Montana 500 Newsletter

	Montana 500 Newsletter
Jan. - Feb. 2002		Volume 2 Number 1




	Montana Cross Country T Assn.
	7516 E. Mission Spokane, WA 99212
	www.montana500.com
	2002 Officers and Directors: President: Sam Nickol Vice President: Rick Carnegie Sec.-Treasurer: Janet Cerovski Directors: Rick Carnegie 2003 Tom Carnegie 2002 Janet Cerovski 2003 Tony Cerovski 2004 Rob Flesner 2004 Mark Hutchinson 2004 Doug Langel 2002 George Nickol 2002 Sam Nickol 2003
	Meeting Secretary: Carla Carnegie Correspondence and newsletter: Tom Carnegie
	Date of endurance run is June 17th Membership dues $10.00 Touring class: $25.00 Endurance runner: $35.00

	Front cover: Top picture, Lewis Rector.
	Bottom picture, Frank Hansard and Walt Mangold.
	Taken during 1963 race.

General News

Welcome to all the new members. Thank-you for joining our club. By next newsletter we should have a base hotel nailed down. The price of gas has been dropping steadily in my neck of the woods. This should make the run a little easier on everyone’s pocket book. As a historical note, several times in the past Humble Oil Company (now Exxon) would sponsor our run by supplying free gas and oil to the drivers. The free gas would be nice, but in my case the free oil really takes on some significance. Because of all the charts in the technical article this is the longest newsletter that I have put out to date. As such, there are no drivers’ profiles this time. People have told me that they really enjoy the driver’s profiles. Maybe I’ll do an issue of the newsletter with several rather than just two profiles. Most every one that I have asked to do a profile has agreed to help me. What would really please me is to receive an unsolicited profile from the woodwork. Vivian Peters supplied me with the results of 1971. Bless her heart. Now the only year for which I don’t have complete times is 1963. I believe that somewhere, someone has the results for this. I will continue to beat the bushes until the results show up. Both rule proposals passed. Next newsletter I will publish the rules in their entirety. Last newsletter I published the term of office wrong on some of the directors. I hope I got it right this time.

Having your head examined.

By Tom Carnegie

I have tested several different Model T cylinder heads on a dynamometer. The motor that I used for these tests is bored .040 oversize with Jahns aluminum pistons. The rods were bored improperly when they were rebabbitted, and are 1/16" short of their correct length, so the engine is a little shy of the amount of compression that it should have. The valves are stock, the porting is stock, the cam is an unreground original that I set up using the piston travel method. The manifolding is stock with a cast iron intake and stock exhaust pipe and muffler system.

Dyno Basics

A dynamometer essentially does one thing. It measures torque at a given speed. If we know torque and speed (rpm’s) we can calculate horsepower. For instance, a motor turning 101 rpm’s and putting out 52 foot-pounds of torque would be putting out one horsepower. A motor putting out 52 foot-pounds of torque at 1010 rpm’s would be putting out ten horsepower, 10100 rpm’s 100 horsepower and so on. But there is more to the story than this.

Achieving a Standard

Different atmospheric conditions will effect how much power an engine will put out. In order to have a meaningful comparison between tests done on different days the horsepower ratings need to be corrected for ambient conditions. The folks at the S.A.E. have a whole set of formulas (that I won’t go into right now) for correcting power readings to compensate for humidity, air pressure and temperature. Then if you take a reading on a warm muggy day the corrected readings should equal the corrected readings taken on a cool dry day. All of the following charts and graphs have been corrected to standard conditions.

Graph one: This graph compares an unmilled low head to an unmilled high head. Although the maximum horsepower is lower on the low head, it has better torque on both the low and high end of the curve.

Graph two: This graph compares an unmilled high with a head milled .125”. The milled head on this engine produced a near textbook power curve which peaks at 20 horsepower. The extra milling no doubt compensated for the short rods. (see text)

Graph three: This graph compares Ford’s data from the Service Bulletins to a high head milled .125”

Graph four: This graph compares a 1909 head with a high head milled .125”

Graph five: Waukesha-Ricardo verses a 1909 head. Waukesha wins on the bottom end, Ford on the top.

Graph six: Reeder head and Waukesha-Ricardo. Wow! talk about some easy bolt on power.

Graph seven: The Reeder head is better on low end power, but for speed the Z-head is the champ.

Graph eight compares our first head with the last. We’ve come a long way.

Horsepower

RPM	Low head	High head	High head .125"	Waukesha Ricardo	Reeder Head	Z-head	MPH
600	8	7	9	9	8	7	15
700	10	9	11	12	10	9	17.5
800	12	11	14	15	13	11	20
900	14	14	15	16	15	14	22.5
1000	14	14	17	17	17	16	25
1100	15	14	18	19	18	18	27.5
1200	16	15	19	19	19	20	30
1300	16	16	19	20	20	20	32.5
1400	16	17	19	20	21	22	35
1500	16	17	19	21	21	23	37.5
1600	16	17	20	21	22	25	40
1700	16	18	20	20	22	23	42.5
1800	16	17	20	20	23	24	45
1900	15	17	18	19	22	24	47.5
2000	15	14	18	19	20	21	50
2100	13	13	14	18	19	21	52.5
2200	8	8	9	12	13	19	55

This chart shows the horsepower of the various heads. The highlight denotes the point of highest horsepower. For comparison sake I would consider the .125” head as being closest to the “correct” rating of a stock model T motor. The mph figures are for 40:11 ratio rear-end.

Torque

RPM	Low head	High head	High head .125"	Waukesha Ricardo	Reeder Head	Z-head	MPH
600	71	63	80	83	74	59	15
700	75	69	80	91	78	67	17.5
800	78	72	92	98	87	74	20
900	79	79	88	94	89	82	22.5
1000	75	72	88	91	89	83	25
1100	72	69	85	89	86	85	27.5
1200	69	67	82	85	84	89	30
1300	65	65	78	83	82	83	32.5
1400	62	63	72	76	80	84	35
1500	56	59	67	75	74	82	37.5
1600	54	57	65	68	71	84	40
1700	50	57	60	62	67	72	42.5
1800	45	51	57	59	67	69	45
1900	41	46	51	53	60	67	47.5
2000	38	36	47	49	54	56	50
2100	22	32	36	45	48	52	52.5
2200	19	18	22	32	38	45	55

The highlights denote the points of maximum torque. The mph figures are for 40:11 ratio rear-end. In actual use, with the unmilled high head, this test motor would propel my car about 48 miles per hour on a flat road in calm wind conditions.

Conclusion: I don’t know what to make of all this. The most surprising thing to me was the poor performance of the low head. Most model T people will tell you that low heads run better than high heads. Maybe the short rods effected the low head disproportionally.

Through the Grapevine

On a sad note, Gene Hansard passed away Jan. 6th.

Steve Coniff’s 30th wedding anniversary is this year so he won’t make it to this year’s run. We’ll miss Steve, and hope to see him in 2003.

I’ve heard at least 2 people are coming from Illinois this year.

Gordon Carlson plans to come from North Dakota.

Rob Flesner says he is bringing two cars.

Gary Gordon from Georgia has Fred Upshaw’s “Miss Los Angeles” car. He would like to come back and avenge Fred’s disqualifications.

Harold Mann says four cars are coming from Nevada.

Ron Miller says two cars are coming from Ohio.

Denis Ascher from Idaho is putting a car together. He says that he will be ready by June.

At the fall meeting we talked about doing a Missoula to Fairview run. Ed Towe says he would be up for this if he can procure a car by then.