I didn't see this as having been shared yet. A SOHC crate engine was auctioned off on Bring a Trailer. It sold for $140,000.

https://bringatrailer.com/listing/ford-427ci-sohc-cammer-v8-crate-engine/

Hello all,

I have a question for the tuners and engineers on here. It stems from a disagreement. Are there any conditions in which lambda should never reach 1 or go above 1? At least if you don't want the engine to experience some form of failure. My position is that there are conditions in which the mixture needs to be rich, specifically acceleration at least. The disagreement is that the other person thinks it's technically perfectly fine to run the engine at stoich under any condition / situation for any length of time. I don't mind if I'm wrong and he's right, but he likes to argue for the sake of arguing and I really can't believe his side. So, all the wise men on here, please give me your opinions and knowledge. I'm pretty sure that there are situations which stoich would end up in damaged engine parts, from too much heat.

Anyone that happens to be running a blown SOHC, you might be interested in this part...

http://www.ebay.com/itm/ford-427-sohc-/172405898294?hash=item2824313c36:g:sKAAAOSw5cNYJieU&vxp=mtr

I was reading through some tech articles and I ran across one called the double nut technique. This is to remove or install studs. Finger tighten 2 nuts on the protruding stud (once you've installed the stud by hand) till they are in the middle. Then take 2 wrenches, and tighten them against each other. So you try to remove the bottom nut and tighten the top nut. This will cause them to be very tight against each other. Now you can tighten the stud by wrenching on the top nut or remove the stud by wrenching on the bottom nut.

I figured this was worth sharing. 

I was thinking about various firing orders and it crossed my mind that this diagram below has to be incorrect. You can't fire cylinders 1 and 5 in order, they share the same rod journal. What am I missing?

It’s easy these days to get caught up in modern advancements regarding vehicles, no matter what year your car was made. If your pursuit is that last mile per hour, fraction of a second lower trap time and extra smidge of power, this is probably a just cause. If the car is a classic that you can use for pleasure cruises however, the pursuit of modern technology may or may not be the right move. These are the thoughts that flooded my mind at the same time I took in old-car sensory overload, from the passenger seat. The car was definitely a work in progress, the soft top whistled like it was fox calling the exact sports car it was on. The car would pulsate and surge as it moved forward, a result of the British-made inline six not having warmed up yet. The triple carburetors having a manual choke didn’t help any either.

The smell of gasoline was unavoidable and I wouldn’t have wanted it any other way. As far as safety is concerned, a collision with another vehicle could easily result in both the driver’s and my own life being forfeit. The worn but still beautiful British sports car was made in 1962 and this particular one did not even have seat belts to strap you into the weathered black leather bucket seats. Did that matter to me? Hard to say, I was having way too much fun enjoying the car and talking to the elderly veteran who has owned this Series 1 E Type ragtop for over forty years. Finding out that he had traded a ’32 full-fender Ford for it because the original owner didn’t enjoy it, baffled me. I can’t imagine how much regret that guy must have if he is still alive today.

This E Type was a 20 footer, up close you quickly notice the cracked and faded gold paint, as well as the tattered fabric covering the convertible roof frame. Every touch of the car was as if it was made of glass. It’s not every day you get to ride in and inspect a six-figure classic. Getting to lift the massive yet ridiculously light weight one piece bonnet to see the work of art beneath it was something special. Learning about some of the modifications required to run the engine on unleaded was a story in itself. It’s amazing that Jaguar used the XK6 engine from 1949 to 1992, in various displacements.

The whole experience reminded me that sometimes the imperfections and inefficiencies are what makes the car so special. It gives it character and a soul. The lithe automobile seduces you like a chloroform soaked rag with the aroma of petrol and the wind whispers sweet nothings in your ear while you listen to the boisterous roar of the engine going bbbbbrrraaaahhhh-rrrhhhiiinn-bbbrraaahh! Sometimes the crude old-school way, is the most romantic way. Like an old world war two fighter playing with the clouds, free of all worry or care in the world. For a short moment in time, I was blissfully intoxicated by an old and classy British lady. One moment that I shall never forget.

The few pics I do have, are on my phone and I didn't ask if I can share them so out of respect for the owner I won't be.

I've been reading this publication online for a couple of months now after I stumbled across it. Lots of very interesting tech articles and a great way to learn more if you aren't a seasoned engine builder and even if you are, it's aimed at shop owners. I ran across an article where they compared carbs and EFI on a FE. Not sure if it was done by anyone on here, but the link is below.

http://www.enginebuildermag.com/2015/03/fe-dyno-pulls-show-benefits-of-carburetors-and-efi/

I found an old interview from 2012 with Larry Meaux, the guy behind PipeMax. One of the questions was about port texturing and he has seen it add 15-25 FWHP. Apparently he does this a lot with the heads and intakes he works on now days. I wonder if just media blasting the areas that would benefit from this, would be the way to go? A heavy media to give it a sand casting texture. The idea behind texturing the walls of ports and intake runners is that the rough surface causes small vortices which help float the air fuel mixture a long. This helps the fuel stay suspended in the air, using the boundary layer. For engineering types, this is very interesting as it muddles the issue on pipe wall surface roughness. Typically the smoothest pipe will flow the best, having the smallest head loss due to the pipes. Engines are just complex air pumps. However it is easy to look to the best known example of surface texture to improve performance - golf balls.

http://hotrodenginetech.com/pipemax-creator-larry-meaux-on-race-engine-head-porting/