How Can an Old 408ci Windsor Make 500HP? - Engine Power S6, E7

Yes, she has a new coat of paint, but it will take more than that to

make

this old gray mare shine with

engine

power

today. Our 408 Windsor Stroker gets a tough crankshaft and a set of race-ready slugs, so watch out, this old horse can. really boosts the

power

of the

engine

has an amazing build for all the Ford fans today in one fell swoop Windsor now Fords aren't your thing don't worry the technology we're going to cover applies to any engine build now that the engine an ohsho comparison between a six liter LS and the 351 Windsor was used last year.

Now for this chapter we will reuse all the existing parts except the rotating assembly, we will increase the cubic inches just to show what you can expect as far as increased torque and horsepower, but First things first, we will show you all the pieces that were used the first time we put it together. We started with a ream and short block, then added a smooth hydraulic roller camshaft and new lifters. The 225 CC trick flow high ports were bolted to the Chromoly pushrods and the Edelbrock Performer rpm manifold were fitted and the 1.72 ratio roller rockers were seated on 7/16 studs and once The engine was mated to the dyno, a set of 3/4 inch dyno heads and our quick fuel dyno were installed.

Carbohydrates supplied the gas recently. Our block gets some internal massages to prepare it for the race kit and new pistons. We used our mill and our cylinder polisher and here's a look at how we did the job installing the block. mill to clear the bottom of the cylinders for any strokes we want to run, so we put a generous three-quarter inch notch on the bottom of all eight cylinders. From there the block was placed on our Sun and s v15 which we had to remove. thousands of cylinder materials for proper piston skirt clearance we use a torque plate that simulates the distortion of a cylinder when the cylinder head is bolted on, this ensures a round and straight cylinder for better ring sealing and application of Our jet's high performance washer removes much of the paint from the block when cleaned, so we decided to change the color from black to two-color engine enamel with ceramic in Ford's new gray color.

That also gave us the idea to name this project old gray. However, the first step of the assembly process is to install all the oil gallery plugs into the block, some are threaded and some are press fit. Be sure to use some sealant on the threads and be careful not to overtighten them as they are a tapered thread and could potentially break the block for power and longevity. Proper bearing clearance is key to an accurate micrometer reading and dial gauge are the tools necessary to obtain an extremely accurate reading. The first step in this process is to check the diameter of the journal.

The crankshaft also wants to check it at 90 degrees from the first measurement to see how round the journal is. An upper main bearing is now placed in the block and a lower one in the main cover. This will be the same location of the stump we just measured. the crankshaft with oil on the bolts the cover was torqued to one hundred and five foot-pounds because that's how it was done when it was a line board the measurement on the micrometer is the base setting for the dial gauge where the neutral point is located set to zero the dial on the plate gauge when measuring the inside diameter of the bearing, the difference will be the clearance we have between the crank journal and the bearing.

This has a free space of three thousand. This process will be repeated for all five stumps. Ultra-slick Permatex assembly. Lubricant is being placed in the bearings, preventing scratches and irritation during initial startup by adhering to component surfaces. A rear main seal is located on the crankshaft flange, preparing it for placement on the main supports. Do this very carefully to avoid dents. the bearings or journals on the crank is an Eagle 4340 forged crank with its unique ESP armor finish with the main caps in place. The same engine oil is used on the bolts that was used to check the bearing clearances.

We tighten the lids to one hundred and five. foot pounds, this crank has a four-inch stroke and also has two 100-rod journals, so it will accept small-block Chevy rod bearings. It has a 125 mil radius on the trunnions for added strength and has been internally balanced. This crank is rated at 1,500. horsepower below, a decent crank deserves a decent polish, plus new rods and pistons to complete our Stroker conversion. Now that we have the ability to perform several machining processes in-house, we want to show you what happens when you leave your parts in the machine. Buy Now Large investments are needed to acquire the tools, machines, as well as the knowledge necessary to do the job and do it well, today we will show you what it takes to polish a crankshaft using the right tool for the job.

Crankshaft honing at a local machine shop should cost around $50, but if you want to chamfer oil holes, clean the crankshaft, or perform any other crankshaft operation, the price will obviously go up from there, now honing will only remove a minimum amount of material, the idea is not to change the size just to clean what you have so that we have a round, smooth and non-tapered surface, we use a 72 inch portable crank polisher and our MSC Vectrex to polish our crankshafts, There are now several different grip straps. available depending on the finish you want to achieve, now fine scratches can be removed with a 300 grit but most crankshafts are polished with a 400 or 600.

Rotation of the crankshaft on the lathe while polishing is very important because our belt of the crankshaft polisher must move away from the journal instead of entering it, therefore we have to turn the crankshaft in the direction that it will rotate in the engine while it is running and here is why the material at a microscopic level must be placed backwards with respect to crankshaft rotation, otherwise it could cause premature bearing failure if the crankshaft is ground backwards. This is a 6 liter lq 4 LS crank that is in fairly good shape so will require minimal polishing. The speed of rotation of the cranks is also important, we are going to rotate it at 36 rotations per minute, this will allow you to have more control over your progress.

Turn it too fast and you may accidentally put a conical shape on the journal. We are using a 600 grit belt to touch it up. done on both the main journal and the rod journal let the weight of the grinder do the work do not force it by pushing it down when the belt is on count the rotations of the crankshaft so that it is even from journal to journal have a micrometer handy Well, checking them guarantees perfection once we are happy with the 600 grit, we will put on our 800 grit polishing belt. Now this one looks aggressive but it is actually designed to remove virtually no material.

Adding some pucker crank polishing will allow us to polish the crank to a mirror finish the last order of business is to check the journals one last time with Mike. The end result is an impressive polishing job that any engine builder would be happy with Now that you know the basics of how to polish a crankshaft, let's get started. Back to assembly on the old ego 4340 gray mare, forged I-beam rods are being used on their new FSI line for this build. Now these things accept a floating wrist pin inside the brass pin bushing. They come equipped with ARP 7/16 8740 rod bolts and use alignment sleeves for proper cap indexing and the rod bolt is recessed to minimize space required in the block.

They are now designed to handle up to 800 horsepower instead of 8000 rpm and are our economical alternative to an H-beam. The Molly power pack piston kit was included with a balanced Eagle rotating assembly, uses the 1 millimeter, 1 millimeter, and 2 millimeter low resistance Peck included and also comes with 927 wrist pins and wire top locks, a 26 CC D-shaped plate, and dual valve reliefs. the same procedure that was used to check the main bearing clearance is used to check the connecting rod bearings our range is between 22 and 24 10 thousand this checks at 23 10 000 with lubricant in the bearings and oil in the piston rings we are using our Summit Compressor Sleeve race rings to install the assembly.

It is tapered, allowing the rings to compress toward the bottom of the sleeve and

make

entry into the hole easier. Low tension rings and slick cylinder bores make piston installation easy in this application, a piston stopper was not used. Needed in fancy, this is a fancy wrench right here, the stretch measurement was between 44 and 46 tens of thousands using our ARP Rod Bolt Stretch Gauge to Eagle specifications for ARP 8740 fasteners which was achieved with our torque wrench set at 74 lbs. Feet, they were all checked, even checking the last one because that's the right way to do it, she's there, very good, they went together, very soft, very soft, then Pat checks the specs of that stroker and she likes what it looks like. go, hey, welcome back before we start.

I would like to touch on a specific added element to this particular rotating assembly, the force needed to rotate it is basically the friction between the cylinder wall, piston skirt and ring pack, but with advanced ring pack technologies and skirt, as well as different burnishing techniques. That friction has been greatly reduced today; in the past, a small-block Chevy with a 560 Forte compression ring and 3/16 oil ring pack could have up to 45 foot-pounds of rotational resistance. Now we want to show you what this Windsor has a 1 millimeter, 1 millimeter, and 2 millimeter Peck ring and it's great, since we have it, we're using our digital Matco torque wrench to measure the resistance to rotation.

This can be done with a less expensive or even cheaper quadrant torque wrench. beam style to get the same results, this Windsor has an impressively low breaking reading of 11 foot-pounds and during rotation maintains between 10 and 11 foot-pounds the lower the amount of resistance, the lower the amount of parasitic loss by friction, now this doesn't make any power it just releases what's already there, the rest of the short block will come together pretty quickly. The first thing to do again is that the duration of the camshaft at 50 thousand lift is two hundred and thirty-six degrees on the intake and 248 degrees from the exhaust.

The angle of separation of the lobes is 110 degrees. Valve lift with a 1.72 ratio rocker arm is 610 mils on the intake and 630 mm for exhaust retention. It is a factory style cam push plate. The trick flow billet double roller chain is in place and it's time. To level the camp, we are reinstalling it in exactly the same position as before at 107 and a half degrees from the intake centerline. Now the ARP oil pump shaft and high volume pump are bolted to the truck. It's new, the reason is that we can run a new one. oil pan that has a location for a temperature probe to monitor oil temperature when on the dyno a comb attic pan gasket will seal the new road race style oil pan, it is baffled and has a capacity 8 quart Co medic MLS head gaskets with 27,000 tablet thickness and a Tibor 406 will seal the heads to the platforms.

Our calculated compression ratio is ten point three, two to one. The heads are Trick Flow high port 225, have a 58 CC chamber, 7/16 rocker studs, and are set up for a hydraulic roller. cam chef holds the head in place, our half-inch ARP head bolts are torqued to 100 foot-pounds with the 1.72 ratio rockers installed and tied down. Kemetic intake gaskets and Permatex rite material will allow the Edelbrock Performer rpm dual plane manifold to seal the Lifter Valley, same trick flow valve covers with a different look, we are plugging this 408 inch stroker. I don't know if I can tell you how excited I am.

I like to look at the door, oh wait, it's so wide now we can play. our new dyno cell and see how much this old mayor passes on the power scale. Early models of carbureted vehicles shared a common problem called vapor lock. When the fuel inside thefuel line boils, now it can cause difficult starting problems. In addition to rough idling, dei has an inexpensive solution to the problem: it's called a vapor lock, a fuel line sleeve made of fiberglass and polyester laminated to an outer layer of aluminum. It now greatly reduces heat in the line, which keeps the fuel cooler so vapor lock doesn't occur. occurs, is easy to install and is available in 3/8 and 1 inch diameter sizes.

The next D-cell block takes over its first run in May with our 408 Windsor Stroker hooked up to the dyno. We are ready for our first run. Here we go, seat. belt on I saw a number 40 around 500 Wow, how's that? Oh my gosh, right now we're doing 522 to 5800, but look at the torque, I mean what would happen? We are square at this time there were 525 in the same place. Wow, the carburetor looks good. 32 degrees and that's 32 degrees of timing. I have no idea what this new plate of pistons will take to synchronize 1.28 force per cube on the gas pump and a dual plane manifold with a small can.

Yeah, that's pretty impressive and look how much vacuum there is in the manifold. yes, oh yes, there is some restriction there, sure, some definite restriction. I'm impressed that they'll put a grade at 1/2. I'm going to put some timing in here right now, okay, I sneaked in two more degrees of timing for a total of 34 now we're also going to change the RPM range, but not right now when you're on a diet, it's important to make just one change At the same time, I put in a little more torque. I think this is an incredible peak torque at 4100. 530 didn't really affect the horsepower much because it made it 20.

You know, that's going to be a function of the restriction in the manifold. Yes, you are happy with how long it works. Let's just increase the rpm. I think that's increasing it. our afternoon wise and objective from there, here you make the bull what you built it for, oh, that's what I'm talking about, okay, how do you do it? Why do you run to say that I know more than that? And smooth, I think you've done a couple more. Smooth all the way through the post it made it 22 at 5800 yeah and that's fine and it still made the same torque five five thirty for the damn money a good man creates pulls well this is a nice little motor if we touch the violin.with it more we can eat a little more, you know, the biggest restriction we can show is the air, yeah, okay, so you have a 950 CFM carburetor and at maximum rpm it's pulling 687 CFM, so, what? what does that tell you?

The restrictions under the Carver manifold are the correct restrictions and that's fine because I think we have a good plan to increase the induction and while we're at this point we could increase the chamber so this thing is uh this thing is thin and petty and that's it this is a good engine good job yes sir for more information on everything you may have seen today and evie calm we recently visited Kazi racing engines in Winder Georgia if you are looking to make big power with a big engine. -block Ford John Kazi and his team can help, they built us a 598 cubic inch engine that produced one thousand one hundred eight horsepower and 933 pound-feet of torque.

One of the standout parts of this engine was the Kazi SR 71 cylinder head, which was designed specifically for high-power applications. John shared his wisdom on the topic of cylinder head flow and now we would like to share it with you. We're not big airflow guys. We like what we see on the dyno and in the air better. flow whatever it takes to do that, but some people who are very smart have told me that the flow of air and fuel through this part is over 400 miles per hour, so let's think about that for a minute pretty quick Well, there is a lot.

A lot of mass goes through there, even dry air has weight, but what's in here also contains 7% of its fuel vapor, so it has a lot of weight and when you have a big charge against the engine and it's 400 miles per hour worth air and fuel. through it he has to make turns, you know in a perfect world it would be straight, but you have to make him turn, so the faster he goes, the harder it is for him to make turns, but at the same time speed is your friend as far as to coast and fill a cylinder at the end of the cycle and all that, so you don't want slow air, which would be a very large part with the same amount of flow, it would be slow air, slower, it won't continue to fill the port. so you have to do it fast in some places slow in some places on a head like this fast in the middle the part when it's going to do it right it turns down and inside the hole it better get bigger because if it gets bigger it will it slows down and it can make the curve, it's like you're in your car and you're driving down the road and you're going to stop in a driveway, you don't accelerate properly and the same thing here, so everything there has weight.

So when you turn a corner, you want to throw the fuel out of the air if you go too fast because the fuel will go a long distance because it weighs more than the air and if you have a port, that's a little bit much. small and you're trying to flow a lot of airspeed through the large Cuban contingent, what we see happening is the error in the fuel can separate again and then all of a sudden you'll have an engine that detonates and burns a piston. up or something, you don't really know what happened and you go back and make the port a little bigger right in this area, no, so that goes away when you're making bigger cubic inch engines and you know you're trying to make advances.

In the head, you know you want to make it bigger in the right place, but not so big that it slows down the air, well, John, oh, I appreciate you inviting us to talk about airflow, the science, and the construction of engines, it's a lot. Grateful thanks to the players you are having here.