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yes sir. The motor has been rebuilt. Just waiting on a new oil pump that should be here by Saturday, and I also have the trans out for a rebuild. Shiuld have that back soon as well.
The stock Fuel injection requires the PIP signal from the stock distributor to operate.
There is no way to duplicate that signal with an HEI distributor.
Otherwise everything looks good.
How much was the head surface machined?
The stock Fuel injection requires the PIP signal from the stock distributor to operate.
There is no way to duplicate that signal with an HEI distributor.
Otherwise everything looks good.
How much was the head surface machined?
Thanks for the help. Ill order a standard replacement. Not sure how much the machinist took off, been asking him but he has not responded yet, been a while since its been done too. I wanted to try and figure out what the compression ratio would be too.
The machinists finally answered today. Says he only took .010 off the head. Looks to be a bit more then that wouldn't? At lease by looking at the before and after pics. The combustion chambers are a lot smaller than original. Before machining After machining
Based on the material left around the "pry up" slots on the edge of the head I would say your machinist is correct. Generally speaking, a .010" head cut will clean up most used heads
Based on the material left around the "pry up" slots on the edge of the head I would say your machinist is correct. Generally speaking, a .010" head cut will clean up most used heads
sounds good good thanks for the input. We didn't get any measurements on the combustion chambers, but if you had to guess (or if there is a way to figure it out) what would the compression ratio be? Just curious. I am new to all this and it my 1st rebuild.
My experience with Ford engines of that era is the combustion chamber generally runs a little larger than print, probably due to the engine plant leaving a little extra on the head casting after machining. A .010" clean up cut will not change the compression ratio significantly; I would say you are still close to the published chamber volume of the head.
Nowadays, with more stringent emissions and fuel economy standards, combined with better quality controls, engine tolerances are held much tighter than in the past. Indeed, these are the good old days of engine design.
My experience with Ford engines of that era is the combustion chamber generally runs a little larger than print, probably due to the engine plant leaving a little extra on the head casting after machining. A .010" clean up cut will not change the compression ratio significantly; I would say you are still close to the published chamber volume of the head.
Nowadays, with more stringent emissions and fuel economy standards, combined with better quality controls, engine tolerances are held much tighter than in the past. Indeed, these are the good old days of engine design.
Thanks for the input, you've all been a big help. Now on to my next issue. Been trying to find a replacement A.I.R. tube and check valve. Any Idea where to find them or happen to know the part # for the check valve? Found the part # for the tube (printed on the tab).
I fixed somebody's once many years ago using a flexible gas supply line for a hot water heater. I think it was stainless steel so there no longer was a corrosion concern.
I fixed somebody's once many years ago using a flexible gas supply line for a hot water heater. I think it was stainless steel so there no longer was a corrosion concern.
not a bad idea, I'll check out one of those. Thanks again
