block ID
Thread Starter
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Tuned
Joined: Feb 2017
Posts: 367
Likes: 23
From: Harrisburg, PA
****Info Needed****
To keep me from buying a burette kit(for a one time use), to measure the cc's of my D2TE-A heads, does anybody have the combustion chamber volume? Scat lists 72cc and 76cc, but somewhere in the back of my mind 74cc was mentioned. I know it makes only .4 difference low to high, but it could be the difference of going over 10.0 compression ratio.
Thanks for any help,
Dan
To keep me from buying a burette kit(for a one time use), to measure the cc's of my D2TE-A heads, does anybody have the combustion chamber volume? Scat lists 72cc and 76cc, but somewhere in the back of my mind 74cc was mentioned. I know it makes only .4 difference low to high, but it could be the difference of going over 10.0 compression ratio.
Thanks for any help,
Dan
Thread Starter
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Tuned
Joined: Feb 2017
Posts: 367
Likes: 23
From: Harrisburg, PA
Let's hope 3 is a charm! Found another D3TE mirror 105 (501) block this morning. Pulling the engine apart and taking it to the machine shop on Thursday, with my fingers crossed. Pan was to the full mark on oil, and the engine rotated with a breaker bar without removing the spark plugs! 
Hotshot
Joined: May 2003
Posts: 11,141
Likes: 25
From: south louisiana
****Info Needed****
To keep me from buying a burette kit(for a one time use), to measure the cc's of my D2TE-A heads, does anybody have the combustion chamber volume? Scat lists 72cc and 76cc, but somewhere in the back of my mind 74cc was mentioned. I know it makes only .4 difference low to high, but it could be the difference of going over 10.0 compression ratio.
Thanks for any help,
Dan
To keep me from buying a burette kit(for a one time use), to measure the cc's of my D2TE-A heads, does anybody have the combustion chamber volume? Scat lists 72cc and 76cc, but somewhere in the back of my mind 74cc was mentioned. I know it makes only .4 difference low to high, but it could be the difference of going over 10.0 compression ratio.
Thanks for any help,
Dan
Tuned
Joined: Mar 2004
Posts: 412
Likes: 3
****Info Needed****
To keep me from buying a burette kit(for a one time use), to measure the cc's of my D2TE-A heads, does anybody have the combustion chamber volume? Scat lists 72cc and 76cc, but somewhere in the back of my mind 74cc was mentioned. I know it makes only .4 difference low to high, but it could be the difference of going over 10.0 compression ratio.
Thanks for any help,
Dan
To keep me from buying a burette kit(for a one time use), to measure the cc's of my D2TE-A heads, does anybody have the combustion chamber volume? Scat lists 72cc and 76cc, but somewhere in the back of my mind 74cc was mentioned. I know it makes only .4 difference low to high, but it could be the difference of going over 10.0 compression ratio.
Thanks for any help,
Dan
You gotta ask yourself if it is worth the extra few hp to face the risk. Once you are in the area where you can't get timing correct, it's a total bust. If you hit detonation issues furthering your advance before your power dips back down (in other words the timing is still giving you power gains at the point of detonation), then the compression, safe to say, is too high.
Tuned
Joined: Mar 2004
Posts: 412
Likes: 3
Re: the quest continues.
What I'm looking for is a good D3TE or D4TE in a F100 to F350 to use the block as the base for a stroker engine. My intentions are for the engine to have good torque from 1800 - 5000 rpms (Lunati has a good cam profile for that). The heart of the engine will be a Scat rotating assembly with a 4.125" stroke and a compression ratio of not greater than 9.8. This should give me a fun truck to drive around, with enough torque to tow my Thunderbird to shows of greater distances.
The desire for a D3 or D4TE block is the better webbing. The most recent cracked block was a "mirror 105" which I had high hopes would pass the magnaflux tests.
Other parts on the shelf awaiting a good block are: D2TE-A heads with all new valves, springs, guides and seals; Edelbrock 390 Streetmaster intake; Holley 670 CFM Avenger carb and a set of Doug's full length coated stainless steel headers.
Rome wasn't built in a day, but I sure would like to get all these parts together soon. I'm sure some young guy will look under the hood and say, "Ugh, it's just another old FE boat anchor"!!
Dan
What I'm looking for is a good D3TE or D4TE in a F100 to F350 to use the block as the base for a stroker engine. My intentions are for the engine to have good torque from 1800 - 5000 rpms (Lunati has a good cam profile for that). The heart of the engine will be a Scat rotating assembly with a 4.125" stroke and a compression ratio of not greater than 9.8. This should give me a fun truck to drive around, with enough torque to tow my Thunderbird to shows of greater distances.
The desire for a D3 or D4TE block is the better webbing. The most recent cracked block was a "mirror 105" which I had high hopes would pass the magnaflux tests.
Other parts on the shelf awaiting a good block are: D2TE-A heads with all new valves, springs, guides and seals; Edelbrock 390 Streetmaster intake; Holley 670 CFM Avenger carb and a set of Doug's full length coated stainless steel headers.
Rome wasn't built in a day, but I sure would like to get all these parts together soon. I'm sure some young guy will look under the hood and say, "Ugh, it's just another old FE boat anchor"!!
Dan
Thread Starter
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Tuned
Joined: Feb 2017
Posts: 367
Likes: 23
From: Harrisburg, PA
The 3rd block is now disassembled and ready for the machine shop tomorrow morning. I was surprised to find that the engine had a rebuild before the truck went to the Junk Yard. The frame had rusted out and that was the last straw for the company owning the truck. Engine has .030 pistons, so it's been bored 30 over. The block is super clean inside, even after sitting for about 5 years. Underside of the pistons were clean as a whistle and bearing clean as could be, with no scratches. Good oil in the pan and even nice dark green antifreeze in the cooling system. 
Too bad I'm only using the block, as my build has a new 4.125 Scat crank, forged Mahle .030 pistons.
More info after we have the shops findings!
Dan
Too bad I'm only using the block, as my build has a new 4.125 Scat crank, forged Mahle .030 pistons.
More info after we have the shops findings!
Dan
Hotshot
Joined: May 2003
Posts: 11,141
Likes: 25
From: south louisiana
The 3rd block is now disassembled and ready for the machine shop tomorrow morning. I was surprised to find that the engine had a rebuild before the truck went to the Junk Yard. The frame had rusted out and that was the last straw for the company owning the truck. Engine has .030 pistons, so it's been bored 30 over. The block is super clean inside, even after sitting for about 5 years. Underside of the pistons were clean as a whistle and bearing clean as could be, with no scratches. Good oil in the pan and even nice dark green antifreeze in the cooling system.
Too bad I'm only using the block, as my build has a new 4.125 Scat crank, forged Mahle .030 pistons.
More info after we have the shops findings!
Dan
Too bad I'm only using the block, as my build has a new 4.125 Scat crank, forged Mahle .030 pistons.
More info after we have the shops findings!
Dan
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Thread Starter
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Tuned
Joined: Feb 2017
Posts: 367
Likes: 23
From: Harrisburg, PA
It was a 360 2T crank in a D3TE block. I'm going to pull the front end sheet metal off (needs body work anyway) and use my running 360 for the build. Stay tuned, we may get this rocket to the launch pad yet!
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