on year.
360 hp and 420 lb-ft from a 1987 4.1 liter twin turbo Falcon six, up from 161 hp with the stock EFI 4.1 Liter
When the 1988 EA 26 3.9 liter OHC came out WITH 186 HP EECIV Multipoint EFI, David was working with Ford to factory turbo charge it to 255 hp, but there was a budget cut, and Ford decided not to go ahead with the project. The kits were released,
but AIT decided to disband after the loss of a Four Wheel drive 1987 project car at the hands of some English journalists.
I was quite sure back then you didn't understand that a stock Bank Fire Speed Density V8 Electronic Control Module could be easily adapted to a supercharged in line six. Eight stock injectors are used to fuel around 220 to 240 hp, and you are able to add more fuel with a marginal increase injector size. Not all fuel has to come from the same place, and fuel and injector and throttle body metering options vary hugely depending on what your actually trying to do.
I am delighted a real EECIV and EECV expert with engines under boost has weight into the conversation. Welcome decipha.
I've discussed this extensively before elseware on FordSix and Four Eye Pride, using 8 injectors and the Mass Air Ford EECIV 5.8/7.0 truck computer on a six cylinder engine.
This is what Advance Induction Technology's David Inall at AIT did in Australia to the port EFI 250 Falcon engine.
It had three different ECM systems from 1983 to 1988; a BMW LE-11 Jetronic computer in the first two years (83-85), then an EECIV fix fuel non feedback VAM (97 octane leaded gas 85 and early 1986) and then with 91 octane Unleaded Gasoline from 1986-1988, and O2 sensor feedback with VAM.
In each case, AIT added 255 hp to a 149, 164 or 162 hp engine by adding the US CFi Ford blue injectors, and so the car lean cruised on six injectors like a standard 149/164/162 hp emissions engine, and when boosted with up to 10 pounds of extra turbo boost, it added 93 to 106 hp of extra fuel at a rising rate by two upstream injectors ahead of the turbo and below the VAM.
http://vb.foureyedpride.com/showthread.php?183370-302-rebuild-options-for-CFI The 5.0 CFi 150 and 155 hp blue 46 pound injectors were used as an extra "auxiliary" fuel supply in the 104 hp stronger 255 hp Falcon Turbo in 1983 to 1987.
Started off with a stock 149 hp Port EFI, then got a twin scroll T03 60 turbo, and the first use of the USA Auxiliary Fuel computer.
By 1985, 161 to 164 hp stock, and still the same 255 hp turbo option, using the same components.
So this is a stock EFi Bosch LE-ii or EECIV fuel injected car, with 100% factory EFi, and just an auxiliary fuel supply ECM.
I am indebted to my ex Ford shop foreman Alan and mate Richard and Reeve Callaway, who gave great info on the stock American TBi and Bank fire Port EFi fuel systems.
Six injectors bank fire to the ports, and two alternate bank fire above the M112 blower. You get an eight cylinder fuel supply, with pulse width able to be changed to suit load. An M112 is the same as adding 112 cubic inches of engine. That is, 300--->412
You sequence spark by a Miss fire detector from an 1996 4.9 EFI crank, or gut the Six cylinder distributor and create a crank trigger. You can sequence six park events, and two bank fire, alternate injector events. Bank fire is really simple. Every second injector behaves like its is a right bank on a V8.
Before David Inall pulled the pin further work, there was a Twin Turbo Australian Induction Technology AAT Twin Turbo Fairmont Ghia,
All were stock ECM systems, with Auxiliary fuel of varying kinds. Like putting an upstream turbo with a carb on an EFI vehicle. Or two T25 or T03-60's like the Fairmont below. So 420 hp was possible with stock EFI plus a better cam, forged pistons and some work on the forged rods and cast iron crank.
There was a 12 injector setup, as well as a 7 injector setup (right before the T/B and only activated at WOT) and there was also the 6 injector setup.
They used the T03 60 Split pulse turbo on a log manifold, the dump pipe mated directly up to the factory cat system. They used small intercooler piping which fed under the front radiator support and fed up to a small intercooler. They also had cut outs in the front bumper for air flow and had a air director which mated up to the intercooler from the holes.
Nothing on the fuel pump/ECM/exhaust was touched. It was simply a slap the turbo on and off you go type job, and since the emission's cycle was done on part throttle, every engine was variously US 1973, US 1975 or EU 1986 Emission compliant depending on year.
360 hp and 420 lb-ft from a 1987 4.1 liter twin turbo Falcon six, up from 161 hp with the stock EFI 4.1 Liter
When the 1988 EA 26 3.9 liter OHC came out WITH 186 HP EECIV Multipoint EFI, David was working with Ford to factory turbo charge it to 255 hp, but there was a budget cut, and Ford decided not to go ahead with the project. The kits were released,
but AIT decided to disband after the loss of a Four Wheel drive 1987 project car at the hands of some English journalists.
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This project has evolved to sequential injection along with sequential ignition with six coil near coils
It also has a water/methanol injection which is integrated into the EFI system for boost controlled spray with safety control in case of water lose.
Plus full time closed loop with a wide band O2.
It also has a water/methanol injection which is integrated into the EFI system for boost controlled spray with safety control in case of water lose.
Plus full time closed loop with a wide band O2.
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67Straightsix
Well-known member
2x also on thinner material tight fit up is crucial any gaps make welding difficult. You're doing great .
clintonvillian
Famous Member
Thanks. Everything is solid, there won't be any leaks or cracks. They don't look like bad welds, I just haven't been able to get the pretty color to them...
clintonvillian
Famous Member
I think Ive been to hot. That was 80 amps in the picture, dropped to 60 and went with my largest gas lens cup. A little better but still not there.
I am going to drop to 50 amps and see how that goes. I think my gas coverage is the main culprit. But Im not sure how to correct it.
8 cup - gas lens
20 cfh( I tried increasing it but it was causi g the weld to become concave)
3/32 2% lanth tungsten
3/32 308 filler
I am going to drop to 50 amps and see how that goes. I think my gas coverage is the main culprit. But Im not sure how to correct it.
8 cup - gas lens
20 cfh( I tried increasing it but it was causi g the weld to become concave)
3/32 2% lanth tungsten
3/32 308 filler
I think your heading in the right direct in that above picture shows it shows some weld under cut from either being to hot or to slow on the welding speed is that were you tried the higher amps or upped the flow of the gas shielding? Also there is a hole in weld maybe some impurity there. Right next to that for about a 1/2 inch to right the weld speed and shape looks really good it's much better but weld flow / stack of dimes looks like it's a just a little to cold again after that. Keep up the good work!
