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Topics - 410bruce

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FE Technical Forum / Okay, So What's the Minimum Cylinder Wall Thickness Again?

« on: February 28, 2021, 08:37:53 PM »

Is it 0.125? If it is, I have no blocks I can use.
I'm scrapping two 390 blocks, the 352 I was interested in is at .030 and measured a 0.108 and will need to be bored, the .030 5.0 I thought was good is at 0.110 and will still need to be bored, the other 302 I have is at .040 but I'm getting .120s-.140s on the thrust sides but measly .080s between the cylinders. And, it needs a bore.
Man, it's looking like I'll be going back to a 460 for my torque and "efficiency" engine. lol. I definitely have usable blocks and cranks for them.
I know I could find another standard bore block somewhere but remember, I'm trying to use what I have. Unfortunately, that doesn't seem to be working out so well.

.

FE Technical Forum / Fuel Economy 352 390

« on: February 27, 2021, 09:55:13 PM »

Just curious, what are you guys with warmed up 390s or 352s getting for fuel mileage? Warmed up meaning a basic strong street runner--4v, mild camshaft, headers etc.
Is there a big difference between 390 and 352 mileage, all else being equal?

Non-FE Discussion Forum / SBF 302--Torque, Throttle Response, Efficiency--Possible?

« on: February 19, 2021, 09:22:59 AM »

Okay guys, another "theoretical" engine build query.
In the spirit of using stuff taking up space in the garage, could a strong running 5.0 roller engine be made to achieve these three goals?
Parts I have: 5.0 roller block, .030 over, looks like it would clean up easily at .040, new .040 Sealed Power hyper pistons and rings, crank that looks like it would polish up fine, stock rods, set of nice D0OE 351W heads. I know the heads will need to come apart for a valve job, seals, (hardened seats?) etc. and install the correct spring package for whatever cam is used.
Will be using an aftermarket throttle body EFI system, possibly the Summit Racing unit.
Do not have a camshaft, intake or headers/exhaust system.

This "theoretical" engine would be going in my '89 F-150. I have come to the conclusion that I need at least one vehicle that would get some semblance of fuel economy.
The current transmission is a small block C6 but I would at some point like to swap in an AOD.

I would really like to achieve the three listed goals but hopefully not be boring to drive.

I will add, those AFR Enforcer 185 as cast heads look like a screaming deal.

As always, thanks for any input.

FE Technical Forum / 390 Head Comparison

« on: January 27, 2021, 08:18:09 AM »

I'm sure most of you guys have probably seen this. His terminology is off in describing the heads but what's your take on this guys conclusions?

https://www.youtube.com/watch?v=I52N5Gq1q74&t=1s

FE Technical Forum / TFS or Cobra Jet Heads

« on: January 24, 2021, 09:51:24 AM »

Okay, right off the bat from strictly a performance standpoint, the TFS wins hands down. I know that.

However, in my particular case, I already have the heads and CJ intake manifold. The intake is in nice shape, just needs a good cleaning and some paint. The heads on the other hand, are in bad shape. One has been dropped and has cracks needing repair on one end at the valve cover mating surface, nowhere near the ports, valves or chambers. The other head was damaged at about the same point and has already been repaired.
I'm sure they'll need guides and hardened exhaust seats. Will need to buy valves, springs, retainers and keepers.
The part numbers on both heads are illegible on one and nearly so on the other. They are worth zero to anyone looking for restoration parts.
If I can get them repaired and ready to go for a grand or so, I think it would be worth it. Maybe even send them out to Joe Crane (if he would even be interested) for some port clean up.

The engine is a 434 inch 428 pump gas street engine with Auto Tec pistons from Brent designed with the TFS heads in mind for a compression ratio of 10-10.5:1 if I remember correctly.
It's going in my '67 Cougar with a Toploader 4-speed.
I'd really like 500 horsepower, which according to Brent is no problem with the TFS heads and Performer RPM intake along with the pretty mild custom cam I already have from him.
I realize I'll not get that with the factory iron stuff but I'd sure like to get as close as possible with it.

The reason I'm throwing this out there is, I already have the CJ parts and would not have to spend the extra cash (maybe between 2500-3000?) for the TFS heads, Performer RPM and rocker stands/assembly for the heads.
If I don't use the Cobra Jet stuff on this build, they'll probably never get used. And, as someone mentioned on my other thread, I could always swap heads and intake later.

Given the factoids presented above, if you were in my position, what would you do?

As always, thank you for any input and/or advise, guys.

Non-FE Discussion Forum / Cleveland or 428?

« on: January 18, 2021, 08:59:16 AM »

Alright guys, I've gotten myself into a mental predicament once again.

Should I go with a 408 Cleveland with factory 4V heads or a TFS headed 428 for my '67 Cougar?
I do this all the time with projects--change my mind on what I want to do.

The 428 is partly done. I have everything to complete the short block. Will need to purchase heads and intake (again, as I sold the TFS and Performer RPM I previously had purchased from Brent,) the compatible rocker stands and rocker assemblies and pushrods. Have a manual transmission flywheel, bell housing and Hooker 6114 headers already. Still need the correct motor mounts.

The Cleveland stuff I will have to purchase from a local guy--a grand for a complete short block and complete 4V closed chamber heads, or $750 for a bare block and the heads.
Will purchase the 408 kit from Brent. Will possibly need to machine the heads for screw-in studs and guide plates--unless a hydraulic flat tappet cam could be utilized with the stock bolt-down rockers--and of course will need new stainless valves and the correct springs and retainers for whatever cam is selected.
Can use all the installation components already in the car--motor mounts, bell housing etc. Will need to purchase a flywheel and headers.

I'm also still wanting to do an engine swap in my '89 F-150 2wd short bed and what the 428 was originally purchased for.
I could install the 428 using factory iron heads and CJ intake I already have and have a torquie, fun driver. Would have to change the transmission, motor mounts etc. but I do have headers that would probably work.

Or...install the Cleveland at stock cubic inch and still have a fun driver. Won't have to change the transmission. Had a 351 4V CJ motor in my old '79 F-100 2wd short bed years ago and it was fun.

Which engine would you put in which rig? The FE would be period correct for the Cougar but of course, neither would be for the truck. I like the idea of the Cleveland in the Cougar because of the ease of maintenance but like the FE because it's correct for the era.

I can either buy the heads for the 428 or the stroker kit for the Cleveland, I can't do both.

Thanks guys.

FE Technical Forum / Aftermarket Heads Question

« on: January 15, 2021, 01:27:25 PM »

Is there any aftermarket aluminum heads close to the caliber of the TFS offerings that bolt on without any monkeying around with valve train geometry, header fitment etc.? Are the Edelbrocks the closest ones available?

Thanks.

Private Classifieds / No longer for sale.

« on: January 11, 2021, 08:33:44 AM »

Enough to build a nice short block. Link to my CL ad. Hope this is okay.

https://humboldt.craigslist.org/pts/d/cutten-ford-fe-428-block-crank-and-new/7259828339.html

Located in Eureka, CA.

Non-FE Discussion Forum / 351 Cleveland Stroker Build

« on: January 06, 2021, 11:14:56 AM »

Starting new from the 400 horsepower 5.0 thread.

In this thread I will document the gathering of parts and assembly of a 408 stroker 351C. This engine is destined for my 1967 Cougar. It will have a Toploader 4-speed behind it.
This will be a pump gas friendly street engine but I would like it to be a fairly rowdy street engine.

Okay, so here we go.

Took my bare closed chamber 4V heads to my machinest and glass beaded them, then he magged them, which they passed with flying colors.
One of the heads has considerable rust pitting in the seats so will definitely need seats installed. Will do up both heads exactly the same. That same head has bad pitting on the deck surface as well. The other one has been repaired between two adjoining chambers with brass I believe. Very nice job but a few pits my machinest is concerned about. We'll see how it goes.

Bought the block from him as well. We need to dig it out of his "cylinder block shed" and have a close look at it. Will need to determine at what bore it will clean up. Once that's done, I plan to purchase the stroker kit from Brent.

Now, on cylinder heads. I've always heard the closed chamber heads were the ones to have, not only because of easy increases of compression but also they don't ping like the open chamber heads do. Is it true the open chamber heads are detonation prone? Or is that largely an overblown deal? Is there any advantage the open chambers have over the closed?

Non-FE Discussion Forum / 400 Horsepower Pump Gas 5.0 Engine?

« on: January 02, 2021, 01:49:50 PM »

Hello again, gentleman! Have any of you dabbled with the 5.0 engine? If so, is it really as easy as adding a set of AFR 185s or TFS 11Rs, a bit of compression and a decent camshaft to make 400 or more horsepower? I'm talking about a carbureted engine here, not EFI.

The reason I ask is, I'm thinking of building one for my '67 Cougar rather than going with the 428. It would be way lighter, handle better, way easier to work on and the biggest thing, I wouldn't have to change a thing--it's a virtual bolt in.

As always, thank you for any input.

FE Technical Forum / Porting Short Port Cylinder Heads?

« on: January 01, 2021, 11:09:45 AM »

Hey Guys! Happy new year.
Just curious if any of you have spent any time porting the short intake port heads. I understand they make good low RPM torque and throttle response and was wondering if one could capitalize on those attributes with port work and adding CJ sized valves.
I'd be happy to be a Guinea pig and send you a set to do up, if it wasn't outrageously expensive or you feel it would be a complete waste of time.

Non-FE Discussion Forum / 1993 5.0 Smog Legal Truck Engine Build Advice Needed

« on: November 16, 2020, 07:01:59 AM »

Hey guys! Recently picked up a '93 F-150 4x4 that needs an engine. The previous owner lost an oil pump and it started knocking so he parked it.
My question to you guys is, what can I do to this engine to get the most torque and horsepower without messing up smog legality? This thing has to pass smog here in California.
Since it's obviously going to need internal parts, would a 347 stroker kit work with the factory EFI?

This truck will be a daily driver so I don't want to get crazy with spending a bunch on it, just want a little more oomph than what a stock 5.0 puts out.
Won't be the end of the world though if I have to build it to factory specs. In the end, reliability and smog legality are the most important factors.

Thanks.

Non-FE Discussion Forum / Cleveland Powered Chevy

« on: September 18, 2020, 07:57:06 AM »

Here's something you don't see every day.

https://www.facebook.com/marketplace/item/332977814531399/

FE Technical Forum / Tom Kristensens '59 T-Bird

« on: September 15, 2020, 08:02:53 PM »

It says 350 HP on the hood. Do you guys think he's actually running the 350 horse 430 Lincoln MEL engine in this car?
Sorry if I posted this in the wrong area but the base engine is a 352, so technically still related to the FE.

https://www.youtube.com/watch?v=Ser-fqlT22M&list=TLPQMTYwOTIwMjAwq7F9DUZ0sw&index=3

FE Technical Forum / 8" Rear Behind 428 on the Street--Will it Live?

« on: September 13, 2020, 08:38:27 AM »

Relatively light '67 Cougar, street tires, 4-speed.
Will the stock 8" rear live or should I be looking for a 9"?

I realize how it's driven will dictate the outcome but outside of 5000 RPM clutch drops, I would think it would last--even with a little abuse thrown at it. Am I wrong?