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Topics - blykins

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1
Vendor Classifieds / NIB Bullet Billet Core Solid Flat Tappet Camshaft
« on: September 27, 2022, 05:22:31 AM »
265/278 @ .050", .715" gross lift with 1.76 rocker ratio, 108 LSA, 102 ICL. 

Billet core camshaft, will require steel distributor gear and DLC coated lifters.  No break in required. 

$750 for the camshaft.  Also have DLC coated PPP .875" lifters, NIB, to go with it if necessary for $1000. 

2
Vendor Classifieds / FS: NIB Mahle 930264480 445 Dish Pistons
« on: August 24, 2022, 04:28:38 PM »
On the shelf, ready to ship.  $850 plus shipping. 

4.080" bore size, 4.250" stroke, 18cc dish, Power Pak series, so it comes with metric ring pack.

3
FE Technical Forum / A little taste of 1995 FE nostalgia....
« on: August 20, 2022, 06:57:50 AM »
I went down to the shop where I normally dyno my engines yesterday to help turn some wrenches on an older Tunnel Port engine.  A customer of theirs brought it in to dyno, as they had just bought a car with this engine in it.   

My buddy had put a pull on it and it didn't sound right at the top of the pull, so he shut it down.  After he started snooping around, he found that one side of the remote oil filter adapter was hot and the other side wasn't...  Never good when there's no oil pressure going to the engine.  Just to clear things up out of the gate, the engine was brought there with it in the current state that it's in.  It was just bolted to the dyno and fired up. 

We drained the oil, dropped the pan, and then flipped the engine over on an engine stand.  It was advertised to be 474ci, so I was expecting to see a newer stroker crankshaft and a SBC/BBC rod journal of some sort.  Instead, it had a neutral balance 428 crankshaft, with some Ford 400 connecting rods, and some old-school custom Venolia pistons.  The crank had been offset ground to a .010" under 400/Cleveland journal diameter, which put it at a 4.100" stroke. 

After we finished scratching our heads, the owner showed up with the build sheet, from Jim Kuntz in 1995.  I know 1995 wasn't really that long ago, but after we sit down and think about it, it was 27 years ago.......

That engine "supposedly" made 775 hp back in the day and it cost $17500 back in 1995.   Back before stroker cranks, this was the only way to get cubic inches. 

The rest of the combo is an older Comp Cams solid roller, along with a set of 660's on top. 

One of the guys is running up today to my shop to pick up some bearings.   The only thing that really saved the engine was that someone had put standard bearings in, on a .020"/.010" crankshaft.  Otherwise, it would have ate itself alive. 

Just to clear things up, it didn't come from Kuntz's shop this way, there had been a few owners in between the dyno time and the time the current owner bought it.   Hopefully they'll get it lit off this week and we can see what it makes on the dyno down there, but I doubt they'll try and stretch it out, considering the factory 400 connecting rods......

Some pics...





4
Vendor Classifieds / Machinist needed....
« on: August 17, 2022, 05:43:23 AM »
Got a project that I'm working on that will need some specialized machining completed.  Would prefer that you have access to a CNC lathe, with the ability to turn a 22" part. 

I'm having trouble finding someone in this area that can handle it, so I figured I'd reach out to the forum members here. 

Email me or text me if you're interested.

5
Vendor Classifieds / NIB PPP Tool Steel Solid Flat Tappet Lifters
« on: August 12, 2022, 04:39:15 PM »
I've got a NIB set of (16) Precision Performance Center (one of the leading suppliers for tool steel engine parts) tool steel Ford solid flat tappet lifters.  These would be SBF length, but will work just fine in an FE with the correct pushrod length.

These are .877" diameter for blocks with worn out lifter bores. 

Brand new in the box, $250 with free shipping. 

6
FE Technical Forum / The future doesn't look too bright.
« on: August 12, 2022, 11:56:11 AM »
Jay, feel free to move this to the non-FE discussion, but I figured since it involved the FE engine builders, it would be pertinent to the main forum.

Just heard a few minutes ago that Lance Smith (Craft Performance) has went out of business.  Closed his doors.  That just really saddens me.  I know other engine builders are competition to me, but I don't want to see anyone lose their business and not be able to support their families.   Everyone say a prayer for Lance and all the guys that worked there and for all the others in the industry right now.   Not being able to get parts to get engines out the door has become a real stumbling block. 

I contacted Mahle last week about a set of custom pistons for an FE build.  25 weeks.  I know there are other options available, but what happens when you have to wait 6 months to make an engine leave the shop? 

Lance, if you're reading this, I'm really sorry man.   I hope you can find work quickly. 

7
This one's brand new, still in the box, and has Comp Cam's micro surface enhancement on the journals. 

265/277 @ .050", 108 LSA / 102 ICL, .739"/.757" gross valve lift. 

This one is aggressive.  You'll need good lifters and adequate spring pressure. 

$400 plus the ride.

8
Vendor Classifieds / Scat 9000 series 4.250" and 4.125" cranks in stock.
« on: August 07, 2022, 01:02:58 PM »
I have access to about 30 4.250" cranks.  Get 'em while they're hot. 

9
Anyone interested?  I need 4-5 more guys.

10
FE Technical Forum / 397ci Tunnel Port Dyno Mule Build
« on: July 07, 2022, 11:42:25 AM »
I haven't posted any builds in a while.  I've been in a little funk because of struggles to get parts in and get engines out the door.   Parts availability hasn't really bounced back since 2020 and everything is slow or hard to get.  I've been planning this build for a little bit and since my interest has waned, I thought I would post it up here in hopes that you guys will give me a coach's talk to get everything going. 

Let me preempt everything by saying that Tunnel Port heads have always been my favorite.  I don't care that the intakes have big tubes running through them.  They're just cool and when properly prepped, they make some big horsepower.   As a matter of fact, some of my highest horsepower FE's have been TP engines.   The majority of them have been 465ci to 511ci, but while I was sitting and pondering the meaning of life a little while ago, I realized that I had never built a smaller displacement TP engine.  One thought led to another and then I started looking around the shop for spare parts.  I still have some Project JJ parts left over........timing cover.......crankshaft......timing set.....  Then I remembered that I had a C8AX oil pan sitting in the corner.   Only "major" parts I needed were the block, heads, and intake, so I started scouring my normal sources for those items.   

Ended up doing a little horse trading for some new parts and ended up with a set of fairly nice TP heads, a 1x4 intake, and a 427 S/O service block.   Bingo.







Also snagged a little Dominator carburetor.....



So, now we have a little more direction.  Bore should finish up at 4.250" and JJ's 352 crank will be used, which will put us at 397 cubic inches. 

I sent the oil pan and intake off to Bobby Crumpley to be vapor blasted.  Here's the end results for that:





I also sent the carb down to Drew and he's currently working on it for me:



For the rotating assembly, I will be using a set of custom R&R aluminum rods coupled with a set of custom Diamond pistons.  Both of which have yet to be ordered as I'm waiting on the head work to be completed. 

The heads are getting a set of SI stainless intake valves and a set of Manley stainless exhaust valves.  The brands are mismatched, because (believe it or not) there are no companies that had blanks in stock for both valves.  I tried Ferrea, I tried SI, I tried Manley, I tried Mast, and I tried Victory.  So I did what I could.  Once the heads are fully machined and set up correctly, they will be "ported" along with the intake manifold.   I put "ported" in quotes because they normally end up smaller than they were from the factory in terms of port volume, but end up flowing around 370 cfm. 

The camshaft is one of my custom solid rollers that I had Comp Cams grind for me.  They also performed their "MSE" treatment, which is a micropolishing treatment on the surfaces of the journals and lobes. 

This will be a long work in progress, just because of the amount of custom parts involved, port work, etc.  However, the goal is to have a nostalgic looking, odd-ball displacement, Tunnel Port that screams.  I know that there were some engines built back "in the day" with the 427/352, bore/stroke combination and also some built with the 428/330, bore/stroke combination.  I have never handled one of those combinations, so that's all the more incentive to get some more data into my head.

That's all I have for now. 

I do a lot of "dyno mule" builds just to try new parts or concepts out and often sell them after completion.  My good engine builder buddy, Dale Meers, looked me in the eye the other day and said, "You absolutely can NOT sell this one.  You need to quit talking about it, find a car, and do some racing."  We will see.

11
Full set, brand new.  $225 for all 16. 

12
Vendor Classifieds / What's a C8AX oil pan worth?
« on: June 06, 2022, 06:31:42 AM »
Got one here, has been vapor blasted and is ready to bolt on.   What's it worth?




13
Since there were no Tunnel Port engines available in production vehicles, and only "crate" engines or top end packages were available from Ford, what color would the engines have been? 

I'm assuming that since they debuted in 1967, the color would have been the typical Ford blue, but I also have this auction site where it shows a TP equipped GT500 that's supposedly unmolested, and the engine is satin black.

https://www.vantagesportscars.com/showroom/shelby/1970-shelby-gt500-427-tunnel-port-7k-miles/

Anyone have a definitive answer?


14
Vendor Classifieds / Looking for a 428 block....
« on: May 21, 2022, 09:50:47 AM »
....C scratch, A scratch, no scratch, I don't care.....

Let me know what you have.

15
Vendor Classifieds / Brand new custom Holley/QFT 750 carb....
« on: May 21, 2022, 06:25:58 AM »
This was built by my carb guy.  750cfm, flows 800cfm, custom billet metering blocks, Holley XP style bowls/main body with XP coloring.

$800




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