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Topics - cammerfe

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FE Technical Forum / Comparo
« on: March 11, 2021, 02:11:59 PM »
I thought it might be of interest to those who lurk here to know that, as I was eating lunch today, I flipped-on the TV set and caught a several-part series of Hot Rod Garage. The topic was a '70-something 454 chibrolet engine they took apart and then dolled up with after market parts including heads, a roller cam, headers etc.

I did the same sort of thing several years ago, starting with a '64 PI (C4) solid lifter block.

When all was complete, they managed to wring about 470+ horsepower out of it. My 390 combo produced about 30 more horsepower on the first full pull after break-in. And it got better from there.

The purpose of both exercises was to build a worthwhile street motor. :)


Non-FE Discussion Forum / Flathead
« on: January 19, 2021, 11:17:49 PM »
I just got sent a picture of what, from the rad hose placement is an 8BA engine. The picture is cropped so the stuff around the edges doesn't show, but an intake manifold with 3 Stromberg 97s is obvious. The zinger is that what looks like a Vertex mag is sticking up in the back where one would expect to see a fuel pump.

Have any of you seen late model flatty with the ignition back against the firewall?


FE Technical Forum / New block source
« on: June 03, 2020, 02:15:34 PM »
How many of you might be interested in a billet FE block? (I live in Metro Detroit and EVERYTHING in way of mechanical stuff is available if you know where to look.)

There is an outfit in a northern suburb that has the capability to take a virgin aluminum billet and carve off everything that isn't an FE block. Within reason you can specify all details.

With hairdryers, and methanol and spray, using some of Jay's components, how much power do you want to make?


I have the sort of inquiring mind that seeks all sorts of arcane data. I read recently that there is a CNC-ported version of the 460A 385 head that flows 560 CFM+ at 28 inches.

Previous explorations had me thinking that the 'Fuel' hemi head used in Top Fuel racing would flow about 500 CFM at 28 inches in NA form..

Is the 560 CFM conceivably accurate? And if it's true, have you any idea as to the potential flow of a Kaase 'B9' head when fully developed? The projected use of the B9 would be in a turbo'd fuel application. But just how good IS the B9?

Any input would be  VERY much appreciated.


FE Technical Forum / Note to Jay:
« on: February 21, 2020, 11:19:30 PM »
Jay, I sent you a PM several days ago. I just checked, and don't find any sign of it. If, in fact, it's out wandering around in the cloud somewhere, I'll re-send.



Non-FE Discussion Forum / Question for Jay---
« on: July 20, 2019, 10:36:25 PM »
Hi Jay---

I haven't talked much about it much, anywhere, but I'm at work on the beginnings of a Land Speed car. It'll be based on an aftermarket version of the '06 Ford GT.

When you have a chance, could you measure the transaxle length from the back face of the block to the centerline of the half-shafts on your car? This measurement will make it possible to ascertain possible alternatives available to me. M2K is using a Ricardo, I believe, but I'll be trying to get close to twice the claimed 2500 HP they're putting out. It's been suggested that it'll be necessary to use a combo of slipper clutch in a can and some Lenco pieces attached to a Top Fuel center section.

The measurement I asked for will give me some idea as to where I'll have to start splicing.

Thanks much!!!


Non-FE Discussion Forum / Far away from FE anything
« on: November 02, 2018, 12:08:42 PM »
I have a friend who has what I believe is an '80s 'vette, who's having trouble with the 'Crossfire' induction system that was available for a couple of years back then. Does anyone know about someone who's knowledgeable regarding these induction systems? The throttle bodies themselves have been recently rebuilt, and all the usual stuff gone through, but there's still a significant hesitation evident when trying to change RPMs at an otherwise steady highway cruise state.

Any suggestions as to help will be highly appreciated.


Non-FE Discussion Forum / Mustang Convert.
« on: October 23, 2018, 03:15:54 PM »
A friend, (a GM guy), asked me today where'd be the best place to advertise a deceased-friend's '95 Mustang Convert. His wife wants to sell it. Says clean, well maintained, etc. Any suggestions?


FE Technical Forum / Kurt's Cammer
« on: August 20, 2018, 09:56:52 PM »
I talked to Kurt Neighbor briefly this afternoon. His Comet Cammer is running again with a new block and concomitant internals and he said he came home from last weekend when 'there wasn't anything else to do.' In other words, he won all the marbles at Bowling Green. He's very stoked!


Non-FE Discussion Forum / Paint Questions
« on: April 18, 2018, 10:59:21 PM »
I went to the builder yesterday to talk about my next project. One of the questions I was ready to ask him was about his carbon-fibre body option.

When I walked into his work area, directly in front of me was the car I had in mind---complete with a carbon-fibre body. I fell in love. My thinking now goes THIS way. I had intended to paint the car a pearl white with a candy Guardsman Blue middle stripe. The problem is that doing so, of course, will cover up the trick carbon-fibre. The builder told me that the car setting there was going to be 'cleared' and polished. That will, of course, be glorious.

Now the question---Is there a paint transparent enough to stick to my original white/blue combination and still show the carbon-fibre weave?

Any comments much appreciated. (I mostly use a 'rattle-can' for paint!)


Non-FE Discussion Forum / I have 'inherited'....
« on: September 01, 2017, 12:14:33 PM »
a car. It's a 1986 Mustang Hatch, that's been converted into a 'Track-Day' semi-road racer. It has all the good stuff, from a 351 Windsor to a Tremec HD to an aluminum drive-shaft and back to a 3.83 8.8. Interior is cleared-out and a racing bucket. Suspension and brakes have been upgraded.

I have no personal use for the car and am trying to decide whether to sell it 'as-is' or part it out. Haven't had anything to do with such a car for many years and, although it's probably worth more for parts, there's the work of taking it apart. And the nearest place to store/work on it is 20 miles from my house.

Give me your thinking. What should I do? Comments and suggestions solicited.


Brent, I have massive respect for your engine-building ability and your knowledge in that direction. And I always look eagerly toward what you have to say when it comes to such an area.

I, on the other hand, have built no more than a couple-of-dozen engines in my whole life, for myself, and participated in a few dozen more while helping other people. (That couple-of-dozen includes several flatheads, 'back-when'. One of them powered the family car, and one my '34 Five Window.) You have vastly more engine experience than I do.

On the other hand, I spent time during college working at various tasks at T&C Livonia. At one point I built Torque converters. We were supposed to make 800 per shift and worked seven days a week for several months at a time. Altogether, I probably helped make several hundred thousand. As a curious college kid, I learned all the jobs in the department. And since I was also racing at the time, I got to know many of the engineering folk as well. I learned about torque converters.

Since we last visited the subject, I called several of the manufacturers of performance torque converters. Talking with their tech folk, I asked if the words'stall-converter' were much in use in their facility. Depending on who was on the other end of the line, I got more-or-less polite derision. The words don't seem to appear anywhere in any manufacturer's printed material nor are they in regular use by the personnel.

Talking about a 'stall-converter' is just as incorrect as insisting on always speaking of a 'metallic engine' in the given contexts. The use of 'stall' is just as useless as 'metallic' or insisting on talking about a 'cloth shirt'.

I let your put-down dismissiveness go for the last couple of weeks in order to see if I'd just forget it. I haven't---nor the comments from others. A display of ignorance is never seemly, nor is attempting to poke fun at someone who says, "Hey, wait a minute, guys. That isn't right..."

Ken Sheffer

Non-FE Discussion Forum / FuelTech EFI
« on: October 11, 2016, 07:56:01 PM »
Jay, have you looked, at all, at the FuelTech EFI set-up? It seems that they have a new '600' unit that looks to be the latest thing. In the not-far-distant time I may be looking at the engine part of a project I have in mind and, in the meantime, I'm trying to keep up on what's available. Others chime in also, please!


FE Technical Forum / FE Water Jackets.
« on: July 30, 2016, 03:11:21 PM »
The Jaguar engine in my ECTA car has what was the latest thinking in water jacket design back about 2000. Since it has overhead cams, there is no necessity for a cam tunnel. The water pump fits into the front of the block and the water jackets only extend down about two inches around the tops of the cylinders. The block is aluminum with ferrous sleeves cast in place.

I'm doing a re-design of some features of the FE block---specifically in order to optimize for the SOHC lay-out---both for cooling and strengthening.

Your comments are solicited in regard to copying the most obvious cooling features of the AJ (Jag) block.


Non-FE Discussion Forum / Hey Jay....
« on: July 08, 2016, 11:55:57 AM »
Have you seen the thread on the clear valve covers over on 54? Did you put your explorations on the shelf?


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