Work in progress - My other than FE project.. A460 head 565" BBF ...

[JC-427Stroker]

My winter/spring project started out as a "Quick and Dirty" mostly back yard rebuild (re-ring) of my 950 HP 565" A460 headed engine that has been together since 2011.  It has many many running miles on it.
The build that went together 10 years ago this summer is as follows:

4.605 bore x 4.25 stroke = 565 actually 566"
A-460 Block
Crower/Ford Motorsport crank 4.25 stroke (.020 under)
Crower rods w/ BBC journal 6.536"
Modified A-460 angle milled with 2.40" Ti intake 1.88" Ex w/ 66cc chamber, 13:1 Compression
Carb: Old - Holley Barry Grant 1,050 (from 1991) It's been reworked a few times now.
Crower Roller cam (Danny Crower) 278/285 @ .050 with .433 lobe lift ( installed at 4* advanced intake opening at 30*) 109IC
T&D Shaft rockers 1.8 ratio
Manton Push rods 3/8" thick wall.
Arias pistons, gas ported ( Atomic ) 13:1
Akerly & Childs ring pack .043, 1/16th, 3/16th with a Tool Steel top ring
Stephs oil pan w/ kick out
Kaase oil pump
MSD crank trigger
Cometic head gaskets .045.
Single 1,050

948 HP at 7,200

I hurt a couple of piston running  the nitrous back in October. Luckily I had two pistons sitting around for just such an occasion.   In talking with my old friend Geoff Mummert ( 2019 EMC second place 289 Ford ) (he ported the heads on this engine around 2003) we were sorting out the 600" pump gas deal I want to build with him next year.  We came to the conclusion that if we did a quick rebuild on the 565 there would be a few things that  would carry over for the 600" pump gas build.

All was well and good until Geoff said, " Do me a favor.  Don't die with that tunnel ram that you've had for 20 plus years still sitting on your shelf. How about using that thing and let's see if we can make 1,000 hp with it?"
I'm a sucker for a challenge .........

And so it began ......
We've been working on things for the past few months with cam selection, carbs getting rebuilt and all the rest.

We've challenged ourselves to see if we can make 4 digits at 7,200.

We made a pretty big cam change to see what would happen. We ended up ordering a custom Comp roller that's 275/276 @ .050  Lobe lift .455/.421  with a 1.8 rocker and ground on a 113* lobe sep.

Target for peak power was 7,200.

This rebuild started out so simple that I used a ball hone on the block:


I heated some Napa 10-30 oil up to 200* for the job:


We put new cam bearings in it and got some good rings from Akerly and Childs. I screwed up on the end gap and gapped the stainless top .043" ring at .041" as if I was going to run my 350 shot on it. It didn't beet that much. .035 would have done it.

Got the cam degreed in:  Int Open 23*  Close 71*



We made it up to Westech this past Thursday with both the single 4 and the tunnel ram and burned some Sonoco 110.

The single 4 made 939 hp at 7,200:




The tunnel ram made 972 hp at 7,400:




We were running a little Ford Taurus electric vac pump on the engine:


It  pulls -4" static and was able to maintain -1.5" thru 7,400 rpm with the single 4.  When we put the tunnel ram on we let the silicone set up as we ate lunch and then were running the engine without the vac pump turned on and on the 3rd run it blew out the rear China wall seal.  We then turned on the vac to control the oil leak. It was able to pull -.5" vac thru most of the run, but went to  positive .5"  at the end of the runs.

We're going to do some work on the tunnel ram, install a GZ vac pump, advance the cam and head back to the dyno in a couple months. ... Might even take some Q16 with us.  We'll see.

Here's a video of one of the 970hp pulls:

https://vimeo.com/530160429



The Power Plant is for the boat:

[turbohunter]

Very sweet.

[Falcon67]

Nice.  Interested in the Taurus pump - year/part number/something to ID?  That's what I need on the Falcon 351C, big time.

[Tommy-T]

That's a very nice motor and make a bunch of power.

Sure looks like a Rat motor.

[JC-427Stroker]

Nice.  Interested in the Taurus pump - year/part number/something to ID?  That's what I need on the Falcon 351C, big time.

it would be one of these:
https://www.partsgeek.com/gbproducts/AC/5548-02620305.html?utm_source=google&utm_medium=ff&utm_content=TTC&utm_campaign=PartsGeek+Google+Base&utm_term=For+1995-2007+Ford+Taurus+Secondary+Air+Injection+Pump+Replacement+913-067+1996+1997+1998+1999+2000+2001+2002+2003+2004+2005+2006&fp=pp&gbm=a&gclid=Cj0KCQjw9YWDBhDyARIsADt6sGbLKNaNWi48Fj0k6kplSAydPlLT6FZgrQV5H_lvq4nWgWcoOB0CvB8aAulLEALw_wcB

[JC-427Stroker]

That's a very nice motor and make a bunch of power.

Sure looks like a Rat motor.

Maybe the Moroso valve covers used for the dyno are throwing you off. Here's what it looks like in the boat. At least Pre- Tunnel ram.

God Forbid that thing looking like a Rat Motor.

[cjshaker]

I'm curious about the injection pump used as a vacuum pump. I get that you're using the vacuum side, but how did it pull negative pressure with the china wall seal blown out? Did you reseal it with silicone first? Otherwise, pulling any vacuum would have been impossible.

How much pressure does an engine typically make during a pull, without a vacuum pump? Those numbers seem pretty good for using a pump obviously not designed for the task.

Also, I notice it says "change oil to 5-40" on the tunnel ram sheet. Were you running thicker oil with the single 4? Just curious as changing to thinner oil would account for a few horsepower. Still, the ram picked up all across the board.

[JC-427Stroker]

The pull that made 970+ was pull 22. The oil had been changed many pulls  before with the single 4 still on.  Over the years I've changed the oil on the dyno many times and picked up anywhere from 8-15 hp using Mobil 1 over "dino" oil I changed out.

We were able to generate the vac by stuffing a couple of wet oil soaked paper towels up against the china wall and a couple of shop towels on top of them.  Instead of pulling the 3.8 -4" static it was able to pull almost 2.5" static. It then dropped to .5 during the run. I read somewhere that those little pumps only move about 5 CFM, but I can't verify that number.

 I've been told by people who have used the pumps for quite some time that if you want them to live on a car you should definitely place an oil separator inline before the pump and remove the foam filter that's inside them. If you don't remove the foam they will be oil soaked and kill the pump in a short period of time.   

After reading about the electric smog pumps used as a vac pump ( on Yellow Bullet) I did some home testing to see what I could best expect in a static condition:

I "re-purposed" an old propane tank:




Hooked a pump or two up to it  -  I had two different valves I could open to allow it to pass air



With the two pumps running in tandem I could generate about 6"  static.


I don't know exactly how much air an engine generates in blow by,  but a fresh engine with good ring seal doesn't generate very much.

[Gaugster]

Very cool!

[JC-427Stroker]

Here's a Single 4 run. 940 hp 7,100 Vac pump pulling 1.5".

Lower left on screen second window over from the left is crankcase vac:
 https://vimeo.com/530885705


It might be worth noting that the ring gap on the .043" stainless top ring was set at .041"
Light (10 lbs) oil ring.

At end of dyno session the leakdown was:

1: 9%
2: 7%%
3: 7%
4: 7%
5: 8%
6: 8%
7: 7%
8:  9%

Had I not screwed up and over gapped the rings the leak downs could be less, or more than likely with a professional shop hone and fresh rings they'd all be less than 5% and maybe dynamic vac would be higher and it might have made a bit more power.

For the past 10 years the engine had a .041" gap and after running a few dozen bottles of nitrous a few of the clys were still leaking less than 5%.

[Falcon67]

I've been told by people who have used the pumps for quite some time that if you want them to live on a car you should definitely place an oil separator inline before the pump and remove the foam filter that's inside them. If you don't remove the foam they will be oil soaked and kill the pump in a short period of time.   

What I was thinking too.   They would not care to swallow any oil IMHO.  That should be doable. 

https://www.jlttruecoldair.com/jlt-oil-separator-3-0-base-kit/

[Falcon67]

I can also say - from running the dragster - that even with maybe just 5 in/hg with a Aerospace pump, it really keeps things clean.  I run methanol in the car and the only time it could not keep up was after splitting the wall in #5 cylinder.  I could never get much more than 5 fully warm.  We will see how the new clevor setup does when I get it together.  The door car uses header evacs but the electric setup, even it it'll do 2~5 or so will be more than plenty. 

[JC-427Stroker]

 On the Vac pump:  I was looking at dyno runs earlier this week.

When the pump was working well it was pulling 1.8- 1.9" of vac on the engine:  left of oil psi


Run 8 -9 -10    Run 8 the vac pump was on pulled 1.9".  Run 9 it was off and registered 0.0" of Vac, Run 10 it was back on.  The engine was up 10 hp with the runs it was on.  I don't know how this would compare to a set of headers with a Pan-o-Vac system attached.

Run 23,  that made 972 hp,  the engine had a positive .5" psi registering ( he had blown the seal out on the TR 3rd pull, so the Vac pump was just keeping up so we didn't have a huge oil leak.  Had we been able to pull the same 1.8 -1.9" the engine would probably have been up 10 hp.

Next month we'll see what a good Vac pump is worth from 6", 9", 12" and 15"

[JC-427Stroker]

Made it back to the dyno this past week:

[JC-427Stroker]

Video of dyno run

https://vimeo.com/user136758777

[turbohunter]

Wow

[JC-427Stroker]

Wow

Not bad for a set of 30 year old heads ......

[JC-427Stroker]

July 4th weekend ...  We did our share for MMGW burning lots of 100 octane.

Made a bunch of runs like this from 5 miles to 14 miles ..   4,500 - 4,600 rpm   58-60 mph, water temp 140*, Oil temp 205-210*

the impeller was turned back ( cut) to allow the engine to spin 6,600 ( absorbing approx 875 hp observed) it should run approx 105-108 at that rpm.  It wasn't getting fed enough water and was spinning 6,800 - 6,900 and running 101-102.  It needs a few hardware adjustments and should be close to the 106 goal at 6,600.

https://vimeo.com/571890226

[JC-427Stroker]

[WConley]

Constipated?  Go barefooting behind one of those.  Problem solved 

[WerbyFord]

Superb!
The Green Kids today talk of Clean Power.
The CLEANEST SOUND comes from open headers. Hard to argue that.

Is that 4v intake the Ford Motorsport Single or other?

I guessed the headers at 2-1/8 primary, 3-1/2 collectors. Obviously open.

[JC-427Stroker]

The single intake is the TFS single “Hi Rise” it’s the second generation single 4.

[JC-427Stroker]

Did some modifications to another TFS tunnel ram.   Had spacers built for the plenum. Changed runner length, entry area, entry angle, reduced taper.  It took quite a bit of epoxy work to get the spacers matched up to the new runner design.

Did a baseline with the old manifold. The engine was off 2% from last year. At 1,000 hp  2% equals 20 hp. We contribute the power loss to not having a fresh hone and valve job. It's not pulling the vac it once did, so I think it's going out in the rings.  Need to do a leak-down this coming weekend. The engine has several 100 miles on it from river running.

The goal was to build a better tunnel ram better suited for a 565" engine operating in the 5,000 -7,500 rpm range. Target was max HP at 7,200.  Still has the small cam in it 275/277 @ .050,  lobe lift .455-.420 with 1.8 rocker.  113 lc







Manifold swap  on the dyno:


Modified intake in red.  Baseline old manifold in blue:





I'm hoping with a bit of service this winter it picks some power backup and we can see 1,000 hp at 7,200 and 790 lbs ft at 5,600 -5,700.  It should be achievable.