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Messages - chilly460

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31
FE Technical Forum / Re: BBM head info
« on: August 16, 2021, 11:39:14 PM »
I'm really far down the tail of the bell curve of everyone else who posts here, but I'd like to know if a 406, currently with out-of-the-box Edelbrock heads, would benefit from a different set of heads? Especially if the goal was (!!horrors!!) pump gas (87 octane, 15% ethanol), power brakes, hydraulic cam with FPA headers. I know, how did I get in the door!?

Meanwhile, this post got buried...

Any opinions?

Yes, you’ll pick up power if going to a set of say BBMs or TFS.  That said, you can get your Edelbrocks ported and a decent valve job and likely pick up as well for less $$.   I did pick up 40rwhp switching from pocket ported Edelbrocks to BBMs (swapped small roller at the time but it had the same duration as the flat tappet that was in it).  Car picked up 10mph in the 1/4

32
FE Technical Forum / Re: Pick my camshaft.
« on: August 13, 2021, 08:48:53 AM »
What rear gear are you running?  I'm assuming this is a 4spd with a 2.3x first gear ratio, like a T10 or close ratio Toploader?

33
FE Technical Forum / Re: Ramp on TFS heads
« on: August 13, 2021, 08:47:23 AM »
Jay, that was my thought as well, it's for swirl.  The TFS have a lot going on that's unfamiliar to me, the vane in the floor being most prominent but the floor is also slanted quite heavily, and then the ramp on the roof as mentioned. 

The easy first question is if this ramp somehow helps with lower lift flow/atomization but is part of the reason they start getting noisy at .600" as several guys have reported?  As the assumption is these heads were aimed squarely at the hydraulic roller street guys, it jives that they'd maximize them up to .600".  I did my best to check the minimum CSA and came up with 2.56sqin, which according to the calculators, jives well with a 6000rpm 445-462 deal, or a 7000rpm 390....which is also .600" and below cam territory.   The throat came in a 90% of the 2.19" valve, which I understand is fairly standard, with "race" stuff pushing a bit higher with steeper seat angles for high lift. 

34
FE Technical Forum / Re: Ramp on TFS heads
« on: August 12, 2021, 10:18:53 PM »
Sorry posting from my phone and trying to figure out how to shrink the pic

35
FE Technical Forum / Ramp on TFS heads
« on: August 12, 2021, 10:14:41 PM »
Just fiddling around with my TFS heads as it’s too hot to do real work.  Measuring out the heads to find minimum CSA and the throat size and %. 

Anyway, noticed this pretty pronounced ramp on the short side of the roof just as it’s turning into the bowl.  I’m no expert but I don’t think anyone would normally think a lump in the roof is normally a good thing.  Any theories on this?  Could it be just to shrink the port s bit and they found this was the least impactful location? 

Again, I don’t know much, only other thing I could find in a quick look was some pretty sharp edges on the short turn, almost like the cutters came in from each end of the port and met in the middle and put a little peak on the short turn.  My AFR 205s had this and knocking it down picked up 10cfm as that’s usually a pretty high velocity area. 

36
FE Technical Forum / Re: BBM head info
« on: August 11, 2021, 07:08:28 AM »
At this point I'd ask that guys don't jump in here to get personal with either of the builders so that we can keep the thread alive and retain the good info, and not have it pissed away and force Jay to moderate. 

If you have something to get off your chest, a PM would be the better channel. 

I imagine the logistics would be too tough to make it feasible, but I know I would be happy to chip in with money/driving/parts to see an engine get sent around to a few different dynos so we could baseline and finally put some real data to it.   I'm serious on that, I'm driving from VA to Montana in Sept, and VA to Idaho in November so practically covering the US....I'd be happy to pick up/drop off, deliver parts, etc. 

I have TFS heads, several roller cams ranging from 235 to 252*, 428 block, 428 crank....can chip in whatever on a dyno mule. 

37
I think as car guys, we all have heard the horror stories of dealing with various shops.  Sounds like they just plain and simple just don't have their shit together, the info you shared should have been in a file which they clearly didn't do, and chaos ensues. 

My body/paint guy and my engine guy both retired this year so I'm in a tough spot trying to find good/reliable/quality/somewhat budget conscious shops and know I'll hit some bumps in the road getting new places lined up as my experience is very few small business owners are good at the administrative end of things. 

38
FE Technical Forum / Re: Restricting oil to hydraulic lifters?
« on: August 09, 2021, 09:51:06 AM »
Thanks, will do. 

39
FE Technical Forum / Restricting oil to hydraulic lifters?
« on: August 09, 2021, 09:19:38 AM »
I'm working on an old circle track 352 that has restrictors fitted in the lifter galley because it was running solids. I'm switching to a hydraulic roller, should I fully remove the restrictors or is there a certain size I can open the restrictor to that'll work with hydraulics?

40
Non-FE Discussion Forum / Re: Checking main bearings procedure question
« on: August 06, 2021, 01:13:16 PM »
Thanks for the link, I didn't know they existed.  Man, they are proud of them!

41
Non-FE Discussion Forum / Re: Checking main bearings procedure question
« on: August 06, 2021, 12:03:10 PM »
You can check one at a time.  The long bore mics are for guys who do machine work and have the blocks on a line hone machine.

Thanks. It was a pain in the butt trying not to drag the knurled lock screw across the bearings. 

42
Non-FE Discussion Forum / Checking main bearings procedure question
« on: August 06, 2021, 09:03:55 AM »
Using a bore gauge to check bearing clearances, I have a standard Mitutoyo bore gauge (about a foot long), not the longer Sunnen types where you can check #5 main but the gauge is still outside the block. 

I've already done the checks, but for future reference, do you guys torque down all the mains and just struggle feeding the bore gauge through the mains to take readings on #5/#4, or do you just torque up #5, check it...then install #4 and work forward so that you're not fighting the gauge through the main bores?   I did them all at once figuring I wanted it torqued as it would be assembled and flexing the block accordingly, but curious if it's OK doing it the other way. 


43
FE Technical Forum / Re: BBM head info
« on: August 06, 2021, 07:38:58 AM »
Thank you for the info, Blair, and for going into some specifics on the TFS. 

44
Well ported CJs for a 385 series approach 400cfm, but I'm wondering if there's a factory intake that wouldn't hinder the combo, seems the factory SCJ deal would be way too small to feed it. 

45
FE Technical Forum / Re: BBM head info
« on: August 05, 2021, 11:33:50 AM »
Hmm, did dig up an A-B comparison of TFS vs BBM CNC on the same bench.  As the title states, results are surprising.  The numbers don't seem to jive with other published numbers, but heads done on same bench are definitely the best comparison. 

https://www.fordfe.com/bbm-cnc-vs-trick-flow-out-of-the-box-surprising-t162336.html

Also, I hear "flow isn't everything" parroted quite a bit.  I agree.  But if both are similarly prepped with proper valve and throat size, and valve job, and both are modern chambers with good quench....is the smaller cross section with better average flow not the preferred head for a majority of builds (not talking about an 8000rpm 510ci all out drag build)? 

With those elements all known, are they talking about airspeed being too high in the small head where it's going to be turbulent on an actual running engine?  Could it be a low floor/short turn showing good flow but causing fuel shear or turbulence on a running engine?   


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