https://www.enginelabs.com/engine-tech/the-equal-8-inside-dan-jesels-new-clean-sheet-12000-rpm-v8/
Fordboy said: "...There is also an article in the same issue featuring the Jesel 427 cubic inch "Equal Eight". Soon to be raced in an unspecified LSR entry . . . . ."
It's gonna go in MM's Midget, right??? :cheers: :cheers:
For Ford Flathead fans, and anyone who is interested in "new" technology Vs "old" . . . . .
The latest issue of Race Engine Technology, #118, has a multi-page article on this re-creation of a 1950 (?) LSR record holding engine.
It's an in depth look, focusing on how components have changed over the decades. Some components from both versions are compared.
Sorry, I couldn't find a link to the article, just a synopsis of the issue's content. You will have to purchase the issue to get the whole story. But anybody serious about racing engines should have a subscription to this magazine.
https://www.highpowermedia.com/p/1289/race_engine_technology_-_issue_118
There is also an article in the same issue featuring the Jesel 427 cubic inch "Equal Eight". Soon to be raced in an unspecified LSR entry . . . . .
This magazine is usually available from larger Book stores with a large magazine section. Or it can be ordered online at the site above.
:cheers:
Fordboy
I know Ken Kloth set a few records with his Flathead after doing endless flowbench testing and found his records were consistently with low compression in the area of 6 or 7:1. But you are correct panic, reducing the transfer area smothers a Flathead and goes against the OHV thinking that smaller chambers and higher compression is better.
I know Ken Kloth set a few records with his Flathead after doing endless flowbench testing and found his records were consistently with low compression in the area of 6 or 7:1. But you are correct panic, reducing the transfer area smothers a Flathead and goes against the OHV thinking that smaller chambers and higher compression is better.
Are you SURE of that? Might not be correct any longer but I will never tell :evil:
What puzzles me is why so little attention is paid to the shape of the "roof" (containing both the transfer area and the quench surface) which is the controlling surface directing flow into the bore?
But the replica head is completely different from an actual Briggs head - no transfer area, no quench, the charge delivery to the bore and flame front look nothing like the inside of a Ford or H-D.
Interesting to watch the flow of the alcohol, which was mostly fluid, as it goes over the exhaust valve. Looks like sinking the exhaust valve a little would help. Flat heads are a real conundrum, to get compression you reduce the transfer area and vise versa.Some of the things that have been done with flatheads it looks like transfer area is the thing to chase. I have seen them with counter bores in the head above the inlet valve to let the valve open farther and then more cam timing is used to keep the valve in the pocket and out of the way of the inlet flow. I think that HD actually canted the valves away from the cylinder to increase flow.
Pink is pretty gutsy to turn 5500 with a three main crank, but with the French block and a good billet crank it must be possible.
Rex
During my couple decades of mini-rod pulling, we often shared the track with modified garden pullers. I got intrigued with cylinder filling of flatheads. A few of my billet heads are doing well- for example, one Kohler 16 HP-based engine on alcohol is making just over 100 HP. But I'm sworn to secrecy on the details... :wink: