The “New Engine Project” is alive and well.
Several new people have been added to the update (progress report) list. If any of the newcomers would like a copy of the previous updates, please respond to model.a.engine@hotmail.com
In case someone gets this Email without seeing the article on the new Model A engine, the article can be found at http://www.modelaengine.com
If anyone has a question, concern, comment, or suggestion, please let me know at model.a.engine@hotmail.com, and I’ll do my best to resolve the issue.
John LaVoy (editor of Model A Times) asked me to write a short “Non Technical” article regarding the “New Engine”, and it will appear in the next issue of the Model A Times.
June 2010
Cylinder Block
The immediate goal is to have a raw (un-machined) casting of the cylinder block at the MAFCA (Model A Ford Club of America) convention in Vancouver, Canada by Aug 1, 2010.
All foundry tooling (core boxes, cope and drag patterns, and flasks) required to cast the new cylinder block have been delivered to Lodi Iron Works.
Lodi Iron Works is mounting the cope and drag patterns to the match-plates and adding sprues, vents, runners, and gates.
Today, I spoke with my contact at Lodi Iron Works, and the goal of having a cylinder block at the MAFCA convention is realistic.
Connecting Rod and Crankshaft
Foundry tooling for the connecting rod, cylinder block main caps, and crankshaft were discussed in the pattern shop of Lodi Iron Works on June 24, 2010. All parts will be ductile iron.
At the meeting, it was decided that the crankshaft will be cast vertically with rear at bottom and front at top using cope and drag patterns on a common match-plate.
In addition, it was decided that the connecting rods and cylinder block main caps will be cast on the automated casting line that uses 16 in. x 20 in. aluminum patterns on match-plates.
Some time ago, I had the connecting rod design analyzed by FEA (Finite Element Analysis). The results indicated that there were no problems with the original design, however I know that I can improve on the original design to make it more efficient (remove material in areas that have low stresses, and add material in areas that have higher stresses).
I have been in contact with the foundry that makes the aluminum match-plates and will schedule a meeting after I finalize the designs.
GD&T, Tolerances, Machining, and Surface Finishes
I attended the Design 2 Part Show last month at the Santa Clara Convention Center and found 3 machine shops willing to bid on machining the cylinder block with their CNC machines. I have not had the time to schedule a meeting with them to discuss particulars.
Next Update
Photographs will be taken during casting and shake-out of the first cylinder block. They will be reduced to “thumbnails” and included in the next update (first of August???).
Terry Burtz, Campbell, Calif.
Several new people have been added to the update (progress report) list. If any of the newcomers would like a copy of the previous updates, please respond to model.a.engine@hotmail.com
In case someone gets this Email without seeing the article on the new Model A engine, the article can be found at http://www.modelaengine.com
If anyone has a question, concern, comment, or suggestion, please let me know at model.a.engine@hotmail.com, and I’ll do my best to resolve the issue.
John LaVoy (editor of Model A Times) asked me to write a short “Non Technical” article regarding the “New Engine”, and it will appear in the next issue of the Model A Times.
June 2010
Cylinder Block
The immediate goal is to have a raw (un-machined) casting of the cylinder block at the MAFCA (Model A Ford Club of America) convention in Vancouver, Canada by Aug 1, 2010.
All foundry tooling (core boxes, cope and drag patterns, and flasks) required to cast the new cylinder block have been delivered to Lodi Iron Works.
Lodi Iron Works is mounting the cope and drag patterns to the match-plates and adding sprues, vents, runners, and gates.
Today, I spoke with my contact at Lodi Iron Works, and the goal of having a cylinder block at the MAFCA convention is realistic.
Connecting Rod and Crankshaft
Foundry tooling for the connecting rod, cylinder block main caps, and crankshaft were discussed in the pattern shop of Lodi Iron Works on June 24, 2010. All parts will be ductile iron.
At the meeting, it was decided that the crankshaft will be cast vertically with rear at bottom and front at top using cope and drag patterns on a common match-plate.
In addition, it was decided that the connecting rods and cylinder block main caps will be cast on the automated casting line that uses 16 in. x 20 in. aluminum patterns on match-plates.
Some time ago, I had the connecting rod design analyzed by FEA (Finite Element Analysis). The results indicated that there were no problems with the original design, however I know that I can improve on the original design to make it more efficient (remove material in areas that have low stresses, and add material in areas that have higher stresses).
I have been in contact with the foundry that makes the aluminum match-plates and will schedule a meeting after I finalize the designs.
GD&T, Tolerances, Machining, and Surface Finishes
I attended the Design 2 Part Show last month at the Santa Clara Convention Center and found 3 machine shops willing to bid on machining the cylinder block with their CNC machines. I have not had the time to schedule a meeting with them to discuss particulars.
Next Update
Photographs will be taken during casting and shake-out of the first cylinder block. They will be reduced to “thumbnails” and included in the next update (first of August???).
Terry Burtz, Campbell, Calif.
