Tag: Engine

238 MPH Vintage Ford Model A Engine Explained – Part 1 – Greg Quirin @YouTube

238 MPH Vintage Ford Model A Engine Explained – Part 1 – Greg Quirin @YouTube

Advertisements

In part one of this video segment, Pete Aardema will explain the development of his 93-year-old Ford Model A engine that is officially in the books as the fastest Ford Model A on the planet with a record speed set at Bonneville in August of 2012 at 238.598 mph. Remarkably a top speed of 240 MPH was measured on the back up run. Several years ago, Pete and Kevin modified this 1929 Model A engine and made special cylinder heads with dual overhead cams and achieved a land speed record of 238.598 MPH at Bonneville. This was all done in a blown gas streamliner in the vintage four-cylinder classification which is designated for pre-1935 four-cylinder engines up to 220 cubic inches in displacement. In part two of this video, Pete and Kevin will disassemble the engine and you will see how this one-of-a-kind masterpiece was constructed.

When a Ring Job turns into much more.. – Astra-Werke @YouTube

Advertisements

Great video from Astra-Werke not the outcome he was looking for unfortunately.

Whelp, time for a full rebuild, I reckon.

Tips, Suggestions a.s.o. greatly appreciated, especially regarding dimensions & tolerances for boring out to inserts.

0:00 – Intro

4:59 – Head Disassembly

7:32 – Top End Evaluation

10:32 – Disassembly Continued

13:11 – Piston & Rod Evaluation

16:55 – Main Bearing Removal

18:59 – Current Situation & Future

How The Model A Ford Engine Was Built; The Engine Assembly Line – A Model A @YouTube

Advertisements

Using 22 different archived videos spliced together this video depicts the Model A engine being produced, from sand molds to being dropped in a chassis. Every Model A engine destined for one of Ford’s 30+ US assembly plants was cast and assembled at the Rouge Plant in Dearborn, MI. Make sure to look out for the main bearing babbitts being poured, the flywheel being balanced, and the manifolds being assembled. How did we do? A Model A is dedicated to the history of the Model A Ford using historical images and videos as well as modern resources.

World’s Fastest Ford Model A Engine Disassembled and Revealed – Greg Quirin @YouTube

Advertisements

In this video, we will take you behind the scenes and disassemble this one-of-a-kind engine design revealing some cool stuff. You will see how the worlds fasted Ford Model A engine was redesigned by Pete Aardema and Kevin Braun. This 93-year-old engine is officially in the books as the fastest Ford Model A on the planet with a record speed at Bonneville of 238.5 MPH. Pete and Kevin we will take us through the build process and disassemble the top end and explain how they redesigned this engine which incorporates a unique cylinder head that may be the only 3-piece cylinder head of its kind the exist on this planet. For more information, please review part one of this video to hear directly from Pete Aardema how this engine design came about.

The Most Iconic Muscle Car Engines – @FastMuscle.com

Advertisements

The 1960s was a transformational period for the automotive industry as muscle cars became more popularized. The average consumer went from demanding a sleek, high-speed vehicle to requiring more power and acceleration from their cars. It was the dream of every young driver to have a muscle car parked on their front pouch. Those manufactured between the 60s and 70s became very popular because of their exemplary performances on the road. Here are the most popular muscle cars with engines that will blow your socks off

WHAT MUSCLE CAR ENGINES ARE MOST ICONIC?

THE FORD FLATHEAD V8

The Flathead V8 from Ford is among the most iconic old-school muscle cars with an out-of-this-world engine. The first of these ford engines were manufactured in the early 30s, and its improvement spread to the 50s. One of the most significant roles this engine has in the automotive industry is its impact on the hot-rodding culture.

Although the V8 engine featured in this vehicle doesn’t maximize performance, its authenticity and retro style make it outstanding. One aspect distinguishing it from other engines is its intake and exhaust pipes inside the engine block. Most units have these components on the engine’s cylinder heads.

DODGE 426 HEMI

The Dodge 426 Hemi is another high-performance engine featured in several muscle cars. It is a famous unit that guarantees animal-like power under your car’s hood. It was easier to spot a muscle car fitted with this Dodge engine in the 60s and 70s than it is now.

The 426 Hemi compared to other top engines from Dodge, like the 440 V8 manufactured in the same era. The 440 V8 went ahead to replace the 426 Hemi in the market because of its affordability, reliability, and good performance scores.

FORD 302 CUBIC INCH V8

Most of the engines fitted in muscle cars were V8 engines, and so was the Ford 302 engine. It was an outstanding engine dominating the American automotive culture for decades. You can find the engine in modern Ford’s like the Raptor F-150 and Mustang and other Ford units produced in the late 60s.

The 302 V8 engine size is not as substantial as other manufacturers’ units. However, you can achieve higher performance than engines in higher classes with the correct modifications. The base motor reliability and durability of the 302 are forever unmatched.

CHEVROLET LS V8

The Chevrolet LS V8 is an engine featured in several vehicles, including numerous muscle cars. These engines are more compact and lighter than most V8 engine replacement units, making them popular across the United States. Despite its compact size, the power generated from this engine is enough to power your mid-sized SUV. It is an ideal replacement consideration for any V8 Chevrolet engine if you want to save money, although others find it uncreative

Read on

Historic Indy Engines – Joe McCollough @SpeedwayMotors

Advertisements

2022 will mark the 106th running of the Indianapolis 500. Before we watch 33 drivers in their cutting edge wings on wheels scream around the track at 230mph, we always love looking back on how we got here. In this case, we’re going to focus in on a few engines from the Museum of American Speed that highlight a few of the incredible technical advances that have taken place over the years.

Miller Flathead Ford (1935)

This engine lived in what were among the most beautiful cars to ever lap the Brickyard. We’ve talked about the ‘35 Miller Fords before, but we never get tired of looking at the hopped-up flathead Ford that ran Indy. These engines used finned aluminum Bohnalite heads and three-carb manifolds and were remarkably similar to the engines that hot rodders were beginning to stuff in their cut-down T roadsters and Deuce coupes.

We all know how this story ends. In their haste to develop the cars before the ’35 race, the crew managed to overlook a steering knuckle that was perilously close to the exhaust, which eventually took them out of the race. A sad engine for an otherwise great story and a few exceptionally beautiful cars.

Novi (1941-1966)

According to Andy Granatelli, “The Novi did everything but win races.” In fact, they developed a reputation as being cursed; regularly that fastest and most powerful thing on the track, but never actually winning Indy. That didn’t stop them from becoming fan favorites, in large part because these things absolutely screamed. Literally. Not only did the massively oversquare 4-valve DOHC V8 have a sound all its own, but that huge centrifugal supercharger was turning more than 5-times the speed of the engine. That worked out to a 40,000-plus rpm siren that could be heard for miles.

Before it was called the Novi, the platform was developed by businessman Lew Welch, along with engine mastermind Leo Goossen and Bud Winfield. Interestingly, the engine’s first appearance at Indy was in a refugee Miller-Ford (see above). In 1941, this monster was making 450 horsepower, way more than a contemporary Offy, and also more than the old front drive Millers could handle.

Many attempts were made to tame the Novi for Indy, ultimately culminating in the monstrous, 700-horse Granatelli four-wheel-drive cars of the mid-60’s. Crashes and bad luck continued, and the last appearance for a Novi at the Speedway was ’66.

Studebaker Special

More Leo Goossen magic, this time perched atop a stock Studebaker V8 block. We might not all think of exotic, high-winding Indy engines when we think of Studebaker, but Indy legend J.C. Agajanian saw potential and commissioned Goossen to develop this beautiful design. The DOHC heads were designed by Goossen and bolted to the 274-inch stock block Stude. Straight-cut gears spun the cams and it was topped with a Hilborn injector.

The engine was fitted to an Eddie Kuzma chassis with Allen Heath in the driver’s seat. Unfortunately, the rig didn’t get very far; the starter broke the snout off the crank during qualifying.

Read on

How to Easily Identify Ford Big-Block Cylinder Heads @DIYFord

Advertisements

Ford’s family of big-block engines encompasses a wide variety of cylinder heads and applications. Ford engineers stayed busy focusing on engineering changes that drive enthusiasts crazy. Most of these engineering changes are hard to see on the surface, but each had a purpose. Few of these changes have any effect on power. Port size variation is something having little, if any, effect because ports are generally too large or too small, depending upon which engine family you are addressing.

FE Series port sizing is befuddling because there’s very little difference in port size across the board unless you’re talking 427 cylinder heads. The 385 Series big-block employs four basic cylinder heads even though there are a number of casting/part number differences. The MEL was a low-revving luxury car engine. However, it achieved fame in powerboat cruising and racing. Despite both factors, Ford produced one basic cylinder head for the MEL with slight variations.

FE cylinder heads are identifiable by their casting number and date code. This is a C0AE-6090-D cylinder head for 1960 352 and 1961–1962 390. The casting number (bottom arrows) is almost never the same as the Ford part number. The alphanumeric casting date code of “0E6” (top arrow) indicates the exact date the part was cast: May 6, 1960.

The real beauty of Ford big-block heads is easy identification and broad selection in each engine family.

FE Series

A big plus for FE big-block buffs is a plethora of factory head castings, with the added bonus of OEM-style head castings from Blue Thunder, Robert Pond, Bear Block Motors, Survival Motorsports, and Edelbrock that give an FE build a stock demeanor without revealing what’s inside. These manufacturers offer more choices than ever and that means unprecedented power gains.

FE cylinder heads have 10 head bolt holes and 4 rocker arm pedestal attachment bolt points. Each end sports 3/8-inch threaded bolt holes for accessories. What makes the FE cylinder head odd is that it shares the valvecover with the intake manifold. That makes the FE head narrow compared to the 385 and MEL series heads. All valves are on a common plane of 13 degrees in relation to the block deck. Combustion chambers range in size from 58 to 88 cc, depending upon which head you’re thinking of.

Most FE cylinder heads have the smaller chambers at 58 to 74 cc. High-performance cylinder heads such as the 427’s traditionally have larger 77- to 88-cc chambers, with compression regulated by piston dome configuration. Exhaust port passages jut way out from the valvecovers as they do on a Pontiac or Oldsmobile cylinder head.

It is well known that massproduction FE cylinder heads don’t vary much across all castings. Port sizing across FE production history varies little despite dozens of part and casting numbers. For example, the GT High Performance cylinder head doesn’t have enough of a port/valve size difference to be worth its distinction. It is basically the same head found on Galaxies and pickup trucks with only minute variations.

The C0AE-D cylinder head has these terrific 59- to 62-cc chambers, which offer great quench. One issue could be valve shrouding, which can be improved with the talents of a seasoned cylinder head porter. Valve sizing is 2.020/1.550-inch intake/ exhaust. This is considered one of the best FE heads Ford ever produced due to its smaller chambers

Read on

In-Depth Build Of An Old School Chevy 4.3L V6 – Engine Power S9, E1&2 – @Powernation

Advertisements

New 2022 Episode! Assembly on the 4.3L engine begins with a solid bottom end, including a set of forged pistons and a bigger cam shaft.

Once we install ported cylinder heads, upgraded valve train, and induction…the 4.3L engine shows what it can do in the dyno cell

0:00 – Intro

0:51 – 4.3L V6 Overview

3:10 – Block Prep And Start of Assembly

11:37 – Antron Brown Interview

17:38 – Balance Shaft Install, Degreeing

24:45 – Final Assembly

33:40 – Valve Train and Induction

38:19 – Dyno

GM’s New Pump-Gas ZZ632/1000 Crate Engine: 1,000 Naturally Aspirated Horsepower in a Box – Jeff Koch @Hemmings

Advertisements

Modern rally cars fling themselves sideways around woodland courses with 400 turbocharged horsepower on tap. Today’s Indy cars make between 600 and 750 horsepower to go 230-plus mph at the 500. DTM touring cars from Germany top 600 ponies. And contemporary NASCAR racers churn out 750 horses and regularly touch 200 mph on superspeedways.

This is all context for Chevy announcing its ZZ632/1000 crate engine at SEMA, the annual automotive bacchanalia-infused trade show in Las Vegas. It’s all in the name: The engine displaces 632 cu.in. and makes 1,000 naturally aspirated horsepower (or 1004 horses, but when you’ve entered four-digit-horsepower territory, it’s probably okay to round a little). It also delivers 876 pound-feet of torque on pump gas. That’s more power than a NASCAR stocker or an Indy car has. All that in a box—and maybe between the wheel wells of your own car.

Other crate engines with 1,000 horsepower have been made available, but the ZZ632/1000 is all engine, no power-adder required. The block is shared with GM’s already-available 572-cu.in. crate engine, which includes four-bolt mains and a forged rotating assembly. For 632-cube duty, the block has been treated to a 0.040 overbore and was redesigned to fit connecting rods that are 0.375 inch longer. Those new rods are topped by pistons that, in conjunction with the new CNC-machined aluminum cylinder heads, squeeze the air-fuel mixture as 12.0:1 compression.

 The RS-X Symmetrical Port heads were designed by Ron Sperry, one of his final jobs at GM after more than half a century of building hot street and racing engines for GM. Rather than the uneven port shapes of previous big-blocks, these heads feature symmetrical intake and exhaust ports so that no cylinder is “starved”; all eight chambers get an equal air/fuel mix. It’s a trick Sperry used on the Gen III small-block (i.e., the LS engines launched in the C5 Corvette). While not strictly new, it remains an effective power strategy.

5 Greatest And 5 Worst Engines Ever Put In American Muscle Cars – Ramya Shah @HotCars

Advertisements

The heart and powerhouse of the automobile, which allows a car to breathe, have gone through many phases, growing with time. Bells and whistles are a thing of the past. What matters most in a muscle automobile is what’s under the hood, and the bigger and harder the better. We’re talking a lot of horsepowers and they’re not particularly fuel-efficient, but that’s what makes them classic muscle cars in the first place.

The American muscle car scene enjoyed a golden era in the 1960s and 1970s, and it has since become a popular American activity for individuals who appreciate learning about different automobile features and a hobby for collectors who can afford it. In its heyday, we saw some of the world’s rarest and most legendary muscle cars and eventually, some of the worst. Most of them are equipped with massive torque-rich V-8 engines.

There may be too many components on a car that can go wrong, from transmissions locking up to engines exploding. But, of all the problems you could face, a broken motor is probably the worst. Whether you have two or twelve cylinders, one of them will ultimately detonate, leaving you stranded. While most cars have 100,000 miles or more on the odometer before problems arise, certain engines have birth defects from the start. So let us look at the hearts where they got softened and where they shined the most.

10 409 Chevy Big Block

The Chevrolet 409 V8 is a dead end in the Chevrolet high-performance tale, but it’s a fascinating one that deserves a closer examination. The 409 V8 is a so-called “missing link” in Chevrolet’s horsepower history. From 1961 through 1965, they produced the Chevrolet 409. This first-generation big block was dubbed the W series by General Motors

In 1963, they rated the engine at 425 horsepower which could push Big automobiles like the 1964 Chevrolet Impala SS to speeds fast enough to inspire the Beach Boys to create a song about it.

FORD 427 “CAMMER”

Few racing engines from the Motor City could compete with Ford’s 427 CID SOHC V8 engine, the “90-day wonder,” or “Cammer,” is still a popular nickname for it, during the muscle car era. This famous powerhouse produced a staggering 657 horsepower when fitted with dual four-barrel carburetors.

It was planned to be Ford’s two-valve, single-overhead-cam, the high-rpm answer to Chrysler’s 426 Hemi for NASCAR in 1964, but because NASCAR refused to allow it, only a few street vehicles received this motor.

Dodge 426 Hemi

Throughout the ’60s muscle car era, the Hemi could be one of the most well-known engines ever installed in a muscle car, which Hemi has left an unmistakable mark on the history of the automobile.

The engine’s reputation has long transcended its actuality, earning it the nickname “Elephant” because of its immense size, weight, and output figures. However, the Hemi name continues to be in the current V8 range, including the Hellcat 717-hp and the Super Stock 807-hp Challenger.

Read on