VINTAGE CHAMP CAR REPLICA BUILD

THE FRENCHTOWN FLYER

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My old topic got "locked". As I have a lot more left to do I'll start another one. As luck would have it this summer I'm building the "mule" engine for it, along with another U-flow engine for my son's Anglia, on which I may start another thread if time permits.
This week I started on the head:

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the intakes get a 30 deg. back cut
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ready for reassembly
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The full build story is on the H.A.M.B.:

https://www.jalopyjournal.com/forum/thr ... ct.223598/
 

THE FRENCHTOWN FLYER

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Thank you Shorty.

I am having trouble finding the right exhaust spring among my stash to use to eliminate the positive valve rotators. I may look into big block springs as the valves are longer than U-flow heads.
 

Wesman07

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Very cool. I’ve always wondered what tricks you have up your sleeve. Interesting car too!
 

THE FRENCHTOWN FLYER

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Work continues on the crossflow cylinder head build up.
ALL VALVE SPRING LOADS CHECKED ON THE HIGH SIDE OF THE SPEC - GOOD NEWS
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INSTALLED HEIGHT SHOWED SPRING SHIMS ARE NEEDED.
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HARDENED STEEL SPRING CUPS AND HI-PO SHIMS ARE USED.
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GUIDES ARE CROSSHATCH HONED FOR ADEQUATE CLEARANCE AND OIL RETENTION.
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THE INNER DIA. OF THE CUPS WAS TOO SMALL, REQUIRING GRINDING TO ENLARGE. I MADE UP A PLUG GAGE TO FACILITATE THE PROCESS.
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THE CUP SEATS REQUIRED A LITTLE CLEARANCING TO THE CORE PLUGS.
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AFTER GRINDING, THE VALVES ARE LAPPED IN PLACE.
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WorldChampGramp

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Wesman07":30mbe5vt said:
I know you mentioned it before... but where did you find a ford aluminum crossflow head?

Wesman07 and others:
Get out your magnets, the x-flow head pictured in FTF's post is cast iron and weighs considerably more than the 240/300 u-flow. Speaking of flow, if my memory serves me well the CFM numbers from these heads was not what one would expect from a Ford casting effort.

As part of our u-flow and X-flow development program this past weekend I had breakfast with the infamous [highlight=yellow]Al Turner[/highlight]who was responsible for the Ford of Australia Racing Program “Back in the Day” for a period of about 7-years. I will ask Al for the skinny on why these heads were produced, where they were cast, etc etc. This head appears to me to have similar chamber and exhaust layout characteristics to what I remember from our Dearborn Flow lab work circa 1969/70 when we were VERY interested in what the Ausies had produced as a smaller intake port 351C “in-your-face” response to our sewer intake port un-streetable Boss 302. The internal politics and friction within the company back then was an unfortunate way of life and we were basically stuck with what the folks in the E&F (engine & foundry) Division served up headed by their Chief Engineer Bill Gay who we racers despised.

BTW Al Turner and I worked together in the very 1ST “Ford Race Group” actual corporate name then was the Performance Events Department and we were located across from the street from Ford’s Test Track in the Ford Division Corporate offices. The SVO contingent of Ford [everyone is familiar with today] was not created and staffed until 1980 as Ford Corporate had ZERO - in terms of a “race program” involvement - from 1973 thru 1979. Way more than you bargained for but misinformation is as bad as no information, in my humble opinion. Bruce Sizemore, aka “Gramps”
 

THE FRENCHTOWN FLYER

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Wesman07":2o53m6ua said:
I know you mentioned it before... but where did you find a ford aluminum crossflow head?
From SVO.
It is actually a one-piece cast iron head, that I ground and painted aluminum to reflect what a period piece may have looked like coming out of the shops of Miller, Offenhauser et al. In addition to their famous four cylinder DOHC race engines that dominated the world racing scene for so many years they also had inline sixes, inline eights, and even V-16s. I will doll it up with some old accessories to make it look old.

From what I've read a typical Offy four on methanol, normally aspirated, put out about 350 HP, well within the capabilities of one of my 300s, and probably far beyond my driving talents on a dirt circle track. That is why this first iteration will be basically a bare bones stock build up until I get my feet wet turning left...
...Or until somebody tries to pass me.
 

THE FRENCHTOWN FLYER

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Ready to bolt on with a really beefy rocker arm shaft.

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I made a minor change to the rocker arm oiling circuit to improve lubrication. Otherwise stock.

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OK, I DID install a bigger exhaust valve. I just can't leave well enough alone.

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THE FRENCHTOWN FLYER

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MechRick":28pmwm4f said:
Love that hand crank valve lapper!
Thanks Rick - its vintage. It actually works really good. It spins the valve one way, and then the other as it clocks it a few degrees then it does it again and again so you can watch the valve precess back and forth as it slowly moves around in a circle, insuring uniform concentrictiy.

Most all of my machine shop equipment is vintage. When I decided at a young age to make building and racing cars my lifelong hobby I soon discovered if I wanted to insure quality work and save money at the same time I'd be better off buying good used equipment and refurbishing it as necessary than to pay somebody else and hope for the best. I think the quality of work is largely dependent on the skill of the operator and whether he gives a hoot about doing things right. So while my stuff is not CNC'd and laser guided I do OK with yesterday's stuff.

It reminds me of some artist friends who make a big deal about how much they spend for a quality paint brush or canvas or whatever. To which I answer, "The prehistoric ancients crawled inside a dimly lit cave with pigments in their mouths, laid on their backs and spit out some of the world's most beautiful and valuable works of art ever."
Its all in the skill and imagination of the operator.
 

MechRick

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I get you.

A parts rep came in to the shop one day trying to get us to buy their brake rotors heaping praise on a $500k cnc machine that the product was produced on.

I replied it wasn't the $500k piece of equipment I was worried about, it was the $10 per hour guy running it. :roll:

I too prefer to do my own work, if not just for the satisfaction of learning *how*.
 

THE FRENCHTOWN FLYER

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I just got back from a trip out to the American Museum of Speed in Lincoln NE. I will post some pertinent pictures of details I saw. I learned a lot. I also met with another gentleman who is building a car similar to mine but with a '41 Lincoln V12 complete with exceedingly rare speed equipment.
 

THE FRENCHTOWN FLYER

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I arrived home inspired to make another little accessory - an external fuel pressure pump. I made a wood pattern and used a chunk of a failed aluminum race car driveshaft (that is a story unto itself) for the body.

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It still needs metal finishing.
 
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