Engine

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Chapter 18: Engine

The tired 302 from the donor truck is shown in Photo 18-1. Lots of power washing, media blasting and clean-up are required for the bellhousing (Photo 18-2) and transmission.

Our goal is to build a rather mild "cruising" engine that will be dependable, and a bit easy on fuel economy. After checking the specs on the donor block, it was determined that a newly rebuilt short block might be our best and most reliable alternative. The replacement block was treated to a typical overhaul after being cleaned, magnafluxed, bored .040 over and power honed to 1/1000 of spec.

The engine has stock Ford I-beam connecting rods, Silvolite (Keith Black) pistons, Hastings rings, Federal Mogul rod and main bearings, Melling oil pump and cam bearings and Fel-Pro seals and gaskets (Photo 18-3).


Photo 18-1 The engine from the donor was replaced with a fresh block. Photo attribution
Photo 18-2 The bellhousing prior to clean-up. Photo attribution
Photo 18-3 The engine was bored .040 over and got all new internal parts. Photo attribution




A Comp Cams 268H cam was installed with 268/268 duration, .456/.456 lift and 110 lobe separation. Rebuilt Ford E7TE heads replaced the stock D8OE heads, and the stock valve springs were replaced with Edelbrock high performance springs (Photo 18-4). Photos 18-5 and 18-6 show the engine during assembly.


Photo 18-4 Ford E7 heads replaced the stock heads. Photo attribution
Photo 18-5 Heads, springs and push rods are installed on the block. Photo attribution
Photo 18-6 The stock rocker arms are installed. Photo attribution




The top side of the engine was finished off with an Edelbrock Performer intake manifold and an Edelbrock 600 cfm carburetor (Photos 18-7 to 18-9). The stock "Duraspark" ignition system was retained. As shown in an earlier chapter, the headers are Patriot sprint-style roadster headers with Patriot side exhaust.


Photo 18-7 An Edelbrock Performer intake and 650 carburetor are installed. Photo attribution




The intake was removed, and the clutch was bolted to the engine in preparation for installing the engine in the car (Photo 18-10). The radiator, fan and support brackets were all removed to slip the engine into position (Photo 18-11). There is not enough space to allow for the engine to be installed with the transmission attached, so the transmission and bellhousing are mated to the engine during the installation process. It can be a challenge to get everything lined up correctly, so the transmission tunnel is unbolted and lifted out of the way to facilitate the installation (18-12).


Photo 18-10 The flywheel and clutch are installed. Photo attribution
Photo 18-11 The engine is lifted into position. Photo attribution
Photo 18-12 The transmission tunnel is removed to mate the bellhousing and transmission to the engine. Photo attribution




Photos 18-13 to 18-15 show the completed engine installation.


Photo 18-13 The completed engine installation. Photo attribution
Photo 18-14 The completed engine installation. Photo attribution
Photo 18-15 The completed engine installation. Photo attribution





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