Welding Tips and Tricks

Another project from a few years ago. Modified a Lincoln Mark VIII oil pan so it can hold about 7qts of oil (my stock oil pan was 5qts).

I added an additional side-sump with one-way trap doors:
















The peculiar shape is so I still have access to front suspension bolts.






and one corner had to clear my customized long-tube headers











Thanks for looking.

Oscar,

How fast are you driving this vehicle to need 7 quarts

Continue on

My wife and I have a Honda Fit, 105 hp

Looks good in all seriousness

The car I'm still working on it. I built a 13.8:1 compression naturally aspirated SOHC 4.6L V8 with almost every trick under the sun (ceramic coatings, anti-friction coatings, oil-shedding coatings, R.E.M. superfinished camshafts, chains, sprockets, etc, etc) to hopefully get the red line north of 9000 RPM's (hopefully 9500 RPM's). I used only the best of the best, except for titanium rods. If I were building it today, I would have gone with titanium rods. Anticipated HP is north of 500 @ approximately 7800-8200 RPM's.

That sounds awesome. Our Honda moves along very fast because it’s so light. Can’t imagine having 500hp

Happy you understand the upgrades you made[emoji16]tried to rebuild a Kawasaki 17hp twin cylinder vertical engine this spring. It ran a short while and bent a rod, ruining the valve seats and one head. Some other stuff was damaged that I can’t remember. Decided to give up and just have it stored in my shed. Luckily I had a backup engine to swap with it with. It will end up being a total loss because the new parts are almost as much as just buying a new engine. Older engine means even eBay parts are expensive and rare.


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Here is a picture of the beast. Sporting a Logan Motorsports custom short-runner manifold up top.

Oscar wrote:Here is a picture of the beast. Sporting a Logan Motorsports custom short-runner manifold up top.

Nice! At the risk of going a little too off-topic..

What's the angle of the intake ports/runners in the head and does it match the angle that the manifold runners end up? Don't want to assume anything from the casting or flange position as the inside can be different...

Reason I ask is because at high rpm's if there's a mis-match in the angle(s) of the manifold and the port runner where they meet up then there's a good chance that the air flow will detach from the wall and start producing a lot of turbulence and as a result a reduced cylinder fill. This can make the torque drop off (much) too soon.

BTW... As you are building a high-revving N/A there's only 3 letters I want to give you: I T B



Hmmmmmmmmm... Yummy!!

Will allow you to run much wilder camshafts and still have it idle decently compared to a plenum...

Bye, Arno.

That ITB manifold is great, but my goal is to get it street-legal AND the specific transmission I am using (custom built race-spec 4R75W) requires certain settings that aftermarket ECU's do not have access to, so I have to run a modified program on the stock ECU. So basically that means I have to keep it mass-air inducted, so I can't use ITB's.

Logan Motorsports designed that manifold with a mock-up of the 4.6L SOHC engine and a pair of what are known as "Ford PI heads". The runners give a straight shot into the head port until the port itself takes a turn into the combustion chamber.