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Messages - jayb

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1
Vendor Classifieds / Re: New Meziere Polished Water Pump
« on: June 10, 2024, 04:36:30 PM »
I've always been a fan of electric pumps because when the engine is at idle, the pump is running at full speed.  That makes them cool a lot better than a stock pump running at idle speed, in my  experience anyway.  I have also seen about 10HP difference with the electric pumps, because after you get past 3000 RPM or so it takes about that much power to turn the stock pump.  See my test results in the graph at the link below.

https://www.fepower.net/Products/cvradapt.html

2
Non-FE Discussion Forum / Re: Jay’s B9 reproduction carb
« on: June 10, 2024, 04:32:33 PM »
I got Drew's carb installed and running over the weekend.  Took it out for a test drive today and it works beautifully.  Thanks Drew!

3
As long as we are sharing opinions... ;D

Way back in 1981 I ran a Crower solid roller setup in my 68 Shelby.  This was Crower's most conservative cam grind, only around .560" lift if I recall correctly, with their matching roller lifters, springs, etc.  The car was a street car, not a race car, and if I recall correctly lash was around .022".  That setup lasted exactly 770 miles in my car before the needle bearings in two lifters failed.  Back then, there were no EDM holes providing additional oiling to the needle bearings.

Fast forward to 2005, when I ran my Mach 1 at Drag Week.  We went 2500 miles that week, lots of city and highway driving, with Comp Cams roller lifters and cam.  Lash was about 0.018", again IIRC (I have since bailed on Comp Cam's roller lifters, have had much better luck recently with Crower stuff).  But the bottom line is those lifters had the pin oiling feature, and when the engine came apart a few years and 5000 miles later there were no failures.

Seems pretty black and white to me that the pin oiling feature dramatically extends the life of solid roller lifters in a street application.  So, I'm going to disagree with Barry on this one  ;)

Here's another example, although not quite the same.  The 427 SOHC features rocker arms with needle bearings on the roller wheel that contacts the cam.  This was the factory setup, and all the aftermarket SOHC rockers (except mine) are the same design.  I have been on Drag Week with my SOHC engines 4 different times, and every time I have lost at least one rocker arm; the needle bearings just give up.  In 2008 I lost 11 (!) Dove rockers, and didn't even make it to fourth track.  The failures always happen after some extended time at low engine speeds.  The most memorable example was in 2016, when I was stuck in traffic in some town for about 15 minutes.  Back on the highway you could start to hear valvetrain noise, but I was intent on making it to the hotel so kept going.  By the time I got to the track in Martin MI the next morning, I found I had blown up three T&D rockers, and wrecked both cams.  I had to change it all out at the track.

After that experience I designed my own SOHC rockers, that feature full time pressure oiling to the pin, and a bushing instead of needle bearings.  Unfortunately I haven't been back to Drag Week to give these rockers a real test yet, but I'll bet they will last a lot longer.

I think if you are running strictly at the race track, or taking the car to the occasional show, maybe that additional pin oiling isn't required.  But if you want to actually drive your car on the street with solid roller lifters, and put some miles on it, I think it is wise to get the pin oiling feature.


4
427s have a different shape to the outside of the bore casting, which makes them stronger.  Kind of looks like a cloverleaf in cross section.  Makes them quite a bit stronger.  Your 406 doesn't have that shape, so if you bored it to a standard 427 bore size, it wouldn't be as strong as a 427 block.

5
I wouldn't risk sleeving all the bores, you are still likely to weaken the top and have cracks up there after running.  Just sleeve the non-adjacent bores.  Also, for what it's worth, I had a .060" over 406 block that went to .080" over with no problems.  Some of those old blocks were really thick.  I wouldn't hesitate to bore it bigger if you have a sonic check done and you weren't going to put more than about 500 HP through it.

6
Non-FE Discussion Forum / Re: Jay’s B9 reproduction carb
« on: June 03, 2024, 09:33:50 AM »
Honestly, you guys.  Where is the trust?   ;D

Most of these pictures were taken last fall when I got the cars home.  The dyno pics were taken at the beginning of May
















7
Non-FE Discussion Forum / Re: Jay’s B9 reproduction carb
« on: June 01, 2024, 11:16:25 AM »
Right Heo, with those heads I was hoping for more.  I think if I could have spun it higher it may have done better, but the dual point distributor pretty much gave up between 5500-5800.  Seems like with headers, an electronic distributor, and maybe a bigger cam, you could get to 475-500 HP.  But not in stock trim, that's for sure.

I thought it was interesting that a basically stock 428CJ would make quite a bit more torque.  Those huge ports on the Boss 9 really hurt torque production.  No wonder everybody said that a good running 428CJ would beat a Boss 429 back in the day...

8
Non-FE Discussion Forum / Re: Jay’s B9 reproduction carb
« on: May 30, 2024, 05:09:59 PM »
Long story short, after owning my Ford GT for almost 20 years, watching the value go so high that I didn't even feel comfortable driving it anymore, I worked a deal to basically swap the Ford GT and a little cash for two Boss 429 Mustangs.  One of them is complete and a survivor, needs paint and a good cleanup, and didn't run well when I bought it, but after some steering and brake work, a new carb (not the one that Drew is doing), and tune up/oil change, it runs and drives great.  Maybe the nicest driving old Mustang I've ever had.  The second car I bought in pieces.  It was totally restored about 10 years and 750 miles ago and the previous owner put a Kaase Boss 429 in it.  When he decided to sell it he wanted to put an original Boss 429 engine in it, which he had purchased new (!!) in 1969, along with a different Boss 429 car.  Anyway the engine needed a rebuild, so he did that, but made the mistake of putting standard bearings on a 10/10 crank  :o  Fired it up on the engine stand and had low oil pressure so he tore it all down.  It was all sitting there when I bought it.  It is a beautiful car, probably the nicest looking old Mustang I've ever had.  I rebuilt the engine, dynoed it (425 HP and 446 ft-lbs, all stock except a hydraulic roller cam), but the carb I got with the engine didn't run right, so I dynoed it with a 750 double pumper I had on the shelf.  I sent the carb to Drew, and glad I did; I would have never thought to look for a gap between the main body and the base plate...

9
Non-FE Discussion Forum / Re: Jay’s B9 reproduction carb
« on: May 30, 2024, 01:20:37 PM »
All I can say is I'm not the guy who bought that carburetor LOL!  Thanks for the help on that Drew, my Boss 429 engine will certainly appreciate it - Jay

10
FE Technical Forum / Re: 1970 f250 390 build
« on: May 30, 2024, 10:08:13 AM »
Any roller lifter (solid or hydraulic) can be re-used on a new cam without a break-in period.  Flat tappet lifters need to be broken in to a specific cam, but roller lifters don't.

11
FE Technical Forum / Re: More valvetrain issues
« on: May 26, 2024, 08:09:53 PM »
Jim, I'd give some consideration to backing off on your spring pressure a little bit.  That cam is not all that radical, maybe drop to 575-600 open,180-200 on the seat?  Might be enough to make a difference, and valve springs are a lot cheaper than a new rocker setup - Jay

12
I think the question was, would it be possible to go .060 over.  The original post says he has no plans to do that.

13
I think that block could easily go .060" over - Jay

14
Member Projects / Re: 67 Mustang Pro Street
« on: May 14, 2024, 09:40:36 AM »
Looks great Carl!  That car really makes a statement...

15
Member Projects / Re: 67 GT500....Eleanor 482ci build
« on: May 10, 2024, 07:32:08 AM »
Welcome to the forum.  I have seen a lot of damaged engines, and one cam that was broken in two pieces, but I have never seen one broken into five.  Any idea what caused the failure?

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