I'm a tad disappointed, I can only find 1 camshaft producer that can grind a custom camshaft with a firing order change.

Plus they will only do roller lifter cams unless I want to pay really big dollars to get custom stick hardened for flat tappet.

SCJ heads are picky about push rod angles and valve guide wear with tall hydraulic rollers. I can use solid rollers because they are shorter but have to adjust them every 10,000 miles.

 

I'll bet not. For every prototype engine they did custom electronics. I used to tune prototypes engines before switching to transmissions.

 

Alrighty then!

 

Finally some good news.

Adapter plate is only 2 inches thick so the motor will fit with no pushing trans back.
2.75" clearance if I do nothing.
If I move radiator forward 1" and push trans back 1" I will have 4.75" clearance. I may push trans back 2 inches so I can get a clutch fan on the system. Basically I will push trans back as far as I can. Either firewall will stop me or cables and wiring which ever comes first. Maybe I could get 3 or 4 inches that would be great.
I am adding C code springs and Vs in front so pushing trans back will help rear driveshaft length too.

My 552 with tall valve covers is the exact same height as a V10. Width is a tad less so all is looking peachy.

 

If the wiring is the limiting factor couldn't you extend the wires?

 

Yes, but I'm leary about cutting and splicing the input and output sensor wires. I know they are just 2 wire VR sensors but I still don't want to add more resistance in the line and cause a computer hickup.

Am I being too ****?

 

Yes, you are. If you were to add 20 feet you may have a point.

 

I didnt read the whole thread but as far as cooling, if you use mark 8 fans, you wont have an issue. They move about 4000 cfm. You may need a couple of them with the amount of HP/heat you will make but thats the only way to make electric fans your only cooling choice. The junk from Jugs only moves about 1500-2000 cfm and as mentioned, melt down. Remember to build a nice shroud so all the air passes through the fins. If not, the air will bypass, taking the path of least resistance. Also, surface area is your friend, dont be fooled by 4 row stuff. A good 2 row with 20% more surface will cool way better than a smaller 4 row.

Either way, do some research on HP output and cooling needs. I did a lot of work on this for racing and towing.

I have a 427 stroker in my race car and a single M8 fan... end of track temp is 200, after the turn, 170... its a bad **** fan. I use it to blow the dust out from under the car before I fire it up.

 

Thanks for the info, but cooling has been figured out and the OEM clutch fan from 1989 to 1990 7.3 liter diesel will fit on motor.

19 inch 7 blade clutch fan

OEM V10 shroud wI'll be modified with fiberglass to work with new system.

 

I just learned some things that are modifying my whole project.

1) The Ford 400 motor from early 70s to mid 80s has the same firing order as the 5.4 2V modular motor!!!!. No camshaft custom grind needed.
2) It can be stroked to a healthy 444 cid. with only a .030 overbore.......sound familiar? 7.3L = 444 CID I could say GODZILLA
3) Aftermarket heads are readily available and quite impressive. Trick Flow and Edelbrock
4) The 400 has same transmission bolt pattern as the 460, same distributor too.
5) With Price Motorsports adapters these motors can accept 351W intake manifolds which are everywhere and come in EFI configuration new and in salvage yards.
6) everything I have done with the 460 research will work on the 400. All sensors, etc.
7) the 400 is 6 inches shorter than the 460

Estimated HP and TQ is not what a 552 would be but better than a V10.
450 to 500 HP and 600 Ft-LBs and the torque on these motors is phenomenal at as low as 2000 rpm.

This will be a much easier install and cheaper. Even with my current 552 on the engine stand. The custom camshaft alone was $800. Add custom headers for a set of SCJ head $800, etc and the 400 is looking very pretty.

On edit:
GODZILLA BORE AND STROKE
Bore and stroke comes in at 4.22-inches x 3.976-inches

 

I believe the 6.6(400) is 100lbs lighter than 460. The Midland motors(335) were very sturdy engines, they suffered from low compression and retarded timing for emissions. I had Competition Cams build a crate 400 for me back in the 80's. It was rated at 350hp. Mild RV cam and 9:1 compression, Edlebrock Performer 400 intake, and Holley Projection. It ran real good for many years. When they changed the snog rules here in Cali I sold it to a rancher in Texas.

 

Yah, with a stroker at 444 cid, zero decked and aluminum heads and intake it should be a pretty good motor.
Aluminum heads and manifold would have made the 460 practically the same weight as a V10.
Aluminum heads and intake on the 444 cid will be same weight as a 5.4.

 

HP and TQ numbers are a little off from my intial estimate for a 400 motor.

500 hp and 500 tq estimate

less up at my elevation.

400 hp and 400 tq at 8000 ft

better than our V10s that have 248 hp and 340 tq up here.

 

You loose that much on a v10 @8000'? 60hp and 85lbft

 

I loose 20% from sea level.