Show Posts

This section allows you to view all posts made by this member. Note that you can only see posts made in areas you currently have access to.


Messages - RJP

Pages: 1 2 [3] 4 5 ... 27
31
FE Technical Forum / Re: Oil restrictors
« on: December 23, 2020, 02:57:45 PM »
Thanks guys! This is all factory 427 LR with exception of pushrods, but they are not oilers.
Brent I was thinking along the same lines on a blockage. I did shine a light back in the drain but should've tried to push a wire through while I had the covers off.
The topend has to come apart anyhow to change over to a 2x4 setup but trying to decide whether I need to tear into the bottom to change the pump or the spring.
Ross that is a good thought on the oil as it has 10w30 VR1, so maybe try the switch 20w50?
While you have the heads off get into the oil returns with a die grinder and open up the area at and around the head bolt. I've found that this area of the drains is restricted at the bolt shank. A little work with a carbide burr will do wonders to help the heads drain.

32
FE Technical Forum / Re: Oil restrictors
« on: December 23, 2020, 02:45:46 PM »
I've run as small as .043" restrictors. These are screw-in plugs I drilled, not the drop-in where some oil is able to go around the restrictor. I installed them in my 66 Galaxie 428 and drove about 400 miles to L.A. When I got to where I was going there was a lifter ticking. Found it burned up the #1 exhaust [adjustable] rocker ball and push rod cup. I guess I went too small. ::) When I got home I redrilled to .062"... end of problems.

33
Member Projects / Re: '58 Edsel 361 Build
« on: December 21, 2020, 02:40:57 PM »
All good info here. In the past I have opened up all the oil passages on std. FE blocks only to learn that this weakens them at a vulnerable section of the block. I don't anymore. I only do as Brent has stated a minimal "touch up" at the bearing saddle with minimum material removed. In the past I also have taken queues from the FT truck oiling systems that use the breadbox 11-12 qt. pans, higher volume pumps, solid lower main bearings inserts, aligned bearing saddle holes and have larger passages to supply a larger volume of oil to the crank to aid in cooling the steel FT crank, rods & bearings. These are the 330" 359" 391" medium and heavy duty gas engines that are designed to run at a governed 42-4400 rpms at WOT for hours on end using the cheapest gas available. The system must work pretty good as these engines usually last for 250-300K miles between rebuilds....Oh, yeah, the 10lb 4 ring pistons don't hurt long life much either. 

34
FE Technical Forum / Re: Coil Mount Location
« on: December 20, 2020, 12:57:28 PM »
This is just my opinion but I always mount oil filled coils such as the FoMoCo 'yellow top' coil in a tilted or a laid down position to assure the internal primary wires are submerged in oil to prevent over heating and burn out. Not all wet coils are filled to the brim and have an air gap. Epoxy potted coils can mount in any position.

35
FE Technical Forum / Re: Crites headers
« on: December 19, 2020, 02:19:11 PM »
Doug, I wasn't sure if you knew your way around a C6. It appears you do so there is not much more I can add.

36
FE Technical Forum / Re: Crites headers
« on: December 17, 2020, 01:42:37 PM »
Well I guess santa has been busy my headers arrived this week three months after my initial contact with Crites .I found what was in  my  transmission pan it was a piece of cast iron about the size of a pencil lead .Come to find the beveled forward clutch pressure plate had cracked .Lots of work to do now those headers never really fit lot of beating and banging in my future at least I have a good selection of hammers ! Merry Christmas Doug :)
While you are into the forward clutch replace the Belville spring. That is the spring that works against the pressure plate. Also while you are in there check your clutch clearances, if there is too much clearance the spring will fatigue and crack. Aim for the low to middle clearance spec. 

37
Member Projects / Re: '58 Edsel 361 Build
« on: December 14, 2020, 12:44:35 PM »
Frank, What is the date code and casting location of that block you have pictured? Just curious when they stopped casting the freeze plug bosses in the front and back of the block. Also didn't some very early heads had freeze plugs in the front and rear of the head? The 2 or 3 sets of machined combustion chamber heads I have do not have these freeze plugs.

38
Member Projects / Re: '58 Edsel 361 Build
« on: December 12, 2020, 07:07:16 PM »
Thanks for the tips guy's.

RJP, how much did the timing change on the machined heads?

Brent, I wish there was a way to clean the water jackets, here locally. I do know the process you speak of, isn't available, in my area. Regarding the cam bolt, as a machinist, my idea is to drill the bolt, relieve the threads, in the passage area and then cross drill to the hole in the center. Kinda like the cam bearings journals are done.

Another question I have is, is there any reason to not restrict the oil to the heads at the block, below the heads? I can't think of one.
Frank, It has been so long since I had that combo running, so going by a very distant memory here as it was mid 80s when I ran those heads. All I remember the timing was more sensitive to changes, not near as bad as the D2VE open chamber head used on the 'one year only' 72 460. Those heads were horrible and much worse than the machined chamber FE head. The FEs has a very small quench pad that does create some turbulence unlike the D2 460 heads which are a totally open chamber, no quench at all and no turbulence.  Perhaps using a steel shim head gasket and a zero deck piston might provide the needed turbulence to suppress detonation and have a bit more leeway with total timing. Regarding your 'restrict oil to the head' question. I have always use a restrictor under the rocker stand only so that in the very rare event it should get stopped up with ?? you don't need to pull the head to clean the debris. The restrictors are instrumental in helping the head drains not get overloaded as some heads are very restricted in the drain area surrounding the head bolt. I now make grinding more "relief" in the head bolt/drain intersection as "S.O.P." when ever the heads are off an engine. 

39
FE Technical Forum / Re: The 352's C6AE-R heads were flowed today....
« on: December 11, 2020, 07:21:38 PM »
As do I... Thank you. It is greatly appreciated.

40
Member Projects / Re: '58 Edsel 361 Build
« on: December 11, 2020, 02:37:05 PM »
I'm not a big fan of the early machined combustion chamber heads simply because there is very little quench area as it is cut away in the machining process. Personally I think there are better iron heads out there. With that said I did run a set on a 427 3 x 2 Holley set up on a centeroiler in my 61 Starliner. Did they work? Yes, they worked ok but IIRC they were timing sensitive, more-so than a head with a cast chamber and a bigger quench pad. Now I don't know if it were the very small quench pad or the difference in a cast or a machined chamber. Would I use a set? Yes, if thats all I had to work with.

41
FE Technical Forum / Re: The 352's C6AE-R heads were flowed today....
« on: December 11, 2020, 02:08:31 PM »
I did not take a lot of material out of the combustion chambers because I wanted to keep the compression close for Brent.  Those heads have been milled a lot, and I tried to keep from having to mill them any more to retain a specific compression ratio.  I have seen race engines locally with iron heads that did not benefit from polishing the combustion chambers, and actually ran better with a rough chamber.  As to the smaller valve stems, when I flowed the same heads with 11/32" straight stems, pro flow stems, 5/16" stems, there was only ~3-4 cfm difference and that at higher lift points.  It is almost immeasurable if you don't complete this the same day under same circumstances.  I have found different valve angles and seat angles will skew the flow more than valve stem sizes.  On Brent's heads, I cut the intake valve guides down ~.050" into the iron, and tapered the guides to help take turbulence out of the port.  It seemed to help a little at higher lifts, was quieter on the bench,  and kept increasing flow as the lift went higher. The throat diameters are still a tad smaller than the 88-89% some folks want in a valve job.  I was able to get 5 angles on these seats, but the 15* top cut blended out with the combustion chamber work.   A set of larger valves and a good 5-7 angle valve job and these heads should flow ~300 cfm.  Joe-JDC   
What angles do you use to make up a 6-7 angle seat/throat? I've used a 5 angle for years using the typical 75-60-45-30-15 deg seat. Thanks for any help you can provide.

42
Private Classifieds / Re: Crane Fireball 294 solid cam
« on: December 07, 2020, 08:25:39 PM »
That is entirely possible as the C3-AA thrust plate cam [306* dur] may have been used in the late 62-early 63 406 drag race engine. That engine was suppose to be a 12 to 1 c/r - 2 x 4 on a "over-under" L/R manifold using the 540/550 cfm Holleys. [FoMoCo carb suffix "C"] Was built for, as I understand the story, the 6 lightweight 62 Galaxies built for drag racing.  I could be wrong as I was only 12 y/o when those were built. FYI: The C3AZ-AA cam has 306* duration, .500" lift, 78* overlap. Timing: IO 40 btdc, IC 86* abdc, EO 88* bbdc, EC 38* atdc. [Info from the Muscle Parts Staged Performance book.]

43
Private Classifieds / Re: Crane Fireball 294 solid cam
« on: December 07, 2020, 02:53:54 PM »
I ordered a Holman Moody AA cam..  I have an original 61 390 375 cam I am getting measured.. If I had a real 352 360 cam i would measure that too and compare
What is the id code on the 390HP cam?We always assumed the 60-61 used the same cam because we had never found reference to a C1AE numbered solid lifter cam,but that doesn't mean there wasn't one.
The 60 and 61 cams were the same according to the Ford Performance Handbook by Ray Brock. [1962] In 1962 for the 406 another cam was issued with same lift/duration but a minor timing change. Quote: "The camshaft used for the 60 HP 352 was p/n C0AE 6250 B. This camshaft was also used in the 61 HP 390 and with a very slight timing change which required a new part number is used in the 62 406 engine. The new part number is C2AZ 6250 A and this cam also supersedes the C0AE cam mention.

44
Non-FE Discussion Forum / Re: Home built sheet metal brake
« on: December 04, 2020, 01:53:54 PM »
Nice job, Alan. Cheated the tool companies again! I love the fact that is was only $35 in materials and very functional.

45
FE Technical Forum / Re: 428 Block Strength
« on: November 30, 2020, 02:16:17 PM »
No one has mention alloys to strengthen block castings. ...

You can split an anvil in half if you get it into a harmonic resonance.  Various alloys address different engineering goals.  Sure you add strength with CGI, but they do that to reduce weight and size for an application that can't be done with light alloys. Diesel engine blocks are an example here.
Isn't that what I said? "...will allow material to be removed from low stress areas." Diesel engines normally use a alloyed iron for strength not usually needed in gasoline engine. Commonly known as "diesel grade iron" that has about 30-40% higher tensile strength than that of iron used in gas engines but does not have quite the strength of CGI.

Pages: 1 2 [3] 4 5 ... 27