Graeme C - Silverwings

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About Graeme C - Silverwings

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  1. Hi Graeme I am, of course, happy to share information. I've been running my Chrysler in regularity events since 1997, including take it to Lake Perkolilli five times. There is a great difference between regular "high speed" driving and racing as I am sure you appreciate. I haven't compared the heads I have. Our machine shop has both of them at the moment so I will take a look when I get a minute to go over there. The old rule is that 10psi is required for every 1000rpm but it is more about volume than pressure. I don't think people with old Chrysler engines have anything to worry about with low oil pressure as it only becomes an issue when you get to about 4,000rpm with the stock oil pump. Rarely would most cars driven on the road get near that. It's good to see Ray's casting patterns have survived and they are going to be re-used. We have baffled the current engine we are building but, to be frank, I think once you get high comp head, twin carbs, lightened flywheel and good extractors, the gains are minimal for the amount of work required. The size of the valves then becomes a limiting factor for the breathing. There is no space for significantly larger valves. I have a Rajo powered Ford Model T with a BB head and it has massive valves. Maybe someone should find how to graft an overhead valve head to a Chrysler 77 engine. That would transform the engine! Shame Rajo or Fronty never made one! The Chrysler has a very well designed bottom end so it could cope with the extra power. Graeme
  2. Hi Graeme It's good to know that Ray's cylinder head patterns have survived. I have used two of Ray's aluminium sandwich heads over the years including one which was a prototype casting which he sent over to me to see whether I could use it. I first met Ray when he came to Western Australia in 1992 to compete with his 1929 Chrysler 75. He won that event and when I had my own Chrysler to restore three years later, I went to Ray to ask his advice. He'd put a four speed 'box and a Ford diff into his 75 (which he later removed). I race a 1927 (1928 model) Chrysler 72 Sports Roadster with a Chrysler 77 motor built as a basic replica of a car called Silverwings. I most recently raced it at the Red Dust Revival 2019 at Lake Perkolilli in Western Australia (www.motoringpast.com.au). The car was completed in 1997 and in about 2005 I put my first Ray Jones head on it. The greatest challenge was not having to regularly replace head gaskets. When Ray went to Mille Miglia and the Le Mans Classic he always took spare heads and gaskets. For reliability, I'm now back to a standard, shaved head but another hotter engine I am building will have one of Ray's heads on it. I guess this is a bit of background to indicate that I've spent a lot of time over the years trying to make my Chrysler go faster. At the moment I am running a set of tuned extractors Ray gave me to see whether I could get some power improvements with them. He had them made for a set of SU carbs he put on his car. The pipes had to come out and up and over the SUs. They look weird but it's all just about having fun anyway. Extractors like this definitely provide more power over the standard manifold. On a right hand drive car like mine, the steering column and the fact that the intakes are under the exhaust ports makes it very tight to get that hot exhaust gas efficiently out of the engine bay. Yes, Ray's found that at over about 8 or 8.5:1 compression there wasn't any point in lifting the compression any higher. Also, he experimented, and so have we with what to do with the two intakes which limit the "air pump". He tried all sorts of carb combos. I am running with a couple if English Zenith updrafts which were sold in Australia as a replacement carb for Buicks. They've always been good but it gets down to how much air can you get into the engine and not have it migrate between the cylinders. Our latest engine has baffles inside the block to see whether this, along with the overlap, can work better. That then led to the obvious solution which is supercharging. I have Ray's bitsnpieces in my shed from his work on using Wade superchargers from a Commer "Knocker" engine. I've never got around to finishing off this side of things but it seems like obvious way of getting more horsepower from the Chrysler engine which is too constricted on the intake side. There are other ways to make the engines a bet more spirited. The counterbalanced crank is heavy and some weight can be taken off the flywheel. The oil pump can also be swapped for one with Ford V8 gears. On the engine we've been building for many years, it has a new oil pump made by Ray to give more volume and reliable pressure. Ray really was the master of making the 1920s chrysler engines reach their full potential. He once gave me his 75 to drive through Sydney while he had something to do in his garage. The cars was sensational. I couldn't believe how free-revving it was compared to my car. Ray's passing was a great loss. He had experimented with just abut everything to do with a vintage Chrysler engine. Congratulations on making Ray's heads available again. All the best Graeme
  3. Hi David, that is interesting. Chrysler straight eight engines were used here as twin engines in cruising boats. This engine was out of a car from New South Wales and the other engine I think was in the car brought to Australia by a Chrysler factory representative Ray Cady. With William Attwood and Arthur Colliver he attempted to break the Australian 24 Hour Speed Record at a place called Lake Perkolilli in Western Australia. He fell asleep at the wheel and went into the bush, cracking the sump. The car had Buffalo wire wheels. They may have used the magneto so the engine would still keep running overnight if their lights flattened the battery. Speculating of course! All the components have parts numbers. Graeme Cocks
  4. Hi I have this early c1926 Chrysler Six engine in my collection here in Australia. It has what appears to be a magneto drive off the generator, but it also has coil ignition from a distributor off the top of the head. The head appears to be higher compression than a standard head. The engine number is indistinct but it may be 74274 or just 4274 - hard to tell. I have only ever seen one other early Chrysler six with this front on the engine. Did Chrysler make engines with magneto drive for some markets? Any thoughts? Graeme C