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Author Topic: Robert's modified '69 Merc  (Read 1912425 times)
69 Merc
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« Reply #45 on: August 19, 2010, 11:13:02 pm »

Fordota --

Nice!

Please -- how about a pic of where they're welded into your exhaust?   Thanx!

Have you been driving your truck?
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Robert's 1969 Mercury Montego (FordStrokers 408W, QFT 850cfm RQ-AN, Super Victor, 1" aluminum open spacer, CamMotion HR .624"/.609" 251*/256* 108* LSA, 1-3/4"x3-1/2" headers, Dynomax Ultra #17224 mufflers, C6/4R100 trans, 8"/9" 5500 converter, Broader Performance manual V/B, 9" 4.56 Detroit Truetrac, Hoosier Pro Street 31x12.5R15 on 10" rims)

The Merc started here = http://sbftech.com/index.php/topic,27178.0.html  Now = http://sbftech.com/index.php/topic,34648.0.html

Thanks to Jim "Woody" and Nicole Woods @ FordStrokers 408W, Westminster Performance Transmission (W.P.T.) transmissions, TCS Performance converters, Broader Performance valvebodies and last but not least a BIG thanks (always) to my friends here and abroad in the World!
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« Reply #46 on: August 20, 2010, 12:06:05 am »

http://sbftech.com/index.php/topic,15697.225.html  (page 16 if it doesn't bring you there)

Haven't been driving it yet, but so close I am going crazy.....
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"I want to cheat, but remain in the grey area... not a full blown rat bastard cheater." -347HO

418w + 93 toyota pickup - check it out @  http://sbftech.com/index.php/topic,15697.30.html
69 Merc
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« Reply #47 on: August 20, 2010, 12:32:52 am »

http://sbftech.com/index.php/topic,15697.225.html  (page 16 if it doesn't bring you there)

Haven't been driving it yet, but so close I am going crazy.....

Oh those aren't for O2 sensors?

I think that they are too close.  I'm going to weld mine after the header's "connection-point" and like a few inches behind the exhaust pipe "connection-point" like how Juiced-coupe has his.  I'm having a tough time finding his pic of his set-up.
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Robert's 1969 Mercury Montego (FordStrokers 408W, QFT 850cfm RQ-AN, Super Victor, 1" aluminum open spacer, CamMotion HR .624"/.609" 251*/256* 108* LSA, 1-3/4"x3-1/2" headers, Dynomax Ultra #17224 mufflers, C6/4R100 trans, 8"/9" 5500 converter, Broader Performance manual V/B, 9" 4.56 Detroit Truetrac, Hoosier Pro Street 31x12.5R15 on 10" rims)

The Merc started here = http://sbftech.com/index.php/topic,27178.0.html  Now = http://sbftech.com/index.php/topic,34648.0.html

Thanks to Jim "Woody" and Nicole Woods @ FordStrokers 408W, Westminster Performance Transmission (W.P.T.) transmissions, TCS Performance converters, Broader Performance valvebodies and last but not least a BIG thanks (always) to my friends here and abroad in the World!
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« Reply #48 on: August 20, 2010, 10:12:40 am »

Me too, I just put them in like the picture. I should have went with my gut.
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"I want to cheat, but remain in the grey area... not a full blown rat bastard cheater." -347HO

418w + 93 toyota pickup - check it out @  http://sbftech.com/index.php/topic,15697.30.html
juiced coupe
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« Reply #49 on: August 21, 2010, 12:29:42 am »

I'm having a tough time finding his pic of his set-up.

Judging by your question in the other thread, I guess you found it.
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Doing more with less, or something like that.
http://sbftech.com/index.php/topic,20009.0.html

Quote from: Monte Smith
Bottom line, if it was the hot ticket, the fast guys would do it.............they don't

You might need some Titanium rods and a flow bench!  LMAO on floor

I honestly don't get it.

I'm sweating, my heart is racing, my clutch foot is twichin', and my right arm punched the computer screen doing an involentary 2-3 shift while reading all that. 
Bradone
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« Reply #50 on: August 21, 2010, 03:14:17 am »

http://sbftech.com/index.php/topic,15697.225.html  (page 16 if it doesn't bring you there)

Haven't been driving it yet, but so close I am going crazy.....

Oh those aren't for O2 sensors?

I think that they are too close.  I'm going to weld mine after the header's "connection-point" and like a few inches behind the exhaust pipe "connection-point" like how Juiced-coupe has his.  I'm having a tough time finding his pic of his set-up.

I have only done one set of long tubes and got the same results. I think it is problem with turbulence right in the collector. When I put the long tubes on my TBird they are going to be a couple inches back from the ball connector in the exhaust pipe.

http://i204.photobucket.com/albums/bb197/Bradone/93%20TBird%20True%20Duals/Long%20Tubes/DSCF0125.jpg[/img]]

The shorty installs worked really well 6-8" off the header.

Brad
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'93 Thunderbird LX 5.0


(click on picture)

93 5.0 Thunderbird LX "Loaded" 81k original at purchase(have maintenance records) Suspension rebuilt front & rear, Solid rubber mm's, Tokico Blues, SCPP 3.5" CAI with box, True Duals (Pypes Bullets 2.5" MVR200R, Magnaflow Resonators 14416), MAC Ceramic Coated 1 5/8 Longtube Headers, FRPP case (IRC) & 3.73 gears, Dynatech MMC driveshaft, Walbro 255lph,  Tru Cool (28k), Cervini hood,Moates QuarterHorse, Innovate LC-1 Wide Band and gauge, J4J1 (94' Cobra) ECM and VMP Slot Blade MAF, '97 TBird Fan, PBR Calipers ////////

15.06@93.48 (4040lb race weight)

To Be Installed: WRGearset (FRPP) AOD w/Art Carr VB (transbrake/electric OD_non-lockup), Ultimate Converter Concepts 9.5" 4100, Hurst V-Matic 2, Camshaft Innovations "Custom" cam & TFS 190 FAC head package by Jay Allen, Holley Systemax II, 75mm TB, 275/50/15 MT D/R's,
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« Reply #51 on: August 21, 2010, 03:26:49 am »

Teeing togeather a PVC system with an Evac system works great. PCV works great at idle Evacs dont, they work at high speed when the PCV shuts down. Using both crusing on the highway you might see PCV working at 50% and the Evac working at 50%.
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Fordota
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« Reply #52 on: August 21, 2010, 11:37:56 am »

I dont really see why that wouldnt work, but you'd be relying heavily on your check valves in the exhaust and your kinda begging to suck exhaust into your crank case and then intake if they fail.  Wonder, Ponder
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"I want to cheat, but remain in the grey area... not a full blown rat bastard cheater." -347HO

418w + 93 toyota pickup - check it out @  http://sbftech.com/index.php/topic,15697.30.html
69 Merc
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« Reply #53 on: August 21, 2010, 11:45:42 am »

I won't ever run a PCV system because with my OTS cam and it's duration I can assure you I don't need to further dilute the engine's incoming charge.
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Robert's 1969 Mercury Montego (FordStrokers 408W, QFT 850cfm RQ-AN, Super Victor, 1" aluminum open spacer, CamMotion HR .624"/.609" 251*/256* 108* LSA, 1-3/4"x3-1/2" headers, Dynomax Ultra #17224 mufflers, C6/4R100 trans, 8"/9" 5500 converter, Broader Performance manual V/B, 9" 4.56 Detroit Truetrac, Hoosier Pro Street 31x12.5R15 on 10" rims)

The Merc started here = http://sbftech.com/index.php/topic,27178.0.html  Now = http://sbftech.com/index.php/topic,34648.0.html

Thanks to Jim "Woody" and Nicole Woods @ FordStrokers 408W, Westminster Performance Transmission (W.P.T.) transmissions, TCS Performance converters, Broader Performance valvebodies and last but not least a BIG thanks (always) to my friends here and abroad in the World!
69 Merc
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« Reply #54 on: August 21, 2010, 08:25:02 pm »

Well the Jeg's header evac kit didn't work as planned.  It was a lot of crappy work in the heat and backwards results!   


http://sbftech.com/index.php/topic,25467.30/topicseen.html
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Robert's 1969 Mercury Montego (FordStrokers 408W, QFT 850cfm RQ-AN, Super Victor, 1" aluminum open spacer, CamMotion HR .624"/.609" 251*/256* 108* LSA, 1-3/4"x3-1/2" headers, Dynomax Ultra #17224 mufflers, C6/4R100 trans, 8"/9" 5500 converter, Broader Performance manual V/B, 9" 4.56 Detroit Truetrac, Hoosier Pro Street 31x12.5R15 on 10" rims)

The Merc started here = http://sbftech.com/index.php/topic,27178.0.html  Now = http://sbftech.com/index.php/topic,34648.0.html

Thanks to Jim "Woody" and Nicole Woods @ FordStrokers 408W, Westminster Performance Transmission (W.P.T.) transmissions, TCS Performance converters, Broader Performance valvebodies and last but not least a BIG thanks (always) to my friends here and abroad in the World!
69 Merc
The Ricer King
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« Reply #55 on: August 21, 2010, 09:09:11 pm »

I just think that with this guys quote's help from Yellowbullet sometime in the past I figured out my problem --

"MEAN_SBC
04-21-2006, 11:03 PM
Just don't run them with mufflers... If there is any back pressure in the exhaust at all, the check valves won't open, and it's like running the engine at WOT with no breathers.... It'll push seals out like crazy..."



My new check valves are fine!  It's my 3 chamber Flowmaster mufflers that are creating back-pressure which is closing off my check valves which then is really sealing up the top side of my engine is why my crankcase pressure is rising!  Remember that on de-accel I was getting crankcase vacuum.
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Robert's 1969 Mercury Montego (FordStrokers 408W, QFT 850cfm RQ-AN, Super Victor, 1" aluminum open spacer, CamMotion HR .624"/.609" 251*/256* 108* LSA, 1-3/4"x3-1/2" headers, Dynomax Ultra #17224 mufflers, C6/4R100 trans, 8"/9" 5500 converter, Broader Performance manual V/B, 9" 4.56 Detroit Truetrac, Hoosier Pro Street 31x12.5R15 on 10" rims)

The Merc started here = http://sbftech.com/index.php/topic,27178.0.html  Now = http://sbftech.com/index.php/topic,34648.0.html

Thanks to Jim "Woody" and Nicole Woods @ FordStrokers 408W, Westminster Performance Transmission (W.P.T.) transmissions, TCS Performance converters, Broader Performance valvebodies and last but not least a BIG thanks (always) to my friends here and abroad in the World!
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« Reply #56 on: August 22, 2010, 08:32:20 am »

I just think that with this guys quote's help from Yellowbullet sometime in the past I figured out my problem --

"MEAN_SBC
04-21-2006, 11:03 PM
Just don't run them with mufflers... If there is any back pressure in the exhaust at all, the check valves won't open, and it's like running the engine at WOT with no breathers.... It'll push seals out like crazy..."



My new check valves are fine!  It's my 3 chamber Flowmaster mufflers that are creating back-pressure which is closing off my check valves which then is really sealing up the top side of my engine is why my crankcase pressure is rising!  Remember that on de-accel I was getting crankcase vacuum.

This has been MY experience and what I have preached all along.  

I use the header evac at the track with no issues with the turbo mufflers/tailpipes dropped.  I have 2lbs at idle (but have had as much as 5lbs in a previous edition which must have been sealed up real good.)   I've used the header evac on the street with turbo mufflers and as long as I do not get frisky and give it high RPM's I have no oil leakage issues.  I do not use full throttle in this condition or else the dip stick will pop up 3/4" and I will have oil to clean up off that side of the motor.  Can't be good for the seals.  I watched the vacuum gauge as I cruised around and confirmed that vacuum decreased to zero quickly as RPM increased with the mufflers on.  I attributed it to the backpressure added by the mufflers.  I have not watched the vacuum gauge at the track.  I have a hard enough time catching the 6400 rpm shift light let alone read a gauge . . . . .

I swap to PCV on the street (with mufflers/tailpies) and it works well and I can do whatever I want.  I have also used the PCV at the track with mufflers/tailpipes and did not have dipstick issues when the motor was built right (nearly 150 runs that way last year when I had to slow the car down due to being rollbarless.)  This hasn't always been the case though.

I know that header evac can work well when properly installed.  I had one motor that I ran a whole season which would blow out the doubled up valve cover gaskets every time the engine was rev'ved up beyond an idle when using a PVC (street or strip.)  It also leaked like a sieve out the rear main which I changed twice before realizing through this site that excessive back pressure was the cause.  That is when I installed the Mr. Gasket header evac.  At first it didn't seem to draw any vacuum, and then I discovered that the included valves did not do a good job of sealing.  I ran down to NAPA and bought the good recommended valves and the results were immediate.  No more gasket blow out and the rear main seal slowed down to just an annoying quarter sized drop after the car sat a week.  I was sold from then on and ran the car solely at the track for the rest of the season.  Later found out during the winter build that I had installed the 2nd ring of the piston upside down on several (if not all) pistons which created the excessive blowby.  Dumbass.    I can't tell you how many times I look at the rings now when I am preparing to stuff the pistons.

Never, ever trust the valves that come in the cheap evac kits. With the valves found in the Mr Gasket kit, I could blow through both directions.  Shaking it "might" allow the inferior disc to center properly once in awhile.  The NAPA valves still seal properly and are going on their 3rd year.   
  
Using open breathers offers no evac what-so-ever and tends to give the car an oily spell when driving with the windows down.  I don't like that.
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Dennis

65' Stang, 434W NA, Victor Heads, Super Vic Intake, 11:1, Braswell Carb, Bullet SR Cam, G101A 4-Speed, 4:56 rear, 93 Octane Pump Gas  9.82@138.00
69 Merc
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« Reply #57 on: August 22, 2010, 08:20:56 pm »

I ended up using the V/C push-in "oil seperators" and the 5/8" hose that I was using with the header evac kit as "breathers".  I pinched off the connected check valves and welded them shut.  Even though my 3 chamber Flowmasters suck with back-pressure my trailer park idiots can't stand my dual 3" exhaust 6:30 in the morning so I can't upgrade to something better which I know would be louder.  At least I have 1-3/4" headers with 3" collectors and 3" exhaust and not smaller!
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Robert's 1969 Mercury Montego (FordStrokers 408W, QFT 850cfm RQ-AN, Super Victor, 1" aluminum open spacer, CamMotion HR .624"/.609" 251*/256* 108* LSA, 1-3/4"x3-1/2" headers, Dynomax Ultra #17224 mufflers, C6/4R100 trans, 8"/9" 5500 converter, Broader Performance manual V/B, 9" 4.56 Detroit Truetrac, Hoosier Pro Street 31x12.5R15 on 10" rims)

The Merc started here = http://sbftech.com/index.php/topic,27178.0.html  Now = http://sbftech.com/index.php/topic,34648.0.html

Thanks to Jim "Woody" and Nicole Woods @ FordStrokers 408W, Westminster Performance Transmission (W.P.T.) transmissions, TCS Performance converters, Broader Performance valvebodies and last but not least a BIG thanks (always) to my friends here and abroad in the World!
juiced coupe
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« Reply #58 on: August 22, 2010, 08:41:00 pm »

I pinched off the connected check valves and welded them shut. 

Personally, I would have just replaced the check valves with 1/2" pipe caps. That way you could use the system again if you got the itch.
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Doing more with less, or something like that.
http://sbftech.com/index.php/topic,20009.0.html

Quote from: Monte Smith
Bottom line, if it was the hot ticket, the fast guys would do it.............they don't

You might need some Titanium rods and a flow bench!  LMAO on floor

I honestly don't get it.

I'm sweating, my heart is racing, my clutch foot is twichin', and my right arm punched the computer screen doing an involentary 2-3 shift while reading all that. 
69 Merc
The Ricer King
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Big Block
****
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Posts: 13802


Location: OC, CA

« Reply #59 on: August 22, 2010, 08:42:16 pm »

I pinched off the connected check valves and welded them shut.  

Personally, I would have just replaced the check valves with 1/2" pipe caps. That way you could use the system again if you got the itch.

My lady said that I'd better leave that exhaust alone before I get us kicked out of where we live.  All's I'd have to do is put on some Napa check valves . . .   Naughty
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Robert's 1969 Mercury Montego (FordStrokers 408W, QFT 850cfm RQ-AN, Super Victor, 1" aluminum open spacer, CamMotion HR .624"/.609" 251*/256* 108* LSA, 1-3/4"x3-1/2" headers, Dynomax Ultra #17224 mufflers, C6/4R100 trans, 8"/9" 5500 converter, Broader Performance manual V/B, 9" 4.56 Detroit Truetrac, Hoosier Pro Street 31x12.5R15 on 10" rims)

The Merc started here = http://sbftech.com/index.php/topic,27178.0.html  Now = http://sbftech.com/index.php/topic,34648.0.html

Thanks to Jim "Woody" and Nicole Woods @ FordStrokers 408W, Westminster Performance Transmission (W.P.T.) transmissions, TCS Performance converters, Broader Performance valvebodies and last but not least a BIG thanks (always) to my friends here and abroad in the World!
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