M112 - 300 Build for the '56

bubba22349 said:
Nice metal work on the cab! Is the 300 Sset back in the chassis where you need the firewall modded or are they just longer than the old 223 six? Fuel line that's equivalent to 3/8 inch should be good with a 1/4 to 5/16 inch return line. On fuel a tank many people mount one of the early Mustang fuel tanks at the back of the frame so you could get one that set up for EFI with an internal fuel pump see below for one example. Best of luck

1965 up Ford Mustang EFI Fuel Tank 22 Gal
Click to expand...

It would have fit. I just wanted better weight distribution and plenty of room to work.

My tank is already in. I need an inline pump. The 87ish f150s had inline pumps. Id love to have something off of the shelf.

Will they supply enough fuel for 6-60 lb injectors? Weren't factorys 15?

IMG_20190803_165947.jpgIMG_20190405_181203.jpg
 
There are plenty adjustable height retrofit in-tank fuel pumps.
Here is one example.

The Phantom

The hottest trend in hot rods and muscle cars today is late model EFI engine swaps and aftermarket EFI systems. It’s no secret why either; you can make ridiculous power and do it more affordably than ever. What makes these conversions so affordable is the ample supply of parts and kits from the...
aeromotiveinc.com aeromotiveinc.com

Six 60 lb injectors is 220 LPH.
That would be the minimum fuel pump rating but you need extra for the return line from the fuel pressure regulator so a 255 LPH pump or greater will work.
 
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Yes that's a great idea getting the engine back for some better weight distribution that can only be a help. I drove a 1956 F100 short bed 223 and 3 speed quite a few years and even raced it in the late 1960's. Stock they didn't have good handeling or braking in the rain and I had severial close calls once pulling a trailer. If I was building another one today (and sure would like too) I would move the engine back some too and might even move the front wheels forward a couple inchs too.

Factory 4.9 injectors were 14 LB and the stock pumps were about 90 lph. I am sure that the stock off the shelve 1987 / 1988 F150 inline pump wouldn’t be enough for yours. Wabro does make one a # GSL 392 is a 255 lph rated high pressure inline pump. Check it out it’s rated for 670 HP NA they have a warning that that those pumps are offten counterfeited so they want you to be sure to get it from one of their authorized dealers.

That’s a great looking fuel tank and it appears to be all ready set up for a drop in type fuel pump. Your 1956 F100 is sure becoming a very well setup pickup, best of luck
 
Look into the OEM high pressure in-tank pumps (example application 9th gen Ford F-series). The 460 guys have established what those pumps can and can't do and I recall concluding "yeah that's all a 300 could ever need". You should be able to find numbers with some Googling. It's easy to adapt them to fuel cells.
 
Looks great! That should hold it.

I wonder how Ausiespeed expects their aluminum blower intake to hold up by just the cylinder head mounting ears?

Thanks for posting your flow bench numbers on the PromAXX head thread.
 
Do you guys think .75 is still the correct number for BSFC for this engine.

I see so many places that have it below .65 for a supercharged engine.
 
Okay, ordering tubing/pipe and silicone fittings this week.

3" looks the best, at least to me. But what is best plenum wise? Length is around 60".

3" is 424 ci
2.5" is 294 ci
2.25" is 238 ci
2" is 188 ci

Plus the plenum on the head, and the plenum under the charger which I finished mocking up.

20210222_162702.jpg20210222_162705.jpg20210222_163025.jpg20210222_163022.jpg20210222_163032.jpg20210222_163047.jpg
 
clintonvillian said:
Okay, ordering tubing/pipe and silicone fittings this week.

3" looks the best, at least to me. But what is best plenum wise? Length is around 60".

3" is 424 ci
2.5" is 294 ci
2.25" is 238 ci
2" is 188 ci

Plus the plenum on the head, and the plenum under the charger which I finished mocking up.
Click to expand...
A supercharger has to compression the total volume of air after itself.
So the more volume the longer it takes to compress so it shows up as boost lag.
Not a big deal for a non-racing application.
 
pmuller9 said:
A supercharger has to compression the total volume of air after itself.
So the more volume the longer it takes to compress so it shows up as boost lag.
Not a big deal for a non-racing application.
Click to expand...
Okay so what size would you use if it was yours???

I will be adding boost control to the HP at some point to help with the lag issue.
 
At 2000 engine rpm the M112 will be pumping around 6500 ci of air a second so an additional 130 ci between a 2.5" pipe and a 3" pipe won't amount to anything.

I would use the 3" pipe.
 
Just to confirm, in another thread I discussed bringing the two collectors into a Y, one O2 bung, CAT, and running into a 3" in, dual 2.5" out muffler.

In that discussion we hit on installing O2 bungs in each exhaust runner for sequential tuning (HP will only handle one O2 sensor). Another guy suggested thermos couplers which is EXPENSIVE.

Is everyone on board with 7 total O2 bungs (my local guy that has the dyno acted like it was completely unnecessary).
 
clintonvillian said:
Is everyone on board with 7 total O2 bungs (my local guy that has the dyno acted like it was completely unnecessary).
Click to expand...
It is completely unnecessary.
You would have to data log all 6 to make sense of the readings. I can't see you having 6 meters in the cab to look at and remember the reading for all the different load conditions while driving. That's crazy.
Just use one O2 sensor after the "Y" for the HP and for a meter in the cab.
 
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Okay, last question for a bit.

At .65 BSCF, 80% duty, a 60lb injector supports 74 HP.

Thats 444 total HP.

Messing with Matchbot, at 12psi and 4500 rpms I am at 462 HP, and 540 ftlbs (that is with a lot of assumptions. Are those realistic numbers? I think anything over that is pushing it?

Also at 12 PSI it shows i take air at 270 degrees. What is the maximum temperature that can be used before water/meth becomes necessary?

I know another guy running 10 psi, no cooli g whatsoever.
 
Matchbot does not take into account the power taken from the crankshaft to turn the supercharger so those figures are gross which is good for figuring fuel consumption but it is not the flywheel power.

If the compression is low enough, the timing is pulled back enough and the cam is big enough there is no problem running without any cooling.
However there is a big power difference between no cooling and cooling especially if you are injecting methanol.

You would begin the water/methanol injection as you cross 4 lbs of boost.
 
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