FlatRam,
To answer the oil pressure/volume question. We intentionally left as much stock as possible to "test" the engine's durability. The oil pressure, and because ours are by-pass oilers, also the volume. The large nut on the driver's side was taken off and the by-pass spring was shimmed until we got the pressure we wanted. In fact, we shimmed it up until it locked down and diabled the filter altogether. As we all know, the by-pass filtration is nearly useless anyway. The engine will hold 80 psi with no by-pass at 4000 rpm. Since we've hit 6000 the works in the SW oil gauage have been stretched and we have no idea what it is beyond 4000 rpm. I can say this, the tolerances in the bearings are still good enough to take a good 2 minutes for the pressure to leak down to 0 psi after the engine is shut down. As for volume, I really haven't calculated it. Perhaps someone else has the displacement of the pump and it can be calculated.
The sleeve issue is beginning to puzzle me. I know all our engines have sleeves that are standard bore and .090 thick. I'm going to investigate that as time allows. If I can go without them, who needs a long block?
I believe you may be correct about the raised pistons and a lack of meat in the head to accomodate an appreciable dome. I'm still working on that too. I still feel as though a head modification would be better than hogging out the block area between the valves and cylinder periphery. Someone else comment on this if they wish. Even better, someone cast a head that is made for a dome piston.
About the carbs. I was impressed by the Weber ICH series 1 bbl carbs. Simple and each jetting component is replacable and tunable. 1.75" venturis I believe. They are available new from Clifford for $165 each, that's hard to beat also. With the same Offy manifold I'm using at $145, the total induction system would add up to $475 from Clifford Performance, that aint too shabby.
Why the Ball&Ball carbs? They just seem natural. They were created by contract with Carter for Chrysler to be used on these engines specifically. The Carb Shop told me, and they were telling the truth, they are the simplest and cheapest carburetor that could be built and still be dependable. I do not prefer them as I would have had two ICH Webers on this engine if it weren't for the intervention of my Dad. He wanted original, period carburetors on the engine to avoid rules problems and add a bit of authenticity to the tractor. We had two matching # carbs, so why not at least try? They are trickly little buggers, and not the finest examples of fuel delivery nor tunability. However, with a little correction and alot of TLC, I doubt the ICH carbs would have been any better. I have come to terms with them and they are working fine at 6000 rpms now. To relive my entire saga of discovery regarding the B&B, just read the "Ball&Ball woes" thread in this Mopar forum.
The link to Clifford Performance :
http://www.cliffordperformance.com/home.htm Link to Clifford Performance flathead Mopar data sheets:
http://www.cliffordperformance.com/st-msfh218-230-250-264.pdf Weber ICH exploded view:
http://www.piercemanifolds.com/34ICHa.pdf Weber ICH parts list corresponding to the exploded view:
http://www.piercemanifolds.com/34ICHpl.pdf Hudson
