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 ... 23
31
Non-FE Discussion Forum / Re: I gave up on the 1850 Holleys....
« on: September 10, 2020, 01:33:47 PM »
Throttle shafts don't leak fuel on their own. Actual shaft "leakage" is from fuel dripping from the boosters. If you do not see fuel dripping from the boosters from above the leakage is elsewhere. That 'elsewhere' source of leakage externally can be from warpage between the throttle base plate and the main body. Separate the base from the main body and you will see 2 fuel passages from the primary to the secondary idle feed/transfer slot. Surface the main body to assure it is flat as they are almost always high in the attaching side screw areas. Leakage here will look like fuel dripping from the throttle shaft. Another source of leakage is the base plate itself. I've found base plates that had casting fissures that leaked fuel from these transfer passages, a quick pass with a flycutter in the mill cures that problem.   

32
FE Technical Forum / Re: 360 horse 352
« on: September 10, 2020, 12:02:44 PM »
Found it Vicki Wood 150 mph 60 two door post.John Barber ford Belleville michigan on the side of the car.
Post a link please.

33
FE Technical Forum / Re: 360 horse 352
« on: September 09, 2020, 03:39:23 PM »
What was the general nature of the high performance cams ford used back then? Long duration low lift?
Ford cams were mild compared to other factory HP cams. The HP-352/390/406 solid lifter cam [with minor timing changes only] was .479" lift using a .025" lash, 276 deg duration [advertised]  I don't know if they used the typical .004"-.006" lift to determine duration. Actual lobe lift should be .504". I still run an old 406 solid lifter cam [C2AZ 6250-A] in my Q code 66 Galaxie/428. For an antiquated and obviously obsolete cam it still runs pretty good. Valve timing: I/O 24* BTDC - I/C 72* ABDC- E/O 72* BBDC - E/C 24* ATDC, 48* overlap

34
FE Technical Forum / Re: 360 horse 352
« on: September 09, 2020, 02:05:48 PM »
I think some of you who posted and criticized the 360hp/352 are a little harsh on the first high performance FE ever. It is very easy to look back 60+ years, play the "what if" game and lament of what Ford should have done. Very easy to say now, 60+ years later. One poster criticized the 360/352 intake manifold, which, IMO it was not bad considering it was said to be a "layed out" on Don Sullivan's kitchen table and using only Sullivan's knowledge, common sense and the sound of the engine was the only way they had a general idea the manifold worked. No flow benches, no dyno testing because the 4 man team [Sulliven, Frey, John Cowley, a chassis/suspension engineer and Bill Innes from engine/foundry div.] did not rank high enough on the corporate food chain to have access to dyno facilities. In one link posted in this thread showed the 360hp/352 was a close second to the Pontiac which the article indicated the Pontiac was a "ringer" set up by the Royal Pontiac dealership for the 4 car test. Pontiac used the 'Tripower" on a 389 which also had a 37 cubic inch advantage, had an Isky cam and several other "options" the Pontiac had over the Ford. IMO the Ford did remarkably well considering the lack of experience, lack of time involved and lack of manpower that the Pontiac/GM enjoyed over that of the Ford "team".  Also consider that GM went "underground" since June 1957 when the AMA passed a resolution that all car mfgs. would adhere to the "racing ban" and the advertising of horsepower, racing and any other type of speed contest. GM then marketed their high performance parts as "police/emergency vehicle" or "heavy duty". Ford purged any and all parts connected to high performance and racing and got completely out of the high performance market which as a result left GM with a 2 year advantage over Ford.   

35
Private Classifieds / Re: 1 piece valve spring retainers
« on: September 07, 2020, 12:20:57 PM »
Ricky, Try Alexsparts.com...3/8" x 7deg chromemoly, one piece. $44.99/set of 16

36
Non-FE Discussion Forum / Re: 428 versus 460
« on: August 01, 2020, 01:22:02 PM »
Continuing on with the BBC vs 385 argument. When a manufacturer releases something, under their name, that design is generally "owned" by them and many in fact, be owned by them, if they purchase the patent rights.

Like I said, the 1958 slant block (MEL/348) is up for grab's and they used different valve arrangements. But, I don't think the canted valve engine is. GM, came out with it first.

How many of you would give GM a pass, if they came out with a inline valve engine, that had the push rods running through the intake?

Yes, I am familiar with the huge, 4 cylinder, 1912 Peugeot, it ran at Indy and I would say they weren't the first to use it. All kinds of manufacturers have used it and still do, to this day. No other design has bettered it, for all out HP.

Push rods have been around a long time, too and there are many push rod designs. It's how they are package, that makes them unique to the manufacture, such as the nail head Buick, Chrysler hemi and many more. Again, if Ford would have came out with a nail head engine, after the Buick, would it be considered "original" in it's design?

You have to use a little common since, guy's.
How did the "plank head" arraignment get into this conversation? I thought we were discussing the differences between the FE and the 385. But since you brought it up the plank head design is nothing new...Ford didn't design it nor did GM. If you want to split that hair 28 different ways then it can be said that design can be traced back to diesel technology with the combustion chamber in the block, not the head. 1st diesel that come to my mind using this common design is the Detroit Diesel 71 series engine introduced in 1938. There are others but that is the one I'm familiar with.  BTW, That is not to say that GM "owns" this design, they don't.

37
Non-FE Discussion Forum / Re: 428 versus 460
« on: August 01, 2020, 01:03:42 PM »
Continuing on with the BBC vs 385 argument. When a manufacturer releases something, under their name, that design is generally "owned" by them and many in fact, be owned by them, if they purchase the patent rights.

Like I said, the 1958 slant block (MEL/348) is up for grab's and they used different valve arrangements. But, I don't think the canted valve engine is. GM, came out with it first.

How many of you would give GM a pass, if they came out with a inline valve engine, that had the push rods running through the intake?

Yes, I am familiar with the huge, 4 cylinder, 1912 Peugeot, it ran at Indy and I would say they weren't the first to use it. All kinds of manufacturers have used it and still do, to this day. No other design has bettered it, for all out HP.

Push rods have been around a long time, too and there are many push rod designs. It's how they are package, that makes them unique to the manufacture, such as the nail head Buick, Chrysler hemi and many more. Again, if Ford would have came out with a nail head engine, after the Buick, would it be considered "original" in it's design?

You have to use a little common since, guy's.
Although I am not a GM guy I do believe there is a GM engine with the pushrods in the intake manifold. It is a 2.6L or 2.8L V6 used in the 80s small Blazers...I could be wrong but if fact I don't think Ford would be demanding royalties or claiming patent infringements by copying the Tunnelport design.   

38
Non-FE Discussion Forum / Re: 428 versus 460
« on: August 01, 2020, 12:43:13 PM »
My own personal feeling are "who wants a 385 when you can have a FE". Cost has never been much of a issue on this forum. I'd sure rather have a FE 460, in my F350. But, then, I'd also have to change out the front springs, to get the nose back down.

If you really don't want to build a FE, Don't. Why not build a 4 cam modular? They are also cheap.  Who's up for that challenge? $10K will get you a long way there, too (the OP said he was open to that). And at least it's a real Ford design!

For those that say the 385 heads were not copied from the BBC, where were you between 1965, when the BBC came out  and 1968, when the 429 cam out? I suppose you think Ford never looked under a 396 or 427, BBC valve cover? They didn't come out in the same year, like the slant block, MEL and 348 did. If so, I wouldn't say that it was copied.

Excuse me, my horse needs mouth to mouth  ;)
You are entitled to your opinion no matter how wrong you may be... ;) If you want to cite history then you should know the canted valve Chevy came out in early 1963 when the heads were first seen publicly at the Daytona 500 in Feb of 63. This Chevy engine produced lap speeds in the 166 -167 MPH range whereas the early lowriser 427 Fords were only lapping at 161-162. Ford cried fowl as these heads were not available to the general public as per NASCAR rules and after much bickering back and forth Chevy provided a sample of this new engine to NASCAR and Ford... When it was disassembled it was clear this engine could not run as the internal parts were obviously rejects and would have failed within 5 or 10 laps at speed. It was so phony the Chevy orange paint on the engine was still tacky. Chevy developing canted valve heads as something new?...Pure hogwash. It is obvious you have never been into a 385 series BBF as the only thing similar is the valve angles. Port arraignment is totally different, Ford being symmetrical intake ports and BBC is simesed[sp] ports.

39
Non-FE Discussion Forum / Re: 428 versus 460
« on: July 31, 2020, 05:54:08 PM »
So whats the point of all this? ::)

To flog a dead horse to the point of being unrecognizable  ::)

Concede for once, or at least be accommodating that some of us don’t BS.  You read the original poster’s question incorrectly...it’s no big deal

Who's giving odds on this? I want in... 8)
That horse has been flogged unrecognizable 25 years ago....he must be flogging that horse's great great grandson. ::)

40
Non-FE Discussion Forum / Re: 428 versus 460
« on: July 31, 2020, 02:34:42 PM »
So whats the point of all this? ::)

41
Non-FE Discussion Forum / Re: When you can't have iconic.......
« on: July 31, 2020, 12:37:12 PM »
The whole LS swap thing just lacks imagination.  It's bad enough that you see so many in the Fox bodies, starting to really hit F100s as well.  I guess I don't understand, why go through the trouble, just buy a GM if you want a GM engine.

Anyway, yes, trying to make one look like an FE is beyond stupid.  I'm usually a "live and let live" guy, but for some reason this annoys the hell out of me.
X 2...One of the stupidest things ever. Said to make a "modern push rod engine" look like an FE. Heres a thought...Why not just build a FE using modern machining techniques, modern parts and careful assembly and Waaaaa Laaa....A modern 21st century pushrod engine and you've saved the cost of a stupid "dress-up kit" that all it does is putting lipstick on a pig. [With the emphasis on the LS PIG]     

42
Non-FE Discussion Forum / Re: 428 versus 460
« on: July 27, 2020, 11:14:55 AM »
But don't all the gals look prettier at closing time?  ::)
Yep....they are a 2 @ 10 and a 10 @ 2....AM...."Last call for alcohol!"

43
Non-FE Discussion Forum / Re: 428 versus 460
« on: July 26, 2020, 01:55:52 PM »
Shake your head all you want, all your going to do is give yourself a headache...GM/Chevy did not invent the canted valve arraignment. I'm sure if you look hard enough you can find a 2 plane valve arraignment going back to the 20th century teens/early 20s but I'm not going to do your homework for you. This forum is about ALL FE powered cars, trucks, boats, etc [Not just the lightweight ones] but the OP asked about using another FORD engine family that I'd like to think he got the most accurate answer possible. And as I've said in a previous post I am a diehard Ford fan with my main focus on FE's and 385 engines. To me if it is Ford I like it...Chevy...not so much. Its perfectly fine with me if the FE is the only big block for you...I dare say others are a bit more broad minded than you.     

44
Non-FE Discussion Forum / Re: 428 versus 460
« on: July 26, 2020, 12:44:38 PM »
Hi Joe,
What I am talking about, is based on the EMC engines that both Kaase and Blair built for that competition and based on a ~460 CI max size, as that is what the OP is talking about, with his 428.

I believe Blair's almost 600 HP out of a little less than 400 CI, beat all comers, including the BBC heads that Ford copied for the 429/460, 385. Is that correct?

I'm talking with a head porter, right now that tells me, that even though the stock FE's ex port is bad, the 460's is worse and flows not much more than a SBF. It was hard to believe, with the 460's much larger ex valve but, that's what his flow bench showed.

To my other point, what do you do, with a 545/557 engine, on the street, rather than have bragging rights for the biggest engine? That power can't be used for more than about 3 seconds and there, the car with the best traction will win, with street tires. Not easy to get a street tire to hook up in a 3500 lb car with over 700 HP. I would bet on a SBF 427 Cobra for that. It might be close but, that would be my bet.

Those are just my opinions but, HP/weight, will win in at least the first 2/3 to 3/4 of the 1/4 mi and it takes a hell of a lot of HP to over come that.

A drag racing example:
550 hp 332 in a 2200 lb Falcon = 4 lb per HP

800 HP 557 in a 3500 lb Mustang or Fairlane = 4.375 lb per hp.

The Mustang may come on stronger at the end but, which will win?

Frontal area comes in to play, on the top end, too. The Falcon has less of it.

The 306 that I'm building at ~500 hp, setting in a 1300 lb car gives 2.6 lb per hp, how would the 800 hp/3500 lb car, do against that?

My biggest point is, I guess, is what good is that 800 hp on the street, even if you can get past the next gas pump?
The OP asked about horsepower/torque and what would be an easier way to accomplish just that...No mention of fuel mileage, vehicle weight, frontal area, traction, etc. What good is 800 HP you ask? So maybe a mere 700HP is fine and acceptable but not 800? Begs the question...Why are you here on this forum? Not everyone builds a 1300lb car nor do they want to. Some of us build large sedans, station-wagons, heavy trucks or in my case fast boats as well as my large, heavy cars that are driven on the streets and highways. Also to address your comment that Ford copied the BBC head design...Just because Ford used a "canted" valve arraignment similar to the BB Chevy but thats where the similarity ends. It does not mean they copied it. If you want to split hairs then it can be said that Chevy copied the Chrysler's "Poly angle" head used on the early 318" engines going back to the mid 50s. You build your cars anyway you want to but don't criticize, critique or question what others build. Not everyone lives in your world.

45
Non-FE Discussion Forum / Re: 428 versus 460
« on: July 25, 2020, 03:28:34 PM »
The 385 series engine is about the same width as a FE. The big difference is in length due in part to the 4.90" bore center block. When I did a FE to 385 swap in my 60 Starliner I had to move the radiator forward about 1.5" As for torque/power the 385 is head & shoulders above the FE. With that said I am a die hard FE freak but I'm also practical. I needed a bullet proof reliable engine that doesn't cost a bizillon dollars to build, make plenty of hp and even if it did eat itself I'm not out a rare sideoiler block and perhaps some unobtainium heads. The 385 is cheap and easy to build with very few quirks unlike the FE. No oiling "tricks" no valve train problems, no issues turning the engine 7500+ rpms. Just bolt it together using decent parts as IMO the only questionable part in the engine is the rods, although I, personally have never had a rod problem. Some say they are prone to breakage mid beam, as said I've never had any problems. 385s are still plentiful and can be had for next to nothing or in some cases free. The last 4 that came to me were in fact free...just go pick it up and get it out of some guy's garage as he is tired of tripping over it or the wife can't get to the washing machine. I run 385 engines in 2 of my V-drive flatbottom boats that are routinely spun 7K+ rpms and if something tragic happens I'm not out mega bucks to replace it. To me thats a win-win.

Pages: 1 2 [3] 4 5 ... 23