Thread: Building A looper Beast

  1. #511
    Team Member R Austin's Avatar
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    Tried doing a post couple nights ago that met with issues, so I will try again.

    When I was with Four Winns I was ask By OMC to convert an Eagle power head into a horizontal crank engine and redo a Turbojet unit. All went well, had excellent top end performance but loaded up at idle. At the time OMC had not yet released the V-4 engine with the Ficht injection. I wanted to fuel inject the engine because of the long cold intake runners causing fuel loading up at idle, so I bought out parts from a company that was building injection for snowmobiles. Like other many projects, the injection project was but on the back burner and not used.
    Last summer with the problems that I was experiencing, I went looking to see what I could find of the parts purchased back in the mid 1990's. As luck would have it, I found two sets of 42mm throttle body assemblies.
    With that find, I proceeded to test fit the units on the engine to confirm the distance required for the center to center would work. Looking good I proceeded to make a positive side mounting strap locating with reamed counter bored holes with shoulder bolts to insure alignment for a functioning one piece throttle shaft. Then proceeded to make the shaft and assemble the 6 throttle body assembly.
    I did have to purchase the require rubber flange adapters, which matched up to the bolt pattern on the reed cover.

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  2. #512
    Team Member smittythewelder's Avatar
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    Union Carbide used to make a synthetic 2-stroke oil, which I remember as being called Jackrabbit Oil or something like that, that was compatible with both alcohol and gasoline. An old Reg. 10 racer and good guy, Richard Koch, clued me in on this. Whether you used it as your alcohol pre-mix or not, after you had run your heats for the day you could flush your engine with a gasoline/Jackrabbit mix that didn't have any issues with the residual alcohol. As I understand, Union Carbide no longer makes the stuff, but maybe Red Line or whoever is making something comparable.

    Megadittos on the malign influence of lawyers in this country. I wish we could send a container-load of lawyers overseas to screw up THEIR economies instead of ours.

  3. #513
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    Bull I was given that same formula for alcohol and probably by the same person.

  4. #514
    Team Member smittythewelder's Avatar
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    Huh?? Formula for alcohol? What are you saying is bull? I don't get it.

  5. #515
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    Hear, hear!

    Jeff
    "We live at the bottom of an ocean of air." - General Marvage Slatington

  6. #516
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    Quote Originally Posted by Dabull1919 View Post
    AH the joys of running alcohol. Back in the 80`s we ran it in our V-6 OMC and it made a lot of power over gasoline. Cleanout was a bitch tho. We sucked out all the alcohol then replace it with Gasoline/oil mix and to the ramp we went. Hell on plugs tho.

    DB
    What oil did you use?

  7. #517
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    Whatever size main jet you are running on gasoline multiply that by 1.6 and that will give you a good ball park size for your alcohol main jet with carbs. Powerabout the oil I used was Klotz Benol.

  8. #518
    Team Member R Austin's Avatar
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    As the label says, blends with both methanol alcohol and gasoline. I am finding that uploading pictures is very sensitive to size and anti virus programs. They can not be larger than 2mb and can still be rejected by anti virus soft ware. I can only upload from my laptop.

    Having said all that, Pictured is the oil available today that will mix with both methanol alcohol and gasoline. It states degummed. I have not let an engine set, with out cleaning, long enough to confirm.


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  9. #519
    Team Member R Austin's Avatar
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    The barrell on the top carb has a pocketed torsion spring that is locked in the throttle body and pretensioned with the barrel and locked to the shaft. Throttle lever is between the bottom two bodies. The injection control system is made by Brucato for the V6 Merc engines. I am able to use it because the engine is running the same ignition system as the V6. It receives its information from the 2 ignition switch boxes, air temp sensor and manifold vacuum. No throttle position sensor as manifold pressure serves the same purpose.
    Had to make a new fuel rail and made an adjoining manifold rail to tap all reed chambers into common signal. Fuel flow calculations were based on fuel required for 300 HP at 8000 RPM. Rough-fully 55 gallons per hour at a rail pressure of 59 PSI. Tony at Brucato setup a fuel map based on his experiences with the V6 as a starting point. The system allows you to monitor, with a laptop, the engine parameters on the fly and has what Tony calls a steam wheel. This allows leaning and enriching while running like you were adjusting high speed jets on 6 carbs all at once.

    The ignition system provides the signal for firing the injectors by pulses of the ignition coil primary. Tony made the signal adjustments to work with the firing order of the InLine 6. Had to make a custom wire harness from injector plugs cannibalized from a Merc harness. Incorporated the air temp sensor in the support rail between the third and forth throttle body.
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  10. #520
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    Very interested in your ignition system. I'm running an old Mark 78 using the later Merc electronic distributor. Have several of those switch boxes 'hanging around' and would love to utilize them to fire my 'baby six'.

    Seeing this is an alternator driven, high voltage input system, can I ask how you generate that voltage (with a stock type stator, I suppose) and how you are timing it?

    Thanks,

    Jeff
    "We live at the bottom of an ocean of air." - General Marvage Slatington

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