MTFCA Forum

I'm back at last winters project. Please look at pictures. I bent the pan to clear counterweight, but there is no way the horseshoe will fit.
I'm thinking I'll fill the 2 holes in the pan eliminating them and have a left and right rear horseshoe.
Shown with a extension for the dipper pan, I also have some that are not notched that I could machine for a better fit.
Any other ideas?

Cut the horseshoe and tack weld in in. Bolt the pan, spacer and cover together and take a large welding torch and quickly heat the pan and form the pan down into the recess in the spacer- the metal will stretch out with very little effort. You will have room to tack weld nuts into place to clear the crankweb on the last two bolt holes where you removed the horseshoe. Heat the steel quickly and don't overheat the aluminum pan spacer.

I tapped the 2 rear holes in the pan spacer and trimmed a small piece out of the pan on my last motor. A bit of silicone seals the spacer to the pan, and the inspection plate doesn’t know the difference. Lots of clearance now!

You can’t use a B crankshaft in a model T unless you turn down both the rod and main journals down to model A size. At that point you have nothing more than a counterweighted model A crank. The B main journal size is larger than the space between the T main bearing bolt holes. You can’t run B rods in a T block unless you have an overhead cam engine because the B rods will hit the cam in the block. So call it a model A crank unless you want to spend an absurd pile of cash. I can post pics of our T race engine with a full size B crank and DO Rajo head.

Ditto on Erik's post..., been there done that! And don't forget to dimple the upper mounting on the oil pan for those rods to clear!

Hank

Erik, I would love to see the photos of Rajo DO. I also sent you an email through the forum regarding some engine work.

Thanks,
Tom

I have a Gallivan dual overhead with a model c counterbalanced crank in a 1915 roadster. It has a 4 dip pan with a fabricated sump. 4 pan inspection covers were used to fabricate the sump. Welding the inspection covers on edge then the 5th cover welded to the bottom of the sides. I have 4 gallons of oil capacity with an outlet from the transmission to the lower back end of the sump. The crank and mains are drilled and fed with pressure oil, as are the cylinder walls. This engine has been running since 1955 with no repairs, bearing issues what so ever.

No clearance issues since it was built in 1955. This particular car was clocked in 1955 at the Yakima Wa airport by the Washington State Patrol at 113 miles per hour(no I did not drive it that fast, the original restorer did). When I removed the sump for cleaning I took special notice to see if there had been any issues with clearance on the crankshaft throws or any other places there were none.

Now I think you can buy a sump spacer for 3 or 4 dip pans and a 3 or 4 dip aluminum sump.
just sayin'
frontyboy

Here are some pics of the Rajo DOHC. Use of the full size B crank was possible because the cams are overhead and the main bearing webs were machined out and replaced with larger ones. This engine performs very well up to 6500 rpm.

More pics.

dick dock that Gallivan has been torn down twice since Bert built it that I know of, once by Bert for new pistons before it ran on the airstrip and after Ron purchased the car everything was torn down new bearings poured new Hisso valves made and at least two maybe three new front drive gears made as for your earlier question on head gasket it has a standard Rajo Fronty gasket. Don't know about your cylinder oiling . The new pistons that Kippling had made took at least 2 points off the comp. ratio I still have one of the original pistons that is 1/8 " bigger bore and 1/4' higher dome than what it has now. Took a little snap out of it. Very cool car though when did you get it from Jarvis?

Scott, I am not sure my DO Rajo is the same one you are talking about because I don’t recognize the names you mentioned, but what you said sounds like it is the same one. It was built with high compression pistons to compete at Long Beach. That event ended before the engine was ready and it always rebuilt with lower compression pistons to use a supercharger or some kind of exotic fuel. The net result is that it has only 75 psi compression. It goes like hell but could really use the high compression pistons back in. We know where they are and will have them back. We bought the engine from Brian Blaine of ragtime racers. We built the rest of the car around it.

I love this stuff!

Erik, thanks for posting the photos and fast reply to my email. I will contact you when your return from your travels.

Fronty Boy, I did not realize you owned the Flying Dutchman, I think that's what it's called. I would have loved to see it when I picked up the SR Fronty last November.

Tom

hi Eric no I was referring to the poster before you

Scott,

I bought all the fronty race cars and the Gallivan from Ron's estate. I sold the Gallivan To Jarvis some 12 years ago. I bought it back a few weeks ago. I've known Jarvis for over 50 years, and as my oldest car buddy, I decided to sell the Gallivan to him for what I paid for it.

I have the old pistons rods, valves and timing gears.. I was at Berts place, when Ron showed up screaming at Bert because of the damage to the motor. Ron had the motor in the back of his truck partially disassembled problem was the timing gears had given up and seized on the mounting shafts. After the smoke cleared Bert actually refunded a substantial amount of purchase price to offset what it was going to cost Ron. I have all the records that Ron kept during the repair process. There was no bearing work done according to these records. Pistons, rings, new timing gears and stub shafts were replaced the valves were replaced as were the springs, with a new head 'gasket, intake gaskets and exhaust gaskets.

I am in the process to bring it back alive. Lots of updates, hoses, belts gaskets making it ready for the road again.I drove it 12 years ago when I purchased it, as I did with all the fronty race cars I purchased at the same time. I even taught my wife to drive the yellow single stick fronty. The only race car I did not purchase was the 26 t roadster Bonneville car that Ron set a speed record with.

frontyboy.

Scott, thanks for the clarification. Interesting that our DO Rajo was also detuned. It is definitely a Rajo as it has the design tweaks Jagersberger made after he bought the whole project when Gallivan got in trouble for building them instead of Hispano Suiza airplane engines for the army.