Claim of 25% HP bump true?

[brito36]

With all the conversations on increased compression, larger carburetors, and intake manifolds, I would make sure that my lower end could handle all these improvements.

[47topless]

Originally Posted by brito36

With all the conversations on increased compression, larger carburetors, and intake manifolds, I would make sure that my lower end could handle all these improvements.

Good suggestion. I'll start the Imodium right now.
But seriously, how would a person go about testing the integrity of the lower end engine components?
Thank you,
Phil

[Dodge]

Rob Doe,

Yes, its done all the time. If your going to run a B carb you need either a B manifold
or a bored out Model A manifold. The B manifold sets the carb at a different angle but can be corrected with ovaling the holes in the manifold out or using smaller bolts.

[Synchro909]

Originally Posted by Dodge

Rob Doe,

Yes, its done all the time. If your going to run a B carb you need either a B manifold
or a bored out Model A manifold. The B manifold sets the carb at a different angle but can be corrected with ovaling the holes in the manifold out or using smaller bolts.

Live and learn. I didn't know that. It might explain why my B carburettor cuts out when braking to a stop. The problem with a RHD car is the lug on the intake manifold for the ignition advance mechanism which is present on an A manifold but missing on a B because they supposedly had automatic advance in the distributor.
I am guessing here but does the change lower the intake or raise it. Details would be very welcome.

[Dodge]

The difference is the carburetor sitting at a different angle side to side not front to back or up and down.
Your carb cutting out might be fuel shoshing, might be float level.

[1928 Sport Coupe]

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Originally Posted by brito36

With all the conversations on increased compression, larger carburetors, and intake manifolds, I would make sure that my lower end could handle all these improvements.

I would like to install a High Compression head in either 5.5:1 or 6:1 such as Snyders, a "B" cam, a "B" carb, and a bored out "A" intake. If I were to use new poured Babbitt mains and rods would that be sufficient for the improvements I want to do? Which head would be the better choice, the 5.5:1 or 6:1? I have been told any HC head could destroy the center main bearing if you drive it at all aggressively. I would just like to be able to keep up with traffic when needed.
As far as I know this is the original 35K miles engine in the car (1930 Town Sedan) and I would like to keep it in the car. This way I could always return it to stock.

Thanks

[Jim Brierley]

Originally Posted by 1928 Sport Coupe

I would like to install a High Compression head in either 5.5:1 or 6:1 such as Snyders, a "B" cam, a "B" carb, and a bored out "A" intake. If I were to use new poured Babbitt mains and rods would that be sufficient for the improvements I want to do? Which head would be the better choice, the 5.5:1 or 6:1? I have been told any HC head could destroy the center main bearing if you drive it at all aggressively. I would just like to be able to keep up with traffic when needed.
As far as I know this is the original 35K miles engine in the car (1930 Town Sedan) and I would like to keep it in the car. This way I could always return it to stock.

Thanks

Higher compression and other things that make more power CAN be harder on bearings, BUT don't if you ease back on the ignition timing a bit, which does 2 things. 1) it prevents detonation and 2) is needed because the fuel will be burning faster so is more apt to knock (detonate) Also, driving down the road takes exactly as much power with or without more power, so most driving will not affect the babbitt or anything else.

[Jim Brierley]

Originally Posted by brito36

With all the conversations on increased compression, larger carburetors, and intake manifolds, I would make sure that my lower end could handle all these improvements.

Always a good idea, I have always run Model B engines, and they are strong, bigger bearings and better oiling system, but A engines are very strong and reliable too.

[Charlie Stephens]

Originally Posted by brito36

With all the conversations on increased compression, larger carburetors, and intake manifolds, I would make sure that my lower end could handle all these improvements.

I was just going to post to watch out for the top end. Be sure there is adequate clearance between the head and the piston. The original and many reproductions had a recess in the head above the piston. Many high compression heads lack this recess. If the top of your block has been machined a couple of times you could have a problem when the piston pops up above the block..

Charlie Stephens

[Synchro909]

Originally Posted by brito36

With all the conversations on increased compression, larger carburetors, and intake manifolds, I would make sure that my lower end could handle all these improvements.

Easy fix. Wear a diaper.