Slant Six Forum
https://slantsix.org/forum/

SlantSixDan's 'Souper Flush' & Frantz Oil Filterator...
https://slantsix.org/forum/viewtopic.php?t=54684		 Page 2 of 2
Author:  JCAllison [ Mon Feb 24, 2014 3:05 am ]
Post subject: 
Quote:
I wouldn't expect anything less from hot running flat head, breather tube hanging off the oil pan, non PCV equipped running non detergent single weight oil. Any of those poorly vented engines I have had a chance to have seen apart were always caked up messes.
Hey Mr. W,
I think you have possibly missed the point of what was intended. There is a tendency to pick out a system that is considered by the "experts/professionals/gurus" to be "gimmicky" and blame anything that goes wrong on the "gimmick". For instance, there was related an example of an engine that blew up that had a Frantz System on it and the Frantz System got the blame for it. Had it blown up with a regular pleated paper filter on it, the RPPF wouldn't have been singled out as the cause. BUT because the Frantz System is an easy target, it got blamed. That was in actuality what was intended with this example of the gunked up Flat Head Ford Engines.

Strangely, it isn't all that uncommon for the "experts/professionals/gurus" to have a whole range of "attitudes" about what they consider to be "gimmicks". The "attitudes range from: Disdain and contempt, all the way to antagonism and actual hatred.

Still, one can make allowances for these "attitudes" seeing as to how there ARE many "gimmick" type devices out there that ARE aught but taking advantage of the less than knowledgeable hoi polloi.

The one thing that NEVER seems to happen is for actual "proof" of efficacy of an item (such as a Frantz System) to be dealt with. It's a "Don't confuse me with facts, for my mind is made up." kind of thing.

An example of this is the statement about deserving the results of a ruined Engine if one is unfortunate enough to have installed one of the "gimmick" devices. It was stated as if it were a cock-sure inevitability. BUT, when confronted with a couple of actual instances of slightly greater than usual longevity of Engines that have had the "gimmick" device installed, there was no comment concerning why this happened, seeing as to how the initial statement was issued as a warning NOT to do that "or else".

In the many years of having this become a common occurrence, I personally have come to regard it, not so much as a "conventional wisdom" kind of thing, but more as an application of "pressure" to "conform". And in almost every instance, the reticence to discuss the recalcitrance concerning any given "taboo" is totally lacking. This "kind" of thing is GREATLY prevalent in "religion", where "doctrine" is concerned. Among the "expert/professional/guru" community, there seems to be "articles of faith" to which one MUST adhere, or one faces the "old religious" eventuality of being "excommunicated", "disfellowshipped" and "shunned" for the heresy, apostasy, and blasphemy of not conforming with the conventional wisdom. And in days of yore, one could be "inquisitioned" and subsequently sanctioned, tortured, and even burned at the stake for one's transgressions of the conventional "norm". Fortunately, that is no longer politically acceptable, so sanctions take a more benign mein.

Anyway, it's time to go feed the felines.

Hope this finds you all doing well.

JC
Author:  Joshie225 [ Mon Feb 24, 2014 7:48 am ]
Post subject: 
JC,

I'm curious as to why the FE engine required rebuilding. Where was the majority of the wear?

Thanks!
Author:  JCAllison [ Mon Feb 24, 2014 12:54 pm ]
Post subject: 
Quote:
JC, I'm curious as to why the FE engine required rebuilding.
Hey Mr. JS,
It probably didn't NEED rebuilding, but I had a year earlier been in a catastrophic murder-cycle crash and had just been awarded a substantial settlement and had the money to do the rebuild.
Quote:
Where was the majority of the wear? Thanks!
The MAIN thing that was wrong was that there was smoke coming out of the Driver's Side Exhaust Pipe. We determined that it was a worn Valve Guide in Number Six Cylinder.

Could have probably gotten by with just a Valve Job, but seeing as to how the funds were available, I talked it over with Ernie Lozano and his uncle Howard Williams and they said that the old Gal was probably going to need the Engine rebuilt in another 40,000 miles or so and I probably wasn't going to have the money to do it if I waited.

So we removed the Engine, took it apart, had it align bored .030 by the Lexington Machine Shop in Houston, Texas. Ported and polished the Intakes and Exhausts of the Heads, Intake Manifold and the Cast Iron Shorty Headers (which are stock on the P-Code Engine) to match the Gaskets. Acquired NEW Pistons and had them and the Rods balanced, put in a Crane Fireball Cam (slightly hotter than the stock Cam), NEW Solid Lifters, a Holly 650 CFM 4150 Carburetor with Vacuum Secondaries, a Mallory Ignition Coil, NEW Distributor with a bigger Distributor Cap to eliminate spark scatter, and finished it off with a NEW Hayes Clutch assembly.

Put it all back together and it has been just a GREAT vehicle, but it was that even before the Engine was rebuilt.

She has a Borg Warner T85 three-speed w/ overdrive Transmission and a 4.11:1 Differential. With the O/D functioning, the final drive is a 3.33.

The proper and correct color for the P-Code Engine is Black Block with Gold Valve Covers, Oil Filler Cap and Air Cleaner. Have painted Lorrie's mighty 225 Slant Six to match the 3.14.

If you do an Internet Search of "Ms. American 3.14159", you'll find her and Lorrie Van Haul all over the place. They are a handsome couple! :)

Presently, Ms. American is up on Jack Stands awaiting better weather and a complete Front Suspension rebuild.

Once that is finished, Lorrie will be due for a Front Suspension rebuild.

Anyway, thanks for the interest. Hope YOU are well.

Take care.

JC
Author:  Joshie225 [ Mon Feb 24, 2014 2:12 pm ]
Post subject: 
JC,

My thinking was that, with consistantly clean oil, the bearings would show minimal wear, but fuel wash, due to having a carburetor and the poor intake manifold heat system of the FE, would lead to bore wear dictating the rebuild. Valve guide wear makes perfect sense as the valve stems receive minimal lubrication.

Do you recall the condistion of the lifeters and camshaft?

Thanks again,
Author:  JCAllison [ Mon Feb 24, 2014 4:58 pm ]
Post subject: 
Quote:
JC, My thinking was that, with consistently clean oil, the bearings would show minimal wear,
Hey Mr. JS,
We took the crank shaft to Lexington Machine Shop and they mic-ed it and said that it didn't need anything done to it. I have no recollections about the Rod and Crank Bearings but since the Crank was in such good shape, am able to assume that the Bearings would have also been alright. But the Bearing Shells got replaced anyway.
Quote:
but fuel wash, due to having a carburetor and the poor intake manifold heat system of the FE, would lead to bore wear dictating the rebuild.
The people at Lexington recommended a .030 align bore, which they said increased the displacement to 396 CID. So the Cylinders WERE probably worn a bit.
Quote:
Valve guide wear makes perfect sense as the valve stems receive minimal lubrication.
As I recall the Number Six Valve Guides were in pretty bad shape. Also, Lexington put in NEW Valve Seats to make the Engine more friendly with unleaded gasoline.
Quote:
Do you recall the condition of the lifters and camshaft? Thanks again,
They were all in pretty good shape. I still have the Cam and Lifters here.

A bit of an anecdote about the Lifters. The lifters that came with the Cam were Hydraulic Lifters. BUT the P-Code Engine has Solid Lifters. The Block isn't drilled for hydraulic Lifters. So I went to a parts warehouse in Houston and was wanting to buy sixteen solid lifters. The guy at the counter said that he had one box of eight Lifters, but would have to order another box of of eight and they would be there in a couple of days. Well, the guy in line behind me tapped me on the shoulder and whispered to me that the Nash Rambler Six Cylinder Engine used those same Lifters. So I asked the guy at the counter if he had Nash Rambler Lifters. He said he did, and he went and got them. Sure enough, they were exactly the same Lifters. BUT, there was only six to a box, whereas for the Ford there were eight to a box. So I ended up getting three boxes of Rambler Lifters which was a total of eighteen Lifters of which we used sixteen. The strange thing was that the two eight Lifter Boxes were more expensive than three six Lifter Boxes! Go figure!

Anyway, some time ago I mentioned that while building the P-Code V8, that Howard Williams clued me in on what he called "Bearing Crush". One tightens the Rod Bolts down and one can get the specified torque reading on the Torque Wrench. BUT if you continue to tighten the bolts, of a sudden they will turn easier. THEN one continues to tighten them till they once again come up to torque specification. It's because the bearing "'crushes" and that makes them conform to the Crank Journals. Well, I didn't know about that when I built Lorrie's mighty 225 Slant Six. And I have worried about that for all these years. Have had many assurances that my worry is needless, the last time was when Slant Steve said not to worry about it. But I do anyway. But so far, it hasn't seemed to be a factor regarding how well Lorrie runs.

We (Lorrie and I) went to Livingston today. She started right up, and ran flawlessly there and back. She is such a big, gentle old thing. Was at a Valero's and came out to find a group of people looking her over. When they realized that she and I were together, one of them asked me if Lorrie was an armored truck because of the Diamond Deck Plate Fenders and Bumpers. And then they noticed that the Steering Wheel was on the Right side. They thought it might be a foreign brand, but I told them it was a Dodge and that it was a Postal Van. They were somewhat enthralled with her looks. She makes a full dress Hummer look like a ballet dancer!

Anyway, time to go read a while and then go to sleep. Have a neighbor coming tomorrow and we are going to put his Suburu up on my Jack Stands and see what we can do about his Constant Velocity U-Joints. I don't know anything about them, so this is going to be an educational experience for me.

Hope this finds YOU doing well.

Take care.

JC
Page 2 of 2 All times are UTC-08:00
Powered by phpBB® Forum Software © phpBB Limited
https://www.phpbb.com/