No wonder they came out with the 3-valve... small bore = small valves.

Only way to get enough breathing room for the long stroke is to go multi-valve.

HOWEVER, using simple multiplication and division, here's an example of exhaust valve sizes.

Ford 428 Cobrajet, FE-series motor, has a 1.650" exhaust valve, 2.09" intake. I used a 2.060" intake and 1.650" exhaust on the 390 I built for my '74 highboy. And, 8 cylinders. I can't believe I remember this from 17 years ago...

So, do something like this:

390, 1.650" exhaust valves. For all 8 valves, that's .03384 inches of valve diameter per cubic inch.

415 cube, V10, 1.41" exhaust. For all 10 valves, that's .033975 inches of valve diameter per cubic inch.

That's really NOT a bad ratio... that's a pretty good-sized exhaust valve for the cylinder's size.

Intakes:

390: 2.060" valve, .04225" per cubic inch.
V10: 1.75" valve, .042168" per cubic inch.

Does ANYONE ELSE notice that the figures are almost exactly the same between the two motors?

That's VERY weird...

 

those are some sweet pictures....never seen the inside of a 10

 

 

I have a v-10 in an E series, so I had never really SEEN one before.

And I am in love with that motor!!!!

 

matt
nice shots of the v10 but i want the flat head sitting there 1st. or did not any one notice the 49 to 53 8ba or 8rt sitting along side of the v10 block.
art don't you have a blog in you site also. i lost the address again when i redid my puter with this 400 gb drive and new mb.

 

aahhh the flathead. there are so many parts available for these today that i really want to build it. and considering i am leaving in about a half hr here to go to the spring spectacular car show and swap meet at daytona speedway in my bid 10, i will probably see a bunch of flathead street rods today. give me the bug even more. hey you guys in the northeast, SHUT THE DOOR! its 39 degrees here this morning. the big 10 is groaning! matt

 

not much warmer here in the norwest side of n.j. 38 degs this am at 1030 hours

 

Oh, I saw it in the background there

What blog? What site? Whatcha talkin' 'bout dude?

 

the specail one you told me about that i signed up for. yep i'm funkie old dude also. got any other good names for me? old fart fits the best!

 

http://forums.kilonet.org

Shh... don't tell anyone!

 

Well...if it is good enough for a 428FE CJ...it has to be good enough for a V10.

What surprised me what the smallish size in the chamber area. I suppose it is directly related to the size of the cylinder, but wow...only 42.45cc. As a comparison...with the FE alum Edelbrock head (basically a cast of 428 CJ) that measures out at 72cc. Quite a difference...

Still nice to know...

biz

________________________________
2003 F250 SD SC 142" XLT FX4 V10 Auto 4x4 3.73s

 

speaking of long stroke engines like the 428 ford, i thought long stroke engines make all their power on the lower end of the scale, hence the long stroke. well the bore and stroke on the V10 is 3.55 and 4.16 respectively. with a long stroke like that, why does my V10 make lots more power in the mid to upper range. THIS BABY LOVES TO REV! any answers? matt

 

Intake/head combo,cams,

Its mostly all about the heads and intake plus the cam design ;they all are designed for a specific rpm band and then you have 10cylinders and the revolution,firing efficiency helps too.This engines stroke does not hinder the mid and high end rpm like the heavier longer stroked dinosaurs..
With that said everything has its limitations and you can only force it to do so much and then it reaches its limit.
Sure you can add a power adder like a supercharger to help out on compressing more air in and out but naturally aspirated has its limits to a degree.The 3valver is plain and simple a more efficent and better breathing design than the 2valve in this V10.
I'd like to see a dyno for a 3valve supercharged V10 triton;that would be a sweet pkg for sure(hello FORD wheres our chief?)

The key to it all is to get the engine to not have to work so hard(slow down)trying to get air in and out .
The 3valver does this chore more easily than the 2valver because it has smarter brains .

 

My experience with the V-10 is limited to my own two valve. My opinion is that it does have good low end torque, but the power in the higher rpm range is really excellent!

 

Long stroke just means more leverage to turn the crank.

There's really no "long-stroke equals low-end-torque and no high-end".

There's plenty of torque all over the place