Kirkham Motorsports University CNC Billet Aluminum 427 FE Engine Block 3 of 3
ฝัง
- เผยแพร่เมื่อ 20 ก.พ. 2011
- Kirkham Motorsports University. Here we show you how we took a solid, 386 pound block of aluminum and machined it into a 427 FE engine block. www.KirkhamMotorsports.com
- ยานยนต์และพาหนะ
![BOWKYLION - เจ้านายคะ (work-life imbalance) [Official MV]](http://i.ytimg.com/vi/6bFj8G2pOi4/mqdefault.jpg)
David, just wanted to say a big thanks for sharing. We are contemplating a 3 cylinder engine machined from billet aluminum. Its intended purpose is to power a newly designed vehicle with an aluminum chassis and body, with the focus being on lightweight and aerodynamics. The ultimate goal is extreme fuel efficiency.
Keep reaching for the stars. You may be surprised what you achieve! Thanks for the kind words :)
I loved the video and it looks like an amazing set of machining equipment. It also looks like an outstanding process and product. Thanks for sharing this on TH-cam!
After watching all 3 episodes I'm not interested in the engine anymore, I just want that mill !
We have found that guys who study physics can really pick up learning programming and CNC very quickly. Really, any STEM degree will get you a good education.
Its actually a pretty common technique in the CNC world. The trick is to figure how to utilize the fixture plate and in david kirkham's case he did it extremely well. They were able to utilize one fixture plate for the machining process for the entire part. Thats pretty good compared to the three or four it usually takes.
Great question. There are many variables that go into the size of end mill you use. We use a smaller end mill because we are able to use fewer tools that way. We could save a bit of time, but then we need more tools. The number of tools in the tool changer is limited. We like to hit the button and walk away.
gotta luv the copper n chrome shelbys
The engine dyno's at something like 630 horsepower. It has run on many track days all out. It works well. Perhaps one day we will make a cammer :)
dude thats so nice video, good work !! Greetings frm Germany
Thanks for the comment!
Wunsford, we made the forging in an open die so there weren't any costs associated with the die. The aluminum was around $1,500.
Thank you :)
We are indeed standing on the shoulders of giants :)
I think the block ended up weighing 96 pounds (or close to that). We didn't weigh the entire motor, but an aluminum 427 is right at 400 pounds. So, with this block, it should be something like 375 pounds or so. Not bad for 482 cubic inches and 630 horsepower :)
Great videos. The only question I have is why you didn't use a bigger end mill or a face mill to remove most of the excess, especially in the pockets of the girdle and the cylinders? I would think it would save some machine time. Just a thought.
Is the left end of your 4th axis rotary custom made, Id love to see a close up video of it!
Hello David,
on this video the first tool what made out of? Carbide or ceramic?
ok any thing new!!! is it ready for the dyno soon? and are thinking of making some heads as well for it?
I can see a badass cammer motor from this block ..maybe a dohc cammer ..yeah thats just wishing on the last part
I need to buy a Kirkham automobile Cobrastyle before I die.
what cad / cam was this done in ?
It always puzzled me how they finish the part from all sides when manufacturing from a solid block not affecting the accuracy, that's kind of a clever trick with this plate good to know :)
how much did you guys spend on aluminum including the custom dies. cant imagine a custom forged block like that would cost
Just a couple of questions, if I may. They apply to both the block & girdle vids, most critical issue 1st.
1) Were the FE's legendary bottom-end oil delivery flaws improved at all?
2) Was either piece ever stress-relieved?
We ran the oiling like a modern engine with the galley on top. When we machined the block, we made multiple passes to let it relieve as we machined it. We didn't do any ultrasonic, normalizing, etc. however. This is mostly an R&D prototype part.
Did you have any problems with the part twisting when unbolted from the fixture? I'm hoping that a forging doesn't have the stresses that regular aluminum has from it's heat treat process.
+Stuart Holden We regularly let go of the part on the A axis to let it spring if it wanted to. We also left 0.050" finish stock so it could relieve.
Awesome, thank you for your response. I visited your web page and was blown away at the craftsmanship on your vehicles.
+Stuart Holden from Winnipeg? formerly Aussie but back to Aussie?
Wow , I know it's not trivial but I really did think that die was going to hit the bottom of the lathe after you got done with that "z axis"
@KirkhamMotorsports1:how many lines of G-code is written to manufacture this huge engine block.
Do you have any videos of it running? I'd love to see this awesome motor in action.
+wrifraff th-cam.com/video/nPdVq-EQOhA/w-d-xo.html It dyno'd at 645 hp.
+David Kirkham Awesome!!!
what is the brand & model of that CNC Mill you guys are using?and is it possible for a Malaysian to apply as a machinist at Kirkham Motorsports?
+Alex Steel We use a variety of CNC equipment. This block is made on a Haas. We are now getting our new Mazak up and running. We have people from all over the world working for Kirkham Motorsports--we do not discriminate.
Thank you very much for the info Mr. Kirkham.
ok only one complaint, that is not a "girdle" it's a deadplate. A girdle rests on the top of the mains/rocker studs to tie in and keep the top of the mains caps/rocker studs from walking. Not really a F you deal just a pet peeve from another engine builder, I get guys asking for stuff all the time by give me the wrong name(then arguing with me because they saw it on the InterWebs). Sad you didn't get any dyno pulls on video though, nice engine.
I saw all three videos but I didn't see you line boring the mains. Do you not do that?
We had the machine shop bore the cam and the mains. We just machined them close.
Surely you mean the late 1800's. Engines are generally cast, not milled from solid billet.
What in the world is this mill going in? A girdle bottom end is insanely strong. Are you going to show the dyno pulls?
We dyno'd it at 643 horsepower and then put it in a car. It now has around 10,000 miles on it and going strong :)
was this engine ever actully assembled and run on a dyno?
Yes. It dyno'd at 643 hp and is in a car today running great with around 14,000 miles on it.
How is the cam tunnel bored ?
In this engine we bored the first 3 mains then flipped the block around. We then reach down to the 3rd main and dial it in. We then bore the remaining 2 mains. We do the same thing now on our Integrex, but it the probing is all done as a sub-routine in the program.
What does a complete block and skirt set one back?
We haven't make the in production yet. But we are seriously thinking about it. I imagine the block will be around $5,000.
@@KirkhamMotorsports1 Not bad at all!
I think it would be a good foundation for my F100 build.
DID YOU EVER FINISH BUILDING THAT BILLET BLOCK INTO A RUNNING MOTOR??? HOW MANY YEARS NOW? NOW DART HAS ACCOMPLISHED BUILDING BILLET MOTORS AT A BUILDERS REQUEST,,
The motor is running and driving and in one of our cars. It dyno'd at 645 hp. It is running great. We are sold out of our cars so we haven't been able to make any more lately, but we are machining Shelby's engine blocks on our new Mazak Integrex. It is awesome!
Any Dyno Video's?
+timmy112 We didn't get one on the dyno :(
It dyno'd at around 645 hp. Here is the car it is in. th-cam.com/video/nPdVq-EQOhA/w-d-xo.html
You can find my contact information on our website at kirkhammotorsports
At 9:40 in the video you can find our web address. The comment section will not allow links.
I tried to face book you - need more info, there are a great many david Kirkham on face book johnny warrent
the entire machining time of that relatively simple part is way too long
Too bad it's a Haas.
That's ok. It's for a Ford. ;P
Early engines were extremely primitive and unreliable. Standard progression of technology applies here, as well.