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sser2

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sser2 last won the day on January 7 2017

sser2 had the most liked content!

About sser2

  • Rank
    Advanced Member

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  • Gender
    Male
  • Location
    Los Angeles, California
  • Interests
    Cars, electronics, music
  • My Project Cars
    1937 Plymouth P4 2 door touring sedan

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  • Biography
    Born St. Petersburg, Russia. In US since 1991, US citizen.
  • Occupation
    Biomedical researcher

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  • Location
    Mariposa, California
  • Interests
    Cars, electronics

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  1. sser2

    Generator vs. Voltage regulator problems

    Low voltage from generator at low rpm is normal, it is one of disadvantages of generator vs. alternator.
  2. sser2

    Part #s for preferred 12v condenser

    Back to capacitor, I would not use any NOS auto parts capacitor because most of them were paper capacitors, and they go bad with age. Use any modern mylar or polypropylene capacitor, 0.15 uF rated at least 400 V. Proper connectors can be soldered on if necessary.
  3. sser2

    Cooling System Techie Talk

    In fact, it is not so complicated. Put in radiator and water pump with huge overcapacity, and thermostat will take care of all regimes and conditions at which engine may work. Mopar added special cooling arrangement for exhaust ports, a nice feature.
  4. sser2

    I need 12 Volt

    12V makes sense. 12V alternator weights less, yields higher electric power, and, unlike generator, works efficiently at low rpm. It is more reliable and worry-free than generator+external voltage regulator. 12V allows transistorized ignition and electric radiator fan, among other things. Vibrator power supply in antique radio is such a bad thing that it should be replaced with a .modern DC-DC converter. Anyway, one cannot have a functional antique radio without at least some expertise in electronics.
  5. sser2

    Another brake adjustment option

    Wow - you invented Aamco Brake Gauge! Aamco Brake Gauge
  6. sser2

    A visit with Earl Edgerton

    I remember seeing this chart in some performance manual. It is interesting that for different versions of Mopar flat six, safe shaving limits vary rather widely, from 0.020 to 0.090. One of the considerations could be minimal metal thickness for structural integrity, but then different allowable thicknesses for different engines do not make sense. I believe the real issue is valve clearance. It is especially important if a hot cam is used in an engine with shaved head.
  7. sser2

    A visit with Earl Edgerton

    Cast iron head has one clear advantage: its thermal expansion is same as block's, so there is no thermal movement during engine's heating and cooling cycles. Not so with aluminum head, which expands at roughly two times the rate of cast iron. This relative movement of head and block requires special gasket that would allow lateral movement without compromising the seal. Aluminum head is more demanding for surfaces finish. With aluminum head, even a single episode of mild overheating may cause gasket failure. Cast iron head is more forgiving in these respects. Theoretically, a cast iron head may be good for CR as high as 8.5, but practically there is a limit to how much shaving can be done without compromising structural integrity. For CR of 8.5, head must be shaved 0.120", which is hardly possible. Edgy head is one-size-fits-all, as it can be used on 201, 218, and 230 engines. Combustion chambers are 70-80 cc. For a 230 engine the calculated CR is 9.3, and for a 201 engine it is 8.3.
  8. sser2

    A visit with Earl Edgerton

    Yes, this is what Earl told me. He said that plugs are same as those for the stock cast iron head. One should be careful though and use torque wrench and anti-seize lubricant to avoid damage to delicate short threads.
  9. sser2

    A visit with Earl Edgerton

    I have sent my check to Earl on December 19. The head was ready for pick-up on January 30. If not holidays, I believe production time would be about a month. I am not sure if Earl orders castings in batches. In reply to my first e-mail, he wrote that $400 deposit was needed to pay the foundry. While visiting, I saw several heads, some looking finished, others half-way through. Earl showed me one head with open casting holes; the openings have to be filled by welding. Re old Edmunds, I am not sure one can be found in such pristine condition and at reasonable price. I once saw a used Bohnalite head for my engine, but two plug holes were gouged, and surface was pitted. The seller wanted same money as for Earl's head, and there was no guarantee that there was no warping or a hidden crack. Edmunds may warm somebody's heart, but for me and my money its Edgy. I will make and post a few close-up pictures, as time permits.
  10. Yesterday I paid a visit to Earl to pick up a cylinder head that he made for me. Earl lives in a beautiful town of Santa Rosa, about 50 miles North of San Francisco. The day was sunny and the trip was fun, with lush green landscapes of rain-drenched California. The head is a masterpiece, mirror-polished mating surface, superb casting job, and meticulous machining. The pictures on the web site don't do justice to the beauty of the part. Earl answered all my questions re. installation, and we discussed the casting process used to create a part with a complex internal cavity. He told me that he had produced several hundred heads for Mopar flat six engines, all of them in use, with no problems. Earl himself is a passionate Mopar fan and one of the few top experts. He showed me his Chrysler modded for racing in Bonnevile (~140 mph top speed!) with all custom parts you can imagine - head with OHV intake valves, intake manifold, Langdon headers, cam gear and valve covers, 12V electric. As he confirmed, everything but block and crank is custom. Earl's garage is like a museum. Earl is a very nice guy. I highly recommend him for anybody who is contemplating engine upgrade.
  11. sser2

    Fuel economy of flat six

    I was also thinking ceramic coating, but am not exactly sure whether it is a good thing or bad. The coating, which has lesser heat conductivity than aluminum, should supposedly increase thermal efficiency by keeping more heat in combustion chamber to do the useful work. But hotter combustion chamber is more prone to detonation. The effect of coating is thus similar to that of increased compression ratio. Aluminum head conducts heat better than cast iron, providing for more even temperatures in combustion chamber and allowing for higher CR. By the same token, a piston without coating is more conductive for heat transfer from piston to cylinder walls, compared to a coated one. "Ceramic coating" of aluminum is technologically very simple: anodizing. The anodizing process creates a very tough layer of aluminum oxide on the surface. The fact that anodized piston crowns are not used by engine manufacturers is telling in regard to the advantages of "ceramic coating".
  12. sser2

    Fuel economy of flat six

    The first carburettors with sequentially opening throttles appeared in late 50s. Advantages of this design were such that in 70s-80s essentially everything that you can call a gasoline-powered car was equipped with these carbs. There were no drawbacks. No pain in the butt. Simple and efficient. This design solved the previously intractable problem of how to improve high power high speed performance without compromising low speed performance and throttle response.
  13. sser2

    Fuel economy of flat six

    Twin barrel carbs are of two principally different designs. Early carbs had synchronous throttles. This design was basically two carbs in a single body. One hole fed cylinders 1,2,3 and the other 4,5,6. Later twin barrel carbs have throttles that open sequentially: the second throttle beginning to open only after the first has already fully opened. It is functionally same as adding a second carb, but only when the first begins to restrict engine's air intake. Usually, the second barrel opening starts transition from economy to power regime. Some of the designs even have a switch that turns on a light on dashboard when second barrel is opening, indicating that you are in the non-economical power regime.
  14. sser2

    Fuel economy of flat six

    I used those too, they were not supposed to run for any extended time, or at higher than idle speed. Mixture screw was to be adjusted to the transition from yellow to blue. Very useful for setting idle mixture. The beauty of AF sensor is that it can precisely measure stoichiometry at various regimes: idle, acceleration, steady driving at various speeds, climbing with full throttle.
  15. sser2

    Fuel economy of flat six

    Wow - a lot of insightful comments. It looks like the consensus is emerging that 30 mpg is not a trivial task, and may be actually impossible. To the point that it isn't worthwhile to do economy mods, instead driving our cars as they are - this is reasonable. Many folks keep old cars to take them to few shows and joy rides during a year, and, in this case, economy doesn't really matter. But if I want to drive it every day, or go on a journey across the country, 30 vs. 17 mpg is big difference money wise. Now gas is relatively cheap, but where I live, just a few years ago the price of regular topped $5. I am sure high gas prices are inevitable in the future. Even if money was not a consideration, I kind of feel guilty for participating in unnecessary waste of precious natural resources... Also, it is true that if fuel economy is the goal, one should drive a modern economical car. I do exactly that most of the time. But there is no excitement in modern cars. They are boring. The argument is the same as why should one drive a Ferrari if a Hyundai takes you from point A to point B in pretty much the same manner? The comment about engine power matching the car weight is right on the mark. Actually, if power of flat six could be increased to 100+ hp, which is realistic, a '37 Plymouth will get into the same lb/hp league as many modern mid-size cars. Weight doesn't considerably affect economy at steady speed, but is #1 factor of poor mileage in city driving, so reducing weight is yet another avenue for overall fuel savings. Shaving 100 lb or more off total weight might be possible. Things like aluminum head and radiator, alternator, lithium battery with supercapacitor, etc. 100 lb weight reduction is equivalent to 3 hp power gain. Calibrating a carburettor for economy using exhaust gas analyzer is a great idea. It is akin to what I suggested for tuning the lean burn: output from an oxygen sensor. A broadband oxygen sensor, aka air/fuel ratio sensor, hooked to a laptop, should suffice, and, unlike bulky stationary gas analyzer, can be used during actual driving to record and collect real time data. From what I've read, EGR somewhat decreases fuel consumption in addition to lowering combustion temperature. It reduces engine pumping losses by reducing manifold vacuum behind the throttle. It is like a little free turbo that uses the energy of pressurized exhaust gas to fill cylinders. EGR is equivalent to reducing engine displacement at steady speed and partial throttle, when only a fraction of engine power is used. Multi-port injection is no doubt the most efficient, economical, and versatile fuel system. Technically it might be possible to transplant MPI from a modern 6 cylinder engine, but that will also require ECU with all the requisite sensors, which is challenging. I am not sure though that MPI would offer significant mileage improvement. Carburettor design much improved since 30s, and later model carbs were comparable to MPI fuel injection in economy. For example, Nissan's KA24 MPI engine in my truck has the same gas mileage as its carburetted predecessor Z24. ECU-controlled air/fuel ratio in today's cars is primarily to ensure certain amount of unburnt fuel for optimal function of the catalytic converter, rather than maximizing fuel economy. Aerodynamics of late 30s to late 50s cars wasn't so bad as one might think. At least their bodies were designed with aerodynamics in mind. The Airflow strongly influenced that, not only for Chrysler, but for other makes as well. By contrast, even later model pickups are boxy and not aerodynamic. At 55 - 60 mph and higher, poor aerodynamics is the most important contributor to efficiency loss, and any improvement here will have noticeable effect. I can see at least two aero mods for our cars: rear fender skirts and underbody panels to smooth out the bottom. Chopped/lowered body are two more, although I am not a fan of those.
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