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Cruising Energy That Doesn’t Break the Financial institution (Half 1)

Cruising Energy That Doesn’t Break the Financial institution (Half 1)

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(Picture/Jim Sensible)

Searching for good dependable streetable horsepower and torque? Lately, 400 horsepower and 400 lbs.-ft. of torque sounds tame when you think about the 600 to 800+ horsepower behemoths amongst us. Nonetheless, how a lot energy do you actually need for a weekend cruiser? When you’re getting away for the weekend or hitting native cruising spots on a Friday night time, do you actually need 800 ponies?

A few a long time in the past, you would snap up a brand new inventory 5.0L block or a Ford Efficiency Sportsman 5.0L block for chump change to construct a very new small block Ford at costs to be envied in the present day. These blocks should not typically obtainable new anymore, which suggests you have to seek for a brand new outdated inventory block or good used. You might also get the Ford Efficiency BOSS block (M-6010-BOSS302) as a terrific basis in your engine constructing undertaking in the event you’re planning massive energy later.

Our imaginative and prescient for this effort was to construct a strong dependable 302-based engine that might make 350 to 400 hp with iron heads with potential for 100 extra utilizing Trick Movement heads. We envisioned the proper Mustang energy bundle that might crack the quarter mile in 11-12 seconds at 110-120 mph but be docile sufficient for the road on 91 or 93 octane pump gasoline. As a result of aftermarket cylinder heads are additionally an excellent funding, they’re usually a greater concept than transforming inventory iron heads with costly port work and a valve job.

The late Marvin McAfee of MCE Engines in Los Angeles constructed a variety of highly effective 347ci stroker engines in his time. He was fast to inform us he favored the 331ci stroker on account of its conservative stroke, effectively inside the confines of the 302/5.0L Ford block. He at all times turned his attentions to Summit Racing Gear, Comp Cams, Probe Industries, PowerHeads, Edelbrock, MSD Ignition, and Holley for inspiration. His purpose for this 331ci stroker was 400 horsepower and 400 lbs.-ft. of torque with potential for extra.

Conservative?

Maybe…Marvin at all times selected sturdiness over energy. His perception was easy—what good is all the ability on the earth in the event you blow it up? His agenda at all times leaned towards sturdiness and conservative energy. He wished to construct a strong 331ci road engine lengthy on sturdiness with out having to take out a second mortgage. He added in case you are constructing an engine with the intent of constructing extra energy, spend money on sturdy backside finish you may develop into.

Good Housekeeping

Strict consideration to element just about eliminates any threat of engine failure.

* Take away all of the freeze and oil galley plugs
* Take away cam bearings
* Three-Step thermo clear the block and head castings
* Examine for core shift by inspecting the lifter bores. When you see bore offset, don’t use the block for a efficiency construct
* Magnaflux the block for cracks
* Deburr all sharp edges within the block and head castings
* Faucet all oil galley plug holes for screw-in galley plugs
* Radius lifter valley oil drain holes for improved drain again
* Set up oil drain-back screens within the valley and heads to seize particles
* Chamfer the oil filter adaptor passages for improved move
* Chase all of the bolt-hole threads
* Chamfer and radius all bolt holes for {smooth} bolt set up
* Mill block decks to true (parallel to one another and flat inside 0.002 inch in any 6 inch path, and an equal distance to the crankshaft centerline)
* Set up predominant caps and torque to specs for a comfortable match
* Bore the cylinders to 4.025 inches, then finish-hone to micro-smooth at 4.030 inches
* Use torque plates in the course of the honing course of
* Align Hone predominant bearing saddles
* Clear all passages utilizing mineral spirits, bore brushes, and compressed air
* Pre-fit the camshaft and test for {smooth} rotation (any binding or resistance to rotation signifies bearing misalignment)
* Drill the righthand oil galley plug 0.020 inch for timing chain lubrication, then set up this plug
* Coat all inner solid surfaces with an oil/acid-resistant paint, corresponding to GE’s Glyptal 1201
* Dimple consumption manifold finish rails with a middle punch, each manifold and block, to safe finish gaskets

Stealthy Method For Success

Marvin pressured producing horsepower isn’t magic. Take torque and rpm, multiply these numbers collectively, after which divide it by 5,252 (5,252 rpm) the place they cross. When you’re going to carry out on the racetrack, extra horsepower is obligatory. On the road, brute horsepower is pointless. You want torque on the road to get actual respect.

Marvin would inform us again within the day there have been two approaches to creating 400 horsepower and comparable torque. You can also make 400/400 from a 289/302-based Ford block with an inexpensive 331 inch stroker package and nodular iron crank, I-beam rods, and hypereutectic pistons. Nonetheless, that is the bundle’s service ceiling with out moving into aftermarket heads.

Cylinder Heads, Cam and Valvetrain

* Classic Ford 1970 302 two-barrel castings (D0AE or D0OE castings)
* 1.94/1.60 inch valves
* Bronze guides
* Hardened exhaust valve seats
* CNC-ported adopted by hand porting for enhancements in airflow
* GE Glyptal 1201 coating inside
* COMP Cams 1.7:1 curler rocker arms and information plates
* ARP rocker arm studs
* COMP Cams one-piece push rods
* COMP CCA-35-320-8 camshaft, grind quantity FW XE264HR-12
* Gross valve raise: 0.544 consumption, 0.544 inch exhaust
* Length at 0.006 inch: 264 consumption, 270 exhaust
* Valve timing at 0.006 inch: 24 BTDC consumption (open), 60 ABDC (closed); 71 BBDC exhaust (open), 19 ATDC (closed)
* 108 diploma consumption middle angle
* Length at 0.050 inch: 212 consumption, 218 exhaust
* Lobe raise: 0.32 inch consumption, .032 inch exhaust
* 112 diploma lobe separation with a 43 diploma valve overlap
* Really useful COMP Cams valve springs: CCA-986-16

Funds 400/400 Road Energy

If aftermarket heads should not within the playing cards, you may make 400/400 by porting inventory iron castings. For our construct, we opted for PowerHeads for a CNC-port job, together with a five-angle valve job that included hardened exhaust valve seats, new guides, and new stainless-steel 1.94/1.60 inch valves. It seems PowerHeads is now not in enterprise, but there are many good head porting outlets that may get extra energy out of your head castings. Start with one of the best small block Ford head castings, which had been solid previous to the 1968 mannequin yr. You need the smaller 53-57cc kidney bean chambers for one of the best quench and better compression ratios. The heads used for this undertaking had been 1970-74 classic with bigger 64cc chambers, which weren’t our greatest choice, however all PowerHeads had on the time.  

We opted for a COMP Cams hydraulic curler with 0.544 inch raise and sufficient period, 212 consumption, 218 exhaust at 0.050 inch raise, with a lobe separation of 112 levels that gives ample low-speed vacuum for energy brakes, and different equipment we would have liked on the road. Our COMP valvetrain system included twin springs with dampers, metal retainers and keepers. We opted for a Milodon dual-roller timing set. COMP’s 1.7:1 ratio curler rockers had been additionally inspected and blueprinted. ARP screw-in rocker-arm studs with information plates acquired every little thing sq. on high.

Engine Constructing Method

* Chase, clear, and examine all bolts and bolt-hole threads
* Lubricate bolt threads earlier than torqueing, by no means set up bolts dry
* Apply meeting lube calmly, versus dripping moist
* Don’t use Teflon tape on bolt threads, it should leak—use a thread sealer
* Use high-temp RTV sealer on brass freeze plugs within the block and heads. Do that sparingly on bolt threads the place vital (e.g., moist decks, cylinder heads, screw-in rocker-arm studs, and consumption manifolds)
* When utilizing RTV silicone sealer on gaskets, use a skinny layer that won’t squeeze out. Extra sealer can break away and clog water jackets and radiators
* All engine elements ought to match along with a snug match (i.e., a pleasant, {smooth} match with minimal effort). Marvin calls this a zero match. A timing gear ought to slide proper on the crankshaft or camshaft with out effort-not unfastened and sloppy, only a {smooth} match—in the event you want a hammer, it’s too tight; if it will possibly fall off, it’s too unfastened
* Piston ring width controls engine friction and temperature. The broader the ring, the higher the friction and warmth switch. Run 5/64 inch width on the road due to long-term put on necessities, and 1/16 inch for racing as a result of there may be much less long-term put on and friction issues. Watch ring stress.
* Solid pistons develop extra with warmth; solid and hypereutectic pistons develop much less with warmth. This implies solid pistons rattle chilly
* Use engine meeting lube on predominant, rod, and cam bearings between the journal and bearing solely. No lube between the bearings and block saddles
* Do a mockup earlier than meeting: Pre-assemble the lengthy block with out the piston rings, and test compression and deck heights in addition to piston-to-valve clearances. Verify facet clearances and finish play additionally. Comply with fundamental engine math and test compression ratio twice. Whereas this takes time, it’s vital for engine constructing integrity
* Diploma the camshaft and test valve-timing occasions
* Blueprint the oil pump, checking rotor facet clearances and aid valve for correct operation. By no means set up an oil pump proper out of the field
* At all times test valvetrain geometry. Rocker arms don’t at all times line up with valve stems. The rocker arm tip must be lifeless middle on the valve stem tip at 50 % of valve raise
* Apply GE’s Glyptal 1201 to all unmachined iron surfaces for higher oil drainback and to maintain stray iron particles out of the oil
* Use predominant bearing cap screw-in studs as a substitute of bolts for added energy
* No exceptions—use Grade 8 fasteners
* Confirm correct head-gasket set up: Gasket finish cooling passages at all times go on the rear of the block
* Dimple the consumption gasket finish rails for gasket safety
* Do a five-angle valve job for improved airflow
* Valve seat width impacts valve temperature. Slender seat (contact) makes the valve run hotter whereas extensive seats run cooler. rule of thumb is 0.040 inch consumption and 0.060 inch exhaust for racing, and 0.070 inch consumption and 0.100 inch exhaust for road
* Use a magnetic oil drain plug to choose up any stray iron or metal particles

These pesky particulars could appear to be overkill, however once you’re reviewing the stays of a failed engine, it’s little consolation to understand it is best to have taken care of the small print. Element is of utmost significance in any engine construct. Subsequent time in Half 2, we are going to proceed our MCE Engines 331 Stealth construct with extra particulars necessary to engine integrity, reliability, and energy.

Then, we’ll get some dyno numbers to show this factor out.

That is the out of date Ford Efficiency Sportsman block, which has been changed by the BOSS block obtainable in the present day. (Picture/Jim Sensible)
Search for the “R” within the lifter valley. That is an distinctive, rugged heavy-duty race block now not in manufacturing. Nonetheless, there are many them on the market each new outdated inventory and used. This isn’t the block we’re utilizing for this construct. (Picture/Jim Sensible)
Any time you buy a block, all block plugs have to be eliminated and passages inspected for blockages and particles. These metal blocks should go and get replaced with brass or stainless-steel. (Picture/Jim Sensible)
This is the reason you take away freeze plugs and examine. This stray freeze plug was pushed too far and fell into the water jacket and left there. Unchecked, this may have triggered overheating points by obstructing coolant move. We see this time and time once more with remanufactured engines and the chaos of mass manufacturing. (Picture/Jim Sensible)
Marvin installs these drainback screens to maintain particles out of the oil pan and away from shifting elements. Word the usage of GE Glyptal sealing end within the valley. This seals the iron or aluminum and retains stray iron particles out of the oil. (Picture/Jim Sensible)
A broader take a look at the 5.0L block exhibits Marvin’s consideration to element. He had the block deck milled true and took this block to 4.030 inches with a pleasant end hone. (Picture/Jim Sensible)
The later 5.0L curler blocks (1985-up) are probably the most rugged Ford blocks ever made. They’ll tolerate lots of abuse and are available again for extra. One other good function is the one-piece rear predominant seal, which just about by no means leaks. (Picture/Jim Sensible)
That is the one-piece rear predominant seal used on 1982-up 5.0L blocks. (Picture/Jim Sensible)
You possibly can convert your basic 221/260/289/302 block to a one-piece rear predominant seal. A certified machinist can reduce the two-piece seal block on the #5 predominant saddle to make manner for the one-piece seal.
The 2-piece rear predominant seal crank lip (proper) is machined down for the one-piece seal. (Picture/Jim Sensible)
We opted for a Probe Industries 331ci stroker package with a 4340 metal crank and brute examined powerful I-beam rods and solid 4.030 inch flattop pistons. Marvin had the block bored and honed for the elevated displacement and good straight bores. (Picture/Jim Sensible)
The crank was a pleasant piece with chamfered oil holes and clear passages. Marvin washed these elements totally and chased passages with a wire brush, then bathed these elements with mineral spirits for corrosion prevention. (Picture/Jim Sensible)
As a result of small block Fords are externally balanced, each the harmonic dampener and flywheel/flexplate have to be balanced with the crank. (Picture/Jim Sensible)
Keep in mind—Ford small blocks previous to 1982 had been 28 ounce offset balanced. From 1982 on, they had been 50 ounce offset on account of bigger rod bolts and heavy-duty rods. Don’t get this blended up. On the left is the 28-ounce offset harmonic dampener (and corresponding flexplate within the above picture). On the suitable is the 50 ounce, which is clear within the measurement of the offset weight. We’ve witnessed some builds the place these engines had been customized balanced to internally balanced. (Picture/Jim Sensible)
Marvin blueprinted each oil pump proper out of the field. It is a Melling oil pump with Moroso oil pump pickup for the street race/autocross pan Marvin had deliberate. At all times use an ARP oil pump drive and toss the inventory shaft. (Picture/Jim Sensible)
Marvin pressured dressing all ragged edges to get rid of the chance of stress cracks and meeting points. Right here, he used a file on all edges simply dressed. For different clear up work, he at all times used a die grinder. (Picture/Jim Sensible)
Oil galleys and cooling passages needs to be floor {smooth} and completed out as proven to cut back coolant and oil turbulence. (Picture/Jim Sensible)
Each bolt gap needs to be chased and cleaned utilizing a slicing oil or WD-40. Clear the holes, then, flush the holes out with brake cleaner and a light-weight lubricant. Be sure that all particles is eliminated. (Picture/Jim Sensible)
Change metal freeze plugs with brass or stainless-steel securing them with JB Weld or RTV. When you intend to race, use JB Weld for added safety. Oil galley plug holes needs to be tapped and plugged with screw-in plugs. (Picture/Jim Sensible)
We opted for a COMP Cams hydraulic curler grind and parts together with the next: COMP 1.7:1 curler rocker arms and information plates, ARP rocker arm studs, COMP one-piece push rods, COMP Camshaft (PN CCA-35-320-8) grind quantity FW XE264HR-12 (see cam specs within the article), and COMP Cams valvesprings (PN CCA-986-16). (Picture/Jim Sensible)
It’s simple to get these cam plates blended up. That is the revised cam plate with the distributor gear lubrication channel (that additional canine ear). Earlier variations didn’t have the canine ear. (Picture/Jim Sensible
The 351/400 Cleveland engines have an identical plate, which shouldn’t be used on the 289/302 Ford. (Picture/Jim Sensible)
Dynamic balancing begins with weighting every piston/rod/ring bundle to the lightest reciprocating mass. (Picture/Jim Sensible)
As soon as reciprocating mass weight is established, bobweights are put in on every rod journal and weighted to all eight piston/rod/ring packages. Every rod journal is weighted to the duo of piston/rod assemblies tied to the journal. The crank is then spun on a balancing machine to see the place weight must be added or faraway from every counterweight. (Picture/Jim Sensible)
Crankshaft endplay is checked. You need 0.004 to 0.008 inch. (Picture/Jim Sensible)
As soon as piston ring finish gaps have been checked, set up follows. There are two approaches to piston ring set up. You possibly can roll rings on with excessive warning, taking care to not distort the rings and scratch ring lands. This strategy with a hoop expander requires the identical form of warning ensuring you don’t distort the rings. (Picture/Jim Sensible)
Cylinder partitions and pistons have been lubricated with 30 weight engine oil, which is what Marvin most well-liked. There are additionally meeting lubes designed particularly for cylinder partitions and pistons. If the engine will sit in storage for a time, use meeting lube. When you’re going to fireside it straight away, you will get away with engine oil. (Picture/Jim Sensible)
We see this now and again and it’s a simple mistake to make. Rods put in backwards. Study the rod finish and bearing previous to set up. The shoulder should match the journal radius. Bearing tangs aren’t there to safe the bearing. They’re there as a reference to make sure correct set up. (Picture/Jim Sensible)
We can not stress sufficient the significance of the correct use of a torque wrench. Torque needs to be utilized easily in one-third values with lubricated threads. If whole torque is 100 ft.-lbs., apply 33 ft.-lbs., then 66, after which 100. Return and test your torque values. Comply with the producer’s torque specs to the letter. When torqueing mains and rods, test crank rotation with every fastener. (Picture/Jim Sensible)
This step is greatest carried out throughout mockup section once you set up #1 piston and rod with out the rings and test true high lifeless middle. We test true high lifeless middle with a dial indicator and methodical crank rotation both facet of high lifeless middle. Confirming true high lifeless middle will get valve timing spot on throughout degreeing to substantiate specs. (Picture/Jim Sensible)
Not sufficient of us test camshaft endplay. Endplay mustn’t exceed .009 inch. (Picture/Jim Sensible)
Even in the event you’re reinstalling the identical cam, at all times test cam timing occasions with a level wheel and see how they evaluate with the cam card ought to you have got one. Write these numbers down and make the choice whether or not to advance valve timing or retard. (Picture/Jim Sensible)
Marvin at all times pressured by no means to put in an oil pump proper out of the field. In all of the years we’ve been utilizing Melling pumps, we’ve by no means skilled a failure putting in a pump proper out of the field. Marvin checks rotor clearances and facet play whereas checking for machining irregularities. Then, he fills the pump cavity with meeting lube to make sure a slippery startup. Word the safety-wired bolts for safety. A thread locker will work simply as effectively. (Picture/Jim Sensible)

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