Bought a stroker kit
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Fleet Owner
Joined: Jan 2004
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From: Brentwood,CA
Bought a stroker kit
Ok so last week I went ahead and bought http://cgi.ebay.com/ebaymotors/FORD-...QQcmdZViewItem this on ebay. I talked to the guy there and he told me I could order pistons in the 428 size for 50.00 more and get a 492 ci. Does this seem right? I have a 76 FE service block bored to 428 size and sonic checked. I plan on using ported and polsihed C8 heads a dual 4bbl intake with 2 800 cfm carbs. But I am still unsure of the cam I should use. I would really hate to spend this amount of cash and blow it up in a few mins because I used the wrong parts.
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From: Madison, SD
I'm no big fan of the hypereutectic pistons, I'd spend a few bucks more and get forged pistons. My calculator shows it to be a 462 cube engine, too.....
As for the dual 800's, that's about twice as much carburation as you need. I'd be looking for a set of 390 CFM Holleys, 500 CFM at the very most unless you're planning on running a roller cam and matching valve train and twisting the snot out of the engine... If this is the direction you're going, then definitely get forged pistons....
Probably the two most common mistakes people make when selecting components for an engine build is too much cam and too much carb!!!! A conservative approach and buying components designed to work with each other always works best.... No reason to buy components designed to work from 3500 to 8000 rpm in an all out race only vehicle and put them in a street engine that will seldom see more the 4500 rpm.....
As for the dual 800's, that's about twice as much carburation as you need. I'd be looking for a set of 390 CFM Holleys, 500 CFM at the very most unless you're planning on running a roller cam and matching valve train and twisting the snot out of the engine... If this is the direction you're going, then definitely get forged pistons....
Probably the two most common mistakes people make when selecting components for an engine build is too much cam and too much carb!!!! A conservative approach and buying components designed to work with each other always works best.... No reason to buy components designed to work from 3500 to 8000 rpm in an all out race only vehicle and put them in a street engine that will seldom see more the 4500 rpm.....
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Joined: Mar 2004
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From: Klamath Falls OR
Originally Posted by Dave Severson
I'm no big fan of the hypereutectic pistons, I'd spend a few bucks more and get forged pistons. My calculator shows it to be a 462 cube engine, too.....
As for the dual 800's, that's about twice as much carburation as you need. I'd be looking for a set of 390 CFM Holleys, 500 CFM at the very most unless you're planning on running a roller cam and matching valve train and twisting the snot out of the engine... If this is the direction you're going, then definitely get forged pistons....
Probably the two most common mistakes people make when selecting components for an engine build is too much cam and too much carb!!!! A conservative approach and buying components designed to work with each other always works best.... No reason to buy components designed to work from 3500 to 8000 rpm in an all out race only vehicle and put them in a street engine that will seldom see more the 4500 rpm.....
As for the dual 800's, that's about twice as much carburation as you need. I'd be looking for a set of 390 CFM Holleys, 500 CFM at the very most unless you're planning on running a roller cam and matching valve train and twisting the snot out of the engine... If this is the direction you're going, then definitely get forged pistons....
Probably the two most common mistakes people make when selecting components for an engine build is too much cam and too much carb!!!! A conservative approach and buying components designed to work with each other always works best.... No reason to buy components designed to work from 3500 to 8000 rpm in an all out race only vehicle and put them in a street engine that will seldom see more the 4500 rpm.....
Here are a few linkks for ya:
http://www.dscmotorsport.com/Misc/index.htm
http://www.carlsfordparts.com/parts_...uction3_31.JPG
http://www.carlsfordparts.com/main.html
FE "Freakin Expensive"
Joined: Dec 2003
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From: Smith Mountain Lake, VA
Wes, my rule of thumb has always been..what ever the motor runs Great on one carb..it doesnt hurt to double it up on 2 fours... So I agree with you... I realize Gas isnt cheap anymore...BUT......neither is speed....Hp and Tq..... JMO
RJ
RJ
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From: Klamath Falls OR
Originally Posted by RapidRuss
Wes, my rule of thumb has always been..what ever the motor runs Great on one carb..it doesnt hurt to double it up on 2 fours... So I agree with you... I realize Gas isnt cheap anymore...BUT......neither is speed....Hp and Tq..... JMO
RJ
RJ
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From: America
theres no way 2 800's would be appropriate....youd need to twist that engine 13500 rpms at 100% VE to need that many CFM...again id recomend a pair of 600's or less if you desire to run dual carbs and a 950 or less if you can stand having one.
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From: Klamath Falls OR
Originally Posted by JBradley500
theres no way 2 800's would be appropriate....youd need to twist that engine 13500 rpms at 100% VE to need that many CFM...again id recomend a pair of 600's or less if you desire to run dual carbs and a 950 or less if you can stand having one.
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From: Klamath Falls OR
Originally Posted by JBradley500
you may not have said that, dude, but he did.
2 500 cfm carbs would need to turn 7500 rpms to be appropriate and hes not going to turn that much with hyper pistons.
2 500 cfm carbs would need to turn 7500 rpms to be appropriate and hes not going to turn that much with hyper pistons.
http://www.geocities.com/spookytruck/Opening_Page.html
Last edited by FTE Ken; Feb 28, 2008 at 08:11 AM.
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From: Klamath Falls OR
Originally Posted by ford390gashog
Ok so last week I went ahead and bought http://cgi.ebay.com/ebaymotors/FORD-...QQcmdZViewItem this on ebay. I talked to the guy there and he told me I could order pistons in the 428 size for 50.00 more and get a 492 ci. Does this seem right? I have a 76 FE service block bored to 428 size and sonic checked. I plan on using ported and polsihed C8 heads a dual 4bbl intake with 2 800 cfm carbs. But I am still unsure of the cam I should use. I would really hate to spend this amount of cash and blow it up in a few mins because I used the wrong parts.
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Joined: Feb 2006
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Put the carburetor formula down and step away from the keyboard slowly - - and nobody will get hurt 
Darn near every size formula circulating is at least about 20-25% wrong - recommending too small a carb. Do you really think that all the guys at Ford, GM & Chrysler were all that dumb to put 715s on 428s, 780s on 429s, 850s on 427s, 2x 600s on 427s, 780s on 302s, etc, etc? Carbs are rated at an arbitrary 1.5" of vacuum drop, while your engine cfm requirement is rated at a mathematical zero static pressure. This means that the carb is a RESTRICTION at its rated cfm level - a RESTRICTION that will cost significant horsepower with little or no quantifiable benefit.
I'd treat a dual quad vacuum secondary application like a single double pumper with two extra sets of barrels on standby - - the vac secondaries open with airflow through the primaries - they only "happen" when needed. This means that I'd run at least a pair of 600s if not larger.
Darn near every size formula circulating is at least about 20-25% wrong - recommending too small a carb. Do you really think that all the guys at Ford, GM & Chrysler were all that dumb to put 715s on 428s, 780s on 429s, 850s on 427s, 2x 600s on 427s, 780s on 302s, etc, etc? Carbs are rated at an arbitrary 1.5" of vacuum drop, while your engine cfm requirement is rated at a mathematical zero static pressure. This means that the carb is a RESTRICTION at its rated cfm level - a RESTRICTION that will cost significant horsepower with little or no quantifiable benefit.
I'd treat a dual quad vacuum secondary application like a single double pumper with two extra sets of barrels on standby - - the vac secondaries open with airflow through the primaries - they only "happen" when needed. This means that I'd run at least a pair of 600s if not larger.
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Joined: Mar 2004
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From: Klamath Falls OR
Originally Posted by Barry_R
Put the carburetor formula down and step away from the keyboard slowly - - and nobody will get hurt
Darn near every size formula circulating is at least about 20-25% wrong - recommending too small a carb. Do you really think that all the guys at Ford, GM & Chrysler were all that dumb to put 715s on 428s, 780s on 429s, 850s on 427s, 2x 600s on 427s, 780s on 302s, etc, etc? Carbs are rated at an arbitrary 1.5" of vacuum drop, while your engine cfm requirement is rated at a mathematical zero static pressure. This means that the carb is a RESTRICTION at its rated cfm level - a RESTRICTION that will cost significant horsepower with little or no quantifiable benefit.
I'd treat a dual quad vacuum secondary application like a single double pumper with two extra sets of barrels on standby - - the vac secondaries open with airflow through the primaries - they only "happen" when needed. This means that I'd run at least a pair of 600s if not larger.
Darn near every size formula circulating is at least about 20-25% wrong - recommending too small a carb. Do you really think that all the guys at Ford, GM & Chrysler were all that dumb to put 715s on 428s, 780s on 429s, 850s on 427s, 2x 600s on 427s, 780s on 302s, etc, etc? Carbs are rated at an arbitrary 1.5" of vacuum drop, while your engine cfm requirement is rated at a mathematical zero static pressure. This means that the carb is a RESTRICTION at its rated cfm level - a RESTRICTION that will cost significant horsepower with little or no quantifiable benefit.
I'd treat a dual quad vacuum secondary application like a single double pumper with two extra sets of barrels on standby - - the vac secondaries open with airflow through the primaries - they only "happen" when needed. This means that I'd run at least a pair of 600s if not larger.