I saw that thing at Hershey a few years ago. The sign next to it stated that it was built by a farmer in the off season, from Kansas if I remember correctly.
Neal Jern Parts Has anyone used a Neal Jern inlet manifold on there chev 4. The very small photos on his web site appear to show a mounting plate for a later ford carb? I am wanting to mount a winfiled on mine and was thinking perhaps he produces a blank mounting flange that could be drilled to suit. I would contact him directly but his email address doesn't seem to work. Kume
Believe me, after walking through rows of parts starting at 7:00a.m., by 5:30, they were all starting to smear together.
You have no idea how much I miss that! Grew up 20 min out of Philly- Hershey and Macungie were annual rites of passage with my dad and his buddies
wow, what an awesome thread. i'm more of a thinker than a doer, but here are some ideas for you keen guys to try. firstly I spotted these cnc 28 rockers: http://www.1928chevrolet.com/forum/viewtopic.php?f=5&t=191 or for those on a budget, could an additional spine be welded along the back of or underneath the stock rocker to beef it up? another piston thought. you would need custom rods as the pin height is a lot less (1.56" or 1.38"), but 94mm is a common oversize for vw type 1 motors. they come with a 22mm wrist pin, flat tops and there are a whole variety available, some forged, some slipper skirt, with various ring thicknesses. for you non metric guys that's 3.701" with a 0.866" pin. for making power, would a dished piston with a fair sized ring around the edge, on a tight deck, create the squish/turbulence that someone early in the thread said these engines were lacking? as far as vw distributors go, the rule of thumb is, for a type 1 engine, if it has a cast iron body all the lobes are at 90 degrees, if it has a aluminium body the 3rd lobe is retarded about 3deg (or so). not sure if the "009" (being aftermarket) fits this pattern though. distributors to suit type 4 engines don't have the retarded lobe. all of the cast iron bodied mechanical advance only distributors are quite sort after by vw guys as a performance mod so are getting more expensive. the standard 50's beetle distributor (Bosch VJU4 BR8) is a mech/vacuum advance unit. the advance weights are the same as the "019" dist, so you can weld/braze the two plates in the top of the dist together and remove the vacuum unit. there are also some Porsche 356 distributors that may be suitable, most of these have the advance all in earlier than their vw counterparts. I hope this is of some use to you guys.
Henry Lots of good info there. In particular, I wasn't aware of the 28chevy site--joined up. I have used B16 and B18 Volvo distributors on various 4 cylinder engines--they are the same cast iron housing as the VW, but as I recall the main difference between the two is that the direction of rotation differs. Even put them on Indian Chief motorcycle engines, after making a custom cam. Herb Kephart
2000cc Pinto distributors are pretty much the same as VW. Here are two that I had the one with the blade drive is Pinto modified to work in a Plymouth banger. The one with a gear drive is VW modified to use in a Dodge Bros. banger.
Those Neal Jern rockers sound interesting - the forum discussion was 12 months ago and I don't see them on his web site - Anybody know any more about them? Kume
Looks like he makes the adapter to put the Chevy head on A's and T's. Sells adapters for exhaust and intakes as well...and a valve kit for the Chevy head.
Herb, Something tells me that this will be par of the discussion on the way to Moultrie tomorrow ! I also picked up a Zenith 8810 sidedraft carb the other day, and have a line on another for the '28 engine, so as soon as the new daily driver (56 Chevy pickup) gets on the road, the engine project will "re-commence" Lastly (Herb), you need to make some space for another orphan in your shop- I'll be bringing it up at Christmas!
Went to follow up on the second Zenith carb, but it was a little marvel/schebler for a fork lift... Sooo, if anyone has a spare Zenith 8810, I'm still looking for a partner for the one I have !
I am also a late-comer to this thread and haven't read it all, but my first thought when the lack of turbulence was mentioned up thread was the way that the Ford Kent (1300 and 1600) engines are setup with a flat cylinder head and dished pistons to promote squish. Some more info here on other engines using the same sort of setup ... http://en.wikipedia.org/wiki/Heron_cylinder_head
The engines with dished pistons get squish (incidentally good for power, bad for emissions) by the piston band coming close to the flat head. To do this with a C4 would take rods almost an inch longer, or pistons the same amount higher from the wrist pin up. I have used pistons from other engines, and even made my own--but the closest that I got to creating squish was a converted (and a lot of work) GMC 270 piston--and even then the bump on top of the piston wasn't the ideal shape. Herb K
I sent my rods to Egge for babbiting. They modified model A rods and sent them back. So now the old cast Jhans pistons are .420 down the hole at TDC. Is this right. Compared to my old GMC with a Howard head that's kind of deep. The GMC was .300 down. But it was about 13 to 1 as I did the math. What is stock for the Chevy?
Does anyone know anything more about this chev powered T Kume Kume's Chevy T build http://www.jalopyjournal.com/forum/showthread.php?t=859578
Rich, Which had do you have- 28 2 port, or Olds 3 port? Stevie G had started putting ideas together for a 1:5 to 1 rockers, using modern roller components... he was pretty close to production...
I have one of each head. But the Olds has new valves, springs and guides. So that is my plan. I need to resize the pictures. Be back.
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