Tuning Can Work Wonders!

[Richard in Florida]

For some years now, Ol' Ron and I have been seeking the holy grail of flatheads - an engine that runs like a bull but sips gas like a bird. We're by no means at the end of this quest, but we just had one of those wonderful little leaps forward that energize us and inspire us to press on.

Ol' Ron has talked a great deal about ignition, and we've made some good long strides there, too; however, this recent success was in the fuel economy department. Before you read the story, take a look at the engine and car details below to see what the nuts and bolts are all about.

The Edelbrock 1404 is a 500 cfm four-barrel that is a joy to work with, and Edelbrock has been very helpful, too. A lot of "experts" assured me it would be too much for my engine and would never run well. They couldn't have been more wrong. Right out of the box it ran extremely well, and my engine had better response and more power than with any other carburetor I'd tried.

A few months ago I finally got around to making a fuel consumption run. About 66% of the 50-mile course was at speeds of 30 to 45 mph over local roads, and 34% was at 55 to 65 mph on a fast highway.

The result was 8.6 mpg! I almost swallowed my gum! With the stock Edelbrock setup my engine was running between RICH and VERY RICH!

The 1404 uses jets and metering rods to establish the mixture. The jets take maybe 20 minutes to change, and the rods can be changed in 2 minutes. The 1404 manual is excellent and suggests several different jet and rod combinations for achieving the mixture you want.

So I tried several different jet/rod combinations and made test runs using a borrowed air/fuel ratio meter to read the changes in the mixture.

After all the test runs, I found that Setup #11 in the 1404 manual (two stages lean in both Cruise and Power Modes) gave me a cruise A/F of high 14s to mid 15s.

Edelbrock says, "14-15 - Chemically ideal. At 14.6 the A/F is at the theoretical ideal ratio with no excess fuel or oxygen after combustion. Good A/F for part throttle cruise and light to moderate acceleration."

Time for another fuel consumption test!

Today's fuel consumption test was run over the exact same course as the first run. This time the engine produced 21.23 mpg!

The engine still runs strong and smooth; no loss of power or drivability. In today's Florida outside air temperature of about 90 degrees the coolant temperatures were mostly 170-175 and never went above 180.

We're extremely pleased with this progress, although the air/fuel mixture is only one factor in good mileage. We hope our findings will be useful to other flathead lovers, but every flathead, every engine, is different. The crusade goes on!

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The Engine
• 276 ci flathead, 3-5/16" x 4”
• Literio L-100 cam, Johnson hollow adjustable lifters
• Edelbrock aluminum heads, 8.5:1 cr
• Edelbrock 1404 four-barrel carburetor
• Edelbrock intake manifold
• HEI ignition in a converted Chevy distributor
• MSD coil and 8mm HeliCore wires
• Skip's high-volume water pumps
• Red's tubular headers

The Car
• 1953 Ford Victoria, 3300 lb
• 12-volt electrical system
• Custom T5 5-speed, .72 5th gear
• 4.10 rear end

[40 Deluxe]

Wow! Thanks! Ive read some of the brief comments on this project so it's good to hear some results. I hope you have some more to share. Thus far it looks like you are having your cake and eating it too.

[Richard in Florida]

Originally Posted by 40 Deluxe

Thus far it looks like you are having your cake and eating it too.

Thanks for the positive sentiment, but there's still a lot of work to do. Our joint skunk works has a number of projects on the bench. Like any research, there's been a lot of trial and error... lots of error, a lot of three steps forward and two steps back, a lot of interruptions and side trips, and a fair measure of plain old laziness.

Ol' Ron has come up with some new ignition projects, and he's just finished what I call his Voodoo intake manifold for a Bonneville car. It's like being at a birthday party that never ends.

[BobM]

Richard, your work is much appreciated & timely in my case! I have basically the same engine you do, maybe bigger valves, 1.6". The engine is going on test stand shortly before install. I have a 4 speed top loader rather than the T5 but am probably 400 lbs. lighter than you and would be thrilled with 15 MPG. Keep up the good work & keep us posted. You gotta love the "Barn!"

[Mike in AZ]

very cool....RPMs at the different speeds, etc??....using that setup as a test, i wonder what different gearing would do, etc.....sweet spot of RPMs and gas mpg, etc...just more work for you....thanks for posting your results....Mike

[Richard in Florida]

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Originally Posted by Mike in AZ

RPMs at the different speeds, etc??....using that setup as a test, i wonder what different gearing would do, etc.....sweet spot of RPMs and gas mpg, etc...just more work for you....thanks for posting your results....Mike

With the T5's .72 5th gear and the 4.10 rear end, the engine turns about 1650 at 45 mph, about 2000 at 55 mph, and about 2350 at 65 mph.

Since the L-100 cam doesn't really wake up before about 2100 rpm, I was surprised by the good mileage.

[Richard in Florida]

Originally Posted by BobM

The engine is going on test stand shortly before install. I have a 4 speed top loader rather than the T5 but am probably 400 lbs. lighter than you and would be thrilled with 15 MPG. Keep up the good work & keep us posted. You gotta love the "Barn!"

Running an engine on a test stand stand with no load is a good way to ruin a new engine.

What carburetion will you be using? How about ignition?

[Ol' Ron]

I've been working with Ricard for the past few years to establish the tuning requirements of our Flathead s. My main cincern is in the ignition system and Richard has been very helpful in designing some tuning aids and is at present building a video recording device that will display the timing curve and vacuum while you drive the car. The 21 MPG Richard achieved was an average of both local and interstat driving and proves that a well tuned engine can provide good mileage and still perform like the old Flathead we all know and love. A few years back Richard built his own airplane, including the engine a modified VW. On a flutter test he exceede 240 mph. The aircraft was wriiien up in EAA's sports Aviation Mag. Our next project is an inexpensive computer controled advance. With this you will be able to dial in any advance you want with a lap top.
These engines never get old, only we do

[Butch11443]

Just got an A/F gauge & Vacuum gauge for my AV/8. Am running a stock French 239 W/a Mallory dual point & two 94's. Will let you knowwhat I come up with in the next few weeks. Also got a 3:27 gear in the banjo and running a 39 trans.
Butch.

[Old Redneck]

I want to get a engine for my 50 Ford and what I read I like what you fellows have come up with. So ship me one. I wish it was that easy. Never heard of that cam. I an not a engine builder so why would I.I made a copy of what you have come up with.Now to get a engine built for my 50.

[Richard in Florida]

Originally Posted by Redneck

Never heard of that cam.

Ol' Ron and I have praised the L-100 cam a lot and for good reasons. I think it's the ideal combination of performance, driveability, and that wonderful rumpty-rump "hot rod" idle sound.

BUT --- if you're thinking of getting one, you'd better not wait too long. Ol' Ron found out that his friend David Generous, whose company Cam Techniques makes the L-100, is trying to sell his company and go out of business. That means the future availability of the L-100 is in serious doubt.

No, Ol' Ron doesn't get a kickback on L-100 sales; he just likes the cam... and so do I. A word to the wise.

[BUBBAS IGNITION]

Richard,

Good job , just shows what some serious tuning can do !!!! Most dont ever know where number one cylinder is really at.
I plan on doing a tuning seminar atthis years "Road Rocket Rumble " in Indianapolis and we will discuss many of your ideas as well as some serious vacuum gauge tuning tips....
The Rumble is June 23-24-25
more info at www.roadrockets.com

[Richard in Florida]

Originally Posted by BUBBAS IGNITION

Good job, just shows what some serious tuning can do!!!!

I looked up the results of the 1953 Mobilgas Economy Run, and a '53 Ford Mainline (the cheapest and lightest model) with a bone-stock V8 specially set up by the Ford factory got 22.5 mpg.

All things considered, now I'm even more delighted with my results!

[flatjack9]

Keep up the good work. It's amazing what can be done by tuning the engine properly. As you said, out of the box it seemed great. But upon further checking, more work was needed. Seat of the pants can really fool you at times.

[BobM]

Originally Posted by Richard in Florida

Running an engine on a test stand stand with no load is a good way to ruin a new engine.

What carburetion will you be using? How about ignition?

Test stand is for water & oil leaks only. If I see something I don't like or want to change much easier out of the car. I have an Edelbrock 1404 & L-100 as you do and Mallory electronic ignition setup by Bubba's Ignitions. I know this ignition probably won't find favor with you or Ron but it's what I have & if it proves unmanageable will try what you have. Would love to see some pictures of the plane. By the way, you helped me some time ago with your CC measuring device & aluminum measurement balls. Bob

[37fatfender]

Richard,

Could you be more specific on what #11 setup is........ie. rod and jet #'s ? Did you change the springs also? It looks like from Edelbrocks website that the #11 setup is a jet change only to #1422 or a .083 jet.....using the stock metering rod. ?? Did you change the secondary jets ?

[Old Redneck]

I am going to have a motor built for my 50 Ford. I would like to have it done local to save on shipping cost which is very high today. Richard when is it a good time to call you on the telly.I would like to find someone in the Pittsburgh ,Pa. area to do the job.

[Richard in Florida]

Originally Posted by BobM

I have an Edelbrock 1404 & L-100 as you do and Mallory electronic ignition setup by Bubba's Ignitions. I know this ignition probably won't find favor with you or Ron but it's what I have

Hey, ya dance wid da gal what brung ya!

Way back when I was gathering parts for my engine, I bought one of those Chinese Mallory dual-points. I found it so poorly made and so full of hardware store hardware that I sent it back. Just my opinion. Bubba restored my gorgeous vintage Mallory, but there isn't room inside to convert it to HEI so it sits in a box.

Glad I could help with cc-ing and the Aluma-Peas!

[Richard in Florida]

Originally Posted by 37fatfender

Richard,

Could you be more specific on what #11 setup is? Did you change the springs also? Did you change the secondary jets?

Yes, Setup #11 combines the stock 1460 metering rods (.065 x .052) with the 1422 jets (.083).

No, I didn't change the springs. The stock springs seem to give an excellent transition.

I haven't even thought about the secondary jets yet. That's a whole 'nother ball game.

[itstom]

I've been considering the purchase of an A/F ratio meter for use when I go to tune my dual 97's. Could you tell us a little about the meter you used and how you set it up? Thanks, Tom