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Messages - 67xr7cat

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1
FE Technical Forum / Re: Steve Morris Engines Cammer build.
« on: November 17, 2023, 11:33:27 PM »
Is a shame and the video is hard to watch.  Looks like from what he says in the video he was handed all these parts and tried to make it work based on what he knows.  SOHC stuff is not anything close to what he normally does and he would have been better off not taking the job, but I for whatever reason he did.  I'd give him a A for effort, but he went down a Rabbit hole. Certainly did not do himself or the customer any favors. Hopefully the owner gets it sorted out by someone who knows how to make a 427 SOHC work.  Sometimes you are best to stick with what you know and do best.

2
FE Technical Forum / Re: Thoughts on FE block?
« on: August 03, 2023, 10:10:10 PM »
Certainly want to check it out to find out what it is, but I doubt it is a 428 block.  A lot of guys believed all those blocks with the external ribs were 428 service blocks which is not true.  I have a DIF block just like the one the OP describes with a similar date code and std webbing. It is just a 360/390 block.  As for how it may be .030" over 428.  It likely started life with a 390 bore and at some point someone thought it was a 428 block and bored it out and ran it. Your builder gets it, is 428 std size and likely honestly believed it was a 428 service block not being an FE expert, rebuilds it, and bores it .030" over as part of the rebuild.  Would not be the first time.  Although I'd never recommend boring a 390 block out to 428 size, it has been done and a few did survive. 

Before using it I'd find out what it is, and I'd sonic check in any case. 

3
FE Technical Forum / Re: Great interview with Ed Pink on the SOHC
« on: July 17, 2023, 09:14:36 PM »
Has been years, but someplace around here I have several articles from 1963 on the SOHC.  From what I recall Nascar would not homologate the SOHC because Ford had not made enough of them and Bill France did not believe them when they had him come down to see the SOHC engines rolling off the assembly line.  This is the same reason the Chrysler Hemi was banned too. In Chrysler's case after sitting out a year they came out with the street Hemi. Now I do recall in one of the articles it citing that roller rockers were not legal and that would be a problem for the Cammer.  So there may very well have been something. Reality is what is allowed or not in Nascar has always been a bit political.  At one point Ford was allowed to run the tunnelport head, but they never came on a production car. You could buy them over the counter, but that was quite a  stretch.  Nascar let them do it because at the time Ford would not have been competitive without them.   

Although Ed Pink was talking about the all aluminum SOHC he was building, I took his 800 lb. comment to be he was talking about the original and whether 735 lbs or 800 lbs it was not a light engine. Seems to me he just talking like someone who been building them for 60 years and not thinking about that some don't have a clue about these engines.

Really to me some of the comments in this thread, although I am sure not intended to be, are disrespectful to Ed Pink. Every single one of these guys including Earl Wade have their own take on things from back then and some of it may sound questionable, but then again if you have a chance to talk to one of these guys there usually is more detail that they will give that will clear up any confusion.  I think it was great that Ed Pink shared his experience and knowledge. He has probably forgotten more about 427 SOHC engines them most know about them.  Is a shame the interview was conducted like someone came over to talk to their buddy instead of keeping it focused. I'd say without Ed Pink the 427 SOHC would have not have been as successful back in the 60's. Is a shame Ford never made a stronger block back then.   

4
FE Technical Forum / Re: Carb Cheater
« on: July 08, 2023, 09:46:37 PM »
The video does not explain the system, but all the information is there.  Basically is a MAP sensor to determine load, a connection to the distributor for RPM, a connection to the coil hot wire to know when the ignition is on, and what looks like a GM IAC (idle bypass valve) to add extra air in under the carburetor.  This can only lean a richer mixture and is limited to trimming idle and cruise.  He makes clear this is just to help keep the A/F ratio on target.  If your carb is way out it probably won't be able to trim it to the target AFR and if the carb is lean it won't help at all. 

One thing that not sure about is if you can set different target AFR for different loads and RPM's. It looks like it just trims to whatever target AFR you set.  I will say for the price the fact that it has a wide band O2, data logging, and a easy phone app interface is worth it to use just as a tuning tool.  The ignition kill feature is nice too.  Is a neat little product. 

5
FE Technical Forum / Re: Wanting to install OE cross bolt caps
« on: June 29, 2023, 10:20:27 PM »
Ford did a lot of mix and matching of different core parts. Just understand this is most likely just a 390 block other than the main webbing.  Before putting money into that block I'd get it sonic checked and magged.  A pressure test is a good idea too. The cross bolt caps can be fit to pretty much all blocks.  Having the 427 webbing of course makes for a nice factory install of course.

As for the caps, sometimes they are close, sometimes can be off a lot.  When test fitting them try 2 & 4 in both and all can be tried forward and reversed to find the best match up.  After finding the best fit up just stamp them for position and orientation. 

6
FE Technical Forum / Re: 406 Build from He//
« on: March 05, 2023, 11:43:38 AM »
So things are not adding up right here.  That cam is Comps 270S which is 224/224 @ .050 and with a 1.76 rocker ratio has a gross valve lift of .551", so after lash  you should have a net lift of .529".  Your piston has a CH of 1.755 which with a standard length rod should be used with a 3.78" stroke crank which would be stock for a 406.  That piston should have plenty of valve clearance with that cam.

Now here is what is not adding up.  You say the crank is a !U which is a 428 crank with a 3.98" stroke.  Unless your rod is .100" shorter than stock you would need to take .100" off the top of that piston, otherwise it would be sticking out of the block a good bit!  If they cut .100" off the piston and did not re-cut the valve notches I can see a possible problem.  Now if that is what was done first find a new shop.  As to fixing it you could cut the valve reliefs deeper.  A shop can flycut them in a mill or Isky sells a tool that you use with your cylinder head and you can cut them without removing the pistons from the block.

Just one thing you will need to find out how much can be cut from that piston. If the pistons are out you can measure the crown thickness.  If not I'd call Diamond and ask them.  Hope this helps.

7
Private Classifieds / Re: Clearing the decks
« on: November 29, 2022, 08:13:51 PM »
Hi,

I am interested in the oil pan and pick up.  Sent you a PM.  Thank you, Steve

8
FE Technical Forum / Re: Bottom End Capabilities
« on: April 24, 2022, 04:05:46 PM »
 :)

9
FE Technical Forum / Re: Distributor gear wear
« on: April 24, 2022, 03:49:43 PM »
 :)

10
FE Technical Forum / Re: Dumb Question BBM block
« on: October 20, 2021, 11:36:03 PM »
 :)


11
FE Technical Forum / Re: Dumb Question BBM block
« on: October 20, 2021, 11:27:04 PM »
 :)

12
Hi Alan sent another PM. Hopefully it goes thru. If not let me know and I can post my phone # here.  Thanks, Steve

13
PM sent on the unused set of Dove HD rockers.  Thx. Steve

14
BTW to the OP, read this before setup

Each Holley Dualsync has it's different setup requirements.  I am not sure how it will work if you just choose "DualSync" from the drop down, but Holley told me not to in a most recent Terminator X arm wrestle on the dyno

See here
https://documents.holley.com/199r11491r8.pdf

Ross do you know if the OP can use the dual sync to trigger a msd 6 box or similar? I know it is a hall effect output so I'd think it would work.

Of course he would have locked out timing, but since he is just trying keep the initial start up simple think that be his easiest solution since the dual sync already has a steel gear, plus it then would avoid any possible wear in issues.

15
When I think of all the places we use gears (trannies, differentials, timing gears, etc) and expect them to last indefinitely, it's puzzling why some folks just accept cam gears and dizzy gears are too difficult to match for longevity.  To me it's one of those details consumers should require in a product...gears must be compatible and should last longer than an oil change interval. 

When I suspect two components are not compatible, I look for components that are. 

Not trying to be argumentative here, I'm just puzzled.

Race parts tend have different requirement. Guys running a solid roller on the street is kinda a misapplication. Solid roller lifters are not a 100k deal. Other issue is the aftermarket is full of questionable stuff. A lot of it is not of the quality level that OEM stuff is. For most a hyd roller from a trusted source and gear good to go.  For the rest is just racing as they say ...

Devil is in the details!

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