Junkyard Ford 390 FE Teardown and Rebuild - Engine Power S7, E8

our stroker Effie is gonna make big power on the dyno but first we got to take care of a serious problem welcome to engine power today we're back on our 390 cubic inch Ford Fe it's an engine more than a stroke to 445 cubic inches and add an awesome induction package our goal is to have a great street engine with awesome drivability when we pick the engine up a little while ago we thought it would be fun to see if we get it running in its current condition because it had been setting for 20 years well we actually succeeded but it didn't run well enough to make a dyno poll here's what that looked like now the reason we couldn't die no it wasn't just because of all the smoke in the dining room it was actually spitting oil out of the headers and only running on five cylinders so now it's time to tear this apart for its true purpose all the parts we use to get it running on the dyno are being repurposed for the big inch build the rocker assemblies are going away for good with the push rods removed we can manhandle the cast iron manifold and break that dude loose not much cork hold it on there alright alright here we go remember lift with your legs not your back does it weigh more than 50 less than 50 or close to a hundred that intake is 75 76 pounds Wow when you lift that off I'm coming in with the iron this is trick flows manifold that will take its place so much prettier 25 pounds 25 pounds the deeper we get the nastiness is not getting any better quite the aroma coming off this it looks like a bunch of burnt caramelized onions if there's such a thing as smell-o-vision you could smell that that burnt oil and that's got it for sure well I'll see me pull these lifters out yeah not wiped out there's 115 to go holy smokes stuck oh oh yeah yeah it has a little bit of cupping in it and you can tell if something's working because the lifter has to spin for that to do that yeah right if it wouldn't just waste it like digs a big hole that means the lifters not rotating that's nice actually not bad with the heads off we can see that the bores and the pistons look pretty decent this is the moment all of us have been waiting for just how bad is it inside the pan I think she's just gonna jump off there lack of oil changes years behind the old barn or just an engine that did a lot of work we'll never know [Music] this is what variable timing looked like back in the 70s I'm just kidding this is the loosest timing chain we have seen in a long long time the cam spun but would not move forward the cam bearings were so wore out they had a slight Ridge that the cams Journal's caught on eventually we got it out what I expected to see was severely Wawro flat lobe none on this here's a little tip we tried getting this lifter out from the top and obviously it wouldn't come now you never want to try to force a lifter out of its bore because you can actually hurt the finish of the actual bore now this lift or maybe mushroomed at the bottom and we're going to go ahead and tap it through to get it out [Music] at some point the rod bearings were replaced and they need to be again [Music] the main bearings are being replaced as well but they are in decent shape for being the originals from the late 70s it's pretty bad when the crank is lighter than the manifold wholly of that that's the original bearing from Ford so when someone rebuilt this they didn't they didn't take the crank out of it more proof of the crank not being out of this engine is the original rope seal still under the rear main cap this block was full of surprises now why the hell would that be in the water jacket that is a bumper bolt up next the efi gets built up from the ground up and then you how are they should have brought you by total seal high-performance piston rings let's turn our attention to piston ring installation here's this week's tech tip piston rings need to be handled with care if they're a file fit design this starts with a careful process of setting your ring gap if they are a direct fit design it's a good idea to deburr the ring ends and check their end gaps to ensure there is enough clearance larger rings are more difficult to get in the ring lands due to their stiffness this type of ring is installed using a ring expander they all work the same way but be very careful not to over expand the ring you want just enough to get it over the top of the piston too much expansion will break the ring or deform it and it will not seal a thin set of rings is a little more forgiving but still needs care when installing we put the expander tool to the side and use the roll on method this requires one end of the ring to be placed in the ring land and gently rotate it around the crown of the piston when in place rotate the ring to make sure it spins freely and does not bind when we got it the 390 Effie was filthy we're using our jri jet washer to remove grease dirt and decades of neglect from the engine block the next thing we're going to do is get the main caps bolted up to the block because we need to recreate the lower cylinder distortion with the mains torqued up and we're going to be using a main bolt kit from ARP now no matter what kit you get from them it comes with a set of detailed instructions and you need to follow them to the tee because they are not stocked fast as they are made out of a different material and we're using different loops so we got to do it like they said they're the engineers arp ultra-torque assembly Lube is applied to the bolts it's what ARP uses to establish their torque values so we'll use it to the bolts are made from high-grade 8740 alloy with rolled threads and they are rated to 180,000 psi tensile strength they are torqued in three equal steps to 100 pound feet the Sun and SV 15 is used to hone the cylinders to finish size in this case we are removing almost 30 thousands of material which is easily accomplished with the D H honing head and diamond abrasives the first step is to hone the block within 5 thousands of finished bore size with 220 grit diamond stones for this process we do not need a torque plate installed to remove such a relatively large amount of material it takes about 24 minutes per cylinder the diamond abrasives are much harder than the cylinder and can easily remove plenty of material while keeping board geometry round and straight because the machine will Auto dwell when it sense this taper I don't have to be as vigilant as I would be if I was running a manual machine it does it automatically for me so it makes it really super simple to use now we're ready for finish honing with a head gasket in place we can bolt on an ICT aluminium torque plate that we got from Summit Racing equipment it simulates distortion and the engine block caused by torquing the cylinder head to the block when we actually torque down the cylinder head for good the cylinder will have the correct size and geometry leading to better ring seal horsepower and engine performance will hold a cylinder within 5 10 thousands of final size with our 220 grit diamond stone the final half thousands will be taken out with a 600 grit diamond stone [Music] we put the block back in the jet washer to remove the honing oil and any remaining material we discovered something suspicious while cleaning the block with a wire wheel and knew we had to check the engines integrity with the magnaflux system it uses iron particles which are magnetized and attracted to any breaks in the magnetic field indicating cracks in the block look at that how far does it go check over here that's like way more than one Wow does it go all the way to the back of the block guess what there's another one right there yep all along the water jacket water is right there and that's no bueno no that sucks and because and thing is though there's no water in the pan on this thing right so that means when it was taken out its sat with water that's why the plugs are more popped out to seeing this this thing is cracked enormous Lee man such a bad spot too John no no repairing no there's no repairing that guess what we have a block because we did this ourselves you know we can we can let this you know chalk this up to learning because if you take this to a machine shop it's imperative that they thermally clean it and maggot for any machine work gets worked on and this is one of those things too they clean the block and they get to this point and they check it yep and it doesn't matter if it's you know bad you're still out the money for you you are out the money for it or we paid a whole two hundred dollars for this thing and I guarantee you we had two hundred dollars of the fun on it unpaid I know well you could put it in your yard and tie a goat to it until we get a replacement block we might as well stay busy with other work we'll use our goods and balancing equipment to weigh the rotating assembly components and fill out a bob weight sheet this lets us compute a bob weight total allowing the machine shop to balance the crankshaft up next everything we mean everything gets refreshed on the EPI we're back on engine power with a new and more importantly damaged free block for the 390 EFI build unfortunately we had to redo hours worth of work that you've already seen so let's just skip past them before we got started we examine this block inside and out and it looks good now we can make forward progress on the build starting with new cam bearings next are a set of speed Pro main bearings with the clearance set up between 30 and 33 10 thousands with a fresh rear main seal in place the bearings are lubed with Permatex ultra slick then the crankshaft is carefully placed into the block this is a cast steel piece from Eagle specialty products and has a 40 to 50 stroke the ARP fasteners are torqued to 100 pound feet the camshaft is a custom ground billet hydraulic roller from Comp Cams the lobes are from their extreme marine high lift series which increases durability with extended runtimes they work great in big blocks and engines with heavier valve train components comp also provided the billet double row tiny set the Pistons are mollys power pack series with a 16 CC dish they are mated to a set of Eagle 4340 forged eye beam connecting rods that are six seven hundred in length the included ring package is a modern one millimeter one millimeter two millimeter thick set the route journal is the same size as a big-block Chevy and the rod bearing clearance is between 23 and 27 10 thousands the rod bolts are torqued to 90 pound feet to achieve the correct bolt stretch of 59 to 63 ten thousands we confirm this with our ARP digital rod bolt stretch gauge a Melling high-volume oil pump will keep the engine well lubricated we chose my lid on for the windage tray oil pickup and 8 quart oil pan with the ati balancer in place true TDC is set and the timing pointer is modified to indicate zero it's time for this old iron to meet modern air flow and performance thanks to the guys at trick flow for designing and bringing to market these EFI cylinder heads they're designed for 390 through 428 engines and are dubbed the power port 175s now that's because of the 175 cc intake runner the combustion chambers heart-shaped and measures in at 70 CCS the intake valve is to 190 and the exhaust valve is a 1 625 diameter flow at 600 inch lift is 332 CFM and these heads are a direct bolt-on for all 61 through 76 EFI engines we're restricting the oil to the top end of the engine using a 3/8 set screw with a 75,000 hole drilled into it this ensures more oil goes to the main and rod bearings instead of flooding the valve train 30,000 stick Kemetic MLS gaskets drop into place followed by the cylinder heads which are torqued to 100 pound feet come retrofit hydraulic roller lifters will move the valve train our freshly sandblasted intake splash guard goes in followed by some beads of Permatex Wright Stuff 90-minute gasket maker the trick flow track heat intake manifold is a single plane design that has a basic operating range from 4,000 to 7000 rpm perfect for our application our engine combination requires custom length push rods and trend performance made it happen with a set of 8 900 long 80,000 swall 3/8 diameter pieces no matter what you need they can handle it the heavy-duty shaft rocker assembly is from Harlan sharp it has a 1.76 ratio with a 7/8 inch shaft and full needle bearing construction for high horsepower and endurance builds valve lash is set and this engine is headed to the dyno [Music] we all know when you add performance parts to your vehicle to go faster you need more power in the braking department as well EB C brakes is the go-to for upgraded brakes that take the place of your stock setup they'll decrease your stopping distance drastically and do so with less brake dust to protect those nice wheels these are stage 10 Super Sport dimpled and slotted rotors the angled slots allow superior expulsion of heat brake dust water and friction gases the little small indents allow the rotor to increase cooling without the risk of cracking that drill through holes are common for the rotors are also anodized to resist corrosion the pads are perfectly matched to the style of kits you order now from daily driver to race pads EBC has you covered you can purchase pads and rotors separately but buying them in a front or rear kit will improve the braking capabilities of your vehicle log on to EBC brakes comm to find out what brake it best suits your ride next it all comes down to this I got all tingly okay we've got the 445 cubic inch efi on the dyno it's running and we're ready to make some polls this thing is going to be a beast how are you doing the polls go 35 to 65 to start out 30 degrees a time nice you like that love it hello sir what that hello hi how you feeling now woo 550 pound-feet of torque and 562 the first pull hi I got all tingly and now we got to step on some timing we started with 30 degrees of ignition timing and we'll add two more for a total of 32 degrees and the only reason we're doing timing increases right now is the carburetor so good the engine has a hydraulic roller valve train and there's really nothing to do Matt you ready yeah I think we got [Music] that's nice and clean 573 on power 555 on tour very nice I mean that's just nothing and keep in mind I'm loading the engine at 600 rpm per second so when you'd knock that down to 300 torque will go up a little bit we got started to be care to keep going on timing because you time for torque and jet for horsepower we really don't need to jet for horsepower because this thing's in a nice range so uh I'm gonna stab two more degrees in actually why don't you make another pull at 300 and let's show the difference of the torque yeah okay we can do that as well and this is more indicative of like a Top Gear poll like on a drag strip [Music] that allylic hey that was straight up pretty well right there and 558 575 s a little more torque loads and you'll at this point we'll just make all of our poles at 300 per second per first two more two more degrees of time haha 583 for power 560 for throat notice how the graph keeps looking better and better yeah is it we're gonna we're getting it closer and closer to its sweet spot we're not exactly straight Street engine we're not exactly straight race engine we're somewhere it's a hot rod well where you where you dialed the cam into I got it back in my brain I got the cam advanced if we if we back the cam up to like straight up this would carry the power on the top side but I don't want to turn something with a four to fifty stroke a bunch of our PN because you get excessive piston speed will add two more degrees of ignition timing for a total of 36 degrees give her the gusts to any healthy epi absolutely nice super clean people liked it Oh 583 562 all right working we're starting to getting we're gonna start to get into a threshold here it is yep five six - it's not noticed that what it did for torque - there - they're not gonna do much for it at this point all right okay let's what the percentage increase as dwindled right I'm completely fine with stopping here this is a stump pulling I mean heavy car heavy truck anything I would like to see this going - truck yeah me too I really like it Tesla Tesla what are the cool put the Tesla I'd be a good na engine for the test oh my goodness I think so on all right beautiful nice hustle for more information on anything that you've seen today visit powernation tv.com you

Channel: POWERNATION

Views: 758,652

Keywords: Car, PowerNation, howto, how-to, diy, automotive, cars, trucks, automobile, do it yourself, automobiles, auto, engine power, engine build, Ford 390, junkyard, big block, engine building, engine build time lapse, engine, custome engine building, performance engine building, junkyard engine

Id: iLxMVfnvLvU

Length: 21min 38sec (1298 seconds)

Published: Sun May 24 2020