Howdy everyone from the Schjeldahl Brothers!
My brother, Dave, and I have a project head on which we are working. It is a “hex” log D8BE. We have mounted the carb flange on the log - off set to the front. So why do this??? One reason is that it is a good experiment to see if the theory of “the front 3 ports are running leaner than the 3 rear ports during acceleration or even just cruising.”
Another reason, it was a little easier, and therefore cheaper, to slide the carb forward – less welding and flatter to mill smooth. We’ll know more as we get it on the 1978 Mercury Zephyr “Z” and do some testing. Spark plug readings will tell us a lot! So will the stopwatch.
Matt Cox of Vintage Inlines sold us the carb flange, and the 302 one piece valve spring retainers and tubular pushrods for the adjustable rocker arms.
I can’t figure out how to post pictures on the TFFN or FSP. It says to post them to Photobucket??? What’s that??? Do you know how to post pictures to the forums? HELP this Old man.
Pictures:
#1 Shows the #2 intake port. The little screwdriver shows where the threads were for the original one-barrel.
#2 Shows where the second set of threads for the original carb threads were (near the heel of the screw driver.)
#3 Shows the difference between the length of the manifold to the front and the length of the manifold to the rear of the Carb flange.
So why do this??? One reason is that it is a good experiment to see if all the theory of “are the front 3 ports running leaner than the 3 rear ports during acceleration or even just cruising.” Another reason, it was a little easier, and therefore cheaper, to slide the carb forward – less welding and flatter to mill smooth.
My red 1978 Mercury Zephyr “Z” coupe is PS, PB, Auto, AC. I got old, and the Falcon Ranchero from 20 years ago is worn out and too hard to drive. But the stock “smog” 200 Zephyr is just too slow, and the valve stem seals are completely shot. All of the smog equipment has been pulled.
The new carb will be an Autolite 1.14 with .059 jets. The head has 1.5” SSI exhaust valves. The stock diameter intake valves are backcut. The head was milled .065” in anticipation of a thick head gasket. This works out to a 9.0 to 1 compression.
I am also working on using an offset woodruff key in the timing gears… to alter the stock cam timing just a bit. I bought a Mister Gasket Crank/Cam Key 4 degree offset #988G. After I pull the timing chain, and gears set off an extra 1969 M 200 I have, I’ll have a better idea if the key will work. Has anyone else tried this?
The car will NOT have headers. I am seriously considering a small low pressure turbo. No more than 4 lbs. boost. That will have a “J” pipe from the stock exhaust manifold. BUT… this will come a year or so down the road. I have to move the AC compressor first.
Dennis Schjeldahl (say shell-doll)
My brother, Dave, and I have a project head on which we are working. It is a “hex” log D8BE. We have mounted the carb flange on the log - off set to the front. So why do this??? One reason is that it is a good experiment to see if the theory of “the front 3 ports are running leaner than the 3 rear ports during acceleration or even just cruising.”
Another reason, it was a little easier, and therefore cheaper, to slide the carb forward – less welding and flatter to mill smooth. We’ll know more as we get it on the 1978 Mercury Zephyr “Z” and do some testing. Spark plug readings will tell us a lot! So will the stopwatch.
Matt Cox of Vintage Inlines sold us the carb flange, and the 302 one piece valve spring retainers and tubular pushrods for the adjustable rocker arms.
I can’t figure out how to post pictures on the TFFN or FSP. It says to post them to Photobucket??? What’s that??? Do you know how to post pictures to the forums? HELP this Old man.
Pictures:
#1 Shows the #2 intake port. The little screwdriver shows where the threads were for the original one-barrel.
#2 Shows where the second set of threads for the original carb threads were (near the heel of the screw driver.)
#3 Shows the difference between the length of the manifold to the front and the length of the manifold to the rear of the Carb flange.
So why do this??? One reason is that it is a good experiment to see if all the theory of “are the front 3 ports running leaner than the 3 rear ports during acceleration or even just cruising.” Another reason, it was a little easier, and therefore cheaper, to slide the carb forward – less welding and flatter to mill smooth.
My red 1978 Mercury Zephyr “Z” coupe is PS, PB, Auto, AC. I got old, and the Falcon Ranchero from 20 years ago is worn out and too hard to drive. But the stock “smog” 200 Zephyr is just too slow, and the valve stem seals are completely shot. All of the smog equipment has been pulled.
The new carb will be an Autolite 1.14 with .059 jets. The head has 1.5” SSI exhaust valves. The stock diameter intake valves are backcut. The head was milled .065” in anticipation of a thick head gasket. This works out to a 9.0 to 1 compression.
I am also working on using an offset woodruff key in the timing gears… to alter the stock cam timing just a bit. I bought a Mister Gasket Crank/Cam Key 4 degree offset #988G. After I pull the timing chain, and gears set off an extra 1969 M 200 I have, I’ll have a better idea if the key will work. Has anyone else tried this?
The car will NOT have headers. I am seriously considering a small low pressure turbo. No more than 4 lbs. boost. That will have a “J” pipe from the stock exhaust manifold. BUT… this will come a year or so down the road. I have to move the AC compressor first.
Dennis Schjeldahl (say shell-doll)