ASSEMBLING THE NEW ENGINE
One advantage to assembling an engine from the new parts described in this article is that they would be ready for assembly and require no machine work. Building a new engine would simply consist of ordering a set of new parts, cleanup of attached parts (manifolds, head, covers, oil pan, oil filler, cam, timing gears, and valve train), and assembly.
Upon assembly, up to three setscrew type plugs would have to be removed from the ends of oil galleys in the new cylinder block depending on whether a three or five journal camshaft is used and whether an oil filter is used.
Due to the fact that this engineering study and new design was constrained to maintain all interfaces and basic Model A engine dimensions, other assemblies are possible.
For instance, if someone wanted to just implement the new crankshaft and connecting rods into an original Model A cylinder block, it could be done by machining the three main bearings to a smaller diameter, removing the extra thickness of the flywheel mounting flange, and adding dippers to the connecting rods. The new crankshaft would not have the support of the added intermediate main bearings, but it would still be stiffer than a stock crankshaft and would have engineered counterweights.
Or, if someone wanted to build an all out race engine, they could take the new cylinder block (5 mains, fully pressurized, and super rear main seal) and add their own crankshaft, connecting rods, and wrist pins made from titanium alloys, crankshaft counterweights made from platinum (platinum is denser than tungsten), and pistons made from a magnesium or beryllium alloy.
One advantage to assembling an engine from the new parts described in this article is that they would be ready for assembly and require no machine work. Building a new engine would simply consist of ordering a set of new parts, cleanup of attached parts (manifolds, head, covers, oil pan, oil filler, cam, timing gears, and valve train), and assembly.
Upon assembly, up to three setscrew type plugs would have to be removed from the ends of oil galleys in the new cylinder block depending on whether a three or five journal camshaft is used and whether an oil filter is used.
Due to the fact that this engineering study and new design was constrained to maintain all interfaces and basic Model A engine dimensions, other assemblies are possible.
For instance, if someone wanted to just implement the new crankshaft and connecting rods into an original Model A cylinder block, it could be done by machining the three main bearings to a smaller diameter, removing the extra thickness of the flywheel mounting flange, and adding dippers to the connecting rods. The new crankshaft would not have the support of the added intermediate main bearings, but it would still be stiffer than a stock crankshaft and would have engineered counterweights.
Or, if someone wanted to build an all out race engine, they could take the new cylinder block (5 mains, fully pressurized, and super rear main seal) and add their own crankshaft, connecting rods, and wrist pins made from titanium alloys, crankshaft counterweights made from platinum (platinum is denser than tungsten), and pistons made from a magnesium or beryllium alloy.
