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Messages - cammerfe

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1576
FE Technical Forum / Re: C6 high speed governor test results and pictures
« on: February 25, 2012, 03:51:22 PM »
Back in the day, there was a whole area within Experimental Build-up section at Livonia T&C that was devoted to tailoring the weight of the governor valve. Start with the CJ valve with the little raised line on the middle and grind the inside to raise the shift point. A quarter-turn valve in the line to the vac-pot completed the work. The QT valve was mounted under the dash so as to be easily reached when some hapless chibbie driver rev'ed his engine in Telway.

KS

1577
FE Technical Forum / Re: Meziere Electric Water Pumps
« on: January 25, 2012, 12:33:23 AM »
Stewart makes a 55 gpm inline pump. Cut the hose and clamp it in place.

KS

1578
It'll likely be nice to get back to something simple like an intake manifold!

KS ;D

1579
Member Projects / Re: 545" High Riser Build
« on: January 12, 2012, 06:38:51 PM »
If that question is addressed to me, you can get a few rudimentary pictures by going to LVC Forum and looking in the sub-section labeled as 'LS High Performance.' There's a running commentary of my slow efforts to go from E Fuel Competition Coupe/sedan to E Blown Fuel Competition Coupe/sedan. There are some photos along about the fifteenth or sixteenth post. The record can be viewed at the ECTA website. Perhaps a whole new ball game now that it'll no longer be necessary to tow clear to North Carolina and instead just go to the general Cleveland, Ohio area.

KS

1580
FE Technical Forum / Re: Waterless Cooling fact or fiction?
« on: January 12, 2012, 06:16:49 PM »
Evans sells more than one product, depending on intended usage. As an engine coolant, what Evans has to offer is that the additive package along with the (mostly) propylene glycol makes the coolant particularly worthwhile in internal combustion engines.

You can buy a similar material by going through those who do radiant floors. The fluid that is put through the heater and then pumped through the grid under the floor is much the same material.

This was brought to my attention some years ago by a guy who was associated with an 'Altered' drag car powered by a sbc. They were having trouble with cooling and upon a suggestion put the 'heating fluid' in the radiator. I was told that it immediately became necessary to drive around in the pits to 'get some heat in it'.

I've talked to the Evans people and for their 'race' package, they recommend a waterpump with a special pumping capacity and the use of a Griffin radiator spec'd for the Evans material. The rad has very large (1 1/2 inch?) tubes and a different fin arrangement. They are trying to get a very high volume flow, and completely remove the thermostat.

It seems to be a given that, properly used, this is a very worthwhile approach.

KS

1581
Member Projects / Re: 545" High Riser Build
« on: January 09, 2012, 02:29:54 PM »
Since I run a stand-alone methanol injection system to act both as the fuel with my 'spray' system and as a chemical intercooler to augment turbo boost on my Land Speed car, I can tell you that the use of methanol will open up a whole new world of experimentation/tuning when you get to that point. Methanol is VERY forgiving in terms of air/fuel ratios, clear to the point of having to be careful of hydraulic lock. When you have other things in place and start experimenting with methanol you'll wonder why you took so long to get there!

KS

1582
FE Technical Forum / Re: studs to mount intake manifold?
« on: January 09, 2012, 02:14:35 PM »
Hardened stainless steel all-thread makes for good studs. Use anti-seize and stainless acorn nuts for a finished look. (I go back after a week or two and replace the regular nuts with acorns after everything has set up.)

KS

1583
Member Projects / Re: 545" High Riser Build
« on: January 07, 2012, 02:45:14 PM »
I think it is probably largely correct that the fuel distribution would not be an issue if you injected at the port.  However, if you have ever looked inside an injected sheet metal intake, you will see it gets wet with fuel in there.  So, despite the injector location, fuel moves around in the intake, and will therefore be subject to some extent to the airflow issues inside.

Also, with this intake I will be positioning the injectors as high up on the runner as possible.  The advantage that carbs have over injectors in these applications is that the fuel acts to cool the air/fuel charge  as it leaves the carb and travels down the runner to the port.  When you inject right at the port, there is less time for this cooling to take place, so a port injected engine where the injector is very close to the port will be down on peak power a little as compared to the carbs.  On the other hand, if you position the injectors up high on the runner, you get most of this effect back, albeit with less low speed control.  As I understand it, Formula 1 engines put the injectors up at the top of the plenum, where the carb would normally be, in order to maximize this effect.

Jay, can you say E85? Low injector AND superior cooling! (Just a thought)

KS

1584
Member Projects / Re: My Geny.
« on: January 07, 2012, 02:42:01 PM »
FWIW, I did a short series of articles for Mustang Illustrated Magazine back around 2000-2001 regarding the TP. I used Brother Lon's engine as the basis for the work, and part of what I did was to compare, side-by-side, both the single plane and dual plane dual quad intakes. I don't remember exactly what the Superflow said in regard to numbers, but we flowed each runner and found that the design, both single and dual plane is quite admirably balanced. And there isn't a great deal of extra flow from the single plane.

I'll try to find my own copies of those articles.

KS

1585
FE Technical Forum / Re: Oil viscosity, 10w30 or 20w50 for 390
« on: January 06, 2012, 01:18:40 PM »
Simplified Explanation---supplied to me by a Mecca guru thirty years ago....

The higher the last number in the oil viscosity designator, the larger the molecules of oil. But think of it this way---if you feed marbles, under pressure, through a two inch pipe they'll go right through. But no matter how much pressure you use, you'll not be able to force a baseball through that same pipe, so you have higher pressure but no function.

Both the marbles and the baseball are the little 'ball bearings' of oil and the pipe is the tiny spaces inside your motor. Small molecules support the metal surfaces and keep them from touching each other. Larger molecules can't get in between the metal surfaces properly so they don't provide proper support even though the effort (pressure) is higher.

Always use the lowest viscosity that works for your situation.

KS

1586
FE Technical Forum / Re: 390 header and cyl. heads.
« on: January 04, 2012, 01:17:17 PM »
I used Doug's on a small-block many moons ago. Quality was just fine and they fit very well. I've not used them on an FE engine however.

KS

1587
FE Technical Forum / Re: Oil viscosity, 10w30 or 20w50 for 390
« on: January 04, 2012, 01:13:14 PM »
I believe you are looking for a solution to a non-existent problem. Most likely your hot running pressure will come up from 45 with the addition of the HV pump. Everything else is good to go now. I suggest you use the 10-30, since it will provide better lubrication due to the smaller molecule size.

KS

1588
Member Projects / Re: 545" High Riser Build
« on: January 03, 2012, 01:15:18 PM »
...and by that time breakfast was on the table...    ;D

KS

1589
Non-FE Discussion Forum / Happy New Year, All!!! n/m KS
« on: December 31, 2011, 02:14:06 PM »
XXX

1590
Private Classifieds / Re: WTB steeing gear
« on: December 26, 2011, 12:58:34 AM »
I have a good used steering box for a '63 F-100 if it would be any use to you.

Ken Sheffer
734 855 6532
cammerfe@yahoo.com

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