Author Topic: Your 390 Sroker And Dyno Numbers.  (Read 6165 times)

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427HISS

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Your 390 Sroker And Dyno Numbers.
« on: September 25, 2017, 04:48:29 PM »
It seems like the 390FE stroker is very popular over the 352, 428 and 427.  I have only had a 428FE in my Cobra,
as the 427 body style only came with a side oiler or 428FE. I've never really put a 390FE stroker in thought.

So I'm curious about the build specs and dyno numbers on your 390 stroker.

What made your choose a 390 over a 428FE ?
If you have a dyno sheet, please post it.
Have you raced it ?
Anything you'd change ?

cjshaker

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Re: Your 390 Sroker And Dyno Numbers.
« Reply #1 on: September 26, 2017, 08:19:56 AM »
Why someone would choose a 390 stroker over a 428 is easy. Cost. Good 428 blocks are always much more expensive, and harder to come by, than garden variety 390's.

I haven't gotten my 445 installed yet, and I won't dyno it, but there are several examples of stroker 390's in the dyno section. From fairly mild to fairly wild.
Doug Smith


'69 R-code Mach 1, 427 MR, 2x4, Jerico, 4.30 Locker
'70 F-350 390
'55 Ford Customline 2dr
'37 Ford Coupe

My427stang

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Re: Your 390 Sroker And Dyno Numbers.
« Reply #2 on: September 26, 2017, 12:24:25 PM »
I chose a 445 for my truck based on the block I had

Mine is not wild, and has not been dyno'd but runs stronger than I expected it to by a significant amount.  I have been fighting a noise that I think is a cracked or defective piston in pin area, but the thing runs strong, just haven't run it much until I figure it out.  It's definitely a parts problem not a 445 design issue, need to pull it over the winter, too busy running the Mustang in the good weather

Build
- 445 inch - 10:1 compression
- D2 heads flowing 277 @ .550 on the intake side and 177 @ .550 exhaust, 2.09/1.67 3/8 valves,  close attempt to match ported med risers on intake side, went for best we could do on exhaust side
- RPM intake port matched as deep as we could, significant plenum divider and plenum roof work, 1 inch spacer matched to plenum divider work
- 1000 cfm vac sec HP series
- 1 3/4 Hedman long tube into 3 inch mandrel bent with X pipe, Jones mufflers (like Magnaflow)
- Bullet 282S copy cam,  but centers spread to 112, on 106 ICL, lashed at .014 cold (specs for .028 hot) so a little tighter, with Erson rockers
- Duraspark recurved with blue strand box

This combo will take a 4400 lb 4x4 with a NP435, 33 inch tall tires and 3.50 gears through the gears like I have never had the truck pull.  Think musclecar not truck, it's like a light switch when you hammer it.  The 445 significantly outruns the same vehicle with a 270S 396 with a 150 shot of nitrous (old configuration)  Actually considering 4 linking it once I find my noise

I really like the 445 for a street toy, significantly cheaper to build than a 462 or 482.  That being said, I love my 489, but if I didn't have the 427 block, the Mustang would have likely been a 445 or 462


« Last Edit: September 26, 2017, 06:12:11 PM by My427stang »
---------------------------------
Ross
Bullock's Power Service, LLC
- 70 Fastback Mustang, 489 cid FE, Victor, SEFI, Erson SFT cam, TKO-600 5 speed, 4.11 9 inch.
- 71 F100 shortbed 4x4, 461 cid FE, headers, Victor Pro-flo EFI, Comp Custom HFT cam, 3.50 9 inch

machoneman

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Re: Your 390 Sroker And Dyno Numbers.
« Reply #3 on: September 26, 2017, 01:30:32 PM »
Say Ross....

Just a thought. Do you have pressed-on piston pins or aftermarket free-floating pins? Maybe a spirolock came loose, if the latter, and the pin is banging around. Had that happen once (doh, my fault) in an open header, pure race engine and on tear-down found all was o.k. except the pin end gouged the cylinder wall pretty good.
Bob Maag

My427stang

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Re: Your 390 Sroker And Dyno Numbers.
« Reply #4 on: September 26, 2017, 02:21:25 PM »
Say Ross....

Just a thought. Do you have pressed-on piston pins or aftermarket free-floating pins? Maybe a spirolock came loose, if the latter, and the pin is banging around. Had that happen once (doh, my fault) in an open header, pure race engine and on tear-down found all was o.k. except the pin end gouged the cylinder wall pretty good.

I don't want to steal from this thread, but been apart already, only part that I haven't magged or zyglo'd are the pistons, checked all 4 spirolocks per pistons twice now...been a long battle
---------------------------------
Ross
Bullock's Power Service, LLC
- 70 Fastback Mustang, 489 cid FE, Victor, SEFI, Erson SFT cam, TKO-600 5 speed, 4.11 9 inch.
- 71 F100 shortbed 4x4, 461 cid FE, headers, Victor Pro-flo EFI, Comp Custom HFT cam, 3.50 9 inch

KjcfeF100

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Re: Your 390 Sroker And Dyno Numbers.
« Reply #5 on: September 26, 2017, 02:30:12 PM »
Quote
- 1 7/8 long tube into 3 inch mandrel bent with X pipe, Jones mufflers (like Magnaflow)

Ross,  not trying to high-jack the thread either; but did you custom build some 1 7/8" headers for the F100, or did you find someone that sells a set that diameter? All I've seen from the normal sources are 1 3/4" primaries.

My427stang

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Re: Your 390 Sroker And Dyno Numbers.
« Reply #6 on: September 26, 2017, 06:13:18 PM »
Buffoonery corrected :) 1 3/4 Hedmans...just did a 67 GTO 400HO/4speed  with a set of 1 7/8 primaries and had the measurement on my mind I guess  ::)
---------------------------------
Ross
Bullock's Power Service, LLC
- 70 Fastback Mustang, 489 cid FE, Victor, SEFI, Erson SFT cam, TKO-600 5 speed, 4.11 9 inch.
- 71 F100 shortbed 4x4, 461 cid FE, headers, Victor Pro-flo EFI, Comp Custom HFT cam, 3.50 9 inch

KjcfeF100

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Re: Your 390 Sroker And Dyno Numbers.
« Reply #7 on: September 26, 2017, 09:26:13 PM »
Quote
1 3/4 Hedmans

Ooooooook, I was hoping some company was selling a new size.

Drew Pojedinec

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Re: Your 390 Sroker And Dyno Numbers.
« Reply #8 on: September 27, 2017, 06:31:17 AM »
I don't know that you will find ANYONE that built a 445 over a 482 just cuz they wanted to.

In my scenario, I would have LOVED a 427 based engine.  That said, a BBM block plus shipping/etc would be what?  a hair over $4000?  A 390 block is $100-$200.  To someone like me, $4000 is a decent chunk of change.
Now a good 445 can make 525-550hp, a 482 with comparable driveability can make 50hp more, but to what end?  Do I drag race to where .04 matters?  nope, I don't.  On the street where my car resides, it's nearly impossible to get 450hp to not lose traction, let alone 600hp.

turbohunter

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Re: Your 390 Sroker And Dyno Numbers.
« Reply #9 on: September 29, 2017, 09:06:55 PM »
All good points Drew.
But if I wanted to be logical with my hobby, well, I wouldn't be doing it. ;)
Marc
'61 F100 292Y
'66 Mustang Injected 428
'66 Q code Country Squire wagon


Drew Pojedinec

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Re: Your 390 Sroker And Dyno Numbers.
« Reply #10 on: September 29, 2017, 09:49:56 PM »
Ok fine..... my newest hobby is anodizing, small batch chrome, zinc plating, and messing with a variety of chromates....  I really needed the money so I could properly go down that rabbit hole more than I needed 40cubic inches.

:P

That and I've been obsessing over remaking old crap swap meet carbs and making them perfect both cosmetically and a perfect fuel curve.  This lil 1850 is flowing a lil more air than it ought to  (they keep calling me back out to work tho, which is really getting in the way of my current madness)

Heo

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Re: Your 390 Sroker And Dyno Numbers.
« Reply #11 on: September 30, 2017, 05:03:20 AM »
Nice work Drew



The defenition of a Gentleman, is a man that can play the accordion.But dont do it

turbohunter

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Re: Your 390 Sroker And Dyno Numbers.
« Reply #12 on: September 30, 2017, 07:49:48 AM »
Wow, pretty amazing.
Marc
'61 F100 292Y
'66 Mustang Injected 428
'66 Q code Country Squire wagon


jayb

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Re: Your 390 Sroker And Dyno Numbers.
« Reply #13 on: September 30, 2017, 09:59:13 AM »
Ok fine..... my newest hobby is anodizing, small batch chrome, zinc plating, and messing with a variety of chromates....  I really needed the money so I could properly go down that rabbit hole more than I needed 40cubic inches.

:P


Drew, that is really cool, you should start a thread explaining exactly how you do that.  For instance, do you have a local shop that does the anodizing or plating, and how do you prepare the parts prior to sending it to them?
Jay Brown
- 1969 Mach 1, Drag Week 2005 Winner NA/BB, 511" FE (10.60s @ 129); Drag Week 2007 Runner-Up PA/BB, 490" Supercharged FE (9.35 @ 151)
- 1964 Ford Galaxie, Drag Week 2009 Winner Modified NA (9.50s @ 143), 585" SOHC
- 1969 Shelby Clone, Drag Week 2015 Winner Modified NA (Average 8.98 @ 149), 585" SOHC

   

Drew Pojedinec

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Re: Your 390 Sroker And Dyno Numbers.
« Reply #14 on: September 30, 2017, 11:54:49 AM »
Ok, I need to zinc plate a dozen throttle shafts and some other misc hardware when I get home, I'll take more photos of the electrolyte table, blah blah blah.  As stated, for some reason I keep getting recalled to working offshore, so I haven't had a good long time to mess with it.  Seems like recently I've been working on a bunch of other people's cars and junk when I'm home.  I currently have a small setup, and need to step it up so I can do more sq inches per batch so it doesn't take so long to just do a few bolts.  I have all the gear for the larger table/bath but haven't had the time to do it.

Hiring a shop?  that would take all the fun out of it.
It's easier than you think to do.  The hard part is in getting the finish perfect, especially when it's a 50 year old casting.  Also doing all of this with more eco-friendly stuff, so it makes everything harder to do.  (Sodium Dichromate, nitric acid, and electroplating baths will kill you if you are careless).
« Last Edit: September 30, 2017, 11:57:36 AM by Drew Pojedinec »

country63sedan

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Re: Your 390 Sroker And Dyno Numbers.
« Reply #15 on: September 30, 2017, 12:15:54 PM »
Yes, I would like to know all about it as well.  Looking forward to your post about it. Does it make a part measurably bigger? Could it tighten up a throttle shaft by a few thou? Later, Travis.

Heo

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Re: Your 390 Sroker And Dyno Numbers.
« Reply #16 on: September 30, 2017, 03:37:16 PM »
We had a bolt factory in town. Ever seen a bolt with Bufo on the head? its made here
 So i got used to leave a bucket of bolts in the morning
and get them zinkplated or whatever finnish they had, ready after lunch next day  for
a pack of coffe . Saddly It is now sold to China so .....And i was the one that dismanteled the whole
plating line and packed it for shipping to China



The defenition of a Gentleman, is a man that can play the accordion.But dont do it

Drew Pojedinec

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Re: Your 390 Sroker And Dyno Numbers.
« Reply #17 on: September 30, 2017, 03:51:14 PM »
Zinc is a sacrificial coating applied to steel.
Dichromate is a sacrificial coating on zinc.... kind of like phosphoric acid is with steel.  Zinc itself is pretty fragile, especially to acids.

When you see the yellow fading that is the dichromate coating pretty much used up, when you see the part become whitish and hazy that is "zinc rust" which is kinda how it dissolves itself.  You won't see steel rust until the zinc is gone.  This is why it's such a neat coating.  If the part was plated with lets say nickle, as soon as the coating cracked the steel would rust and lift off the remaining coating.  For an engine part this would be a bad situation.

As such, using zinc to "build up" parts isn't a great idea, because by it's very nature, zinc is meant to dissolve, which if it was determining the size for a part as soon as age set in the part would leak or not fit right.  You shouldn't really be coating anything thick enough to change the size appreciably.

If you need to redo something like a throttle shaft that doesn't fit, you either need to build up the base metal (steel) or you need to drill/bush/ream the throttle shaft hole (AED has a kit).

Anyway, none of this has to do with the original poster's question, so I'll wander off for a bit.