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fordtrucks-digest DigestVolume 97 : Issue 139

Today's Topics:

Re: 460 Maximum Compression Ratio? ["George Shepherd"
Re: pinging [sdelanty sonic.net ]
Re: pinging [daffin satcom.whit.org (Mike ) ]
Re: 460 swap ["Gary, 78 BBB" ]
Paint Products For Frame Restoration ["Turner, Randy" ]
Re: 460 Maximum Compression Ratio? ["Gary, 78 BBB" ]
RE:Pinging ["Gary, 78 BBB" ]
Re: 460 Maximum Compression Ratio? ["Gary, 78 BBB" ]
RE: 460 Maximum Compression Ratio? [Kevin Kemmerer ]
Re: 460 [Claypaul aol.com ]
Re: 460 swap ["Jim Strigas"
COMPRESSION FYI [Kevin Kemmerer ]
JcWitney info [William Sabers

Administrivia:

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Message distributed via http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.lofcom.com/
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------------------------------

Date: Sun, 3 Aug 1997 23:10:04 -0500
From: "George Shepherd"
To:
Subject: Re: 460 Maximum Compression Ratio?
Message-Id:
Content-Type: text/plain; charset=ISO-8859-1
Content-Transfer-Encoding: 7bit

I'd also bring the stall speed on the torque converter down. With that much
torque, you don't need such a high stall speed.

----------
> From: Daver
> To: fordtrucks lofcom.com
> Subject: Re: 460 Maximum Compression Ratio?
> Date: Sunday, August 03, 1997 6:58 AM
>
> Randy Collins wrote:
> >
> > List members,
> >
> > I am in the process of making the decision of the final compression
ratio of my 460 motor for my project truck. I am confused!
> >
> > Most of the reading I have done indicates that the maximum compression
for pump gas in around 9.5 : 1. Most folks also say that the 460 will
tolerate slightly more compression and polishing the combustion chambers
will give more tolerability. I have also read that the 460 will not
detonate between 10.0 and 10.5 to 1 compression using premium pump fuel.
> >
> > I am getting conflicting information from the local machine shops. The
say that the maximum compression ratio for the 460 is 9.0 to 9.25 to 1 and
that's it. Any higher will cause sever detonation and soon thereafter will
destroy the motor.
> >
> > Vehicle info.
> >
> > Really heavy truck.
> > 4.10 gear ratio.
> > 32.8" diameter tires
> > C-6 Automatic
> > 2200 RPM Stall
> >
> > Motor info.
> >
> > 429 SCJ Cast Iron Intake
> > 750 Vacuum Holley
> > C9VE Passenger Car heads matched to the CJ size ports
> > Intake Ports: cleaned up
> > Exhaust Ports: Hump removed, contoured and polished
> > Combustion Chamber Polished
> > Valve Size I = 2.190 E. = 1.725
> > Crane Gold Roller Rockers
> > Crane Cam #354551
> > In. Lift: .524
> > Ex. Lift .553
> > Duration .050
> > Intake 226 Degrees
> > Exhaust 234 Degrees
> > Lifters Variable Duration
> > I plan to install the cam advanced 4 degrees
> > Converter Stall 2200 RPM
> >
> > Please help me decide my final compression ratio. In the event that I
end up with a compression ratio that is to high can I stack two head
gaskets to lower it? Is it possible to purchase head gaskets other than
the typical .041 thickness?
> >
> > I still need to buy new lifters. Anyone have any experience with the
Rhoads variable duration or the Crane Hi-Intensity lifters.
> >
> > Thanks in advance for everyone's help.
> >
> > Randy Collins
>
> Ear yeh yeh 10.5 to 1 DYNAMIC compression so what is the max static
> which is what most people refer to? Depends on how you setup. My
> sugestionis to run about 11.0:1 and run a Comp Cam 268 or 270 single
> grind cam for street balance the engine and pocket port it/match the
> intake (a Eddlebrock preformer RPM and you'll enjoy runablity with good
> 89 or moderate 92 octane fuel running a start advance of 10 to 14 BTDC
> and a full advance of 20 to 24 BTDC.
>
> Molater
>
> Daver
>
>
> ____________________________________________________________________
> Message distributed via http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.lofcom.com/
> For help send mail with subject "HELP" to:fordtrucks-request lofcom.com
> Comments and suggestions are welcome, use: kpayne mindspring.com
>

------------------------------

Date: Mon, 4 Aug 1997 01:08:33 -0700
From: sdelanty sonic.net
To: FORDTRUCKS lofcom.com
Subject: Re: pinging
Message-Id:
Content-Type: text/plain; charset="us-ascii"

>I have a 78 F-250 4x4 400M, it has a performer manafold and Carter AFB 4v
>carberator.The problem is when ever I pull my boat or get into the mortor
>hard it pings like crazy, and starts to overheat. These problems all
>started we we made the carburator changes.

>also the egr valve was not put back
>on.

Well, the likely choices are:

**The carb is too lean. You just put it on, so it's a likely suspect.
The AFB (1406) I put on my FE390 was quite lean. Changed that in a hurry...

What AFB are You using, and what are the jet and rod sizes?
Is the pinging worst when You are full at wide open, or is it worst when
You are
at about 3/4 open but gets better at WOT ??

**EGR. EGR lowers the -peak- combustion temps and definately reduces the
tendancy to ping *FOR A GIVEN IGN ADVANCE CURVE*

Distributors for EGR motors usually have more aggressive timing than
non-EGR motors. (more advance at mid throttle/mid load conditions)

Removing EGR on a motor origionally equipt with it *almost gaurantees*
pinging unless the timing curve is modified, or a different cam is chosen..

Longer duration cams pump back much of their charge and have lower
effective compression ratios at lower RPM's. They often like more
mid rpm/mid throttle ign advance to run good, so the agressive EGR timing
with EGR valve disabled may be a relatively happy thing..

The EGR doesn't really cost You much horsepower (none at WOT) and
disabling it may cost You Big HP if You have to retard the timing
significantly to avoid pinging...
I'd probably hook it back up unless You wanna fool with distributor weights
or buy a dist with a more suitable curve.

* The distributor advance should be on a ported, NOT an unported (manifold)
vacuum. UNported gives to much advance at idle, but once the throttle is
open a little ways they are both at the same pressure anyway..
I don't think that's Your problem with pinging/overheating at cruise speed.

I would do a spark plug reading to check for correct carb mixture, it
may be too lean and also I'd hook the EGR back up or recurve the
ign timing to compensate for the absence of EGR.

Removing the EGR on a 400 with a stockish cam and stock dist is a *sure* bet
to induce pinging.
A friend of my Dad's has a somewhat long and not so funny story to tell
about looking for HP, and removing EGR and much other silliness
with a '75 F250 with a 400.
Of course He never should have replaced the FE390 with a 400 anyway, but..

Pinging blows up motors.
Ed stuffed the tops of 2 pistons down into the oil pan because He
removed his EGR without making the other required modifications.
I think He was a little hard of hearing also. It must have rattled like
crazy...

Hopin You quit pingin' ,



Steve Delanty

1971 F100 shortbox, FE390, T-18 4-speed

------------------------------

Date: Mon, 4 Aug 1997 05:36:53 -0600
From: daffin satcom.whit.org (Mike )
To: fordtrucks lofcom.com
Subject: Re: pinging
Message-Id:
Content-Type: text/plain; charset="us-ascii"

Very Punny guys... and I guess i could have seen this while driving in my
ford.. Like that use of the keeping in the ford theme... but you know that
this fodder only leads us to jerseys... and well we probably will see our
kilts in the ether somewhere.... I have a friend who blows his big
bag-o-wind and doesn't cup lip it.. so im sure he can find you another
mouthpiece.. and besides all this can get us at the moment is plaid
pastures... : )

Mike.
daffin satcom.whit.org
74' supercab

BTW does anyone here have the stats for the f100 with a 155 wheelbase.. I
was looking at the booklet that came with the vehicle and it only includes
the 133'wb.


>> Ya it was! Would you mind finding that cow and getting my kilt? This bush
>> has thorns and is starting draw blood! She can keep the bag pipes! probably
>> cud lipped it. Oh Ya! Daver! Tell her we're finished!!! Want a little milk?
>> Ha, last time I fall for that line of Bull!
>>
>> Hurry back Daver, I'm getting cold!
>>
>> Jim Strigas
>
>Hey Jim this is udderly rediculas. You know a heffer like that'll tear
>yer Kilt and besides I have milked this for all I can get out of it.
>
>Molater
>
>Daver
>
>
>____________________________________________________________________
>Message distributed via http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.lofcom.com/
>For help send mail with subject "HELP" to:fordtrucks-request lofcom.com
>Comments and suggestions are welcome, use: kpayne mindspring.com
>
>

------------------------------

Date: Mon, 4 Aug 1997 08:03:27 +0000
From: "Gary, 78 BBB"
To: Junglbubba aol.com
Cc: fordtrucks lofcom.com
Subject: Re: 460 swap
Message-Id:
Content-Type: text/plain; charset=US-ASCII
Content-Transfer-Encoding: 7BIT

> Date: Sat, 2 Aug 1997 17:25:41 -0400 (EDT)
> From: Junglbubba aol.com
> Subject: 460 swap

> 1) I'm curious about your address at ford.com?

Does your mailer insert the "from" address in your mail? I have
everyones address in my mail so I can respond individually if I like.
Another member mentioned he didn't have my address either so I'm not
sure what's happening?

> 2) What size tires are running and what is your gear ratio?

I hope you're responding the to post which mentioned that I have done
this swap in a PU but not in the bronco as yet? On the PU I am using
stock 29-30" tires (haven't measured them yet) probably P225-70-15's
similar to the old "H" size.

> 3) What about headers, intake, carb and cam?

I kept the engine mostly stock with forged, dished pistons but added
a Melling torque cam and Holley 600 cfm 4160 and cheap Walker headers
with theomo wrap and custom dual exhaust (2.5" I think). I put the
stock spread bore and open heat duct manifold back on cuz I didn't
like the Holley and blocked off heat ducts in the manifold. The cold
manifold didn't give very good cruise or idle performance and gas
mileage was really bad.

> 4) What fuel mileage are you getting?

I get about 12 now with 2.75 gear, wide ratio C-6 and stock tires.

> 5) What stall rpm converter did you put in. I'm running a C-6
> w/stock converter. I think its 800 rpm stall 6) Last for now, did

Stock, what ever that was.

> you run into problems with fit, finish, trans mounts, radiator,
> pulleys,etc.?

I found the stock 351W or 351M PU radiator wasn't good enough and put
one in from a van with a 351W Hypo which seems to take care of the
heat but in the bronco I have a 4 tube 26 x 24 x 4" Modine with I
think will be stressed with the new, slightly more built 460 but I
expect it to handle it OK. I heard a report from one guy with this
setup who had some trouble in the South west on hot days with a
mildly built 460 with 10.5 comp and torqe cam etc.

The 460 was a shoe in in the PU but I understand it's a little
tighter in the bronco and headers have to be carefully thought out to
fit right. In the Pu you still have to be carefull cuz it's tight
but every thing went right into place on mine with the exception of
the starter which had to have the brush cover strap modified so the
pinch bolt was out of the way. Since I made my own mounts it was
more work but I expect if you buy L&L or one of the others' mounts
and matching headers you will simply bolt it in. The center line of
the crank may be slightly different so the radiator and shroud may
need a little adjustment but that's about it as I recall.

-- Gary Peters --

(Mine)78 F-150, 2wd, 460, C-6
(Mine)78 Bronco, 4wd, 351M, Np 435, Np 205, 33's
(Daughter's)92 Tempo
(Daughter's)92 T-Bird
(Wife's)94 T-Bird
(Son's)90 F-150, I6
(Son's)76 Blue Bird School bus
All mine to work on, maintain etc..

------------------------------

Date: Mon, 4 Aug 1997 07:20:57 -0500
From: "Turner, Randy"
To: "'fordtrucks lofcom.com'"
Subject: Paint Products For Frame Restoration
Message-ID:

>I am currently restoring my grandfathers 1950 F1 Ford Pickup. I'm an
>amateur at this with some help from others.
>
>I had my frame sandblasted and primed. With some advise from another
>person I painted the frame with an acrylic Enamel (compatible with the
>primer he said). Now, the paint chips very easily in places when bumped
>with a wrench. I'm told now by another person that I should have used
>POR-15 instead. I don't mind going thru the process again to get it
>right but I have also been told that products like POR-15 may allow
>moisture to collect between the paint and metal causing concentrated
>rust pockets.
>
>Can anyone give me some tried and true advise on painting my frame?
>
>Randy Turner
>

------------------------------

Date: Mon, 4 Aug 1997 08:32:49 +0000
From: "Gary, 78 BBB"
To: fordtrucks lofcom.com
Subject: Re: 460 Maximum Compression Ratio?
Message-Id:
Content-Type: text/plain; charset=US-ASCII
Content-Transfer-Encoding: 7BIT

> From: Randy Collins
> Subject: 460 Maximum Compression Ratio?
> Date: Sat, 2 Aug 1997 17:15:56 -0700

> the combustion chambers will give more tolerability. I have also
> read that the 460 will not detonate between 10.0 and 10.5 to 1
> compression using premium pump fuel.
>
> I am getting conflicting information from the local machine shops.
> The say that the maximum compression ratio for the 460 is 9.0 to
> 9.25 to 1 and that's it. Any higher will cause sever detonation and
> soon thereafter will destroy the motor.

I think it was Mo who mentioned the cam profile as being very
important and also said you can run 12:1 on pump gas with the right
set up. More overlap allows lower "actual" compression pressure so
higher mechanical compression could be tolerated but I would hate to
try to calculate that with any gaurantees.

The numbers I've been hearing are about 10.5 max and that with some
sacrifices to tuning on 91 octane like retarding the spark etc.. I
should think an engine set up to run with no compromise on pump gas
would be preferable to one which could not be tuned to max
performance and thus economy so I personnally would opt for the lower
limit for any given setup.

In my case I'm going to shoot for 10:1 max but optimise everything
else I can for a clean burn. The shape of the piston top and
combustion chamber are very important as well since they control the
rate of flame propagation. Controlled propagation prevents
detonation and the more hump you have on the piston the more likely
detonation will be which is why I plan to use flat top pistons and
work with the combustion chambers and deck height to get the desired
compression.

If you are building a stree/strip machine then this is probably bad
advice but if it's a daily driver with economy as one of the goals
regardless of where on the list it falls, I suggest you stay away
from the big overlaps and high mechanical compression and go for
clean burn to get performance.

The bottom line, as Mo said is how all your components work together
and what your actual goal is for the engine. What are you willing to
sacrifice to get the performance or how much performance are you
willing to sactifice for economy. On 91 octane fuel you have to make
a choice :-(

-- Gary Peters --

(Mine)78 F-150, 2wd, 460, C-6
(Mine)78 Bronco, 4wd, 351M, Np 435, Np 205, 33's
(Daughter's)92 Tempo
(Daughter's)92 T-Bird
(Wife's)94 T-Bird
(Son's)90 F-150, I6
(Son's)76 Blue Bird School bus
All mine to work on, maintain etc..

------------------------------

Date: Mon, 4 Aug 1997 09:20:20 +0000
From: "Gary, 78 BBB"
To: fordtrucks lofcom.com
Subject: RE:Pinging
Message-Id:
Content-Type: text/plain; charset=US-ASCII
Content-Transfer-Encoding: 7BIT

> From: "art l"
> Subject: RE:Pinging
> Date: Sat, 2 Aug 1997 20:43:47 -0700

> I am running straight vaccum to the distributor. Is the vaccum can
> for the distributor? Also, I have tried different grades of gas, has
> not helped the problem. I am looking into rejetting the carburator.
> I'm runnung the timing ten degrees advanced, any less and the engine
> runs very poorly. Thanks Art

Most of the suggestions I've read so far have some merit but I
recently had my vac advance plate bearings freeze up so that it
couldn't move. Apparently it had been sticking for some time but
didn't stay stuck so the initial timing was way off once I got it
loosened up. I took the cap off and sprayed wd40 on the bearings and
worked it with my hands till it started working correctly. After
freeing it up I had to reset the timing and it now works quite well
at 12 degrees or so. I use manifold vacuum which can be accessed
through the carb or directly off the manifold. The carb should have
two ports, one ported and one manifold so you have to test to see
which is which with a vacuum gauge if you have one, otherwise, just
put your finger over the port and the one which has suction at idle
should be manifold.

I've heard that the ported can reach the same values as manifold but
this has not been the case in my tests so far. I get 20 - 25 under
varying rpms and conditions with manifold and a max of 12-15 ported
so which one you use will depend on which vac you have. The one
designed for manifold vacuum should have a stronger spring in it.

Ford vacs are also adjustable for spring pressure to vary the curve
if needed. If the vac doesn't work you will get spark knock like
crazy unless you retard the timing so much it won't run at speed.

Lean running carbs could cause some spark knock I suppose but my
experience indicates that the engine misses and runs poorly before it
knocks if you get it too lean. Generally lean mixtures require MORE
advance, not less.

P.S. if you have a serious vacuum leak it can affect the efficiency
of the vac operation since vacuum will be less in the manifold and
the closer the leak is to the port the vac is connected to the
greater the effect. Course this also tends to lean out the mixture
as well.

-- Gary Peters --

(Mine)78 F-150, 2wd, 460, C-6
(Mine)78 Bronco, 4wd, 351M, Np 435, Np 205, 33's
(Daughter's)92 Tempo
(Daughter's)92 T-Bird
(Wife's)94 T-Bird
(Son's)90 F-150, I6
(Son's)76 Blue Bird School bus
All mine to work on, maintain etc..

------------------------------

Date: Mon, 4 Aug 1997 09:56:39 +0000
From: "Gary, 78 BBB"
To: fordtrucks lofcom.com
Subject: Re: 460 Maximum Compression Ratio?
Message-Id:
Content-Type: text/plain; charset=US-ASCII
Content-Transfer-Encoding: 7BIT

> Date: Sun, 03 Aug 1997 06:58:18 -0500
> From: Daver
> Subject: Re: 460 Maximum Compression Ratio?

> Ear yeh yeh 10.5 to 1 DYNAMIC compression so what is the max static
> which is what most people refer to? Depends on how you setup. My
> sugestionis to run about 11.0:1 and run a Comp Cam 268 or 270 single
> grind cam for street balance the engine and pocket port it/match the
> intake (a Eddlebrock preformer RPM and you'll enjoy runablity with
> good 89 or moderate 92 octane fuel running a start advance of 10 to
> 14 BTDC and a full advance of 20 to 24 BTDC.
>
> Molater
>
> Daver

Are you saying that 24 degrees total advance at any rpm is
sufficient? My understanding is 36-38 total is best with 10-12
static???

-- Gary Peters --

(Mine)78 F-150, 2wd, 460, C-6
(Mine)78 Bronco, 4wd, 351M, Np 435, Np 205, 33's
(Daughter's)92 Tempo
(Daughter's)92 T-Bird
(Wife's)94 T-Bird
(Son's)90 F-150, I6
(Son's)76 Blue Bird School bus
All mine to work on, maintain etc..

------------------------------

Date: Mon, 4 Aug 1997 11:03:39 -0400
From: Kevin Kemmerer
To: "'fordtrucks lofcom.com'"
Subject: RE: 460 Maximum Compression Ratio?
Message-ID:
Content-Type: text/plain; charset="us-ascii"
Content-Transfer-Encoding: quoted-printable

----------
From: Randy Collins[SMTP:rcollins micron.net]
Sent: Saturday, August 02, 1997 8:15 PM
To: 'FORDTRUCKS'
Subject: 460 Maximum Compression Ratio?

List members,

I am in the process of making the decision of the final compression =
ratio of my 460 motor for my project truck. I am confused! =20

Most of the reading I have done indicates that the maximum compression =
for pump gas in around 9.5 : 1. Most folks also say that the 460 will =
tolerate slightly more compression and polishing the combustion chambers =
will give more tolerability. I have also read that the 460 will not =
detonate between 10.0 and 10.5 to 1 compression using premium pump fuel. =
=20

i run a little over 9:1 on my 460. i use it primarily for truck pulling =
and some street, and let me say that the motor is generally at idle or =
WFO throttle. i have been using the cheapest pump gas available in my =
area during the hottest, muggiest days of the summer, with NO PROBLEMS! =
(38 DEG. total timing) it makes no difference what fuel i run. and, my =
combustion chambers are NOT polished at all! My sources tell me that =
11.5:1 is possible, but 10.5:1 is safe with these cast iron ford heads =
when prrepped properly and run "good" gas. only when driving a bowtie =
is 10.5:1 to much. maybe these shops have too much more experience with =
bowties. BUT, at 9:1, power can be made, lots of torque. but 1 point =
of compression is worth about 4% power - 2 points=3D8% etc. (this is an =
approximation.) so from 9:1 to 10.1:1 can give you a nice bonus of =
power, like enough power to run that power robbing C6 tranny!

I am getting conflicting information from the local machine shops. The =
say that the maximum compression ratio for the 460 is 9.0 to 9.25 to 1 =
and that's it. Any higher will cause sever detonation and soon =
thereafter will destroy the motor. =20

Vehicle info. =20

Really heavy truck.
4.10 gear ratio.
32.8" diameter tires
C-6 Automatic
2200 RPM Stall

Motor info. =20

429 SCJ Cast Iron Intake
750 Vacuum Holley
C9VE Passenger Car heads matched to the CJ size ports
Intake Ports: cleaned up
Exhaust Ports: Hump removed, contoured and polished
Combustion Chamber Polished
Valve Size I =3D 2.190 E. =3D 1.725
Crane Gold Roller Rockers
Crane Cam #354551
In. Lift: .524
Ex. Lift .553
Duration .050
Intake 226 Degrees
Exhaust 234 Degrees
Lifters Variable Duration
I plan to install the cam advanced 4 degrees
Converter Stall 2200 RPM

Please help me decide my final compression ratio. In the event that I =
end up with a compression ratio that is to high can I stack two head =
gaskets to lower it? Is it possible to purchase head gaskets other than =
the typical .041 thickness? =20

yes, they are available. may be available up to .060 or .080 if you use =
a copper gasket. you shouldn't stack them, though i have a book here =
that says you can, i wouln't recommend it. buy the copper ones, they =
can be reused.

I still need to buy new lifters. Anyone have any experience with the =
Rhoads variable duration or the Crane Hi-Intensity lifters. =20

i run the rhoads lifters. they do what they say but i have a feeling =
that with my heavy springs, they are not giving me full lift at higer =
rpm's. this is just speculation though. i don't think i'll run them =
again (solid cam comes next!)

sleddog

Thanks in advance for everyone's help. =20

Randy Collins
Boise, Idaho
rcollins micron.net

1975 Ford F250 4WD Supercab "Muscle Truck"
Soon to have the following Randy installed options:
460 C-6




____________________________________________________________________
Message distributed via http://www.ford-trucks.com//lc/lc.php?action=do&link=http://www.lofcom.com/
For help send mail with subject "HELP" to:fordtrucks-request lofcom.com
Comments and suggestions are welcome, use: kpayne mindspring.com

------------------------------

Date: Mon, 4 Aug 1997 11:41:17 -0400 (EDT)
From: Claypaul aol.com
To: fordtrucks lofcom.com
Subject: Re: 460
Message-ID:

Check or replace the sending unit. They have a tendency to leak past the
diaphragm and it exhibits these symptoms. It has fooled me a couple if times.
Good luck! Paul '80 F250 4X4

------------------------------

Date: Mon, 4 Aug 1997 08:43:52 -0700
From: "Jim Strigas"
To:
Subject: Re: 460 swap
Message-ID:
Content-Type: text/plain;
charset="US-ASCII"
Content-Transfer-Encoding: 7bit

>Another member mentioned he didn't have my address either so I'm not
>sure what's happening?

That's all I am? Just another member? I thought... never mind.

>> 1) I'm curious about your address at ford.com?

Gary, you didn't answer his question about your e-mail address, so I took
the liberty of cut and paste!

>I work at Ford Motor as a Tool & Cutter Grinder programming,
>setting up and running CNC equipment, developing tooling for
>production as well as maintaining our tool room data base (Access II)
>on a company network server.

I hope this answers your question Jungbubba aol.com. However, I'm a tad
curious about your address, I know what aol.com is, but Jungbubba?

Gary, have you had any trouble with theomo wrap on your headers? I was going
to do this to reduce under hood temp's, but read on an other list people
having their headers come apart do to internal heat.

Jim Strigas
jstrigas worldnet.att.net
It's new. It's thin. It's under construction. It's my Homepage!
http://www.ford-trucks.com//lc/lc.php?action=do&link=http://home.att.net/~jstrigas
If you have nothing better to do, visit my Homepage. There's nothing there
for everyone!

------------------------------

Date: Mon, 4 Aug 1997 12:15:47 -0400
From: Kevin Kemmerer
To: "'fordtrucks lofcom.com'"
Subject: COMPRESSION FYI
Message-ID:
Content-Type: text/plain; charset="us-ascii"
Content-Transfer-Encoding: quoted-printable

all this talk of compression is goning on, so i thought i would share an =
experience of my cousin. this does relate to ford trucks, as well as =
any engine running cast iron heads.
my cousin also truck pulls, but he runs a dodge as opposed to my ford. =
he runs a 340 dodge. his latest build was meant to have about 13.5:1 =
compression with iron heads. he had a company send him a set of pistons =
for his combination and built the motor.
head gaskets went out as soon as the revs went up (exactly where i don't =
know, as the motor comes to life so fast that the tach hits 8000 right =
away!) this is a pull only motor, using race gas, so there was no =
detonation. also, when replacing the gaskets each time they blew many =
pushrods where bent (from the high compression - need cromemoly ones =
now). each time the gaskets blew, pressure inside the engine pushed oil =
right out of the valve covers like a pot boiling over. also one =
spargplug was destroyed, looked like severe detonation.

we checked the compression using a comp gauge and came up with about 240 =
psi. this calcs to 17:1 compression! they apparently sent the wrong =
pistons!

copper gaskets were ordered, put on, and ran at a pull last night. they =
didn't blow. these gaskets were thick enough to reduce compression to =
16:1.

here's the good part! everything i have read/heard says you cannot run =
that kind of compression with iron heads. usually the limit they say =
even with race gas is 12.5:1. aluminum head engines and race =
gas/alchohol, run 14.5:1 as the realistic limit. very rare to run =
higher than that with any engine (except desiels!) but it works. it is =
working with a small cam (relativly speaking) of under 300 duration. =
(who knows what the dynamic compression turns out to be?)

i just though this would be of interest to those involved in the =
compression ratio threads.

oh, by the way, i broke my rear yoke last night just as i let off the =
pedal after the sled stopped me. the most amazing thing about my truck =
though, is that that ford 9" rear, with 3.50 gears, is missing the third =....


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