Landracing Forum
Bonneville Salt Flats Discussion => Build Diaries => Topic started by: 4-barrel Mike on February 07, 2012, 10:00:06 PM
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In December, I purchased the 1986 Merkur XR4Ti built and raced by Rick Byrnes and then raced by Bob "Grib" Gribble.
I hope (if money holds out :mrgreen: ) to have the car at Speedweek, pass tech and make some shakedown runs, then go all out in 2014.
I'm planning on more or less duplicating the 2.3T set-up that Rick ran through 1998, using many of the parts that he used then (thanks, Rick!). I feel that I'll have several things going for me to make more horsepower than Rick did: 1) there's a million 2.3 engines out there running mini-stock and there have been some advances in head porting, 2) Rick ran a really small cam and advices a lot more lift, and 3) computerized engine management is greatly advanced over what was available in 1998.
I plan on running F/BGC, using an Esslinger "tall deck" block as an engine swap (ruled to be a legal engine swap by the powers-that-be and not legal for production classes).
First, some history of the car (much abbreviated):
1988 Rick Byrnes purchased 1986 Merkur XR4Ti body
1990 construction completed
1991 Bonneville – F/PS record 174 (for one day)
1992 Bonneville – F/PS record 182
1993 Bonneville – F/PS spin
1994 Bonneville – F/PS fastest 200.3, record 199 (?)
1995 Maxton April – F/PS record 174 (still standing)
1995 Bonneville – F/PS record 199.036 (?)
1996 off
1997 Bonneville – F/PS ignition problems, rain out
1998 Bonneville – F/PS fastest 208 – record 204 (red hat)
1999 Bonneville – F/GC qualified, pulled from impound, broke trying to requalify
2000 Bonneville – F/FALT record 176
2001 sold to Bob “Grib” Gribble
2003 Maxton April – Turbo Buick V-6 D/BGCC record 172
2003 Maxton May – Turbo Buick V-6 B/BGCC record 184 (still standing)
2003 Maxton June – Turbo Buick V-6 C/BGC record 168
2003 Bonneville – Yates NASCAR V-8 C/GALT – looking for 2003 run log
2003 Maxton Sept – Yates NASCAR V-8 C/GALT record 203 (still standing)
2008 Maxton Sept – “Return after long hiatus.” Last time at Maxton?
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/History01.jpg)
1991 - ran 11.3 in LSR trim - F/PS
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/History02.jpg)
1997 with the paint that everyone remembers - F/PS
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/History04.jpg)
2000 F/FALT (compare the front lower wheel opening to the picture below)
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/History03.jpg)
2003 Grib - C/GALT (with Dan Warner approved wheel opening)
Additional info:
Rick's great story on getting his read hat in 1998: http://www.merkurencyclopedia.com/Merkur_misc/Byrnes_1998.html (http://www.merkurencyclopedia.com/Merkur_misc/Byrnes_1998.html)
Rick's "For sale" write-up, lots of good info: http://www.davecompton.com/RBMForSale.htm (http://www.davecompton.com/RBMForSale.htm)
The bar has been set really high by the previous owners. Whatever the future holds, it's gonna be fun!
Mike
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Mike, looks like you bought a great winning platform to build from!
I wish you the same great success that Rick had, and more! :cheers:
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I've been fighting a really bad cold; as soon as I think I'm better I try to do something in the shop and end up worse. :-(
After a few days of crawling in and out and under the car, I came up with a short (for the moment) list of things that I have to fix:
1. Larger washers in the heim joints
2. Reinforce crouch belt mount
3. Fill a couple of newer holes in the firewall
4. Replace battery boxes to fit rules
5. Add gussets to roll cage (what year did they become mandatory?)
6. Reinforce front roll cage bars at A-pillars
However, I felt one of the first things I should do would be to get the containment seat positioned so that I can easily reach all of the controls and switches.
The cockpit when the car arrived:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Interiorearly02.jpg)
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Interiorearly01.jpg)
Grib last ran the car with a Yates NASCAR V-8 and a Tex T101, so he had enlarged the transmission tunnel, particularly around the throttle and especially where the shifter was, which wouldn't allow the seat to go quite as far forward as I wanted. So I decide to remove part of what he had changed.
But, under the carpet and heat shield I discovered some (mostly) mild surface rust, so I took out all of Grib's work. So after grinding and drilling out a bunch aluminum rivets, I ended up with:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Transtunnel01.jpg)
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Transtunnel02.jpg)
The passenger side has some fairly bad rust in the floor around where the roll cage mount pad is welded, which can be easily repaired.
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Rust01.jpg)
The cage was built in 1990 and last inspected in 2003. The mount pads are slightly under 4" x 4", which is too small (see #6, above).
Since I don't much care for the cage welded just sheetmetal, I plan on cutting out the rusted areas, trimming the mount pads down as small as possible, then running a 2"x4"x.120" stringer from the heavily reinforced inboard subframe to where the cage can be welded to it. It will be welded to the floor and probably fish-plated at the subframe.
Note: the only problem is with the forward A-pillar bars. The other six bars are welded securely to reinforced (or added-in) subframe members.
More when I'm feeling better.
Mike
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Sounds like a fun project Mike. The F/BGC record is over 200, you might want to remove the window glass as you plan on moving up the speed range... Better now than later. :cheers:
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LOL! I left out the obvious (to me) big changes needed; changing out the glass (a smallish plastics shop about three miles from home does Lexan front, rear, and side for local drag racers); the needed head supports/restraints; etc.
Thanks for the prod!
Mike
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If Mike L is prodding you from afar, That will help when Adam and I prod you in person... :evil: :evil: It looks like Saturday Feb 25, as early as you can stand it, will be our visit..... :-D
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as early as you can stand it, will be our visit..... :-D
I'm usually up about 5:30, automatic coffee machine has done it's thing by then. Come on by! :evil:
Or if a little later would suit you, I can have some heat in the shop for you.
Mike
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So, at Gearhead breakfast on Friday morning, everyone is whining and moaning about not working on their cars. "The wife" this and "the honeydo list" that.
Finally there is silence.
"I didn't get home till really late the other evening," say me. "Had to drive across town and back to pick up the new transmission for the race car."
Dead silence. I can see that they're wondering what that had to do with the subject they just exhausted.
So I told them where I was storing it.
V
V
V
V
V
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Batchelorstransmission.jpg)
They figured it out. :-D
Mike
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Mike, You are a very brave man! If I did that, I would be living in my car and showering at the gym. :-o Tony
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And what ever you do, don't try to bring a core engine in the house to clean it up a little.
Doug :cheers: :cheers: :cheers:
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Mike, don't feel bad, we LIVE in our shop. The only thing that bugs Carla is the grinder smell.
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Some progress: cleaned off the hood (now to fill the hole) and pulled all of the glass to take to the plastics shop.
Mike
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Way to go, Mike. I'm happy that you are making "chips."
Thank for coming to the banquet.
FREUD
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Adam Rogers and Kiwi Paul came by to look at the car and advise Saturday morning. It went well and was educational as well as thought-provoking.
Best of all, as he was leaving, Kiwi Paul said, "It's much better than I expected." :-)
They thought that my plan to run 2"x4"x.120" stringers out from the subframe to support the front of the cage (now supported by rusty sheetmetal) would work well.
Adam strongly suggested some added bars to the roll cage:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Rollcage.jpg)
An added bar between the door and the driver, with an extension across the top to the passenger's side and a short loop from the new cross bar down to the diagonal cross bar behind the driver to hang the right-side head restraint to.
Another point that I wasn't familiar with was that the ignition, fuel pump, and starter switches on the left of the dash wouldn't be within reach with the necessary arm restraint. So, I'll move those and some of those on the right also.
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Dash-201202.jpg)
A third point was that the material used to cover the painted surfaces was also covering seams that might need to be resealed, or that perhaps had never been totally sealed at all. So, I've pulled all of that material. I found that, especially around the fuel cell, I'll need to do some work to get everything sealed. There are also a few miscellaneous unused bolt (and other) holes that will get welded up or covered over with metal.
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Rear-201202.jpg)
Note: I've unbolted and removed most of the the fuel cell cover. Most of the rust-looking areas are dirty glue from the material.
I also pulled out the water tank from between the rollcage and the rear end and found a lot of missing paint and light rust. More wire brushing and painting.
Mike
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Nice....a Merkur is on my "to do list" for running on the salt.
If all goes well ....maybe next year.
Jon
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OH
He cut and drilled some holes and what looks like access panel holes where I had solid heavy pcs of steel for ballast. That entire section where the brown mess is, was 1/2" steel
Fuel system. The external pump replaced the 3 EKP-4 Bosh pumps that I had in the cell for enough flow and pressure. 600 at the wheels requires a ton of fuel at 100 PSI. My deal was long b4 the weldon pump that I run now.
OH Man, you have more work than I thought
My thought, put the ign and fuel switches on the steering wheel. No hands off the wheel for de - activation.
Protect yourself with lots of changes to the cage. We have come a long way since I built this in 1987/88.
You are doing Good Mike.
We will see the old girl fly again...
That is way cool.
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So, at Gearhead breakfast on Friday morning, everyone is whining and moaning about not working on their cars. "The wife" this and "the honeydo list" that.
Finally there is silence.
"I didn't get home till really late the other evening," say me. "Had to drive across town and back to pick up the new transmission for the race car."
Dead silence. I can see that they're wondering what that had to do with the subject they just exhausted.
So I told them where I was storing it.
V
V
V
V
V
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Batchelorstransmission.jpg)
They figured it out. :-D
Mike
THAT is just way too nice to store on the kitchen table.....should be up on the fireplace mantle!
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Rick:
Oh! That's the steel plate that you were talking about that I couldn't find! LOL. Holes are easy to fix.
My first reaction on seeing the external pump was "WTH?" But then, "Oh, of course, he was running a carb." The high-pressure pumps are still in the tank. Missing is the plumbing/fittings that combined the three -8's into a -12.
I like the idea of the switches on the steering wheel.
Mike
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Started trimming away the rusty floor and understructure from the right-hand footwell. Then mocked up a stringer from the subframe to the rollcage post at the a-pillar:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Rightfloor01.jpg)
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Rightfloor02.jpg)
Still needs some trimming around the inner rocker.
A lot of the color you see is ruddy red primer sprayed by p.o.
Some the best I've ever spent on tools was on my little plasma cutter. :cheers:
Mike
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Got a call from Kent Plastics this morning to come pick up my Poly windows. Not much to see:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Glass01.jpg)
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Glass02.jpg)
The shapes seem perfect. I'm pleased and heartliy recommend them. http://kentplasticsinc.com/ (http://kentplasticsinc.com/)
Mike
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Finished up the passenger's side subframe support for the rollcage. I used 2"x4"x.120" because I had it. It's a case of overkill, as the fabricated subframe running on either side of the trans tunnel is 1"x2". Just the heavy piece:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Subframe01.jpg)
From the underside with sheetmetal added:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Subframe02.jpg)
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Subframe03.jpg)
It's been a long time since I've done some much overhead welding, especially while laying on my back under a car on jack stands.
Then, in preparation for the driver's side, I decided to pull the steering column. That lead to pulling out the steering shaft, and, since it'll be done in the future, I pulled out the rack. Grib lowered the steering approx 2" for clearance and added material to the steering arms. I decided to change it back to original now rather than later.
As done be Grib (note the center u-joint which is superfluous with the four-cylinder):
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Steering01-1.jpg)
And the steering arm with added material:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Steering02-1.jpg)
The rack back where it was originally:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Steering03.jpg)
And the extra material cut off of the steering arm:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Steering04.jpg)
Mike
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There was some scary forkin work done on that thing after rick sold it! :-o Some folks should not be allowed a welder!
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I saw the car on it's first run.You have one very cool platform.Good luck
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Got most of a replacement transmission tunnel tacked in. Turns out that the early Merks had a "narrow tunnel" and later Merks had a "wide tunnel". Since the car is usually refered to as an '86 (including on internal Ford documents) and sometimes as an '85, I never thought that it wouldn't be a narrow tunnel. Turns out that it has a wide tunnel and when the VIN is run on ford.com, it comes up as an '87. Oh, well.
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Tunnel01.jpg)
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Tunnel02.jpg)
Now, Rick has told me that he had to massage the trans tunnel a little to fit the 5.0L scattershield, so I'll build the engine and trans mounts before finishing the trans tunnel and fabbing the remaining missing floor.
Spare 2.3 block with crank, spare Rick Byrnes-built adapter (2.3L-to-5.0L, 1/2" aluminum), fresh Lakewood, Tremec TKO 500:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Enginetransmockup02.jpg)
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Enginetransmockup01.jpg)
Mike
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A minor milestone: the first time since 2001 (?) that the Merk has had a 4-cylinder in the engine compartment.
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/2012041803.jpg)
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/2012041801.jpg)
It needs to come up a little and the mounts made.
K.P., no worries, mate. Plenty o' room with all the doors closed. :-D
Mike
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Nice seeing this one come together, Mike! :cheers:
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Mike, Looks great!!! Enjoy all that room now, when you start bolting things up it will start to disappear quickly. Tony
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Cheers, Mike! I know we had talked about the clearance issues.....Full Speed Ahead.... :cheers:
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Very cool progress!
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Hi Mike
Following your build, will the Merc be N.A. or Blown? What kind of speed numbers are you looking for?
Thanks
Don
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Hi Mike
Following your build, will the Merc be N.A. or Blown? What kind of speed numbers are you looking for?
Thanks
Don
I'll be running F/BGC against a relatively soft 203+ record.
Speed? As fast as possible :roll: This year I'll be happy to get the car thru inspection and make a few learning passes (baby steps). A pass on the long course would be icing on the cake.
I'm a little slow on getting the engine done, but it will use an Esslinger 9" deck height block http://esslingeracing.com/new-products.htm (top of page) which has been approved as a legal engine swap; a billet 3.725 stroke crank that looks a lot like the Roush late-80s Trans-Am stuff :-D ; Bo at http://bo-port.com/index.php is building me an ARCA head http://www.esslingeracing.com/catalog/page09.pdf that should be good for 900+hp.
Anyone know any good recipes for Top Ramen?
Mike
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I find a sprinkle of ginger and some snap peas or string beans thrown in the ramen at the last minute goes a long ways.
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Mike --
I'm cornfused (what's new) -- What would constitute an illegal engine swap in Gas Coupe? I see MC engines are legal and record-holders.
Stan
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The "tall deck" block a copy of the block sold by Ford in the early 90s thru Special Vehicle Operations. It carries the same part number as earlier. Rick ran an original one in the 90s in Production Supercharged. Because of this, some thought that it would be a stock block today. I sought, and got, confirmation that it isn't a stock block replacement (although the Esslinger stock height block is). Assembled, in the engine compartment, it looks to be an original "stock" engine block (it's 16mm/.63" taller).
The statement was mainly for those that maintained that it would be a production block and not an engine swap (and preclude any further discussion).
BTW, Rick has provided SCTA tech (DW) with the info to readily discern between stock and tall blocks.
Mike
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Ok, I see where I'll have to "bump" some metal to widen the tunnel. But, one step forward, three steps back; there is a possibility of a girdle for the bottom end in the future, somewhat like:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Girdle.jpg)
which makes the whole engine taller (doesn't it?), which means that I'll have to move everything up an inch or two.
So I threw together a tub for the bellhousing, 17.5" wide, half that tall, 6" deep with a 1" flange at the firewall:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Tunnel05.jpg)
The "raw" firewall as currently partially patched:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Tunnel03.jpg)
Where I'm thinking of cutting (the black line):
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Tunnel04.jpg)
I'm going to sleep on it, and think a little more. Any thoughts, opinions, etc?\
Mike
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Mike.
Since your pan will be dry sump it can be significantly shorter than the production or most aftermarket parts. Look for a pm today.
You are making really nice progress.
If the girdle looks like the Roush GTO parts, the height will change a little less than this girdle. OH, there originally was some interference with hood. Look for a cut out area on reinforcement ribs. That was with the 19mm taller deck SVO block.
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there is a possibility of a girdle for the bottom end in the future, somewhat like:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Girdle.jpg)
Mike
When you say "in the future" would that be February 8th of 2013 at 10:18? :-D
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It must be nice to know exactly when you're going to be done with a project.
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Actually, that girdle is in someone else's future. If I get a girdle, it should be in a more near future.
Mike
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Well, Rick suggested that since I'm building in clearance for the scattershield that I move the engine back an inch. So, I redid the "tub" and made it 9" deep instead of 6" which didn't actually cover the entire 'shield.
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/2012042101.jpg)
I cut on the "dotted" line shown yesterday, trimmed the interior tunnel back and slipped the engine and transmission back in. This may be set back a little more than 1".
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/2012042102.jpg)
Same as above but from the interior:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/2012042103.jpg)
And with the tub mocked up and a filler piece of tunnel:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/2012042104.jpg)
Mocking up one method of engine mount build (note that the tub is in place):
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/2012042105.jpg)
Now for some dinner and back out to the shop. :mrgreen:
Mike
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Wow-that girdle looks stout!
Mike, the build is looking good! :cheers:
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Mike --
I'm confused (what's new) -- What would constitute an illegal engine swap in Gas Coupe? I see MC engines are legal and record-holders.
Stan
Since 4-barrell Mike will be running in Blown Gas Coupe the issue of legal/illegal engine swap becomes somewhat moot because the car 'qualifies' as a legit blown gas coupe because it is running a 'Non-stock supercharger' (section 5.D.3, page71, 2012 SCTA rules) . . . at least I think that is right :-)
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Yeah, but the Merkur came stock with a turbocharger. Upgrading to a bigger turbo doesn't move you "up" from Production Supercharged.
:cheers:
Mike
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Transmission mount, pending some gussets. The trans is centered in the car. The tunnel is assymetric and the mounting brackets follow the sheetmetal so it looks really funny:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/2012042202.jpg)
Linda always told me that it wasn't a hot rod without a Hurst shifter :roll:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/2012042204.jpg)
I'm going to have to move the block forward or cut a notch in the upper firewall as the head has to move rearward about 3/4". There is, though, plenty of room for the header, if I do:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/2012042302.jpg)
Just a poor ol' country boy working on the new transmission tunnel with only a broke-down MIG welder:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/2012042308.jpg)
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/2012042309.jpg)
The inside of the original tunnel has approx 1/8" coating of insulation/sound deadner that EATS 24grit 4.5" disks. The dust probably eats lungs too. Ugh.
Mike
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Mike,
The re-build is looking very good. Another of my favorites!
Just a poor ol' country boy working on the new transmission tunnel with only a broke-down MIG welder
:cheers:
Geo
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For those of you who have been following along (Thanks, Geo! :lol: ) and wondering; there is a certain madness to my method: tonight, installing the trans tunnel fabbed last night.
With the rear part of the tunnel laying on and overlapping the still attached portions of the interior tunnel, the firewall flange is re-attached to the firewall using poorman's Clecos (#8x3/4" sheetmetal screws :roll: ). When everything is correctly positioned and the flange is tacked to the flat upper portion of the firewall.
The tacks between the flange and and the "tub" are cut where the firewall is curved and the flange is repositioned against the firewall while maintaing a minimal gap between the flange and the tub. It is then retacked:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/2012042402.jpg)
Continue with the other side. Then using my plasma cutter, the extraneous tub material is cut away and the joint is ground smooth while adding strengthening tacks:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/2012042404.jpg)
Eventually, the flange is fully welded on both sides and the welds are cleaned up some:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/2012042413.jpg)
The upper portion isn't welded as the upper firewall will probably be notched to accommodate the current engine setback.
The nice clean trans tunnel:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/2012042411.jpg)
contrasted with what it looked like when it arrived:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/2012013011.jpg)
And the interior trans tunnel all tacked together, ready for me to finish replacing missing/rusted flooring which is where I was a couple of months ago:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/2012042407.jpg)
Mike
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Nice work Mike. It's tough making old, used, abused stuff look good but I think you're on the right track. :-D :-D :-D
Pete
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Mike its looking good, glad to see the progress. Tony :cheers:
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Thanks for the support, guys!
Some progress:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/2012042701.jpg)
Other than getting under the dash with the helmet on where I could see the work thru the helmet and be able to reach where I wanted to weld, the only problem I had was getting the toeboard to match the curved side piece so that there was a minimal welding gap and little or no extra material on the underside that I'd have to grind off while laying on my back.
But, as I used to tell 'em, it's easier and better the second time. :mrgreen: On to the driver's side. Then comes welding the whole thing solid and filling a zillion old holes.
Mike
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And the driver's side:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/2012042902.jpg)
Mike
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Some progress with little to show. Most of the welding is done (just some touch-ups after I finish grinding.
Pretty much finished the engine compartment (for now). It was painted Candy Blue (originally) and Candy Purple (added later) by Rick and flat black by Rick & Grib. My poor tired eyes do NOT get along with flat black on interior surfaces of cars, so it has to go.
In a minor effort to low buck parts of thi$ car, the best match that I could up with paint-wise was Ace Premium Purple, on sale for $2.99:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/2012052202.jpg)
Hopefully I'll have the driver's compartment ready for paint in the next day or two.
Mike
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Looking better and better Mike. Amy's camaro is flat black inside and out. Ain't gona stay that way for long. :-D Now all she has to do is pick a color.. again.
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Mike, nothing says race car like a canadized engine compartment... hope you bought extra for future touch-up.... lookin' good
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]
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Enginetransmockup01.jpg)
Mike
I haven't been over here for a while ... I like your project. If all goes well we'll be running in F/ BGC also with the Lincoln ( I'll up-date the build later)
I had thought about running a TKO trans when I was thinking about running a 8,000 rpm 302. I was told to be careful running the TKO's at high rpms for long distances ....oil frothing.
G
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Interesting! I'd never heard that before about TKOs. I'll try to keep my high rpm runs to about 5 miles. :-D
Mike
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Progress. For some reason, I took no pictures of the completely welded, but bare interior :?
After welding and grinding and rewelding and more grinding, I heavily caulked the harder to reach areas with 3M Fire Barrier.
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/2012052901.jpg)
The other side is very similar. :roll:
Then painted and reinstalled some parts. Driver's side taken with flash:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/2012053001.jpg)
Passenger side without flash:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/2012053002.jpg)
And the more-or-less completed firewall (with 3 or 4 more days work than the last pictures):
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/2012053006.jpg)
Mike
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Mike
If your trans runs standard EP80/90 weight oil, then change to GL5 spec which has an anti frothing agent.
Its commonly used on BMW bikes
HTH
Neil
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Interesting! I'd never heard that before about TKOs. I'll try to keep my high rpm runs to about 5 miles. :-D
Mike
So they were smart enough to know there was a problem but not smart enough to know what the answer was......... :-D typical
I'm glad there's a simple answer.
Love your project..... I always liked those cars for some reason.
Hope to see you on the Salt this year.
Jon
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Man, I'm thrilled to see the resurrection of such an important car to the Ford 2.3t community. Great job Mike, I hope I have the opportunity to get out to Bonneville this year and see it run
Bob
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Thanks, Bob! Be sure to stop by and look at the datalogs :mrgreen:
Mike
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You bet!!!
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Slow ugly jobs: scrapping loose paint, wire brushing light surface rust, re-caulking all interior seams.
The fuel cell is mounted in the spare tire well. The well needed cleaning and painting, so I pulled the fuel cell out.
Eureka! In front of the fuel cell, I found 100 lbs of dead weight ballast that Grib didn't find and remove for running the Merk at Maxton:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/2012060501.jpg)
Painting the spare tire well in low-bucks mode:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/2012060503.jpg)
Drained old racing gas out of the fuel cell, cleaned it out, and installed new rubber hoses for the fuel pump pickups:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/2012060504.jpg)
More as it happens.
Mike
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......Why is it that I have a sneaking suspicion that you visit Parkrose Hardware from time to time????
I love where you are going with this project!!!!!
~JH
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......Why is it that I have a sneaking suspicion that you visit Parkrose Hardware from time to time????
~JH
Only 4-5 times a week :lol: for this and other projects.
Thanks for the compliment.
Mike
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got an update?
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Any progress in 2013 ?
Jon
Hot Rod Lincoln
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Well, after a long, tortuous, often depressing, 18-month journey, I finally have all of the hard to get pieces to begin assembling my engine.
Bore: 3.858", stroke: 3.745", rod length: 5.850", compression ratio: 10:1
Pretty much full mock-up:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Engine/2014020101_zps10407f28.jpg) (http://s233.photobucket.com/user/4-BarrelMike/media/Bonneville%20Engine/2014020101_zps10407f28.jpg.html)
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Engine/2014020102_zps0b3fa858.jpg) (http://s233.photobucket.com/user/4-BarrelMike/media/Bonneville%20Engine/2014020102_zps0b3fa858.jpg.html)
Cylinder head (Esslinger ARCA via Boport Racing Heads):
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Engine/2014020103_zps4478cc8e.jpg) (http://s233.photobucket.com/user/4-BarrelMike/media/Bonneville%20Engine/2014020103_zps4478cc8e.jpg.html)
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Engine/2014020104_zps4e65d92b.jpg) (http://s233.photobucket.com/user/4-BarrelMike/media/Bonneville%20Engine/2014020104_zps4e65d92b.jpg.html)
Dry sump pan:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Engine/2014020105_zps23e925f5.jpg) (http://s233.photobucket.com/user/4-BarrelMike/media/Bonneville%20Engine/2014020105_zps23e925f5.jpg.html)
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Engine/2014020106_zpsb51cab6f.jpg) (http://s233.photobucket.com/user/4-BarrelMike/media/Bonneville%20Engine/2014020106_zpsb51cab6f.jpg.html)
Girdle:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Engine/2014020107_zps1c2118ec.jpg) (http://s233.photobucket.com/user/4-BarrelMike/media/Bonneville%20Engine/2014020107_zps1c2118ec.jpg.html)
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Engine/2014020108_zps6b2e68cd.jpg) (http://s233.photobucket.com/user/4-BarrelMike/media/Bonneville%20Engine/2014020108_zps6b2e68cd.jpg.html)
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Engine/2014020109_zps54ed8e27.jpg) (http://s233.photobucket.com/user/4-BarrelMike/media/Bonneville%20Engine/2014020109_zps54ed8e27.jpg.html)
Fully counter-balanced crank:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Engine/2014020112_zps9fa617ad.jpg) (http://s233.photobucket.com/user/4-BarrelMike/media/Bonneville%20Engine/2014020112_zps9fa617ad.jpg.html)
Intake (Esslinger Racing):
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Engine/2014020111_zps2765470f.jpg) (http://s233.photobucket.com/user/4-BarrelMike/media/Bonneville%20Engine/2014020111_zps2765470f.jpg.html)
Header (Boport Racing Heads):
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Engine/2014020110_zps8567841b.jpg) (http://s233.photobucket.com/user/4-BarrelMike/media/Bonneville%20Engine/2014020110_zps8567841b.jpg.html)
The dry sump is Barnes, picked up off of eBay for a song, sent back to Barnes to swap the mount from passenger (turbo) side to driver side and a complete rebuild (replaced the bearings, otherwise it was perfect). Total cost: much less than the asking price of most eBay used 6-stage pumps.
The block is a new Esslinger Racing tall deck block (which carries a Ford part number) but is non-original thereby qualifying as an engine swap suitable for F/BGC.
Assembly may be done by Denny Aldridge http://www.aldridgemotorsportsinc.com/ (http://www.aldridgemotorsportsinc.com/) who is a meticulous builder of all things Ford and offered to do it for a price that's hard to refuse (although I'll probably turn down the use of his engine dyno - the logistics of getting fuel system, intercooler(s), system wiring, etc. look to be overwhelming).
I probably left a lot out. Ask, please!
Hopefully, I'll have more updates soon.
Mike
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We'd forgotten all about that project -- but, WOW! Great pictures. Real progress.
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Well, after a long, tortuous, often depressing, 18-month journey, I finally have all of the hard to get pieces to begin assembling my engine.
Girdle:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Engine/2014020107_zps1c2118ec.jpg) (http://s233.photobucket.com/user/4-BarrelMike/media/Bonneville%20Engine/2014020107_zps1c2118ec.jpg.html)
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Engine/2014020108_zps6b2e68cd.jpg) (http://s233.photobucket.com/user/4-BarrelMike/media/Bonneville%20Engine/2014020108_zps6b2e68cd.jpg.html)
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Engine/2014020109_zps54ed8e27.jpg) (http://s233.photobucket.com/user/4-BarrelMike/media/Bonneville%20Engine/2014020109_zps54ed8e27.jpg.html)
The dry sump is Barnes, picked up off of eBay for a song, sent back to Barnes to swap the mount from passenger (turbo) side to driver side and a complete rebuild (replaced the bearings, otherwise it was perfect). Total cost: much less than the asking price of most eBay used 6-stage pumps.
The block is a new Esslinger Racing tall deck block (which carries a Ford part number) but is non-original thereby qualifying as an engine swap suitable for F/BGC.
Assembly may be done by Denny Aldridge http://www.aldridgemotorsportsinc.com/ (http://www.aldridgemotorsportsinc.com/) who is a meticulous builder of all things Ford and offered to do it for a price that's hard to refuse (although I'll probably turn down the use of his engine dyno - the logistics of getting fuel system, intercooler(s), system wiring, etc. look to be overwhelming).
I probably left a lot out. Ask, please!
Hopefully, I'll have more updates soon.
Mike
Mike,
Don't get depressed, I am impressed. You have come a long way, and making good progress.(more than I can say) Please keep us updated and thanks for the pictures. I love that Girdle.
Thanks,
Tom G.
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(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Engine/2014020109_zps54ed8e27.jpg)
.... I love that Girdle....
I agree that is beautiful. The girdles I've seen just support the existing bearing caps. That one actually has the bearings in it. Was it made close and then a final line bore while installed on the block?
Lots of engineering and work done there. Congrats on the whole deal,
Sum
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Thanks, Tom. Hopefully I'm passed the depressing stage, you know, where phone calls and emails go unanswered, or, worse perhaps, when phone call questions about progress are answered with "Gee, I guess I need to be pushed."
With assembly being done locally, if needed, I can camp out on their doorstep or hire someone with a baseball bat to do a Nancy Kerrigan job. :mrgreen:
Sum, yep, align bored with the block. More girdle pics (from Esslinger Racing, btw):
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Engine/Girdle01_zps45096288.jpg) (http://s233.photobucket.com/user/4-BarrelMike/media/Bonneville%20Engine/Girdle01_zps45096288.jpg.html)
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Engine/Girdle07_zpsc158faf8.jpg) (http://s233.photobucket.com/user/4-BarrelMike/media/Bonneville%20Engine/Girdle07_zpsc158faf8.jpg.html)
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Engine/Girdle02_zps1666d21c.jpg) (http://s233.photobucket.com/user/4-BarrelMike/media/Bonneville%20Engine/Girdle02_zps1666d21c.jpg.html)
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Engine/Girdle08_zps56fc893e.jpg) (http://s233.photobucket.com/user/4-BarrelMike/media/Bonneville%20Engine/Girdle08_zps56fc893e.jpg.html)
Mike
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....Sum, yep, align bored with the block. More girdle pics (from Esslinger Racing, btw)....
Thanks, I'm saving them all. I need to make or buy a girdle eventually for my motor and will use these for ideas. I'm sure I won't be able to duplicate them, beyond me, but maybe some simpler ones that support the existing caps. I can buy one, but if I can make it I will,
Sum
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Mike, How much boost and what size injectors are you going to run.
Richard 2
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Richard 2,
Straight answer: right now I don't know. Brian @ Esslinger's says 40 pounds of boost shouldn't be a problem (assuming, of course, a REALLY good tune) so I'm going to start low and work my way up. And I haven't done the research yet on injectors yet, although I have a set of 160lb-ers that probably aren't suitable.
I'm open to any and all advice :-D
Mike
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....I'm open to any and all advice :-D Mike
Do you have a turbo picked out? If not Borg Warner's MatchBot...
http://www.turbos.bwauto.com/aftermarket/matchbot/index.html
... is a great program to use either with their turbos or plotting their output pressure ratios and air needed on a different turbo's compressor map. With theirs you also have a good idea how the turbine side is going to work for your application. Also it will give you the fuel requirements that helps in selecting the injectors and the rest of the fuel system.
I used it on picking out the turbos for Hooley's Stude and my lakester which is also a F motor.
It has a good tutorial on using it and other info in general at the bottom of the screen of the link above,
Sum
On Edit: I see you do have a turbo so guess you don't need the above :cry:, which turbo do you have now?
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EGT's will be your main enemy. I found a larger turbo, big injectors are better. I used 160lb injectors on the old engine, it was about your same cid.
Richard 2
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Mike, and just in time for Freud's gathering... can we drop by for a peek in person
don't let one run tell you to weigh us in and out....
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Mike, and just in time for Freud's gathering... can we drop by for a peek in person
don't let one run tell you to weigh us in and out....
If I can remember the combo to my safe so that I can secure my checkbook :evil: you're more than welcome. I'm maybe 1.5 miles due south of the hotel.
Mike
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Sum, the turbo in the pics is the one that Rick used in '98 to run 208 (it's a couple hundred -ahem!- horses too small for this engine).
I looked at the bw site, it seemed too difficult, so I moved to the Garrett Turbo Advisor, which now seems too simple (and has problems according to my limited knowledge) , so I've been planning on going back.
Thanks.
Mike
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Sum, the turbo in the pics is the one that Rick used in '98 to run 208 (it's a couple hundred -ahem!- horses too small for this engine).
I looked at the bw site, it seemed too difficult, so I moved to the Garrett Turbo Advisor, which now seems too simple (and has problems according to my limited knowledge) , so I've been planning on going back.
Thanks.
Mike
Let me know if I can help. PM me if you'd want some free phone help for what that is worth. It is more complex but also probably more realistic especially considering the density altitude and temps we run at. Most of the online calculators don't factor that in or some of the other things that program does.
(http://1fatgmc.com/car/misc-pics-1/good--T-70-12%20psi-1500%20ft--Combined-1.jpg)
It is easy to post the outputs from it on other manufacture's maps like I did here....
http://www.vortec4200.com/forum1/viewtopic.php?f=11&t=1031 (http://www.vortec4200.com/forum1/viewtopic.php?f=11&t=1031)
... on a post on another board,
Sum
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http://www.squirrelpf.com/turbocalc/
Have a bit of a wander around in here Mike, this is the easiest calculator for the novice. This is also the gearing calculator site I posted some time back.
Good advice there from Richard about being a little on the big side with the turbo. You want the best compressor efficiency in the RPM window you plan on running to keep the charge temp as low as possible but still move the desired volume & that will typically be too big for bottom end snap.
Sid.
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Thanks, guys. I'll be studyin' and askin'.
Mike
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Mike,
Are you still planing on using a PiMP for engine management? If so, with some data logging? If so, care to share how you might be setting the logging up?
Having a 2.3 Merk in a buddy's lakester nearing completion I'm following your build with much interest.
Thanks
Ed
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Nice pic's Mike! Give me a call, or drop me an e-mail about turbo choices for your car. Rick is correct about choosing the right injectors and turbo to keep the EGT's down. I'd suggest you look into running 4 ID2000's on your ride to make sure you have enough head room and can still idle the thing on gas... The ID2000's are a much better injector than the old Bosch 160's.
Is the Merk going to be in F/BGCC? I think there is a MkVIII that will be in that class also with Ford 2.3 based power...
Brian
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Damn, Brian, I can't say anything about Esslinger without you following and I know you're not the NSA :mrgreen:
I just a poor boy, see what I said to John Dell Blair on turboford :-D
Talk with you Monday.
Mike
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Mike,
Are you still planing on using a PiMP for engine management? If so, with some data logging? If so, care to share how you might be setting the logging up?
Having a 2.3 Merk in a buddy's lakester nearing completion I'm following your build with much interest.
Thanks
Ed
Ed,
High on my list of things that I should have already done but haven't is to have a conversation with Wes Kiser about electronics. I'm pretty sure that the "simple" PiMP won't do the datalogging that I want to do nor provide the amount of boost control I hope to have.
So, right now I have nothing to share with you.
Mike
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i dont know what hp you are looking for... but given the displacement and teh capabilities of that head and short block..
i would guess somewhere north of 800 on "low" boost?
i have had a relationship with teh folks here at forced performance over the last 7 or 8 years, and their products are awesome.
they offer garrett based turbos, with custom wheels and such.
http://store.forcedperformance.net/merchant2/merchant.mvc?Screen=PROD&Store_Code=FP&Product_Code=NTFPSUPER99
this dude is a HOSS of a turbo, in a t3 footprint, t4 and tial vband also available. most folks that use them are on a 2.0L 4g63, but a SOHC 2.3 ought work just fine as well...
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Thanks, I'll check it out.
Mike
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Mike,
Thanks for the straight up response.
We have had the car running inside up on jackstands with a stock PK3 ECU that came from a 'yard car along with the harness, and basically stock 2.3 to check for leaks etc., and were planning on running that set up to shake down the car when completed.
I was thinking about a piggyback system for the next stage when we start making eng mods then saw and got interested in the PiMP when I noticed logging abilities and thought it would be good to have some base info from the get go. I thought they offered an optional add on board that allowed more logging beyond what the ECU controls but am unsure of any exact details.
Right now I'm concentrating on helping to get the car itself completed, getting it down a course safely this year is #1 priority, anything more will be icing on the cake. If I get a chance to dig for more information and come up with anything new before you call Wes I'll let you know.
Ed
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Ah, now I see that I misunderstood what you were asking.
I have the PiMP setup in the Merk and have had it out and into my 2.3T Fox Mustang to get some hands on time with it. But it won't do everything I think I'll need, so I'll be upgrading.
It's a good tunable ECU with all of the basic datalogging, which is done automatically. The tuning software lets you display any of the data that it's recording, live or after the fact.
If all you need is basic datalogging (Stinger's website should list everything it logs) and tuning down the line, it would certainly work for you.
It's basically plug and play (you'll need to add a wideband o2 setup) and will come with a tune to suit your engine.
If you want basic datalogging, you're going to want to upgrade your ecu. I'd say go for it.
Mike
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Mike,
Thanks again.
Leaning more towards that direction now and will keep you posted when track time gets closer.
Ed
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Esslinger Racing has recommended either a GTX4508R or GT4708R with a turbine A/R somewhere around 1.0 to 1.2.
Looks like I'm gonna have to use cheaper cat food in my Instant Ramen. :mrgreen:
Mike
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Tial is a dealer for Garret contacts jake@tialsport.com he is the tech guy, give him your info and he can verify it's what you want. Garret has one turbo, 40 or 50 something I don't remember, that Jake does not like. phone 989-729-8553 Teena They also have controllers, BOV, etc..
Richard 2
P.S Don't give the asking price.
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Thanks!
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Esslinger Racing has recommended either a GTX4508R or GT4708R with a turbine A/R somewhere around 1.0 to 1.2.
Looks like I'm gonna have to use cheaper cat food in my Instant Ramen. :mrgreen:
Mike
Jeepers! Thats a large turbo. A much more budget friendly version would be a borg warner sx400. 80mm inducer with a fmw comp wheel and a 96 turbine wheel. Similar flows on both sides and upgraded to a 360 thrust bearing is just as tough.
They are all capable of 1200ish hp.
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The Garrett turbo Mike has now dates to 1997. It is a prototype GT.
Since Garrett was a sponsor at the time, and it was not production, they would not give me a compressor map, nor much specific information. I do know the compressor is 70ppm at 65% eff.
That is on a standard day. SEA LEVEL and I think 85 degrees f. We used to use 60 deg f back in my turbine days, but it has changed like most everything.
We saw 600 RW HP at 600ft altitude and 90deg f. at only 7400RPM.
With a better head, and more valve lift than the .600" I ran, he will make more power with that turbo.
At Bonneville, when barametric is 25" Hg, HP will be less at the same boost pressure. Turbo's have come a long way since then, but even your 1200HP turbo will loose flow.
When you look at the car and changes I made thru the years, when running with the turbo motor the car was only lowered about 2".
The speeds I ran that week were not representative of what the car could have ultimately done. The down run was 208.somthgingh and the return with #4 exh valve seat starting to go away, was only 201... The down run I had to lift completely going into mile 3. The rear was trying to pass the front, really bad. The 208 would have been way higher had not "racing" happened on both runs.
Later years The car was lowered to the max and went 180 with a N/A motor that only had 335 HP.
Point is, with essentially a new car, Mike can run that turbo for at least 2 years before he needs something bigger. My advice to him has been to get up to speed, and when he runs out of compressor he can then look around at what is out there. Garrett and KKK (BorgWarner) have really great products.
He has a base engine that will fully be able to support 120 ppm, but needs to work up to it.
I'll stop rambling, and keep offering Mike all the support I'm able to provide.
I have even figured out a way he could run Production Supercharged again. It might be a little pricy but there are some parts out there that would make it possible.
Years ago, while at Ford, I made 2 tall deck blocks by furnace brazing partially machined iron plates to the decks of production blocks that had bores that were only rough machined. (actually silver brazing)
The project lacked funding and was cancelled. The blocks disappeared. (NO, NOT ME). I'll bet they are still somewhere around SE Michigan. I suspect that block would be acceptable to SCTA since it is a modified production part. Gee......I wonder.
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Hmmm, really trying to make me think, aren't you Rick?
For those watching:
1998 Garrett:
Compressor ~90mm/64mm, A/R .72
Turbine 74mm/68mm, A/R 1.15
Single scroll
Slightly smaller than a GT4294R which is rated for 850hp, so maybe 800hp for the '98 turbo.
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Turbowheel.jpg) (http://s233.photobucket.com/user/4-BarrelMike/media/Bonneville%20Merkur/Turbowheel.jpg.html)
There are two, btw, one run in '98 and the other never run (as far as I can tell)
Plugging the new data from Rick (180mph/335hp) into Sum's HP needed spreadsheet, 1998's 600hp would yield about 219mph, 800hp would yield about 240mph. F/BGC record is 207.608.
Rick, would a former Thunderbird driver have those modified stock blocks? Would they pass the test for stock/non-stock that you gave to Dan Warner?
Mike
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Mike I assume you have looked at this Garrett site http://www.turbobygarrett.com/turbobygarrett/turbochargers you select up to 3 turbo #'s and compare at their maps. There is also at the top of the page a tech tab that has a lot of good info that some one watching this page may want to look at. Info from 101 basic to expert.
Richard 2
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Well Mike, you could run them twin since you have 2 :roll:
One bridge at a time, see you in a couple of weeks
-
Mike
The "driver" does not have them. Of that I am positive. Both other guys involved were done racing after the Bird.
They were not part of SVO or any other big project. Just one way to do some studies on bore/stroke/rod length Done long before we had much analytical capability.
I really don't know where they went.
And yes, I think they will pass scrutineering. If they turn up, it is easy to see the chunk of iron added, and some very non production machining for water/oil flow and cyl head sealing.
I don't know where they could be, but find the thought of running them or replicating them would be really interesting for someone. Certainly not me. I'm up to my eyeballs trying to work on the liner.
I'm finally starting to get back out to the shop and getting some work done. Hopefully testing the chassis this summer.
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Rick Byrnes, which class is your N/A car built for?
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We use a Bullseye (modified Borg Warner) S400 series, thinking a S476 or S480 would work well for that. Same turbo (S480) Mike Reichen runs in his 237mph EVO. 1200+hp
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Thanks! I wish their website was more informative.
Mike
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Brian
F/Fuel Streamliner
Essentially, my iron block version of a 3.0 Litre midget motor.
Billet crank, Ti Rods, JE pistons and tall midget head. (an old one).
The car is my lakester redone as a liner. Rather long and narrow, but all the aero requirements are fundamentally correct. The car is more conventional with only 4 wheels but will be capable of going faster than the original configuration of 4 small wheels up front. I have added front and rear suspension and many of my own ideas of what MY car should be and do. (I am a builder and love to create)
Life has gotten in the way for the last 4 years, but I am back at it finally and am determined to be out this year testing with ECTA at Wilmington Ohio. Ultimate goal is 300 MPH with a 3.0L N/A engine.
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Current record:
Unblown Fuel Streamliner - /FS
F Tracer Racing T. Billington 08/07 244.416
You can do it, Rick! :cheers:
Mike
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Sounds like a plan Rick! Glad to hear that you'll be back out fartin' around with the racecar!
I think Esslinger is involved in one form or another with cars in the following SCTA classes now:
F/BGMR
F/BFMR
F/GL
F/FS
F/BGCC
F/BGC
F/CBGALT
F/CFGALT
We're also in talks with customers looking to run F/FL, G/GL, & G/FL too! I think if I can make it up to the salt this year, I'll be a busy guy supporting all our wonderful customers!
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I have a question???? What are the 4 brass fittings for on the exhaust side of the cylinder head...
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Rancheroman, On sprint cars they lay the engine over to the left side. And that can cause air to get trapped in the head. So they use those brass ports to stop that from happening by running a -4 return line back to the radiator from those brass ports.
Richard 2
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More than just air, I think. The head I'm using is directly descended from what Ford engineered in the early '70s for the Pinto. Basically, there's no return for the coolant over the exhaust ports.
This was fine for the 90hp Pinto and even the 200+ hp 2.3T engines of the late '80s. Lots of guys currently running 400hp or more turbo motors on the street with the same cooling system. But how long are they on max boost (and exhaust temps) on the street or strip?
Starting in the mid-80s, Roush Racing ran Cougars, Mustangs, OR Merkurs in TransAm with turbo 4-cylinder engines (BING 8-) 'em for car pics - lots of cool cars). To help keep those engines alive, they needed to eliminate any potential steam pockets over the exhaust port, so they developed the extra cooling ports:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Engine/RoushTransAmEngine_zpsa4e6a9cd.jpg) (http://s233.photobucket.com/user/4-BarrelMike/media/Bonneville%20Engine/RoushTransAmEngine_zpsa4e6a9cd.jpg.html)
Rick refined their usage for Bonneville in the early-90s (and later):
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/RickByrnes1991engine_zpsa0cf39bf.jpg) (http://s233.photobucket.com/user/4-BarrelMike/media/RickByrnes1991engine_zpsa0cf39bf.jpg.html)
(note the stock-appearing Ford cast iron manifold on an early edition of the Merk).
I had the extra cooling ports for my head done by my Model A Ford engine builder pal (who has 2 Bridgeports in the basement of his "new" 1920s homestead house) based on measurements from www.turboford.org (http://www.turboford.org).
Hopefully, a real engineer will provide real history and data. :mrgreen:
Mike
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I can add a little information to the development of "steam ports" as they were called. Actually everyone is right. The ports help complete fill of the system, and vent steam.
I used them on my original iron heads and they seemed to work.
Mike is right in that there is no water all around the exhaust port in the iron heads, and I believe most of the Esslinger heads. The Roush casting (looks like SVO) does have full cooling of the exhaust port, and the SVO head that Dan Esslinger provided me was the same modified casting. Thicker deck and water all around the ports. Conventional water flow. I no longer felt that the steam ports were necessary,and I didn't have cooling problems. But, back then I was only making 600 HP at the wheels, and now 16 years later, lots more power is being made.
The Roush engines also used cross flow cooling with separate entry and exit for the block and head. It was essentially a dry deck with metallic "O" rings for combustion seal.
The only head currently that I think has total exhaust port cooling is the tall midget head, which is also a pseudo cross flow cooling pattern. It works extremely well and I'm using one in the N/A engine for the liner. I think Mike is correct in machining for them. Plumbing can always be easily changed.
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Mike, Been offline for a while and just read your updates. Absolutely incredible is all I can say! :cheers: :cheers: :cheers:
Looking forward to seeing the old girl run again and without a V8! :-D
What are your plans for 2014.....Speedweek, WoS, WF?
Gregg
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Gregg,
My heart says "Speedweek!". My wallet and the availability of crewmembers say WoS or WF.
We'll see.
Mike
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Gregg,
My heart says "Speedweek!". My wallet and the availability of crewmembers say WoS or WF.
We'll see.
Mike
I understang the wallet thing.....They do get thin quick! :-D
I still want to experience WoS and the Shootout, so I'm going to try it again this year! Yee Ha.....another road trip!
If ya need an extra crew member, just let me know!
Gregg
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Mike, and just in time for Freud's gathering... can we drop by for a peek in person
don't let one run tell you to weigh us in and out....
Stainless, did you get the two PM's I sent in response to your PM?
Mike
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Ok! The Bonneville NW Reunion is over. Back to work (and spread things out around the shop again).
Stainless & Johnboy came by early Friday afternoon and did a quick shop tour. Then across the river to pick up Bob Drury and go to lunch (read about in the BNWR thread). Then back to Bob's for bench racing. I headed home about 4pm to get ready for Stainless' Friday evening presentation.
The presentation was informative and thought-provoking. It has me re-evaluating the safety aspects of my car. It should be made into video and made mandatory for all car builders & drivers.
Saturday Stainless and Johnboy came by again about noon, with Stan Back tagging along. Merkur evaluation and upgrade suggestions were made (more about that when I start - soon). Then into the house for more bench racing. Beer was served:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Miscellaneous%20stuff/Beer_zpsadac9dd7.jpg) (http://s233.photobucket.com/user/4-BarrelMike/media/Miscellaneous%20stuff/Beer_zpsadac9dd7.jpg.html)
Portland Brewing Rose Hip Gold: "A Belgian-style ale with notes of fruit and spice and a little citrusy bite from a generous addition of rose hips in the kettle."
Deschutes Brewery Obsidian Stout: "Deep, robust and richly rewarding, roasted malt and black barley give way to notes of chocolate and espresso. Smooth and black as the glassy volcanic rock fields it's named for."
Then off again to One Run Bob's. There we met Don Jackson (Salt27) and son Gus (winner of SCTA scholarship) (sorry guys, I should have invited you to my place). More beer was served courtesy of Salt27. Snacks (chips and dips and raisin cookies) were served courtesy of ORB.
Then back home to change into a shirt without salsa on it for the dinner. Sat a table with Joe & Judy A, Stainless, Johnboy, Salt27 with Mrs. Salt & Gus, John L and Stan Back. Lots of entertaining conversation to go along with dinner. Dan Warner was the featured speaker and he talked about his history with LSR and how he got into the 2 clubs.
An evening (and weekend) well worth the time spent.d
Mike
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THANKS Mike.
Sorry I didn't take anytime to help pull you out of the evil grasp of Stainless, John Bouy and ORB.
Now I will be concerned about making certain of your salvation until the next time we meet.
I may dedicate my next Tattoo to that.
FREUD
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Freud, I look forward to seeing your next tattoo.
Update of below; after lunch Friday, we went to see Jack Coonrod's "museum" http://www.jrthompson.net/jackthebearcoonrod.html (http://www.jrthompson.net/jackthebearcoonrod.html). More Indians, hemis, and '33-34 Willys' than I ever imagined seeing in one spot. The visit was courtesy of ORB.
Mike
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Mike Im enjoying following along with the build, neat stuff. Hope to see you at Speedweek. From what I gather, there doesnt seem to be a shortage of folks willing to lend a hand up there.
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This car is freakin' cool! I dig it!
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Thanks, guys.
Mike
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A couple of weeks ago, I printed up the engine parts pictures that I posted here last month and took them to Aldridge Motorsport. Denny was busy so I gave them and my phone number to the office manager (aka Mrs. Aldridge).
A week or so later, Denny called me and we set up an appointment to talk about the engine. After an hour of questions and a few real answers, we agreed on what would be done and the price.
He has an engine in the dyno room to finish, another in the engine room to finish and then dyno, so in about two weeks I'll be taking him my parts and pieces. (Hurrah!) Should take him about a month. He only assembles engines that he wants to and does it on Tuesday and Thursday evenings with zero interruptions. He encourages customers to come by and take pictures and post them on the web.
In the meantime, with enthusiasm renewed, it's back to work:
First problem is that the rudimentary engine mounts using Thunderbird Turbocoupe pieces that I threw together in April 2012 wouldn't work at all, the TC mounts intersected the Barnes dry sump pump. So out came a generic small block Ford mount from Chassis Engineering (the street rod folks in Iowa, not the race car people) that had been sitting for several years along with some mid-80s 4-cylinder Mustang mounts that someone had made into solid mounts. After a bunch of whacking and hacking:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/2014030505_zps094ba214.jpg)
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/2014030508_zpsd27e8f29.jpg)
It actually sits a little further forward than the picture seems to show.
Then out comes the old (stock) engine that made it easy to back out of the garage (uphill).
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/2014030604_zpsf130928f.jpg)
In goes the new mount (narrowed about 18"), shown in "full" mock-up.
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/2014030701_zpscb812902.jpg)
The tube is notched in the lower rear to fit against the lower crossmember and it is snug against the frame rails. The crank centerline is about an inch higher that the "stock" engine that was removed, but I'm going to have to modify steering mounts, and I'd like to keep it as high as possible.
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/2014030702_zpsa68b9ef7.jpg)
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/2014030703_zps30f18ab2.jpg)
Bonneville: I'm going to take Rick's advice and use the (low-horsepower :-o ) turbo(s) that I have now, use the low-buck ECU setup (PiMP from Stinger Performance) that I now have, and make it to Speedweek if at all possible.
More later.
Mike
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Mike, that motor would look better in your living room than in the car!
Ol' Bob up north............
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I'd be afraid of scarring the 1945 hardwood floor. :-D
You over that crud you had?
Mike
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Mike, what flywheel and bolt pattern are you using?
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R2:
The INTENT, not yet purchased, is a "5-liter" style (10.5") flywheel drilled for the 2.3 crank. Trans will be a G-Force geared T5 with 26-spline input shaft.
Mike
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I love those 4s! that is really coming along. I did not look back, what is the record you are chasing?
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Thanks, Trent. Record: F/BGC - 207.608
Mike
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... Trans will be a G-Force geared T5 with 26-spline input shaft. Mike
Do you already have the transmission? If not have you considered one of their 101's where you could have an almost endless number of gear ratios to pick from and they are also much stronger,
Sum
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I do, Sum. Picked it up really cheap. Their website says, IIRC, that it's good for ~600 ft-lbs with drag radials on pavement, so it should be strong enough on the salt.
Mike
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I do, Sum. Picked it up really cheap. Their website says, IIRC, that it's good for ~600 ft-lbs with drag radials on pavement, so it should be strong enough on the salt.
Mike
I agree that I also don't see a power problem with the HP levels the current engine is capable of, I was mainly thinking of the gearing options. Lots of used fairly cheap gear sets out there for the 101 and the ones I've bought don't even look used,
Sum
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I don't know enough to make any guesses as to alternate gear ratios. It has: 2.94, 1.94, 1.34, 1.00
My inexperience says get it into 4th with minimal slip/sliding and go! :mrgreen:
Mike
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I believe only the last two merit any study. They're surely okay for you to get going. If you have a problem, you can adapt. Thanx for the great hospitality a couple of weeks ago. It's plain to me that you've got the know-how and the equipment for a serious endeavor.
Stan
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The hospitality wasn't particularly good, but thank you, and you're sure welcome to come again next year.
Mike
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Hey Stan, how's your wife like your new hat?
Mike, sorry about the thread hijack, still got the (Kansas?) crud............ Bob
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Damn thing weighs 14 pounds. A little modification will help. The thought is what really counts. Thanx!
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Hey Stan, how's your wife like your new hat?
Mike, sorry about the thread hijack, still got the (Kansas?) crud............ Bob
Dodge thing weighs 14 pounds. A little modification will help. The thought is what really counts. Thanx!
Stan, I thought you roadster guys liked lots of weight. :-D
Nice meeting you at Freuds gig, Don
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Weight's of little consequence when you have coolth! It's a cool hat! :mrgreen:
With perfect 20-20 hindsight, I should have taken my camera, but who would have thought?
Mike
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Mike, It was good to finally meet you in person.
I've been enjoying your build and can't wait to see it run.
I brought my camera but left it in our car. :roll:
Don
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The same, Don. If I had known that we'd spend a couple hours bench-racing at my place before moving to ORB's, I would have invited you and others. That was quite a group we had at the table (JimL not John L - sorry).
Mike
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After some delay, I got the engine into the shop at Aldridge Motorsport last Tuesday, and Denny quickly something that I had overlooked: I have a brand new billet crank with 2.100" rod journals and brand new billet 5.850" rods for 2.000" journals. :-(
The three ready solutions are:
1. Order new 5.850" rods for a 2.100" journal. Estimated completion: 10 weeks, which means I wouldn't make it to Speedweek.
2. Use "on-the-shelf" 6.000" rods with new pistons (2-3 weeks) which will put the pin into the lower ring land.
3. Cut a brand new $3000 crank to 2.000" rod journals (couple of weeks down to Southern Cal and back).
#1 is probably the "best" solution, but anyone have any opinions about doing 2 or 3?
Mike
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#3 = lower bearing speed.
Don
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Mike, none of these will work for you?
http://www.summitracing.com/search/department/engines-components/part-type/connecting-rods/connecting-rod-length-center-to-center-in/5-850-in
EDIT: Sorry Mike-I saw the rod length and journal diameter, and immediately started thinking SBC!
I'd go with option 1, and hope they could rush the order a little!
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After some delay, I got the engine into the shop at Aldridge Motorsport last Tuesday, and Denny quickly something that I had overlooked: I have a brand new billet crank with 2.100" rod journals and brand new billet 5.850" rods for 2.000" journals. :-(
The three ready solutions are:
1. Order new 5.850" rods for a 2.100" journal. Estimated completion: 10 weeks, which means I wouldn't make it to Speedweek.
Mike
Mike,
Call these guys and see what they can do for you.
http://rrconnectingrods.com 14741 E. State Route 17 | PO Box 250 | Grant Park, IL 60940
815-465-6741
From there website: R&R Racing Products will set the standard for custom connecting rods - rush service will be available in as little as a few days to a week for most applications!
Good luck,
Tom G.
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Thanks for the responses, both here and by PM. Anyone else?
Now, (past) time to update the rollcage. Starting here, does this look right?
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/2014-04-1901_zps4df62f10.jpg) (http://s233.photobucket.com/user/4-BarrelMike/media/Bonneville%20Merkur/2014-04-1901_zps4df62f10.jpg.html)
It's a little close; I need a 30* angle not the 22.5* which was all I could find and I'll move the bend up some for more clearance.
Mike
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#3 = lower bearing speed.
Don
Don:
Rick Byrnes "designed" the engine. When it came to the rods, rather than use one of the three sizes common to the racing cranks for this engine type (stock: 2.046", 'Chevy': 2.000", & 'Honda': presumably smaller), he chose 2.100, which is often used for, among other things, small block Ford 347 c.i. stroker kits.
I'm not deeply into the engineering, as Chris is getting (I'm too old, too fat, & too tired; besides my poor brain is struggling with the electronic tuning I'll be using :-D), but I suspect that when building a four-cylinder engine with the potential of 8000+ rpm, ~40 pounds of boost, & ~1000hp that a larger bearing surface is more important than slower bearing speeds.
But, I dunno. Maybe Rick will elaborate a little on the subject if he reads this.
Mike
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Hi Mike and all
I'm still around, mostly lurking. Finally started enjoying working on the liner again and making some forward progress.
Rod journal size of 2.100" is a common Chevy size. I choose the larger dimension because of anticipated load, and we could do a crank with more overlap thus providing more area for the higher loads. I made a concession for the N/A motor running with 6.120" rods, so later as a turbo, we would have the strength to live a long healthy life. I did not design the crank. At the time I still had friends in "Good" places and one of the analytical crank designers helped a great deal. If you choose to reduce to 2.000" pins, any good crank grinder can help, but then you need another round of normalize and heat treat.
Sorry you have hit this snag. For what its worth running pistons with the pin bore intruding into the oil ring land is pretty common these days. I've been doing it on a long stroke engine and not having problems.
I'm not really an engine designer, other than gaskets and seals. I am very fortunate to have really good council from some really smart and experienced folks both inside Ford Motor and out.
Count Dan Esslinger and family in that group. I do know how to listen and apply what they teach me.
As one of my friends in Brasil used to say, "I am but a simple technician."
Happy Easter to all
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Seats of over 30 degrees are done by Butler. We had them do the seat for the Hydrogen Hybrid Fusion. No one else would do it and the car was built around me and that type of reclining seat. The fuel cell tray required all the room folks would normally sit. With all the packaging requirements the car would not accommodate a pilot of more than 5'6"
and I was reclining 33 degrees. Almost the same as the liner. More than that I am not comfortable and I spent lots of time looking at seating positions on the Fusion, lakesters and liners.
Butler can handle your requirements and make a superb product.
I did bet my A$$ on them.
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Rick, the last two posts were excellent.
There's more information there than meets the eye.
Thanks. I learned a few things.
When a guy calls himself simple beware.!!!!
Ken Howes, who runs Hendrick Motorsports used to say that. :-D
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Thanks, Rick!
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The crankshaft is currently in the possession of FedEx on its way to Esslinger Racing for a quick trip back to Marine Crankshaft http://www.marinecrankshaftinc.com/ (http://www.marinecrankshaftinc.com/).
Shouldn't take too long.
:cheers:
Mike
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Still playing with plastic tubing. :-P
Based on what I perceived to have been suggested right after I got the car:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Rollcage.jpg)
I've mocked up some more pieces:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/2014-04-2202_zps165ae05e.jpg)
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/2014-04-2201_zpsb9fb48c4.jpg)
Mike
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Heck of alot cheaper and easier to play with plastic tubing Mike than using up a bunch of metal. Neat idea for mocking up stuff 8-)
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You're right Frankie and also you get an idea of how it all works.
Another nice car. Thanks Mike. :cheers:
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You're right Frankie and also you get an idea of how it all works.
If I ever get the opportunity to build an LSR car, Ill probably build it out of plastic pipe and wood ( ala Sumner ) before I cut a first piece of metal. Im still hoping for the opportunity, it might just put me in the dog house with the wife for a long time :-D
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Mike,
Looking at your mock up of your cage I would highly suggest that you move the lower vertical bar that intercepts the angled door bar to be directly below the upper roll bar. It is all about load path. If you subject the upper bar to a high vertical down load ( read crash) the upper bar will have to bend, or shear, the angle door bar before the lower bar can transmit the load to the frame, could be down on your head by that time! My preference would be to both have the lower bar directly below the upper bar and also add a diagonal going back to the main roll bar at the bottom. See attached pics.
Rex
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Rex:
I added 1" to the length of the upper bar, moving it forward. I can still get in with a helmet on (I thought I couldn't). Better? The two pieces (will) run parallel to the main hoop behind the driver.
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/2014-04-2301_zps46b6d3f6.jpg)
Add a diagonal like the red line?
Would it help to add a tube under the small piece, added behind and to the right of the driver, down to the Alston subframe crossmember? The small triangular piece, the end of the old bar that the right-side seat belt mounted to, is welded to that crossmember.
Mike
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Mike,
Yes on the diagonal, really makes that area strong. Adding additional support under the inter section of the new loop will also add strength and additional protection.
Rex
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Wow! Slow progress.
The crankshaft was delivered from Southern California today, just in time for the holiday weekend.
After some false starts, the new rollcage bars are tacked in:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Cage01_zps551f362e.jpg)
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Cage02_zps4051d1fb.jpg)
The lower rear diagonal bar was educational :roll: and expensive.
Mike
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The lower rear diagonal bar was educational :roll: and expensive.
Mike
How slow we become smart - and how fast we become poor!
Tuition, Mike . . . tuition . . .
But man, it's looking REALLY SHARP! :cheers:
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Thanks, Chris!
:cheers:
Mike
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One more pic:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Cage03_zps98c198dc.jpg)
Mike
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That looks good.
The plastic definitely paid off.
The school fees are worth it. :cheers: :cheers:
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LOOKIN GOOD MIKE
Keep up the good work. It will be wayyyyy better than before.
(and FASTER)
I'm really happy you ended up with the car and are doing such fine work.
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Thanks, Rick.
Safety concepts have changed since the '90s. Thanks for suggesting that I buy the Butler-built with the Merk.
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/1997Interior_zps1e864238.jpg)
Mike
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Nice progress Mike!
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(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Cage04_zps9c8b7700.jpg)
Is this a good height for the lateral head restraint, 3.A.3?
Mike
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around ear height, with you -20 fire suit on
looks about right
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Looking good, Mike! :cheers:
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Thank you, sir! (both of you!) :cheers:
Mike
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Mike..Do you need me to come and look? Sorry I didn`t get a chance to talk on Saturday.....
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Sure, if you want to. :-)
Give me a call at your convenience.
Mike
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It looks very nice.
I love your attention to detail. :cheers:
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It looks very nice.
I love your attention to detail. :cheers:
High praise, sir! considering that my best looks like a two-year-old drawing on a wall with a crayon compared to what you're doing.
:cheers:
Mike
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I beg to differ but thank you. :cheers:
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(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Helmetbar01_zpsea9e29c4.jpg)
Overkill?
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Helmetbar02_zpsdeeaddc2.jpg)
Just under, as far as I can tell working alone, 4" wider than my helmet.
Mike
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"Overkill?" ............ There's no such thing! Your cage is looking good.
Pete
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Thanks, Pete. It was supposed to be slightly tongue-in-cheek.
Ok, next problem. :-D
Left-side belt mount, as original, seems well-placed:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Belts01_zps41a54368.jpg)
Right-side, as original, ok for the seat Rick used (shown above), but I'm sure that Grib set the seat on top of it.
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Belts02_zpse6305dd2.jpg)
Not enough room for the original-style tube:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Belts03_zps4a711af0.jpg)
So, I propose using a piece of 1/4" x 3" similar to the cardboard, fit to the trans tunnel, welded solidly to the front and rear crossmembers as shown, and stitch-welded to the trans tunnel:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Belts04_zps9a98791d.jpg)
And then weld on the double-shear mount.
I think that this would provide more than sufficient strength.
Any thoughts or other ideas?
Mike
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Mike, it's looking good. Just remember one caveat: You want the tubing under the floor to be equal in strength to the cage over your head... people have exited out the bottom before. Bob
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Mike,
When positioning your belt mounts make sure the belts don't rub on the seat.
I remember someone having an issue with that.
Don
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Thanks for the kind words and the advice, Bob. The original longitudinal subframe was heavily reinforced by Byrnes & Co. and strongly ties into the Alston back-half, running directly under the seat:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Subframe01_zpsde49aa85.jpg)
Sorry for the angle. Front is to the bottom (obviously). Is that sufficient to keep me from falling out? :lol:
Don, thanks for advice. I expect that I'll have to trim the seat slightly to fit correctly.
Mike
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Project is looking good. :cheers:
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Thanks, Jon. It may be a very interesting & entertaining August.
Mike
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just maybe ..... 8-)
we have a few things to accomplish on the car yet
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You're there by the look of it and hey, how can you go wrong with all the guys on the biggest race team in the world?. :cheers:
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Recently came upon this awesome modern video of '70s rock & roll:
Led Zeppelin vs The Beatles: Whole Lotta Helter Skelter (http://www.youtube.com/watch?v=aY2bWyiaei4)
Mike
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I cut off the old left-side lap-belt mount (pictured on prev page) and fabbed up some new ones for better belt entry into the existing hole in the seat:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Harness01_zpse97d3d0a.jpg)
Plated the side of the transmission tunnel and modded the original right-side lap-belt previously mounted on a tube and tacked it into place:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Harness02_zps3d31b146.jpg)
The original shoulder harness mounts are not usable for then modern Simpson harness (0-10* recommended):
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Harness03_zps07d60e05.jpg)
I need the shorten the top of the seat back approximately 3/4" so that it is slightly lower than my shoulders. Then I need to figure out a mount that allows the correct angle.
Mike
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Recently came upon this awesome modern video of '70s rock & roll:
Led Zeppelin vs The Beatles: Whole Lotta Helter Skelter (http://www.youtube.com/watch?v=aY2bWyiaei4)
Mike
Mike, are you visiting One Run too much? That seemed like a present day Washington state song.... :evil:
Oh, the car seems to be coming along too :-D
:cheers:
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Actually, Bob, I never liked either piece of music and don't really like the new one, but the skillful way the two were melded makes me smile. Anyhooo...
I talked a little about this with Kiwi Paul Friday at an estate sale (R.I.P. Dave), so I'm not totally winging this by myself, assuming, of course, that I heard him correctly and remember what I heard correctly. :mrgreen:
Added a new cross bar and fabbed up some tabs, the seat back has been cut 3/4" and probably could use another 1/2":
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Harness04_zps874c4af3.jpg)
Currently angled 5* up from the base where the harness tab mounts. The car is currently nose up and will be lowered for racing:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Harness05_zpsda249bc0.jpg)
View from the rear, the mounting:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Harness06_zps763b8e57.jpg)
With belts:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Harness07_zpsc867d911.jpg)
The new crossbar is just snugged in and can be moved up or down. The belt mounting holes are 9" apart. The mounts are just tacked on. Everything can be moved. I intend to put a gusset under each mount once the location is finalized.
Anyone have any suggestions on improving this?
Mike
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....Anyone have any suggestions on improving this?
Nice work and what follows is probably nick-picking. The welds on the tabs are probably stronger than you would be in a crash but since you asked :-)
http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Harness07_zpsc867d911.jpg (http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Harness07_zpsc867d911.jpg)
I'd probably triangulate the back of that belt tab down to the lower bar. It could be with a bracket that goes from the mounting bolt down to a tab on the lower bar. As I mentioned the pull on the tab, trying to pull it over would probably break you before it bent on over but an angled bracket would still make me feel better or weld verticals under the sides of the tabs to the bar they are welded to, that would also work.
How far will your shoulders be above the seat top that we can see?
Sum
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Sum:
Your wording is better than mine, I said gusset, you said triangulation, but, yes, that's what I meant.
My shoulders, when sitting very upright, are 1/4"-1/2" above the seat top, slightly above the overhanging piece in the second picture. I think that when someone pulls the harness really tight, I'll be sitting lower in the seat, which is why I plan on trimming it another 1/2".
Mike
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Sum:
Your wording is better than mine, I said gusset, you said triangulation, but, yes, that's what I meant.
My shoulders, when sitting very upright, are 1/4"-1/2" above the seat top, slightly above the overhanging piece in the second picture. I think that when someone pulls the harness really tight, I'll be sitting lower in the seat, which is why I plan on trimming it another 1/2".
Mike
You wording was fine it is my eyes that need improvement :cry:, I didn't see the 'gusset remark'. Sorry that will do it :cheers:, and yes I'd trim the seat some more as per your thoughts,
Sum
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Thanks, Sum. :cheers:
Mike
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How about the Hans device, does it interfer at any point at the shoulder level and the seat top? Just wondering., Best to do final fit with fire suit and helmet on. :cheers:
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Hmmmm, good question, Glen. I know what I'll be doing after dinner.
:cheers:
Mike
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With a Hybrid Pro, the shoulder harness seems to go over the restraint system, especially considering the following from their installation manual: "The shoulder belts should be mount as close to the occupant as possible, separated by 2-3 inches at the mount."
Not the 9" I have. Mod #1 coming up.
Mike
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Shoulder harness mount tabs per Safety Solutions instructions (3"):
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Harness08_zps82e3ab38.jpg)
Wearing helmet & Hybrid Pro; turn on camera, zoom slightly, set time delay (30 seconds max), press shutter button, [tic tic] crawl into car, [tic tic] get into seat, [tic tic] get shoulder harness in place and pull down, [tic, tic] wait for flash:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Harness09_zps04573c41.jpg)
Observation #1: you really need a second person to help to get the harness straight.
Observation #2: I can probably raise the new crossmember 1/2-3/4" (an inch?) taking the added shoulder height of the Hans into account.
Observation #3: I probably don't need to shorten the seat back any more.
Any comments or thoughts?
Mike
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I think the rulebook says 10-20 deg. down angle for an upright seat. Keep in mind that's checked after somebody like "Monte the nut crusher" pulls your harness tight. That's when they look for contact with the seat and they want a downward pull on your shoulders and the Hans. We have changed ours many times. Different inspectors see the rules in different ways.
Doug :cheers: :cheers: :cheers:
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I think the rulebook says 10-20 deg. down angle for an upright seat. Keep in mind that's checked after somebody like "Monte the nut crusher" pulls your harness tight.
If that is a problem maybe you should redo your belts :-o
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Mike:
Firs,t love this build. I really enjoy the resurrection of some of the historic cars. Thanks for sharing.
When I look at the shoulder tabs, I see they are tacked in. Is there any plan to gusset the bottom of the tabs back to the tubes? Under some heavy Gs seems they could bend up or roll forward creating slack in the belts. Maybe the tabs are thick enough that cannot happen it is hard to tell.
Great job.
BR
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Summarizing, the diagram on page 32 of the current rulebook shows ZERO to -20* (10* optimum). However, the ALL CAPS paragraph on page 31 says to install per the belt manufacturer's specs (Simpson: 0-10*) and to pay attention to the Hans install instructions (their diagram shows 0-10*).
I see that I wasn't clear before. The mounting tab is current set at -5* and passes 1/4" above the top of the seat back, although the pic makes it look lower.
After spending a night thinking about it, I'm going to lower the seat back another 1/2" and leave the bar with mounting tabs where it's at.
Gussets will be installed. :-D
Mike
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Once you get it sorted out the next step with full gear on is to locate all buttons, fires systems chute release etc. within reach and with belts latched like being on a run. When you get closer to running set in the car and check it all again and once you know where everything is, shut the garage door, turn off the lights and do it in the dark. When something goes wrong it has to be a natural process. Things happen fast at speed and you want to use the proper sequence. Hope this helps.
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I like the build changes and the car!
You do not need to use tabs. Wrapping the belt around the bar will work.
Here is the best instruction set I have found for installing belts:
http://www.schrothracing.com/sdocs/2009_Competition_Instructions.pdf
Thanks Schroth Racing.
Geo
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Glen, thanks for the good advice. I have a ways to go before I can do as you suggest.
Geo, thanks for the interesting info.
Mike
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I had wrap around belts in the Merk for my time with her. If you consider doing that, you need to think about restraining the belts to keep them from sliding outward and off your shoulders. Once put on devices to hold them in place, no issue.
Tabs shoulder harness tabs were added by Grib.
I'll say again, Mike, your doing good!
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Thanks, Rick. I didn't realize (but should have known) that it was Grib's work.
For my gusset-loving friends 8-) :
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Gussets01_zps8593b886.jpg)
Demo'd on the front side:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Gussets02_zpsfd940a91.jpg)
Ugly welds done mostly laying on my back interweaved with the roll cage in the back of the car:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Gussets03_zps15f694c0.jpg)
It'll look better after being wire-brushed, but I can see in the photo a place or two for more weld.
Mike
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Tabs shoulder harness tabs were added by Grib.
Oh! (With a sudden flash of insight.) That is what the 2003 logbook entry by meant:
"(1) New seat installed. Shoulder belts pull on top of seat. Re-engineer to pull on shoulder. (2) Remount shoulder belts. OK for this meet to be corrected by next meet. Lee Kennedy"
Taken care of Mr. Kennedy :mrgreen:
Mike
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Mike:
"For my gusset-loving friends..."
About now I'm beginning to hate gussets! :-P
Regards, Neil Tucson, AZ
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ok Mike. I feel better now! I guess I am an ole' gusset lover.
BR
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Lots of progress, little to show.
Engine assembly is proceeding:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/b6186626-e280-4ff3-9e87-0b23ee40b00a_zpsea565f86.jpg)
Crank is permanently (!) in, easily turns using three fingers on the snout.
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Engine02_zpsfc63c550.jpg)
Fully balanced, waiting final cleaning and assembly:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Engine03_zps618ba5ea.jpg)
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Engine04_zps4d2c0aff.jpg)
Rear head restraint:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Headrestraint01_zps0b8a07c8.jpg)
About three inches of built-in adjustment:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Merkur/Headrestraint02_zpsc27e5fa5.jpg)
Mike
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Cool.
I see you managed to get rods. :cheers:
Looks good all round.
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I spy a FE Ford in a background shot.....
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Must be the 427 he said was promised by the end of the week. Next time I take pics, I'll shoot the others in the assembly room.
Mike
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Mike,
How's it coming along? I'm sure you're probably in a super thrash mode right now with Speedweek getting closer...?
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Brian:
I've been putting off an update; still waiting on the engine. Denny is anal by self-description and is very fussy about a number of things vis-à-vis the cam gear hub. "The joys of a custom long stroke crank" extends to the joys of being the first one to put together a bunch of new parts that may or may not work with existing parts. Nothing drastic, just time and money, both of which are becoming shorter. I'm taking notes; you'll get an email.
Anything new on my iron head? 8-)
Mike
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I'll e-mail you the flow numbers when I'm at the shop tomorrow, along with the cam grind data.
If there's anything we can help with, just let me know!
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When last updated, the crank and girdle were "permanently" installed. Heheheh!
When the rods and pistons were installed, there was a slight interference between the rod bolts and the girdle. Esslinger's (very friendly) comment was thanks for the heads up and "That's the joy of a custom long-stroke crank."
So the girdle was removed and notched .040":
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Engine/2014063001_zps6fc2a0a3.jpg)
Denny thought there was to little clearance, so it was removed again for an addition .010" of clearance.
The entire assembly requires 127 inch-pounds of torque to rotate:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Engine/2014063002_zpsac8d9662.jpg)
An interesting thing, that Denny says isn't uncommon with most manufacturers, is that the piston tops are not parallel to the pin (and all four pistons were different):
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Engine/2014070801_zpsb3cdeade.jpg)
No. 1 piston, exactly even with the deck at the forward edge, but -.005" at the rear. The worst was +.005 front, -.005" rear. Nothing to worry about he says.
Kiwi Paul spent a couple of hours examining the car (and bs'ing) Saturday the 12th. He suggested moving the fire extinguishing nozzles in the engine compartment much further forward, reinforcing the (sheetmetal) crossmember under the seat where the crouch belt attached:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Engine/2014071901_zps1518a8b6.jpg)
and a couple of gussets (pictures in the camera are bad, but this one will give you the idea);
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Engine/2014071902_zps02292639.jpg)
He also noted that there were no restraining straps on the rear 4-bar (saved my bacon, he did).
And, he was unhappy with the construction of my Butler-Built, specifically the internal lower back support, too thin and held in with one rivet. We also marked where the sides should be trimmed where the lap belts went into the seat. Then he decided that he'd do it all, the thicker aluminum, trimming, and welding it all together solidly:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Engine/2014071501_zpsebb53bf7.jpg)
Other things, Moon disks:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Engine/2014071803_zps3b61aff2.jpg)
Anybody know the people at Mooneyes? The disks only come with three holes, and drilling the extra three would not a real problem except that the three supplied holes are not at 120* intervals.
Finally, Denny Aldridge is done and I have my engine:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Engine/2014072101_zps1b837e17.jpg)
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Engine/2014072102_zpsdbbd8b09.jpg)
Time is short and so is money, but onward, upward, ever! (Wait, is that an Air Force theme?)
Mike
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Glad to be able to help....Now get going!..........Cheers, Mike..... :-D
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That's a Ford guy for you. :-D
That car used to be called a Sierra over here.
Looks great Mike. :cheers:
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looking good. Good luck.
What crankshaft are you using ?
Sometimes you wish you could put your foot out and stop the days from spinning by. When the hour glass gets low that sand starts going faster and faster.
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The crank is custom billet fully-counterbalanced 3.745" $troke:
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Bonneville%20Engine/2014020112_zps9fa617ad.jpg)
The time wouldn't be so bad if there weren't so many occasions of "one step forward, two steps back" :-(
Mike
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trick parts create trick problems .
been there done that a few times in my life.
Crank: Marine Crankshafts Inc from Santa Ana ?
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Yep, via Esslinger Racing.
Mike
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The time wouldn't be so bad if there weren't so many occasions of "one step forward, two steps back" :-(
Mike
Know that feeling all to well!!!!!
Engine and car are looking REAL good Mike!
Good luck on the salt! :cheers: :cheers: :cheers:
Gregg
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Mike,
Looks like everything is coming together nicely. It will all get done in time.
Good luck,
Tom G.
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Looking good Mike! :cheers: That's one sweet little engine! Looking forward to seeing it on the salt.
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Yep, via Esslinger Racing.
Mike
they make some nice parts
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Mike, looking forward to visiting with you at Speed Week. Tony
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Thanks for the kind words, guys.
Tony, I look forward to meeting you.
Mike
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I can't wait to see this car.
We'll be hanging with the DIYAutotune crew. If you need some help, don't hesitate to yell.
Bob
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Beautiful crank Mike.
That's the right stuff. :cheers:
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I am liking that engine porn!
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Life and other minor responsibilities keep getting in the way. The Merk won't be ready for Speedweek.
So my pre-entry is for sale. :cry:
World of Speed or World Finals are still possible.
Mike
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well that really stinks ....... :cry: but I do know what you mean by it " Life" and it's responsibilities get in the way of my fun more than I'd like.
Hope to see you on the salt someday.
Jon
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I'm sorry to hear that Mike.
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Thanks, guys.
I refuse to take an unfinished (or partially tuned) car to the Salt for my first drive! There's too many stories of guys working on their cars for the first three days of their first trip and then finally firing for the first time ever. Doesn't sound like any fun to me.
I'll be driving down with Drury :-o Thursday for four or five days, depending.
Mike
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Previous question answered... See ya on the salt 8-)
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I told him to pack plenty of K-Y Jelly.............. if you get my drift..........................
Ol' One Run, out....................... :-o :-o :roll:
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Lube, you are going too easy on him :evil:
-
Thanks, guys.
I refuse to take an unfinished (or partially tuned) car to the Salt for my first drive! There's too many stories of guys working on their cars for the first three days of their first trip and then finally firing for the first time ever. Doesn't sound like any fun to me.
I'll be driving down with Drury :-o Thursday for four or five days, depending.
Mike
certainly adds to the stress level, but part of the event.
Hope you get it out there this year at the other meet . Maybe we'll see ya on the salt.
Jon
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I refuse to take an unfinished (or partially tuned) car to the Salt for my first drive! There's too many stories of guys working on their cars for the first three days of their first trip and then finally firing for the first time ever. Doesn't sound like any fun to me.
I'll be driving down with Drury :-o Thursday for four or five days, depending.
Mike
Mike,
Mark Dees (RIP) was the one that come to mind of never having his car finished and would try to finish it at the salt. Sorry to hear of the problems but remember it is all about the journey, which you will remember the rest of your life.
Watch out driving down with Ol' One Run, we don't want him rubbing (off ) on you. If you know what I mean. :evil: :-D :-D
Tom G.
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I'm very sorry to hear this. It was certainly one of the cars I wanted to see.
But I completely understand your point of view.
Bob
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Mike:
Sorry to hear. We are in the same boat this year. So reset our countdown clocks to 375 days 23.00.
BR
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Thanks, guys.
Mike
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Mike
I'm really sorry to see that the Merk won't be on the salt for Speedweek.
If it were not for some of these challenges, everyone would be doing it.
Her first return to the salt will be very special for you, and the more prepared you are the better time you and the car will have.
Be sure, that while I haven't been talking much, I am closely following all your exploits with my favorite weird car.
You are doing GREAT, and will end up going very fast with "HER"
Glenys always called her "Pandora"
Have fun on the salt.
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Thanks, Rick! :cheers:
Are you going to be at Speedweek this year?
Mike
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Greetings Mike
Not going to be on the salt this year.
I'm finally beginning to enjoy being in the shop working on the liner, and am finally making a little progress. My son Jim still kicks my ass every day, but life is better.
I fully expect to be on the salt next year. Don't know which event, but my goal is testing at ECTA Wilmington early next spring.
All my best on finishing up the Merk.
You know I'll be watching.
-
"Jesus, girls, and Marcus Mariota."
If the vote isn't (nearly) unanimous, sell it to a scrap dealer and disband your organization (with minor sympathy to my friend in Wisconsin).
GO DUCKS!
-
:? :? :?
Mike... you and ORB drinkin'
-
:? :? :?
Mike... you and ORB drinkin'
LOL:cheers: :cheers: :-D
Sid.
-
The only thing in College Football I hate more than Ohio State is ANY SEC team.
I will be cheering on the Buckeyes in the Sugar Bowl, but I fully expect the Ducks to crush Florida State, and Mike and I will be celebrating a Ducks Championship on the 12th.
Last year at the PRI show, a reception was held in the concession area of Lucas Stadium in Indianapolis. If the opportunity is available again this year, I intend to pay reverent homage to a very good Big 10 team that was buried there this weekend.
-
:? :? :?
Mike... you and ORB drinkin'
LOL:cheers: :cheers: :-D
Sid.
:lol:
Heisman Trophy: http://www.bing.com/videos/search?q=jesus+girls+marcus+mariota&FORM=VIRE4#view=detail&mid=2DC5D65DC3472EF0EA802DC5D65DC3472EF0EA80 (http://www.bing.com/videos/search?q=jesus+girls+marcus+mariota&FORM=VIRE4#view=detail&mid=2DC5D65DC3472EF0EA802DC5D65DC3472EF0EA80)
:cheers: :cheers: :cheers:
Mike
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"Jesus, girls, and Marcus Mariota."
Well, you cleared that up.
If the vote isn't (nearly) unanimous, sell it to a scrap dealer and disband your organization (with minor sympathy to my friend in Wisconsin).
What's this about?
-
The perception of many West Coast fans that there is an extreme East Coast bias in the voting for the Heisman Trophy.
Mike
Too bad that good citizenship isn't a criterion. :mrgreen:
-
If the vote isn't (nearly) unanimous, sell it to a scrap dealer and disband your organization (with minor sympathy to my friend in Wisconsin).
What's this about?
Melvin Gordon - and the Heisman Trophy.
http://www.oregonlive.com/collegefootball/index.ssf/2014/12/ohio_state_shuts_down_heisman.html
He had 5 200+ yard games this year, including a whopping 408 against Nebraska.
I saw him at Iowa City against the Hawkeyes.
He's bona fide, and likely to have a good pro career, but I doubt he's still in the running for the Heisman after yesterday's debacle.
Mike, I am assuming I'm your friend in Wisconsin . . . :cheers:
-
Mike, I am assuming I'm your friend in Wisconsin . . . :cheers:
Indeed! :cheers: :cheers:
Mike
-
Being a two term graduate of* and having endured growing up in Eugene and watching the Ducks suck eggs for my first fifty plus years, I am now rolling in tall cotton and floating on a pink cloud... or maybe its the drugs I used in the 60's have finally caught up with me.............
One Duck... er Run, out................................... 8-) 8-) :-o 8-)
* its a long story with a short end.................
-
WOO HOO Mariota :cheers:
Mike, I hope you don't mind me celebrating on your thread.
Don :-D
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No problem, Don! :cheers:
What a great kid. He really deserved it. What a great day for Hawaii and Oregon. (I find it hard to believe that nearly 5% of the voters didn't have him on their ballots listing 3 candidates.)
According to the reports, some of the audience, and even an ESPN cameraman, were crying by the end of his speech.
Ok! Only two more awards left to collect! :evil: (this season :mrgreen:)
Mike
edit: almost forgot!
Go Navy, Beat Army! :-D
Mike CPO(NAC), USN (Ret)
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Ducks are only up by 39 with 10 minutes left... I think Florida States plan to wear out the Duck offense by keeping them on the field is not working
You must be celebrating by now... Go Ducks :cheers:
-
One Run, the Ducks are an inspiration to all of the underdogs:cheers:
Go Ducks.
-
(http://i233.photobucket.com/albums/ee171/4-BarrelMike/Miscellaneous%20stuff/ducks_zps25734cd8.png)
I've often wondered how a Nez Perce bred horse got from the Northwest to Florida.
http://www.oregonlive.com/sports/oregonian/john_canzano/index.ssf/2015/01/canzano_jameis_winston_vs_marc.html#incart_maj-story-1 (http://www.oregonlive.com/sports/oregonian/john_canzano/index.ssf/2015/01/canzano_jameis_winston_vs_marc.html#incart_maj-story-1)
from the best local sports commentator.
One more to go.
Mike
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I will be cheering on the Buckeyes in the Sugar Bowl, but I fully expect the Ducks to crush Florida State, and Mike and I will be celebrating a Ducks Championship on the 12th.
:cheers: :cheers: :cheers:
-
Going to be a fun game! :cheers: :cheers:
Note to Tinker Hatfield: this is 5 or 6 years of absolutely dreadful Nike-provided bowl-winners' T-shirts. Please use your creativity to fix.
Mike
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Tell me I ain't dreamin............... maybe I WILL make two runs this year!!! :-o :cheers: :-o :cheers: :-o
One Run, out.......................................
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We have been waiting almost 2 years for an update.... How is the Merkur coming along? Sure would like to see this car breaking records again....