I had an order of billet aluminum plates made to cover the oil pump flange on the block for dry sump/external wet sump pump setups.  Nobody makes one for a Ford that I could find, so I had some made. 

$10 each, should be here next week. 

Trying to catch up on some builds from the last few years that I haven't posted here....


Performance Summary:
      Cubic Inches:  433        Dyno brand:  Stuska
      Power Adder:                    Where dynoed:  Dale Meers Racing Engines, Buffalo, KY
      Peak Horsepower:  451 @ 5400
      Peak Torque:  501 @ 3200


Engine Specifications:
   Block brand, material, finished bore size, other notes:  Factory C6ME-A, 4.160"
     
   Crankshaft brand, cast or forged, stroke, journal size:  Scat 3.980"
     
   Connecting Rods brand, material, center to center distance, end sizes, bolts:  Molnar Ford FE 6.490"

   Piston brand, material (caster, hypereutectic or forged), dish/dome volume, static CR:  Racetec 4032, 1.670" compression height, flat top, 9.8:1

   Main Bearings, Rod Bearings, Cam Bearings brand and size:  Calico coated Clevite main bearings, Calico coated King rod bearings, Durabond cam bearings

   Piston rings brand, size, other notes:  Total Seal, 1.5/1.5/3mm

   Oil Pump, pickup, and drive:  Melling M57B, Melling pickup

   Oil pan, windage tray, oil filter adapter:  Scott Drake factory replacement pan

   Camshaft brand, type (hyd/solid, flat tappet or roller), lift and duration (adv and @.050"):  Custom Lykins Motorsports hydraulic roller

   Lifters brand, type:  Morel

   Timing chain and timing cover: Cloyes billet timing set and factory timing cover

   Cylinder heads brand, material, port and chamber information:  C6AE-R

   Flow bench used, location:  Not flowed

   Intake valve brand, head size, stem size:  Custom 2.080", 11/32" stem SI stainless
 
   Exhaust valve brand, head size, stem size:  Custom 1.560", 11/32" stem SI stainless
   
   Valve springs brand, part number, specs:  Comp Cams 914

   Retainers and locks brand, part number, specs:  Comp Cams 741, 611

   Rocker arm brand, type (adjustable or non-adj), material, ratio:  Lykins Motorsports non-adjustable roller

   Rocker shafts and stands, brand, material:  POP

   Pushrods brand, type, length:  Trend, custom length 5/16" .080"

   Valve covers, brand, type:   Cobra Lemans

   Distributor brand, advance curve information:  Factory Ford, Pertronix conversion

   Harmonic balancer brand:   Powerbond

   Water pump brand, type (mechanical or electric):   New cast iron replacement

   Intake manifold brand, material, porting information:  Blue Thunder 1x4 MR, not ported

   Carburetor(s) brand, type:  Holley 750

   Exhaust manifolds or headers brand, type:  Dyno headers, 2" tubes



Fun fact, this one was built along side the other "428PI" dyno entry that's further down the dyno result page.  Interesting to see them come so close to each other on horsepower/torque with the same specs. 

Built this one a couple of years ago, never did put it up here.  Nice to see the old flat tappers making some horsepower.

Performance Summary:
      Cubic Inches:   465            Dyno brand:  Stuska
      Power Adder:   N/A            Where dynoed:  Dale Meers Racing Engines
      Peak Horsepower:  676 @ 7200
      Peak Torque:  595

Horsepower and Torque Curves:


Engine Specifications:
   Block brand, material, finished bore size, other notes:  BBM cast iron, 4.310" bore
     
   Crankshaft brand, cast or forged, stroke, journal size:  RPM, 3.980", 2.200"
     
   Connecting Rods brand, material, center to center distance, end sizes, bolts:  Molnar 6.800"

   Piston brand, material (caster, hypereutectic or forged), dish/dome volume, static CR:  Racetec forged, 12.5:1

   Main Bearings, Rod Bearings, Cam Bearings brand and size:

   Piston rings brand, size, other notes:  1.5/1.5/3mm

   Oil Pump, pickup, and drive:  M57HV, Milodon pickup

   Oil pan, windage tray, oil filter adapter:  Milodon, no tray

   Camshaft brand, type (hyd/solid, flat tappet or roller), lift and duration (adv and @.050"): Custom Lykins Motorsports solid flat tappet, nitrided

   Lifters brand, type:  Trend tool steel

   Timing chain and timing cover:  Ford Racing timing set, factory timing cover

   Cylinder heads brand, material, port and chamber information:  Out of the box Trick Flow

  Intake valve brand, head size, stem size:  2.190", 11/32"

   Exhaust valve brand, head size, stem size:  1.625", 11/32"
   
   Valve springs brand, part number, specs:  Manley Nextek

   Retainers and locks brand, part number, specs:  Manley titanium

   Rocker arm brand, type (adjustable or non-adj), material, ratio: T&D street, 1.76

   Rocker shafts and stands, brand, material:

   Pushrods brand, type, length:  Custom Trend

   Valve covers, brand, type:  FE Power

   Distributor brand, advance curve information:  MSD

   Harmonic balancer brand:  Powerbond

   Water pump brand, type (mechanical or electric):  CVR electric, FE Power water pump adapters

   Intake manifold brand, material, porting information:  BBM Tunnel Wedge

   Carburetor(s) brand, type:  Quick Fuel 750 x 2

   Exhaust manifolds or headers brand, type:  Dyno headers

.....a video should be worth much more. 

Check out the interview with Jay about his cylinder heads on my YouTube channel:

https://www.youtube.com/watch?v=4zaN75JTSdw

I've had one sitting on the shelf since my 352 was built.  Never been ran.   All freshly colored by Drew, drilled/tapped for screw in bleeds, etc.  I'll take $500 for it or a reasonable/fair offer.

I'm going to be offering an enclosed cam tunnel "kit" for FE's.  Enclosed cam tunnels have been around for decades and the horsepower gains have been solidly established.  Others in the past have completed "A-B" tests and have seen a difference of about 3%.  A pretty substantial little bump, especially when engines are in the 600-700 hp range. 

If you're like me, I'm not artistically inclined.  I'm not good with metal shaping at all.   So, I'm having these made with the help and ingenuity of a fellow forum member:





The front segment has a Tig welded side to fit around the distributor cutout. 

The tools will come with the kit.  There will be 2 aluminum flanged pieces that fit inside of the cam bearing that will serve as a platform to hold the tunnel segments until the epoxy sets up.  This needs to be collapsible, so there will also be some milled plastic pieces that fit under the aluminum supports.   They can easily be broken down and fished through the cam bearings to remove them. 

Typically guys use JB Weld or Splash Zone epoxy to hold segments like these in place. 

The camshaft and lifters will run submerged in oil.   Instead of draining onto the rotating assembly, the oil will collect in the lifter valley.  This can be evacuated through several different methods, from draining out the front of the block, to being scavenged with a dry sump scavenge point in the lifter valley. 

This has been a long time coming.  If some of you remember, I started this several years ago, starting out with an enclosed tunnel made of bronze, where the bronze acted as the cam bearings themselves.  Finishing the ID became the hard part and since I had planned to market these the entire time, I knew that guys wouldn't want to try and seek out a shop who had a line hone mandrel that would fit.   On top of all of that, I was not 100% convinced that a bronze bearing would last like a conventional cam bearing.  In lieu of my 397ci Tunnel Port dyno mule, which has a $$$ custom billet flat plane crankshaft, aluminum rods, a billet core flat tappet camshaft, etc., I didn't feel like putting it all in jeopardy with a cam bearing material that hadn't been tested.  Sometimes simplicity wins, so this setup just uses a standard cam bearing set and a set of formed/welded sheet metal covers that afix to the block. 

Still looking at some cost analysis, but hope to be advertising these in the next week or so.  Stay tuned, more to come.

Get them while they're hot.  $2480 a pair for the 1.550" hydraulic roller spring.  Plus shipping and taxes where applicable. 

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.