bobv
Senior Member
I was surprised how very easy to steer my 37 was.
I need a Project
- Thread starter Terry Burtz Calif
- Start date
I was surprised how very easy to steer my 37 was.
I would like to see modifications to the Burtz block to mitigate leaks/leak paths.
For the main bearing studs, there's no reason to have them as through bolts. They could be a blind stud on the bearing, and then have a dummy bolt epoxied/glued on the outside to pass for judging.
I would like the auxiliary oil passages for overhead valve conversions be able to have plugs put in that would not require gooping up the valve cover bolts to stop the leaks.
The rear main could have an o ring groove machined around the bearing to seal that? Not sure on this one as I can't remember/picture what it looks like.
For the main bearing studs, there's no reason to have them as through bolts. They could be a blind stud on the bearing, and then have a dummy bolt epoxied/glued on the outside to pass for judging.
I would like the auxiliary oil passages for overhead valve conversions be able to have plugs put in that would not require gooping up the valve cover bolts to stop the leaks.
The rear main could have an o ring groove machined around the bearing to seal that? Not sure on this one as I can't remember/picture what it looks like.
Mike1291
Senior Member
I believe the spirit of the Burtz company is in making products with good performance but appear stock. So my suggestion to Terry is to build his brand image around that idea.
If I were in the mood to make something different, I'd make something that A) Does not have have an alternative solution and B) has the potential for high demand
Many of the options proposed by the folks on here are good, but we already have a Burtz block (and all the engine goodies) and Mitchell doing overdrives and transmissions, and a soon-to-be new F100 box. So maybe something on the intake/exhaust side?
I always dreamed of having a performance-oriented updraft intake/carburettor that's bigger than the current "B". Even a single Stromberg flows more air than a B carb. But you need to get a fuel pump and end up with something that sticks out.
If I were in the mood to make something different, I'd make something that A) Does not have have an alternative solution and B) has the potential for high demand
Many of the options proposed by the folks on here are good, but we already have a Burtz block (and all the engine goodies) and Mitchell doing overdrives and transmissions, and a soon-to-be new F100 box. So maybe something on the intake/exhaust side?
I always dreamed of having a performance-oriented updraft intake/carburettor that's bigger than the current "B". Even a single Stromberg flows more air than a B carb. But you need to get a fuel pump and end up with something that sticks out.
alexiskai
Well-known member
This is a good summary of the firm's current brand identity and market opportunities. I would add that they don't seem interested in "send me your X, I send you back Y" products, which would make it hard to develop a turnkey steering box.
After the water pump, the set of purely mechanical components that can be optimized within the stock silhouette will have been pretty much exhausted. You would need to branch out, either developing a product that's clearly non-stock appearance, or moving into something like the electrical system.
Terry Burtz Calif
Senior Member
Thanks to everyone for your suggestions and comments.
To manufacture a new part, it must have a positive ROI (Return on Investment). The parts we manufacture have positive ROIs because they appear original, have hidden features to correct design shortcomings, and there is a high demand.
Many of the suggested parts (synchromesh transmission, intake manifold for Model B carburetor, F100 steering gears, higher 2nd transmission gear, larger carburetor, and vibration dampers) are already in production by others.
Some parts (automatic transmissions, overdrive transmissions) would be too large to fit into housings and maintain a stock appearance.
Other parts (two-up and two-down crankshafts and camshafts) will never have a positive ROI.
I have to wonder about the cast-iron high-compression head for a Model T. I see the aluminum ones in Lang's and Snyder's catalogs, but I wonder why they don't offer a cast-iron head.
Some parts (Model T and V-8 cylinder blocks) would take too much of my time and would be too expensive to have me direct other engineers.
I have no interest in copying a stock Model A cylinder block because, other than better material, it would have the same shortcomings as an original cylinder block. Original, Burlington, and Scat crankshafts all will have a fatigue failure at the #4 connecting rod journal before a cylinder block failure. The New Engine patterns for the cope and drag, and core boxes for the water jacket, and the exhaust ports could be used to save money. All other cores would require new core boxes. There would be no ROI because it would take too much of my time and would be too expensive to have me direct other engineers.
In response to the poster who wants me to change the design of the new cylinder block to relocate main bearing studs 1 and 3 and eliminate oil leaks. The stud locations cannot be changed because they are in the same place as the original studs, and the only way to machine the seat for the castellated nuts is back-spot facing. Every potential oil leak path is discussed in the Builder's Guide.
Egge pistons are often "out of stock" because they are unable to make them fast enough to keep up with demand. I have a piston design that is lighter and stronger than the Egge design. Lighter reduces connecting rod stress, and makes the engine more responsive. Stronger allows higher RPM. If we can produce pistons for a competitive price, we will offer them.
I congratulate Arnold for making a ceramic/carbon seal water pump, but I don't like that it doesn't look like original. The water pump I designed will look like an original Model A water pump, and I have sent step files to my son Jesse for 3-D printing.
The following pictures show details of the new printed piston.
To manufacture a new part, it must have a positive ROI (Return on Investment). The parts we manufacture have positive ROIs because they appear original, have hidden features to correct design shortcomings, and there is a high demand.
Many of the suggested parts (synchromesh transmission, intake manifold for Model B carburetor, F100 steering gears, higher 2nd transmission gear, larger carburetor, and vibration dampers) are already in production by others.
Some parts (automatic transmissions, overdrive transmissions) would be too large to fit into housings and maintain a stock appearance.
Other parts (two-up and two-down crankshafts and camshafts) will never have a positive ROI.
I have to wonder about the cast-iron high-compression head for a Model T. I see the aluminum ones in Lang's and Snyder's catalogs, but I wonder why they don't offer a cast-iron head.
Some parts (Model T and V-8 cylinder blocks) would take too much of my time and would be too expensive to have me direct other engineers.
I have no interest in copying a stock Model A cylinder block because, other than better material, it would have the same shortcomings as an original cylinder block. Original, Burlington, and Scat crankshafts all will have a fatigue failure at the #4 connecting rod journal before a cylinder block failure. The New Engine patterns for the cope and drag, and core boxes for the water jacket, and the exhaust ports could be used to save money. All other cores would require new core boxes. There would be no ROI because it would take too much of my time and would be too expensive to have me direct other engineers.
In response to the poster who wants me to change the design of the new cylinder block to relocate main bearing studs 1 and 3 and eliminate oil leaks. The stud locations cannot be changed because they are in the same place as the original studs, and the only way to machine the seat for the castellated nuts is back-spot facing. Every potential oil leak path is discussed in the Builder's Guide.
Egge pistons are often "out of stock" because they are unable to make them fast enough to keep up with demand. I have a piston design that is lighter and stronger than the Egge design. Lighter reduces connecting rod stress, and makes the engine more responsive. Stronger allows higher RPM. If we can produce pistons for a competitive price, we will offer them.
I congratulate Arnold for making a ceramic/carbon seal water pump, but I don't like that it doesn't look like original. The water pump I designed will look like an original Model A water pump, and I have sent step files to my son Jesse for 3-D printing.
The following pictures show details of the new printed piston.
Attachments
Bruce of MN
Well-known member
How do modern engine pistons get away with much shorter skirts?
Fullraceflathead
Well-known member
When you consider the operating RPM range of the stock model A. engine even the stock pistons could be substantially lightened!!!
JOES31
Senior Member
Jim-This is already in the works. I don't know the details but it is happening.
Bruce of MN
Well-known member
That would be very good.
Synchro909
Well-known member
Terry, Whatever you diced to make I will probably want one but shipping is a killer. Please make it something small and light.��
Hotrodfil
Senior Member
A reliable supply of pistons would be welcome. I'd like to build another engine soon for a new project and we can't get Egge ones anywhere. And waterpumps are always a misery. The stainless shaft 'leakless' pump on my Tourer objected to holding back water recently. Turns out it contained three lip seals, two of which had failed and filled the needle roller with coolant, seizing it to the shaft.
Terry Burtz Calif
Senior Member
Arnold, you should be buying parts from Dean Roberts, who is our importer for Australia.
Dean receives partial container loads directly from China. If you buy from Dean, transportation is cheaper, American tariffs do not apply, and you don't have to pay for going through the Panama Canal.
Synchro909
Well-known member
I have known Dean for years and I bought my engine from him. Unfortunately, none of the nice "extras" that are available now were not then.
I agree about close proximity to China being an advantage in this case but Dean is about 3,500 Km away on the other side of the continent so shipping from there to here adds $.
Y-Blockhead
Well-known member
Murray Horn's son, Chris Horn has taken over the business. Contact him at chrismh157@gmail.com. I just received my second one a couple of months ago.
They only do the two piece now, the one on my Town Sedan in a one piece. I recommend the reverse scroll on the snout, it eliminates and front seal leaks.
Chris Haynes
Well-known member
They are already in the works. I held the casting in my hands a couple weeks ago. They will be all new parts.
katy
Well-known member
Intake manifold