How Can an Old 408ci Windsor Make 500HP? - Engine Power S6, E7

yeah it's got a fresh coat of paint but it'll take more than that for this old gray mare to shine today on engine power our 408 Windsor stroker receives a stout crankshaft and a set of race-ready slugs so watch out this ol horse can really kick engine power has an awesome build for all you Ford fans today on a stroke Windsor now Ford's aren't your thing don't worry the tech we're going to cover goes for any engine build now the engine was used last year on a compare ohsho between a six litre LS and the 351 Windsor now for this chapter we will be reusing all of the existing parts except for the rotating assembly we will be increasing the cubic inches only to show what you can expect for torque and horsepower gains but first things first we're gonna show you all the parts that were used the first time we put it together we started with a ream and short block then added a mild hydraulic roller camshaft and new lifters trick flow 225 CC high ports were bolted to the det chromoly push rods and Edelbrock Performer rpm manifold was dropped on and 1.72 ratio roller rockers sat on 7/16 studs and once the engine was docked up to the dyno a set of inch and 3/4 dyno headers were installed and our quick fuel dyno carbs supplied the gas recently our block receives some massaging in-house to get ready for the stroker kit and new Pistons going in we used our mill and our cylinder hone and here's a look on how we got the job done the block was set up in the mill to clearance the bottoms of the cylinders for any stroke we want to run so we put a generous three-quarter inch notch at the bottom of all eight cylinders from there the block was put in our Sun and s v15 hone we had to remove one thousands of material from the cylinders for proper piston skirt clearance we used a torque plate which simulates the distortion of a cylinder when the head is bolted up this ensures a round and straight cylinder for a better ring seal and a high-performance application our jet washer removes a lot of the paint off the block when it's being cleaned so we decided to change the color from black to dupli-color engine enamel with ceramic in the new Ford gray color now that also gave us the idea to name this project old gray mare the first step of the assembly process is to install all of the oil gallery plugs in the block some are threaded and some are press fit make sure to use a little sealant on the threaded ones and be careful not to over tighten them they are a tapered thread and could potentially crack the block for power and longevity proper bearing clearance is key for an exact reading of micrometer and dial bore gauge are the tools needed to get an extremely accurate reading the first step of this process is to check the journal diameter on the crankshaft you also want to check at 90 degrees from the first measurement to see how round the journal is now an upper main bearing is placed in the block and a lower one in the main cap this will be the same journal location we just measured on the crankshaft with oil on the bolts the cap was torqued to a hundred and five pound feet because that's how it was done when it was a line board the measurement on the micrometer is the base setting for the dial bore gauge where the neutral spot is found zero out the dial on the board gauge itself when the bearing ID is measured the difference will be the clearance we have between the crank shafts journal and the bearing this one has three thousands clearance this process will be repeated for all five journals Permatex ultra slick assembly Lube is being placed on the bearings it prevents scuffing and galling during initial fire up by adhering to the component surfaces a rear main seal is located on the crank flange which makes it ready to be laid in the main saddles do this very carefully to avoid nicking the bearings or journals on the crank it's an eagle 4340 forged crank with their exclusive ESP armor finish with the main caps in place the same engine oil is used on the bolts that was used to check bearing clearances we torque the caps to a hundred and five pound feet this crank has a four inch stroke and also has a two 100 rod journal so it will accept small-block Chevy rod bearings it has a 125 thousand radius on the journals for added strength and has been internally balanced this crank is rated to 1,500 horsepower up next a worthy crank deserves a worthy polishing plus new rods and pistons to complete our stroker conversion now that we have the capabilities to perform several machining processes in house we want to show you what goes on when you drop your parts off at the machine shop now it takes large investments to acquire the tooling the machines as well as the knowledge needed to do the job and do it right today we're going to show you what it takes to polish a crankshaft using the right tool for the job having a crankshaft polished at a local machine shop should cost around 50 bucks but if you want oil holes chamfered the crankshaft cleaned or any other crankshaft operation done the price will obviously go up from there now polishing will only remove a minimal amount of material the idea is not to change the size at all just to clean up what you have so we have a round smooth and non tapered surface we use a good since 72 inch portable crank polisher and our MSC Vectrex laid to polish our crank shafts now there are several different grip belts available depending on what finish you want to end up with now fine scratches can be removed with a 300 grit but most crank shafts are polished with a 400 or 600 the rotation of the crankshaft in the lathe while we're polishing is very important because our crankshaft polishers belt should turn away from the journal instead of into it therefore we have to turn the crankshaft in the direction that it will spin in the engine while it's running and here is why material on a microscopic level has to be laid back in regards to the crank shafts rotation otherwise it could cause some premature bearing failure if the crank shaft is polished backwards this is a 6-litre lq 4 LS crank that's in pretty good shape so minimal polishing will have to be done the speed of the cranks rotation is also important we're going to turn it at 36 rotations per minute this allows you to have more control over your progress turn it too fast and you can accidentally put taper in the journal we're using a 600 grit belt to touch it up this is done on both the main and rod journals let the weight of the polisher do the work don't force it by pushing down when the belt is laid down count the rotations of the crankshaft so it is even from journal to journal keep a micrometer handy as well checking them ensures perfection once we're happy with the 600 grit we'll put on our 800 grit polishing belt now this one looks aggressive but is actually designed to remove virtually no material adding a little cranked polishing ruched will allow us to buff the crank to a mirror finish the last order of business is to check the journals one last time with the Mike the end result is an impressive polished job any engine builder would be happy with now that you know the basics of how to polish a crankshaft let's get back to the assembly on the old gray mare ego 4340 forged I beam rods in their new FSI line are being used for this build now these things accept a floating wrist pin inside the bronze pin bushing they come equipped with 7/16 8740 ARP rod bolts and they use alignment sleeves for proper cap indexing and the rod bolt is recessed to minimize the clearancing needed on the block now they're designed to handle up to 800 horsepower than 8,000 rpms and they're our budget alternative compared to an H beam a Molly power pack piston kit was included with a balanced Eagle rotating assembly it utilizes the included 1 millimeter 1 millimeter 2 millimeter low-drag ring Peck and also comes with 927 wrist pins and wire locks up top a 26 CC D shaped dish and dual valve reliefs the same procedure that was used to check main bearing clearance is used to check the rod bearings our range is between 22 and 24 10 thousands this one verifies at 23 10,000 with lube on the bearings and oil on the piston rings we're using our Summit Racing ring compressor sleeve to install the assembly it is tapered allowing the rings to compress towards the bottom of the sleeve and make an easy entry into the bore the low tension rings and slick cylinder bores make for easy piston installation on this application no piston knocker was needed in the fancy this is a fancy wrench right here the stretch measurement came in between 44 and 46 ten thousands using our ARP rod bolt stretch gauge as per Eagle specs for the ARP 8740 fasteners that was achieved with our torque wrench set at 74 pound-feet everyone was checked even verifying the last one because that's the right way to do it she's there nice they went together really smooth very smooth up next Pat checks the specs on that stroker and he likes what he sees hey welcome back before we get started we'd like to touch on a specific added element to this particular rotating assembly the force it takes to turn it over is basically friction between the cylinder wall the piston skirt and the ring pack but with ring pack and skirt technologies being advanced plus different honing techniques that friction has greatly been reduced nowadays now back in the day a small-block Chevy with a 560 Forte's compression ring and 3/16 oil ring pack could have as high as 45 pound-feet of rotating resistance now we want to show you what this Windsor has with a 1 millimeter 1 millimeter 2 millimeter ring Peck and it's pretty cool since we have it we're using our digital Matco torque wrench to measure the rotating resistance this can be done with a less-expensive dial torque wrench or an even cheaper beam style for the same results this Windsor has an impressively low 11 pound-feet breakaway reading and during rotation it maintains between 10 and 11 pound-feet the lower the amount of resistance the lower the amount of parasitic loss from friction now this does not make any power it just frees up what's already there the rest of the short block will be assembled pretty quick first thing to go back in is the camshaft duration at 50 thousands lift is two hundred thirty six degrees on the intake and 248 degrees from the exhaust the lobe separation angle is 110 degrees lift at the valve with a 1.72 ratio rocker is 610 thousands on the intake and 630 mm for the exhaust retaining it is a factory-style cam thrust plate the trick flow billet double roller chain is in place and it's time to degree the camp we're reinstalling it in the exact same position as before at 107 and a half degrees intake centerline now the ARP oil pump shaft and high volume pump are bolted on the pickup is new the reason is so we can run a new oil pan that has a location for a temperature probe to monitor oil temp when on the dyno a comb attic pan gasket will seal up the new road race style oil pan it's baffled and has an 8 quart capacity Co medic MLS head gaskets with a 27,000 compressed thickness and a 406 Tibor will seal the heads to the decks our calculated compression ratio is ten point three two to one the heads are Trick Flow high port 225s they have a 58 CC chamber 7/16 rocker studs and are set up for a hydraulic roller cam chef keeping the head clamped in place our half-inch ARP head bolts they are torqued to 100 pound feet with the 1.72 ratio rockers installed and lashed Kemetic intake gaskets and Permatex rite stuff will allow the Edelbrock Performer rpm dual plane manifold to seal up the lifter Valley the same trick flow valve covers with a different look our capping this 408 inch stroker off I don't know if I can tell you how excited I am I like to watch the door oh wait it's so wide now we get to play in our new dyno cell and see how much this old mayor approves on the power scale early model vehicles with a carburetor all shared a common problem called vapor lock it's when the fuel inside the fuel line comes to a boil now it can cause hard starting issues as well as rough idling dei has an inexpensive solution to the problem it's called vapor block a fuel line's sleeve made of glass fiber and polyester laminated to an aluminum outer layer now it greatly reduces heat in the line which keeps the fuel cooler so vapor lock does not occur it's easy to install and available in 3/8 and 1 inch diameter sizes of next cell block D takes charge of its first in May with our 408 Windsor stroker hooked up to the dyno we're ready for our first run here we go seat belt on [Music] I saw a number 40 about 500 Wow how about that oh my gosh right now we're making 522 at 5800 but look at the torque I mean what were it we're square right now were 525 this same spot Wow carburetor looks good 32 degrees and it's 32 degrees of timing I have no idea what this new Pistons dish will take for timing 1.28 force per cube on pump gas and a dual plane manifold with a little can yeah that's pretty awesome and look how much manifold vacuum is in it yeah oh yeah there's some restriction there for sure some definite restriction there I am impressed they'll put a degree in 1/2 I'm gonna put some time here right now [Music] all right I snuck two more degrees of timing it for a total of 34 now we're gonna also change the RPM range but not at this time when you're dieting it's important to only make one change at once [Music] snuck a little bit more into it on the torque I think this thing is awesome peak torque at 4100 530 didn't really affect power a lot because it made it made a 20 you know that's that's gonna be a function of the restriction at the manifold yes you happy with the timing works out let's just pump it up rpm I think that's bump it up our p.m. wise and goal from there here you make the bull what you built it to oh that's what I'm talking aboot all right how do you why do you run to say I know better than that [Applause] and smooth you've made a couple more I think smooth all the way through the pole made it 22 at 5800 yep and that's that's about right and it still made the same torque five five thirty on the money damn that crafts a nice man it pulls good this is a nice nice little engine if we fiddled with it more we can eat some more out of it you know the biggest restriction that we can show right there is the air yep okay so you have a 950 CFM carburetor on it and at peak rpm it's pulling 687 CFM so what does that tell you restrictions below the Carver manifold is the restriction correct and that's okay because I think we we have a good plan that we might step up the induction and while we're at might step up the cam to so on this thing's uh this thing's lean and mean and it's off this is this a nice engine good job yes sir for more information on anything you've seen today and evie calm [Applause] recently we paid a visit to Kazi racing engines in Winder Georgia if you're looking to make big power with a big-block Ford John Kazi and his team can help they've built us a 598 cubic inch engine that made eleven hundred and eight ponies and 933 pound-feet of torque one of the featured pieces on this engine was the Kazi SR 71 cylinder head which was designed specifically for high horsepower applications John shared his wisdom on the subject of cylinder head flow and now we'd like to share it with you we're not real big air flow guys we more like what we see on the dyno and the air flow whatever it takes to do that but some people that are really smart have told me that the air flow and fuel through this part is over 400 miles an hour so let's think about that for a minute pretty fast ok so there's a lot of there's a lot of mass going through there even dry air has weight but what's in here also 7% of its fuel fuel vapor so it has a lot of weight and when you have a large accuse against engine and there's 400 miles an hour worth air and fuel going through it it has to make turns you know in a perfect world it would be straight but you have to make it turn and so the faster it's going the harder time it has making turns but at the same time the speed is your friend as far as inertia and filling a cylinder at the end of the cycle and all that so you don't want slow air that which would be a really big part with the same amount of flow it would be slow air slower it's not gonna continue to fill the port so you have to have it fast in some places slow in some places on a head like this fast down the middle the part when it goes to make it right turn down and into the bore it better get bigger because if it gets bigger it slows down and it can make the turn it's like if you were in your car and you're driving down the road and you go to pull in a driveway you don't speed up right and the same thing here so everything in there has weight to it so it has when it goes around a corner it wants to throw the fuel out of the air if it goes too fast because the fuel is gonna go the long distance because it weighs more than the air and if you have a port that's a little too small and you're trying to flow a lot of air speed through it big Cuba contingent what we see happening is the error in the fuel can separate again and then all of a sudden you'll have an engine where it detonates and it burns a piston up or something you really don't know what happened and you come back and make the port a little bit bigger right in this one area no so that goes away when you're making bigger cubic-inch motors and you know you're trying to make advancements in the head you know you want to make it bigger in the right place but not so big that it slows the air down well John oh I thank you for having us down and talking airflo and science and engine building it's very much appreciated thanks to the players are having in here

Channel: POWERNATION

Views: 404,835

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Keywords: Car, PowerNation, howto, how-to, diy, automotive, cars, trucks, automobile, do it yourself, automobiles, auto, 408 ci Windsor, stroking, horsepower, engine, engine power

Id: XbonF8r6Am0

Length: 20min 13sec (1213 seconds)

Published: Mon Feb 03 2020