FE Power Forums
FE Power Forums => Member Projects => Topic started by: KMcCullah on January 26, 2015, 03:27:08 PM
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It feels good to be kicking up some dust with this truck again. For those that haven't read about it in the past, this is a 1972 Highboy that dad bought from the original owner back in the mid 70's. Here's a link with a few details.... http://fepower.net/simplemachinesforum/index.php?topic=620.msg4771#msg4771
I'm about ready to start building the 504 short block. My machinist is balancing everything this week.
Here's a run down of the short block:
Early Genesis block
4.375 RPM crank
6.7 Scat I beam rods with ARP 2000 bolts
4.280 CP pistons (thanks Blair)
Comp 306S cam
Schneider shell lifters with Hi-Lube feature
Cloyes Tru-Roller timing set
Professional Products harmonic balancer
McLeod 30lb flywheel
As usual my fun bucks ran out before I got everything scratched together. The original plan was to get a set of Blair's street Pro-Port heads. Along with T&D street rockers and solid roller cam. I did buy a Bullet solid roller cam from Blair when I bought the pistons but that was as far as I got before life happened again. So for now I'll have to run the heads and intake from the 390 on the 504. (but I still want the intake adaptor Jay, I think I'm #86?) The heads are C4AE-G's that Les Schmader ported with 2.15 and 1.65 valves. The intake is a Performer RPM that I port matched to the heads. They should choke the 504 cubes pretty well. ;D Maybe the tax man and uncle Sam will cut me some slack.
Here's a short video I took with my phone before I pulled the engine last weekend. It's kinda shaky so I apologize in advance for any motion sickness. The old 390 still has quite a bit of punch left in it. Gets the 5100lb truck down the road. I'd like to find a Pinto wagon to turn into a drag car someday. I think the 390 would be just right for that.
The 390's last song.....https://www.youtube.com/watch?v=ioH6STKq3us
Dad even bundled up for the occasion. It was 10 degrees when we pulled the engine. By the time we finished messing around the shop had warmed up to 27 or so. :o We had a bet wether or not the cherry picker would go high enough. The loser had to fetch a couple of slushy beers out of the fridge.
(http://i1207.photobucket.com/albums/bb462/kmccullah1/Mobile%20Uploads/IMG_20150124_143856_zpsdahiap1h.jpg) (http://s1207.photobucket.com/user/kmccullah1/media/Mobile%20Uploads/IMG_20150124_143856_zpsdahiap1h.jpg.html)
Here's what a Schneider shell lifter with the Hi-Lube feature looks like. You can barely see the ground flat that runs from the bottom of the lifter to the oil band.
(http://i1207.photobucket.com/albums/bb462/kmccullah1/IMG_20141102_155040_zpsih4r1iju.jpg) (http://s1207.photobucket.com/user/kmccullah1/media/IMG_20141102_155040_zpsih4r1iju.jpg.html)
Has anybody ever seen or tried a lifter like this? I'm wondering if 16 of these things are going to result in a low oil pressure situation. They seemed like a good idea considering all the wiped lobes that I've read about. I guess I should have asked before buying them. What do you think guys?
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Looking forward to seeing that engine come together, Kevin. Are you going to dyno it when you get it together? It would be interesting to see dyno data with the cast iron heads, and then later with the pro-ports (as long as I'm spending your money LOL!)
BTW, you are in the next group on the intake adapter list. Just waiting for the next round of castings ::)
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Are you going to dyno it when you get it together? It would be interesting to see dyno data with the cast iron heads, and then later with the pro-ports (as long as I'm spending your money LOL!)
I am going to dyno it. I just recently found a second dyno locally. The guy that has it is a really competitive dirt late model racer. Super nice guy too! I was planning on hauling it to Denver to dyno it before I met him. The only other guy in town with a dyno wanted $500 to run it. Which seemed reasonable to me. But when he heard I wanted to run a FE Ford the price went up to $1000! When I asked why so much he said "because I hate those antique pieces of blue oval shit!" We exchanged a few unkind words after his bold statement. I wanted to reach over and slap the smug look off his face. GM guys.....sheesh. ::)
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But when he heard I wanted to run a FE Ford the price went up to $1000! When I asked why so much he said "because I hate those antique pieces of blue oval shit!"
Translation:
"I am charging $500 more, because I only have the ability to dyno test one engine, the small block Chevy due to my lack of tools, imagination and soul. I often get confused when a distributor is in a rational position on an engine, and anything other than boring as hell square valve covers scare me."
If it makes you feel better, whilst partaking of the $2.15 a gallon 93 octane fuel today, a nice older fella stopped by the pump to chat with me about my 63.... apparently he used to race a 64, 427 car and he has a body shop in town, he encouraged me to come check out his FE stash and if I ever needed help, to drop him a line. Not that this helps you perse, but it's nice to know there are folks like this out there.
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I think you are damn close with your translation Drew. All I know is I will never go back. I guess I shouldn't say "never". The only reason I would ever go back to his shop would be to give him a complimentary mullet adjustment.
Your gas station story is cool. I've met tons of good guys while getting gas. Heck that was how I stumbled across my Genesis block. Made a really good friend out of that deal too. :)
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Here's what a Schneider shell lifter with the Hi-Lube feature looks like. You can barely see the ground flat that runs from the bottom of the lifter to the oil band. Has anybody ever seen or tried a lifter like this? I'm wondering if 16 of these things are going to result in a low oil pressure situation. They seemed like a good idea considering all the wiped lobes that I've read about. I guess I should have asked before buying them. What do you think guys?
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Have never seen a FE or any Ford lifter like that but do remember same for SBC's long ago. The idea seemed to fade pretty quickly. I'd be 2x careful to watch oil pressure at fire up and once it's hot at idle. Still, I'll venture you won't see any big decrease in oil pressure....JMO!
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Kevin, I live in a little podunk town as well and had the same issues when I went to dyno but not quite as derogatory yours. I did have to fab my own brackets to attach my FE to their dyno so if you need some (depending on what dyno they have) you can use mine if you like.
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Your gas station story is cool. I've met tons of good guys while getting gas. Heck that was how I stumbled across my Genesis block. Made a really good friend out of that deal too. :)
Yeah, it beat my last encounter, which was a guy who walked up and said "yo man, that is the nicest Impala I've ever seen."
Didn't know what to say, so I just gave him a "yeah, thanks."
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Kevin, I live in a little podunk town as well and had the same issues when I went to dyno but not quite as derogatory yours. I did have to fab my own brackets to attach my FE to their dyno so if you need some (depending on what dyno they have) you can use mine if you like.
Thanks for the offer Steve. I think the dyno guy has everything to run an FE on his dyno. Except for headers, which I would rather run mine anyhow. So I can see how bad they really are. ;D
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Progress has been slow. Over the past few weeks I've got the short block put together.
(http://i1207.photobucket.com/albums/bb462/kmccullah1/IMG_20150307_133930_zpst1g6np4u.jpg) (http://s1207.photobucket.com/user/kmccullah1/media/IMG_20150307_133930_zpst1g6np4u.jpg.html)
The cam didn't quite degree in where I wanted it. It's a 306S Comp with a 110 lobe sep. I wanted it in at 106 but it ended up at 104 1/2. I'm sure this issue could be traced back to the RPM crank. Either the 1-5 rod journal is in the wrong place or the timing gear key was cut in the wrong place. No wonder you can't buy one of these cranks from any reputable FE parts seller without it being at .010-.010 right out of the box. I also had to play with std and +.001 rod bearing shells to get all the clearances right.
(http://i1207.photobucket.com/albums/bb462/kmccullah1/IMG_20150307_161244_zpshtfcfyb3.jpg) (http://s1207.photobucket.com/user/kmccullah1/media/IMG_20150307_161244_zpshtfcfyb3.jpg.html)
I left 3/8"of stud sticking out to bolt the Milodon pick up tube on to. Got about 1/2 of a 1/2-20 nut holding it. Didn't forget the Loc-tite either.
(http://i1207.photobucket.com/albums/bb462/kmccullah1/IMG_20150307_162821_zpslxhn2mnt.jpg) (http://s1207.photobucket.com/user/kmccullah1/media/IMG_20150307_162821_zpslxhn2mnt.jpg.html)
I was so excited when I pulled the windage tray out of the box and saw that it had a clearance notch for the pick up tube. Well it must be for a factory 4x4 pick up tube because it doesn't work with mine. Notice the marks where I cut clearance for the socket.
(http://i1207.photobucket.com/albums/bb462/kmccullah1/IMG_20150314_160730_zps7dyeftwm.jpg) (http://s1207.photobucket.com/user/kmccullah1/media/IMG_20150314_160730_zps7dyeftwm.jpg.html)
I slapped some clay on the top of #1 piston. Mocked it together with a used head gasket. Intake valve clears by .165 and the exhaust clears by .197. That should work fine. I've ran a lot closer before.
(http://i1207.photobucket.com/albums/bb462/kmccullah1/IMG_20150314_162607_zpsel3lmirf.jpg) (http://s1207.photobucket.com/user/kmccullah1/media/IMG_20150314_162607_zpsel3lmirf.jpg.html)
The Fel-Pro 1020 head gasket does NOT play nice with a Genesis block. Notice the little tab coming off the fire ring for #3 cylinder. It intersects the water passage. I don't know that it would hurt anything but I dont like it. If I had known this was going to be a problem I would have plugged the holes and drilled the plugs a bunch smaller. Also notice to the left of the head stud that the oil hole for the rocker arms it out of location. Easily fixed but certainly a pitfall if a guy isn't paying close attention.
(http://i1207.photobucket.com/albums/bb462/kmccullah1/IMG_20150314_163101_zpshqwcsgry.jpg) (http://s1207.photobucket.com/user/kmccullah1/media/IMG_20150314_163101_zpshqwcsgry.jpg.html)
The front of the 1020 Fel-Pro has issues too. The little burp hole in the gasket doesn't line up with the water jacket in the block. I bet this would cause some air to get trapped in the water jacket. I've got a set of Cometics on the way now. Slooooow progress but at least I'm going forwards.
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I feel your pain with the issues on "right out of the box" cams.... LOL mine were WAYYYYYYYY off. I think Stevie Wonder cut them and Ray Charles was holding them steady! Nice work thus far. Keep us posted!
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On the picture of the nut on the stud holding the bracket,
It probably only has one thread holding it. With the start thread on the stud and nut and only
three threads showing. I would take a file and bring the nut down to the flat.
Well actually I would put it in the lathe and machine it down. But you get the idea. ::)
Edit: On early Genesis blocks there was an issue with the oil transfer slot and the Fel Pro gaskets also.
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Don't blame the cam timing on the crankshaft....many, many variables there, including the cam, crank, timing set, etc. That's why they make multi-key crank sprockets....put the cam timing where you want it if you're not satisfied with where it's at. If you want it at 106, just retard it 2 degrees from where it's at.
As for why we cut the cranks .010/.010, it's because the journals are usually a little oversized.
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I just tried that gasket on a newer sideoiler block and on a factory block - - neither one had that issue.
Must've been a older Genesis block hole size or location problem.
Something else to look out for though.
That little tab is a location button for the fire ring during gasket assembly. It does not have a backing and should compress into the composite in service.
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Guys I had the interference problem on a 105 block.
(http://i1220.photobucket.com/albums/dd447/turbohunter1/9f59eee3-c22a-4579-8c52-457e79f70d59.jpg)
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Guys I had the interference problem on a 105 block.
(http://i1220.photobucket.com/albums/dd447/turbohunter1/9f59eee3-c22a-4579-8c52-457e79f70d59.jpg)
You sure did! I have never used the 1020 on the smaller bores, but it looks like it would be the same problem. I like the 8045 PT on those blocks, as far as conventional gaskets go.
Notice the rust that happens under the gasket, which will eventually erode under the fire ring.
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Yup, learned a lot on my first FE build. ;)
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Well, a lot has happened with this project. And I've done a piss poor job of posting my progress. Maybe I can make up for it with a pic filled post. :)
I was originally planning on using my ported C4-G iron heads with a flat tappet cam on this 504. And then the red truck project happened. Dad and I found a 1999 F-450 that needed a 7.3 Powerstroke engine.
(http://i1207.photobucket.com/albums/bb462/kmccullah1/Mobile%20Uploads/IMG_20150307_141933_zpswjgve0r9.jpg) (http://s1207.photobucket.com/user/kmccullah1/media/Mobile%20Uploads/IMG_20150307_141933_zpswjgve0r9.jpg.html)
The price for it was really reasonable. And we knew of several low mileage 7.3 engines that were available. After a few months worth of weekends working on it, we had a running truck. After selling the truck, we had enough fun bucks to upgrade the top end of the 504. But time was very short to get the engine done before the big local mud races. We only had 5 weeks. Below is pic of the flyer for the mud races. I found it in the window at the NAPA in town.
(http://i1207.photobucket.com/albums/bb462/kmccullah1/Mobile%20Uploads/IMG_20150815_103507_zpsaf90ahv6.jpg) (http://s1207.photobucket.com/user/kmccullah1/media/Mobile%20Uploads/IMG_20150815_103507_zpsaf90ahv6.jpg.html)
The first call I made was to Blair Patrick Racing for a killer set of his Pro-Port heads. Along with the heads I got a set of T&D Race rockers and a set of Crower solid roller lifters with the HIPPO oiling feature. Blair really had to bust his hump to get these heads done in time for me. He had some big challenges to overcome on his end. The lack of Pro-port castings at the time was a biggie. Everybody was out of them. Even Edelbrock was claiming to be out. Somehow through Blair's connection at Edelbrock, several sets of Pro-Port castings were found and expedited to his shop. You will see in the 2 pics below, the quality of Blair's work is top notch. Valve sizes are 2.210 intake and 1.710 exhaust I think. Can't remember. The over-all length of the push tubes came in at 9.250 and they had to have 5/16 balls on each end. Luckily these are a shelf item from Smith Brothers. The cam is one of Blair's more streetable Bullet solid roller grinds. .660 lift with the duration @.050 around 260deg.
(http://i1207.photobucket.com/albums/bb462/kmccullah1/Mobile%20Uploads/IMG_20150816_114348_zpsz0y8tqzk.jpg) (http://s1207.photobucket.com/user/kmccullah1/media/Mobile%20Uploads/IMG_20150816_114348_zpsz0y8tqzk.jpg.html)
(http://i1207.photobucket.com/albums/bb462/kmccullah1/Mobile%20Uploads/IMG_20150814_150053_zpsxutjsldu.jpg) (http://s1207.photobucket.com/user/kmccullah1/media/Mobile%20Uploads/IMG_20150814_150053_zpsxutjsldu.jpg.html)
My second call was to our gracious forum host and FE Cammer stud, Jay Brown, for another intake adaptor. I had bought Jay's 13001 intake adaptor to use with my C4-G iron LR heads. But the intake port that Blair puts in his Pro-Ports is similar in cross-section to the MR port. I ended up going with Jay's 13006 intake adaptor for the Edelbrock 2863 Yates/Glidden intake manifold. Jay was out of the 13006 at the time I called but crashed one through his shop for me on short notice. Thank you again Jay. 8)
After receiving the intake and adaptor, I did quite a bit of milling to get the two to fit together right and the ports to line up sexy. I milled a little over .200 off the intake flanges. I stopped at .200 off the flanges because I didn't want the flanges getting too thin.
(http://i1207.photobucket.com/albums/bb462/kmccullah1/Mobile%20Uploads/IMG_20150803_064721_hdr_zpsjqb737ny.jpg) (http://s1207.photobucket.com/user/kmccullah1/media/Mobile%20Uploads/IMG_20150803_064721_hdr_zpsjqb737ny.jpg.html)
The remainder that needed to be milled came off the 13006 intake adaptor. I milled enough off that I needed to use button head screws to clear the flanges on the 2863 intake. I also milled off the additional flange above the valve cover rail.
(http://i1207.photobucket.com/albums/bb462/kmccullah1/Mobile%20Uploads/IMG_20150803_064556_hdr_zpsukxctlny.jpg) (http://s1207.photobucket.com/user/kmccullah1/media/Mobile%20Uploads/IMG_20150803_064556_hdr_zpsukxctlny.jpg.html)
Below is a pic of the gasket that Jay recommended for the 2863 intake/13006 intake adaptor combo.
(http://i1207.photobucket.com/albums/bb462/kmccullah1/Mobile%20Uploads/IMG_20150804_063821_hdr_zpsqo8vnxwm.jpg) (http://s1207.photobucket.com/user/kmccullah1/media/Mobile%20Uploads/IMG_20150804_063821_hdr_zpsqo8vnxwm.jpg.html)
This pic shows the T&D Race Rockers. Blair milled the top of the heads to fit the T&D subplate which is held down with longer headbolts that come with the T&D rocker Kit. They are oiled through the push tubes like a Chebbie. To do this I drilled and tapped the decks and plugged the factory FoMoCo rocker oiling passages. I also drilled and tapped the lifter oiling off-shoots for .075 orifices that I made from 3/8 set screws.
(http://i1207.photobucket.com/albums/bb462/kmccullah1/Mobile%20Uploads/IMG_20150815_213538_zpsnqipmwpd.jpg) (http://s1207.photobucket.com/user/kmccullah1/media/Mobile%20Uploads/IMG_20150815_213538_zpsnqipmwpd.jpg.html)
I'm getting ready to paint in this pic. In one of the classes I race in, iron heads are mandatory. So the Pro-Ports have to be painted to look like iron. Bummer....
(http://i1207.photobucket.com/albums/bb462/kmccullah1/Mobile%20Uploads/IMG_20150816_114348_zpsz0y8tqzk.jpg) (http://s1207.photobucket.com/user/kmccullah1/media/Mobile%20Uploads/IMG_20150816_114348_zpsz0y8tqzk.jpg.html)
Now it's starting to take on a stealthy look. Dad rubbed on those old M/T valve covers for a long time.
(http://i1207.photobucket.com/albums/bb462/kmccullah1/Mobile%20Uploads/IMG_20150816_143250_zpshkuu2txx.jpg) (http://s1207.photobucket.com/user/kmccullah1/media/Mobile%20Uploads/IMG_20150816_143250_zpshkuu2txx.jpg.html)
Getting the truck headers to work took some time. The pick below shows #8 tube upsidedown. I welded additional bead on the edges I ported out to help with sealing. I also welded around each tube before I ported them to prevent breaking through the tube.
(http://i1207.photobucket.com/albums/bb462/kmccullah1/Mobile%20Uploads/IMG_20150816_194724_zpsbq9lkztz.jpg) (http://s1207.photobucket.com/user/kmccullah1/media/Mobile%20Uploads/IMG_20150816_194724_zpsbq9lkztz.jpg.html)
The pic below shows the new holes I had to drill in the header flanges. I moved them down about 3/4 to get the tubes lined up with the exhaust ports.
(http://i1207.photobucket.com/albums/bb462/kmccullah1/Mobile%20Uploads/IMG_20150816_192730_zpsykyjl7jd.jpg) (http://s1207.photobucket.com/user/kmccullah1/media/Mobile%20Uploads/IMG_20150816_192730_zpsykyjl7jd.jpg.html)
It wasn't easy but the headers lined up pretty nice.
(http://i1207.photobucket.com/albums/bb462/kmccullah1/Mobile%20Uploads/IMG_20150816_192623_zpstz3vkris.jpg) (http://s1207.photobucket.com/user/kmccullah1/media/Mobile%20Uploads/IMG_20150816_192623_zpstz3vkris.jpg.html)
(http://i1207.photobucket.com/albums/bb462/kmccullah1/Mobile%20Uploads/IMG_20150816_192704_zpsenx9lkwr.jpg) (http://s1207.photobucket.com/user/kmccullah1/media/Mobile%20Uploads/IMG_20150816_192704_zpsenx9lkwr.jpg.html)
Here's a pic of the end result. The carb is a 1050 Holley Dominator. I found it used on Racingjunk.com. The guy that had it told me it originally came from Reher&Morrison. He raced it a season at Bonneville and then sent it to BRE for more modifications. I've messed with it quite a bit now and have to say that I've never worked on such a sweet carb. Subtle little tweeks are very noticable with this carb. I'm really impressed with the throttle response.
(http://i1207.photobucket.com/albums/bb462/kmccullah1/Mobile%20Uploads/IMG_20150816_193011_zpsvsv3annf.jpg)[/UR
The pic below shows the engine at home finally.
[URL=http://s1207.photobucket.com/user/kmccullah1/media/Mobile%20Uploads/IMG_20150820_215506_zpsfonvylu6.jpg.html](http://i1207.photobucket.com/albums/bb462/kmccullah1/Mobile%20Uploads/IMG_20150820_215506_zpsfonvylu6.jpg) (http://s1207.photobucket.com/user/kmccullah1/media/Mobile%20Uploads/IMG_20150816_193011_zpsvsv3annf.jpg.html)
The carb sits up quite a bit so a hole in the hood for the air cleaner was needed. I didn't want to butcher my cherry hood so dad volunteered the hood off his "truck garden". It keeps the veggies off the ground so the rabbits can't get them he say's. Since dads retirement, he's came up with all kinds of innovations. Below is a pic of the "truck garden". It used to be a class C motorhome.
(http://i1207.photobucket.com/albums/bb462/kmccullah1/Mobile%20Uploads/IMG_20150607_183805_zpswulsclbk.jpg) (http://s1207.photobucket.com/user/kmccullah1/media/Mobile%20Uploads/IMG_20150607_183805_zpswulsclbk.jpg.html)
The pic below shows the hacked up "truck garden hood". It fit better than my original hood. Too bad it's not the right color. I also took a minute and put on my racing tires.
(http://i1207.photobucket.com/albums/bb462/kmccullah1/Mobile%20Uploads/IMG_20150821_181908_hdr_zpsddb3ih6j.jpg) (http://s1207.photobucket.com/user/kmccullah1/media/Mobile%20Uploads/IMG_20150821_181908_hdr_zpsddb3ih6j.jpg.html)
I wish I had time to put the engine on the dyno. Someday I hope to. But for now I've got a race to run. We put about 40 miles of driving time on it before we raced it. It broke in nicely. Seeing the big grin on dads face the first time I dropped the hammer was priceless. Below is a link to one of the passes I made at the mud drags. The two guys before me had gotten stuck in my lane and had to be pulled out. The guy next to me left before the flag dropped and got a "no time". Basically a DQ.
https://www.youtube.com/watch?v=uQXKbxLZm3U
It sounded pretty good huh? I gotta get a GoPro someday so I can post better quality videos. I entered Superstock and Prostock. I usually stay away from the Prostock guys because they are bad fast. But I was feeling pretty confident with this new 504. I had transfer case problems on one of my runs in Superstock (it slipped into 2wd somehow after my first Prostock pass :( ) and didn't finish in the money. But took a 2nd place in Prostock. This 504 pulls so much harder than my old 390. In the video link above, I launched in 3rd gear and low range. The old 390 would NOT pull 3rd gear and low range. So I made a huge torque improvement. The pic below shows the mess after the race.
(http://i1207.photobucket.com/albums/bb462/kmccullah1/Mobile%20Uploads/IMG_20150822_134112_zpsokfyntsv.jpg) (http://s1207.photobucket.com/user/kmccullah1/media/Mobile%20Uploads/IMG_20150822_134112_zpsokfyntsv.jpg.html)
I ran out of daylight and had to finsh my wash job the next day. Damn what a muddy mess! I took an old drain pan and drilled a hole in the center of it so I could bolt it over my air cleaner.
(http://i1207.photobucket.com/albums/bb462/kmccullah1/Mobile%20Uploads/IMG_20150822_194553_zpskmwviq0a.jpg) (http://s1207.photobucket.com/user/kmccullah1/media/Mobile%20Uploads/IMG_20150822_194553_zpskmwviq0a.jpg.html)
I spent hours washing off all the clay. At this point I don't know that I will race this truck in the mud anymore. It weighs at least a 1000lbs more than the truck that won the Prostock class. So to be really competitive I've got several mid-70's half ton 4wd trucks that I can turn into dedicated mud racers. And since I have enough motor now to be a threat.....why not?
(http://i1207.photobucket.com/albums/bb462/kmccullah1/Mobile%20Uploads/IMG_20150823_184145_zpsyo40xptu.jpg) (http://s1207.photobucket.com/user/kmccullah1/media/Mobile%20Uploads/IMG_20150823_184145_zpsyo40xptu.jpg.html)
The next project will be a street legal drag racing truck of some kind. I have several trucks that I could use. Below is a pic of a 1962 F-100. I'm leaning towards this one.
(http://i1207.photobucket.com/albums/bb462/kmccullah1/Mobile%20Uploads/IMG_20150203_155501_zpsas0oaak5.jpg) (http://s1207.photobucket.com/user/kmccullah1/media/Mobile%20Uploads/IMG_20150203_155501_zpsas0oaak5.jpg.html)
Last but certainly not least...... I need to send out a huge thank you to Blair Patrick for helping me make this all happen. His vast FE experience and sage wisdom were called upon many times over the last few months. I'm sure I woke him up a few times with my poorly timed text msg questions. I'm lucky he's such a patient guy. Again.... thank you Blair.
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Progress is looking great! :) Motor looks healthy. One other thing you could do when painting the aluminum heads is throw some metal shavings in from a brake lathe into the paint to add that "authenticity". But who would do that? ::) ::)
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That is awesome! That mud drag stuff looks like its just a blast. Great job on all the custom work, Kevin!
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Awesome truck Kevin.
Envy meter is pegging.
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Thanks for all the kind words guys. It was quite the thrash to get everything together in time AND get it all working well. But not even close to the epic Drag Week thrashes that Jay has pulled off in the past. One of the many things I learned with this project is a fast approaching race day is like having hot rocks in your pants. It WILL get your ass moving.
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I just had a chance to check this thread out. Great work, Kevin! Lots of not-so-subtle things pop up when you start using parts outside the norm. Looks like you did a nice job of making stuff work. The engine sounded pretty good too! Only issue I'd have with mudding is having to spend all that time cleaning stuff up afterwards..lol
A couple of questions, what are the 2 tabs that appear to be sticking out from under the head? They appear to be part of the head gasket? 2nd, it looks like you had to grind on that Genesis block near the first sideoiler plug, or was it machined that way? It looks so darn deep that it would have almost penetrated the side oiling channel.
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I just had a chance to check this thread out. Great work, Kevin! Lots of not-so-subtle things pop up when you start using parts outside the norm. Looks like you did a nice job of making stuff work. The engine sounded pretty good too! Only issue I'd have with mudding is having to spend all that time cleaning stuff up afterwards..lol
A couple of questions, what are the 2 tabs that appear to be sticking out from under the head? They appear to be part of the head gasket? 2nd, it looks like you had to grind on that Genesis block near the first sideoiler plug, or was it machined that way? It looks so darn deep that it would have almost penetrated the side oiling channel.
Thanks Doug-Those tabs are brass rivets that hold the layers of Cometic head gaskets together. And all the grinding was to clear the HD truck motor mount. I still had to put a washer between the boss and motor mount to get off the side oiler journal. The thinest part of the journal is 3/16. That tapped hole motor mount boss next to the side oiler journal has been moved 1/4" away from the side oiler journal. Something Genesis did for extra insurance I guess. I had to mill the hole in the motor mount into a slot to get that bolt in. It makes me wonder where FoMoCo put that particular hole.
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I told myself I wasn't going to race this heavy ass truck in the mud anymore but a home town race came up and..... you know how the rest of this goes. This is a pretty big event in the area so I can't just let it go. It turned out to be a really good outing actually. I entered into two classes, Superstock and Prostock. The main difference between the two classes is tire height. Up to 37" in Superstock and up to 40" in Prostock. My tires are 35". The Prostock guys are also allowed Lexan windows. My truck was the only street legal truck in the Prostock class by the way. I guess that's one of the reasons why I always have to mess with them. I always stand up when I know I should sit down kinda thing with me. ;D Anyhow.....I managed a win in Superstock and a 3rd in Prostock. Below is a link to my fastest run of the weekend. The time was 3.55 seconds.
https://youtu.be/DO7d0e5jirM
(http://i1207.photobucket.com/albums/bb462/kmccullah1/IMG_20160508_091813_zpsspnxwver.jpg) (http://s1207.photobucket.com/user/kmccullah1/media/IMG_20160508_091813_zpsspnxwver.jpg.html)
I also need to say thank you to Blair. I was sitting in 2nd place in Superstock after the Friday night race. My problem was I didn't think I had enough valve spring to rev past 6500. That's where I've had my rev limit set ever since Blair built the heads. We exchanged a few texts Saturday morning and I explaind my need for more revs. I then realized I had misunderstood a conversation we had a long time ago. He reassured me that his heads would probably stand at least 7500 with out any valve float. Long story short.....he helped me find the .25 of a second that I was needing to win. My rpm in the video above was at 7400 when I went thru the traps. Thank you Blair!
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That truck cranks in the mud! Very cool, Thanks for posting.
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Dang, that was a serious high rpm launch! What gear is that? Thanks for the video, nice!
FYI, Sled pull season opener in Vernal, Utah 6-10-16.
Nick
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Damn Kevin, that is a way cool truck/engine.
Congratulations, that thing hauls ass.
BTW you're next project is right up my alley also, I have a pretty little '61 as a daily driver.
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So Kevin, will you make your '62 into a clone of the famed FE 427 '63 XL drag truck?
http://f-100xl.info/
Would look mighty cool!
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Thanks for the kind words guys. I'm not very good at telling a story. Here's a few more details.
My reason for wanting to rev more was because power shifting a NP435 is a bitch. I missed several shifts on Friday night. Below is a link to a video of me shifting mid-pit. https://m.youtube.com/watch?v=1pivhY9OfDE&feature=youtu.be
I was trying to launch at 5000 so I wouldn't have to shift before the truck was hooked up. And then the rev limiter would start blubbering. Everything was happening so fast. But after I realized I could safely rev past 6500 I started launching at 5500 and just left it in 3rd gear low range and let it zing past 7000. And then my times dropped around .300 of a second.
Would love to try a sled again Nick. We'll see what happens in the next few weeks.
Bob- I'm not much on clones and tribute type builds. But reading some of Jack Fuche's old posts about the F100-XL is what got me interested. And being a truck guy, it just makes sense.
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I know nothing about NP435 trannys yet I wonder if doing the old Doug Nash treatment to the sliders and gear teeth or even the face-plating of the gears would help with power shifting under load. 'Course the big assumption here is whether a top notch tranny shop has the parts and would do the machining or welding to a NP435.
http://www.libertysgears.com/faceplate-proshift.htm
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Very cool, Kevin! That thing really hooks and leaves! And congratulations for being the ONLY person I've ever known who could even power shift a np435! I've ran quite a few of them over the years, and currently do in my 350. Shifting is not exactly smooth and precise to say the least, but they are tough trannys. I'd imagine the 3-4 shift is the only gears it's even possible in. Again, very cool, and congratulations on the trophys.
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And congratulations for being the ONLY person I've ever known who could even power shift a np435!
Thanks Doug. Don't for get about Grandpa Jesse from the Dukes of Hazzard. He stirred that NP435 like a boss. ::)