The NEW Model A Engine

[Larry]

I just got this email on a really exciting new project from out in Cali. Terry is applying modern Engineering & Manufacturing techniques to the venerable Ford Model A engine. I can't wait until he's done & we can get one for a future project.

Here's a peek:


"Hi Larry,

You have my permission to copy and use anything that I have written in Singlefinger.

The new engine is coming along nicely. Pasted below and attached is the latest update. I've added your Email address to the update list.

Terry Burtz, Campbell, Calif."

Hello to All, 30 Dec 2009

Updates

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.


Cylinder Block

In the last update, the patterns were left at Lodi Iron Works for evaluation, and I was tasked with building the lower water jacket core box. This core box was completed and sent to Lodi Iron Works, and we were to have a technical meeting during the first part of November.

The meeting took place at Lodi Iron Works on Nov 11. The lower water jacket core box made a good core on the first try. The upper water jacket core box was delivered for evaluation, and there was a discussion regarding blow hole location on the remaining internal cores. In addition, a SolidWorks file of the assembled cores was given to Lodi Iron Works for a solidification study that will help with sizing of the gates and runners needed to feed the casting.

On Dec 2, Barron Gage (my contact at Lodi Iron Works) took possession of 6 additional core boxes and returned the upper water jacket core box for rework because the core crumbled on ejection. In an Email received on Dec 23, Barron stated that the above mentioned 6 core boxes made good cores.

The upper water jacket core box has been reworked to add 6 additional ejector pins making a total of 14 pins and is awaiting another try.

Backing up to Nov, Jim Donegan, the editor of our local Model A club newsletter asked me to write a short non-technical article on the new engine project. The attachments are a copy of this article.

Of the remaining internal core boxes, 1 is 90% complete, 3 are 60 % complete, 1 is 40% complete and 2 have not been started.

A lot of work remains. The cope and drag positives made from the expanded cylinder block need to have negatives (molds) made from them. These molds will be used and modified as required to insure that the assembly of internal cores fits into the core prints, and then, the molds will be used to cast positives for use on the foundry floor.

Connecting Rod and Crankshaft

No additional work has been done. The crankshaft and connecting rod are very simple when compared to the cylinder block.

They will be worked on after the cylinder block is complete.

GD&T, Tolerances, Machining, and Surface Finishes

In the last update, I stated “On the afternoon following the meeting with Lodi Iron Works to review the lower water jacket core box, I am planning to meet with JKL Industries to discuss CNC machining of the cylinder block. They have a Mazak Machining Center which is the ideal tool for this project.” This meeting did not happen, and needs to be scheduled in the future.

Next Update

If everything goes right, at the next update (late Feb or Mar), all tooling to cast a cylinder block will be at Lodi Iron Works, and I can concentrate on the crankshaft and connecting rod.





Terry Burtz, Campbell, Calif.

[Larry]

Hello to All, 3 Mar 2010
Updates
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.


Cylinder Block
Lodi Iron Works is in possession of all core boxes and fixtures needed to make the assembly of internal cores, rotate the assembly, and lift it in preparation to placing it in the drag (lower portion of the mold). The 1st attachment is a picture of the assembled patterns and this is what Lodi Iron Works will replicate with sand cores that could be used in making an actual casting.

During January, core boxes for the rear main cavity, timing gear cavity, and the cavities where the oil pump and distributor shafts reside were completed.

A technical meeting took place at Lodi Iron Works on Jan 29. All core boxes previously in their possession have made good cores including the upper water jacket core box that had the 6 additional ejector pins added. The 3 new core boxes made in Jan were delivered for evaluation. Also at the meeting, cope and drag pattern requirements were discussed and Lodi Iron Works presented a drawing that specified the locations of key features.

During the month of February, the remaining core boxes were completed along with fixtures that will locate and hold the upper and lower core holders in position relative to one another. The same fixtures have features added that will allow the assembly of internal cores to be rotated to a horizontal position and lifted in preparation for placement into the drag (lower mold cavity).

Another technical meeting was held on March 1 at Lodi Iron Works. The remaining core boxes were delivered along with the above mentioned fixtures. The 2nd and 3rd attachments are SolidWorks pictures of the internal cores with the fixtures attached. Again, both the fixtures and molds (core boxes) to make the sand cores exist as real hardware.

During the month of March, Lodi Iron Works will work to make the assembly as depicted in attachments #2 and #3, and I will use Plaster of Paris to make female molds from the cope and drag “master” patterns shown in the 4th and 5th attachments. At the end of March, the plaster molds will be delivered to Lodi Iron Works for a fit check with the assembly of internal cores.

Next, tooling (cope and drag patterns made of urethane) that will be used on the foundry floor will be cast from the plaster molds.

Connecting Rod and Crankshaft
No additional work has been done. The crankshaft and connecting rod are very simple when compared to the cylinder block.
They will be worked on after the cylinder block is complete.

GD&T, Tolerances, Machining, and Surface Finishes
First the bad news, after the last update, the contact with access to the Mazak robotic machining center informed me that they have experienced a sharp decline in work that justified the Mazak and that they would be making some adjustments to their equipment line. And now the good news is that Lodi Iron Works has just installed a CNC machining center and may be able to do some of the machine work.

Next Update
The next update will be sent out when I have completed the cope and drag patterns and that is dependant on the assembly of cores fitting together properly and that assembly fitting into the plaster molds properly. If everything goes right, the next update should be around the middle of May.



Terry Burtz, Campbell, Calif.

[Larry]

Hello to All, 16 Apr 2010



Updates

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.


Cylinder Block

Everything is coming together nicely as the foundry tooling is maturing to its’ final configuration. Small changes are being made to make the assembly of cores more precise (maintain wall thickness), quicker and easier to assemble (less labor). As I write this update, Lodi Iron Works and I do not see anything that would be a show-stopper where the new Model A cylinder block could not be cast.

A technical meeting was held on the foundry floor at Lodi Iron Works on April 5, 2010 where Lodi Iron Works had already made a set of cores before the meeting. At the meeting, these cores were inspected and assembled to one another, and the cores, core boxes, assembly of cores, assembly fixtures, drag and cope cavities, etc were all discussed. The attached pictures were taken during that meeting. Both Lodi Iron Works and I left the meeting with a list of action items that we are both completing in preparation for our next technical meeting. To keep costs down, this project is being worked on as a fill in job so as to not impact production.

If everything goes right, I would guess that Lodi Iron Works and I have a technical meeting near the end of April at which time I can pick up the drag and cope plaster cavities to cast the final male patterns.

Connecting Rod and Crankshaft

No additional work has been done. The crankshaft and connecting rod are very simple when compared to the cylinder block.

They will be worked on after the cylinder block is complete.


Terry Burtz, Campbell, Calif.

[Larry]

Hello to All, 30 June 2010

Updates


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.


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???).



Totally Unrelated Subject

Everyone on the “New Engine” update list is welcome to come and celebrate Gus’s 25th Hatchday. The attachment has a picture of Gus and our address and contact information. About 150 people attended Gus’s 24th Hatchday party last year.


Terry Burtz, Campbell, Calif.


BTW- Gus is the Burtz family's pet tortoise. -Larry

[Larry]

Hello to All, 23 July 2010
Updates


Several new people have been added to the update (progress report) list.

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.

Cylinder Block

The first cylinder block was cast on 22 July 2010, and is on its way to the MAFCA (Model A Ford Club of America) convention in Vancouver, Canada. Look for John LaVoy, Model A Times editor.

The first cylinder block is not a usable casting as the water jacket core was known to be broken (and free floating) before the mold was closed, there is one thin exterior wall, and the gating didn’t work as intended.

However everyone at Lodi Iron Works and myself were very happy to see that the mold filled completely, venting seems to be adequate, all secured cores held their position, surface finish (with exception of a few areas) looked good, there were no cold flow areas, there were no shrinkage tears or voids, all of the core sand was easily removed from the water jacket, and the basic concept of building the mold was validated.

Good choice in beer, but I gotta talk to Terry about his choice in daily drivers... (lol)

Other than breaking the gates and flash from the raw casting, no further labor was expended to make the casting pretty since there would be no further knowledge gained.

Everyone agreed that the problem areas mentioned above can be resolved before the next casting attempt.

Castings of this complexity usually take multiple attempts before a usable casting is realized.

Attachments 1 through 6 were taken on July 23, 2010 and show the first casting.

Connecting Rod and Crankshaft

In the previous update (June 2010); I mentioned that as a result of the FEA (Finite Element Analysis) on the originally designed connecting rod, that even though it was more than adequate for the design loads, I could make some improvements.

Attachment 7 shows the revised connecting rod design.

GD&T, Tolerances, Machining, and Surface Finishes

I attended the Design 2 Part Show in May 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.

In addition, Lodi Iron Works has 2 new CNC machines, and I need to talk with them about machining.


Next Update

The next update will be after the 2nd attempt at pouring a cylinder block. Lodi Iron Works has been advised to schedule the 2nd attempt as a fill in job.



Terry Burtz, Campbell, Calif.