|01-22-2013 07:40 AM|
Years ago I had a 58 Ford Convertible That came with the logo on the dash that said thunderbird police interceptor special. The Engine was the same as the Edsel 361, a 352 with 060 over pistons from the factory . the heads had the early milling machined combustion chambers, The problem was the spark plug threads at an angle left sharp points that would cause pinging if a the octane was not 105. It would overheat with hard driving and the heads warped after a couple months. It took 030 to get them flat and that upped the CR more. I had a buddy that was partners in a hemi rail and a tech at the ford dealership. He showed me how to rework the combustion chamber. grind out the spark plug points, round a few corners, remove some metal around the exhaust, then. port the heads to just smooth things, then a lot of grinding at the exhaust port to header area. I got an isky cam kit, It was a very early design, it came with 1.5 to 1 rockers, new push rods, valve springs, and retainers, That engine sounded like a fuel dragster. I added an edelbrock 3-2 manifold and used GM wcd carbs. I had an old sun tach and it would rev close to 7 K. I have been told that the cam grind was the same one isky used for big olds and chrysler engines. Once in a while you will see the 1.5 rockers on the Fe forums but I have never seen a cam listed.
|01-22-2013 06:20 AM|
The comments were right on the Edelbrock performer. If you just need someone to flow a bit better and lighten the front axle, it is a good all around daily driver. If you can find an old Holley FE intake, they were pretty good and I ran one for years until swapping to a multi-carb set up.
|05-04-2011 05:58 AM|
|blueovalforever||Any input on intake gaskets?|
|05-01-2011 03:37 PM|
|05-01-2011 02:55 PM|
|blueovalforever||Are the ebroc gaskets any good?|
|04-28-2011 11:51 PM|
|blueovalforever||So it sounds like the rpm is a good choice. I have been running 87 gas. I'm hoping the intake switch with gain some bottom end tq. Any recommendations on good intake gaskets?|
|04-28-2011 05:32 PM|
|04-28-2011 04:47 PM|
The FE except for the 1960 352 HP head is weak on squish/quench. You need to keep this clearance as tight as you can which will never be enough but it does a lot to make this engine more tolerant of needed compression ratios against today's unleaded fuels. The clearance that looks really good on this engine around .040 inch. Tighter would be nice but that takes hyper eutectic pistons whether cast of forged and really carefully controlled and tight skirt clearance, so .040 is the minimum and is really good for the FE. A multi-strike spark box is helpful with this motor as well. The spark plug is damn near in Siberia so getting consistent burns under the torque peak RPMs can be a problem. Giving the ignition multiple chances to start a fire helps the FE a lot. The FE is a nice engine but it was designed in a day when you could pull into the Hancock station and dial up fuel with so much lead the car sank into the pavement as the tank filled. You can't do that today, so you've got to improve upon the engineering to get out what it's got. Done right the FE's got a lot to give.
|04-28-2011 04:18 PM|
|blueovalforever||I am going for a hot rod not original or a race car. The engine is bored and has new pistons, double roller timing chain, new cam, lifters, pushrods and from what I have been told 390 gt heads. Cam is unknown and from judging the way the pushrods and lifters are it is not broke in yet. No wear on cylinder walls either. Right now I'm fixing issues with it so I can drive it but this winter I am switching to a 3.25 gear and a set of Sanderson shorty headers, electric fan. Maybe next year I will put a little cam in for a little sound. I just switched to the duraspark hybrid ignition and put a new eddy 600 on it. Based on that info would you recommend the rpm a little more?|
|04-28-2011 04:05 PM|
|04-28-2011 02:49 PM|
From a hot rodders stand point the FE, with few exceptions, is an under-ported, under-valved engine with not the best of intakes and box that Ford is pleased to call an exhaust manifold. So we usually greet this engine with a die grinder, over-sized valves and Serdi seat mill, a big intake, headers or if you can afford them we just get a pair of Edlebrock or Blue Thunder heads. So that's where most of us are coming from with this engine, we're just not used to more or less stock rebuilds.
This engine desperately needs headers and duals, probably more than any other engine. So include these in your budget. The reduction in back pressure with the addition of some organization to the exhaust flows beyond dumping everything into a cereal box manifold greatly enhances both power and fuel mileage with the FE engine.
The Performer will at the least get about 50 pounds off the engine and reduces the possibility of your falling headlong into the engine compartment as often happens while trying to get the cast iron version installed.
|04-28-2011 02:33 PM|
|techinspector1||You'll never feel it in the seat of your pants. Probably wouldn't see it on a dragstrip time slip either. I built a 455 Olds one time to do an engine swap into my son's '72 LUV pickup. Bone stock motor, the truck went 102 mph. I took the heads off and spent over 20 hours blending bowls and port matching. Bolted 'em back on and the truck went 103 mph.|
|04-28-2011 01:42 PM|
|blueovalforever||So if there is a little difference it won't hurt?|
|04-28-2011 12:11 AM|
If you study fluid dynamics, you'll find out that there is little flow of any gas or liquid around the perimeter of the vessel. Most of it is right down the middle, same as a river. Look at the banks, is the water flowing as quickly next to the bank as it is out in the middle of the river?
I have never worried about port matching for another reason, too. Reminds me of looking at an Anaconda that swallowed a pig. When you have a material flowing through a vessel and the diameter opens up, like when you port match, the material slows down at that point. In this case, we're dealing with an air/fuel mixture and when it slows down, the fuel drops out of suspension. Who knows what happens to the puddle of fuel on the floor of the vessel at that point. Maybe it's picked back up when the r's go up and enters the cylinder as a big hunk of rich mixture. Whatever, it can't be good. Leave the passages alone and enjoy your time doing something constructive.
|04-27-2011 11:41 PM|
|blueovalforever||Ok so how about the port match to the heads? I hear mixed answers from they match up to you have to match the heads to the intake to if there is a difference it doesn't matter|
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