I have built several of these. I do have a few comments/thoughts that might be useful. I have T&D make a "double roller" rocker arm that eliminates that stupid elephant"s foot adjuster. Uses selective lash caps for valve lash and has a roller tip at the valve end just like darn every normal rocker arm ever made. You can set cold lash on the work bench. You definitely had the wrong valves or cam with that huge wheel requirement. It is very difficult to get enough cam into these because the rocker ratio is only 1.28-1.32 varying on the wheel location relative to the cam during it's rotation. I degree the cams just like a normal 4 cylinder engine - times two. You set the lead cam first, and then set the trailing cam. I have had a naturally aspirated 11.5:1 527 inch SOHC with some very highly modified heads go 870+ HP @ 7000 RPM, so the 2000 HP boosted target is/was attainable. No idea what the aftermarket block is good for - I've been over 1000 but that's a far cry from 2000...
When Prudhomme recently restored the Shelbys Super Snake dragster with the blown 427 Cammer only with modern day parts, he said they almost doubled the horsepower from when it raced in 1967…. That’s 4000hp..
Had the same idea...Cool to see real experience with that. Changing the valve spring hat to something to allow use of a roller tip rocker would seem to allow the use on varying contact path the rocker arm to valve relation
@@mikekadlec5428roller tip rockers, still won’t have full contact with the valve stem. Like the original does. Ok idea but , not great idea!!! Remember 2000 hp goal!! Can’t have ok ideas.
@@metalted6128 yup...agreed-thats what I meant by using a shim and bucket design to allow the use of roller tip rocker while dispersing the load across the top of the spring and valvestem evenly
@survival... so, Morris said 1.5deg on the driver bank. Does that mean 1.5deg crank x 4 strokes =6deg total? I watched the Ed Pink video and he said 7deg total for chain stretch w /nitro S/C....?
I worked at a shop that built some obscure antique race motors. The parts customers brought in may not have even worked together back in the day. These builds would take months to years with a lot of custom fabrication. I feel your frustration Steve.
My neighbor, George Montgomery received 3 of these directly from Ford, maybe '67 or '68. I was there when they were unloaded from the truck in crates. I was maybe 11 or 12 at the time, and Mr. Montgomery was like a kid opening a Christmas present.
The Ford 427 SOHC is definitely my favorite engine. The customer might bring it back to you for a cam gear setup when he finds out the chain can't keep up.
That was probably a very hard video to make and put out. Good on you for being man enough to do that. I could feel your emotion as a business owner that takes pride in what you. Losing a customer over a very difficult situation to control is frustrating. Sometimes you just can’t do enough to make it better and letting go is all you can do. Keep being awsome and doing your best! God Bless Steve !
Yeah I'm kinda shaking my head at the customer here on this one..... I mean, you have _Steve F'ING Morris_ hand build you a SOHC Ford, and then after _STEVE MORRIS_ spends countless (I'm sure he counted, I sure hope to the second too) hours building you one to be the baddest SOHC Ford to ever live.... you say "it's taking too long" , take it back as it's being strapped to the Dyno (with more hand built custom parts just to do so), and bring it to "someone else" to do the rest?.... like suddenly the next guy, who's *definitely* not going to be Steve F'ing Morris, is going to get it done "faster" or to a better result than Steve F'ing Morris would've?? It's not like Pink is still building engines, especially not _any engine_ , especially not a SOHC....so the guy just got flustered and downgraded his entire end result.... and IMO, if I was Steve (and I'm not, and I'm sure he wouldn't act like me), but if I was, and when it was all said and done and it was finally boosted and the tune isn't correct (if the tune is correct before it's even boosted in the first place) and the damn thing pops, I'd be like 🤷🏻♂️ not my problem, I got paid for my part, the warranty ended as soon as it was placed in the crate homeboy.... and to that point, everyone knows, if you purchase one of Steve's _personal_ engines, he's got that engine's back for the life of the engine.... homeboy just scrapped that whole commitment. Seriously baffling IMO.... especially on something as niche as this.
Wow, what an incredible work of mechanical art! I can totally understand people being frustrated with schedules being blown up time after time but you at least have to let the guy who built it run it before he sends it back because if there is an issue when it’s fired up, everybody’s gonna blame everybody else. What a total shame it didn’t get some Dyno time before it left your shop.
Ed Pink is still around, he's probably the most knowledgeable Cammer guy ever. Pretty sure the top fuel motors in the late 60s made way over 2500hp with a tiny 6-71.
Those engines made around 1200hp when they were running them in Fuel Cars. I have spoken with Sam Auxier Jr who ran ProStock with the Cammer and he said the factory Blocks were Achilles hill.. I'm 99% sure NOBODY has made 2000hp / Dyno Proven with a Cammer! Andy
@stevemorrisracing exactly 💯. I had a boss that was a huge ford guy back in the day, we had a local drag race called King of the hill. He always had the big block 427 blower deal in his 67 Mustang and it was a pig to keep together. He trailered it because it never did well on the street, and everytime he did street drive it the damn thing was towed back and off came the heads lmaoo 🤣. So this is a huge deal for a STREET ENGINE. Ed pink did some cool stuff and he paved the way for alot of hotrodders, but he never built the smx lol. Wich is a massive achievement on Steve for a 4000++ hp engine to live even 1000 miles of street driving. Well done sir 👏
Steve, I'm a FORD guy...which is a weird to say, since i'm only 55. But I have spent hours studying the FE series and FORDS ability to make power reliably. And the biggest contention is that seems to be common was the expense...I love this video, because showed 50+ year old tech! Forget the cross bolted mains and side oiler tech or the fact that many regular 427s were put into boats....I'm sorry your customer lost patience...I hope your video goes a long way to show the care, professionalism, diligence and expertise you gave his project. YOU AND YOUR TEAM ROCK! Looking forward to more awesome videos! Thank you.
@@nobiden3134 I've ported a set of Aussie 2V's... and they were kind of 'meh'. Bowls were WAY too big. Would have had to install some huge seats to make a good shape, and the chambers shrouded the valves terribly. Needed a lot of work there. More compression than open chamber 2V's, but that's about it.
@n2omike mine flow 290I 225E @.500. My dad has the 68 Cougar XR7 390 Twisted Wedge heads. He can keep'em. Bad cross section (turn around the head bolt) Cleveland has Canted Valves for that so called shrouding.. I also have 7/16 studs for roller rockers. You know who Jon Kaase is? Multi world champion of Engine masters challenge.. that 3V head is a raised port Aussie... 750hp carbed.. What's the stroke on your 427?😏
Ed Pink is the guy. Fabricating parts for this engine will be a nightmare. I know you know what you’re doing. If this is your first go at this engine. You should definitely enroll at the Ed Pink SOHC Tech for at least two semesters.
That had to be a gut punch getting the call to send the engine home before getting to hear it run, and make it run well. Just one of those deals, you'll never have every customer walk out the door with a smile. It's harder when they aren't smiling because of you though. Thanks for showing it to us, I've only ever heard the name "cammer" but never knew what it was.
Or a blessing, when that valve train comes apart on the first good pull, and wrecks both cam shafts, and both heads., now the customer has no leg to stand on., I’m sure the guy gets upset seeing Steve play on TH-cam, or mess with his own crap, or down doing burn outs with cleatus , but if Steve had to give all that up in order to build engines, would it even be worth it?? Nope., so the guy should have acted a bit like a regular gear head, and offered to Steve, hay, can I come by on Saturday and work on it with you.. or help you., this is not your regular engine build, it’s much more of a let’s try to figure it out…
Yea and may be a huge mistake on the owners decision. You can not rush exotic builds. At Steve’s caliber it would have been done right and if not Steve would have MADE it right. 🤷🏻♂️
Don Nicholson ran a cammer in the early days pre pro stock , the class was called XSS , experimental super stock . The class was big block Ford vs chevy vs mopar all heads up no handicap racing . Don had a lot of impressive outings with this motor. I have seen quite a few of these things over the years in various types of drag cars . The last one I saw was about 27 years ago in a Ford maverick bracket car a guy had built in his garage . In your video this is the first time I ever saw the combustion chambers on this motor . For the time that this motor was designed and built in the early 60's without computers and without cad this was a real amazing piece of workmanship !! I expect Jon Kassee has had some experience with these motors because he did a lot of work for Don Nicholson .
Steve!! Ed Pink... look him up man he is a crazy old man that pushed over 2k hp back in the 70's. Crazy stuff he did with timing too! Up to 7 degrees on the driver side cam... insane. Keep it up man your are an inspiration to all!
THANK YOU, going above beyond the call of duty. I'm sorry does not need to be said for ALL OF WHAT YOU PUT YOUR COMPANY THROUGH on this one only project. If the customer can not see this than he is blind. The showing of how much you care and your integrity, priceless.
Jim Green at Jim Greens speed shop in Lynnwood Wa. Used to have a lot of these Ford Hemis. He had them in Funny cars, Dragsters and a tractor puller with 5 of them.this was probably 20 years ago.
Hey STEVE there is a duel cut cap that fits in between the valve and rocker lobe, one side is bigger then the other, it has a tiny hole in center, if you cut in half, it’s shaped like an H side view.. It fits tightly on the valve and held in by pressure
I am pretty certain the other half of the problem is incorrect cams. I believe they are manufactured incorrectly. The base circle diameter is all wrong. The re-engineering of the rocker combined with dialing in the valve stem length was a brave approach, but I suspect it will still be prone to a short life and catastrophic failure. Steves a good guy and I respect his effort. But this may be a box of snakes to be glad to get out of there in the end. I would defer to those who have sorted this out- Jon Kaase, or Jay Brown, ETC.
@@lachlanwestrupp7487 so this was a problem at high rpm, it was the weak link.. so someone came up with a spacer that was in different thicknesses.. the higher the thicknesses the less misaligned at highest point of lift. They were more like a cap that sat on valves, they helped capture oil and to keep them stable.. they tapered out from bottom and sat about 3/8 over valves. Steve would have to figure out best hight and make his own, PAT AUSTIN in Tacoma Washington is the man to talk to, they have about 10 cars in collection with these engines, they probably have more parts for them than any, or used to… I said my piece… they will fail eventually if not right away.. should create a new roller rocker that gets rid of extra moving parts
So cool to see someone build a historic engine. It would have been so much more cost effective to do the easy thing, but having a legendary power plant is epic.
Steve , it looks like rockers are on upside down. The adjuster may need filpped then put back on the little wheel . On upside down will probably destroy the rockers at high rpm . Look at how the rockers are braced . It looks stronger for stretching the compression
There was a Man who shop got destroyed while back. He wrote a book on the 427 SOHC. You are correct parts are hard to find. Even harder is finding a gear drive for one. 427 SOHC with a gear drive sound so GOOD and work awsome.
I have been in similar situations. I use to work a 9-5 auto repair job. I also did jobs at another shop, nights and weekends. I also did work in my home shop. I was also selling used parts from a few salvage yards, I worked with. The local tavern was my office. The biggest problem I had, was I would never say no to a job or parts search. I cut myself very thin on time and would get behind on work. It was very tough trying to work with people to get their jobs done. I got to the point of hating dealing with the public. I now live in the extreme northern Wisconsin and have very little contact with people.
Wow, is an understatement. Really sorry that you did not get to finish and dyno it. There was a lot to this engine. Thank you so much for showing us all the process of assembly. Be blessed brother
I do believe that you are the best in tech and describing the work you do and as far as your skills are second to none! I guarantee you that the customer will DEFINITELY REGRET that they are not having you finish the project! Keep up the great job. I wish I could afford to have you build my ls1 that I have tried to build myself but after 2000 miles of driving it decided to start making noise! God bless you and your family and keep us informed like you always do
What a cool motor!! As a ford guy, it’s the holy grail!! Then add SME into it!! Ooh yea!!! I’m salivating watching this video!! Great job SME!!! As always!!
Incredible job Steve morris that valve train that you had to figure out and remake great job and even a better job on keeping it real and telling us and showing the daily problems that occur and set projects back 100% steve morris
Back in the day and I am 41 now my grandpa was one of the best on 396 big blocks higher hp served 25 years airforce etc and the old stories I remember and told about the 2 chamber carburetor etc was all true. Especially when internet got more adapt so cool. Your a great mind of problem solving and learning thank you.
There was a recent interview with Ed Pink about his most recent "cammer" build. He gives a lot of good jnfo on the importance of cam timing with these engines.
@@roadrunner4404The spec is no more than a 2 degree difference. The one we just finished was at 107 on the right bank and 108.5 on the left. Took 39.5 man hours to retime the cams and install the valve train after replacing the timing chain that broke after 956 runs.
Love the explanation during the video... Great looking piece. Seems like an effort in futility to build such an engine with so many potential weak points in a high horsepower application but some people like to spend money.
It sucks he didn’t let you run it but still props to the customer for atleast having you finish assembling it and not taking a basket of parts to another builder and getting upset at them when they gotta just figure out what and how the other person was working on the combo. Such goes life and people do gotta realize true custom odd ball builds are never cut and dry . Great video 👍
Agreed , but each his own. It’s like a old Harley vs old Honda goldwing, - one is cool factor,loud and you always tinker on but the other is a bland Cadillac ,quiet and probably will outlast us lol
@@ronseth1225 Or, better still, take it to someone like Jay Brown, whose done Dragweek with a Cammer, and KNOWS EXACTLY what all the valve train should look like !!
@@arkhsm guy shouldnt waste a man time with an engine hes not familiar with in the first place place.should of gone around see who’s specialize in cammer engine instead wasting another man time .
Awesome work. Not a lot of people can make a Ford run and even less a cammer. Some old school FE people plug those oil drain holes in the lifter galley to keep oil off the crank. Custom billet blocks like that make not be the same.
Know the feeling of getting a job finished halfway. And still getting a good product out the door! Thanks for sharing! Lot of responsibilities on you and the teams shoulders there! Enjoy the videos emensly!
I've known about since I was a kid. Father had one in a 67 Fairlane he raced. Then again he had pretty much every old Ford engine there was at one time or another. Honestly, Steve just isn't the guy for this engine. It's obvious he's good at what he knows and it isn't this engine. No shame in that either.
From the pictures that are available of these heads, it shows that the base circle of the cam lobes are significantly larger in diameter than the bearing surface. You would have to get new cams to make this engine work.
I know you mentioned not wanting to spend big $ doing custom work on this one engine but it seems converting the weak single chain cam drive to either double row or even better a cog belt drive would sure solve a lot a big inherent weakness with the cammer.
Steve this is a badass thought. Your SMX with a type of free-valve design, like the Koenigsegg engines. You can control every aspect of the valve opening and the amount of time it's open for. Watching your older videos with engines on the dyno, you get into some serious variables.
@@BerlinghoffRasmussen I totally get that. I couldn't imagine those valves working for over 100,000 miles without some type failure. But SM is only going 1/4 mile at a time. I think it would be wild to have that type of control over the timing of the engine. Thanks for responding. I didn't know they scraped that idea.
You need massivle lumps of metal in 3000+bhp applications pal. Silly wee skinny boy mulitivalve junk doesn't last 1 second in massive horsepower applications. Yamaha know the upper limits of a multivalve valve assembly so do other marine engine manufacturers and its certainly nowere near cappable of 4000+bhp reliably from a car engine form factor. Koenigsegg dont know half the stuff Yamaha do about freevalve systems so you know.
Probably not the best bottom line for a working shop... but I love that Steve took the time to come up with innovative solutions for an old platform like this. Pink and those guys in the mid-60s had to figure a lot of things out to make that platform survive on Nitro. 7 degree timing stagger on the cams,etc. in this day and age when you can just get off the shelf parts and throw something together it really does take a good mind to come up with new solutions to old problems.
Great video, so many little intricacies in these engines, there are Ford guys then there’s Cammer guys, they sound unique. It’s a shame it had to be sent back and not finished.
I think Pete Aardema, and Kevin Braun, have built a few cammers. They are still going strong building land speed cars. They have built some of the most impressive engines that I have ever seen.
I just came here to say Ed Pink probably has the parts you may or may not need---and man. Fly him in for a day or 2 at your shop. That would be something. Your wizardry and his. Also: I think Ed said in the Stapleton interviews that he timed the other cam something like 9 degrees advanced to compensate for chain slack after the chain stretched on startup
I work with an old timer that was involved with the Ford racing program back then and held a few patents for parts used in the cammers they raced. He's a very neat guy.
Thanks for the video. I'm so old I remember Connie Kalita kicking ass in top fuel with a cammer, and switching to the Boss 429 and had nothing but trouble.
Ahhh the cammer..... I love old Ford's and the whole Henry Ford story. I'm not an any particular brand guy but I do tend to lean towards what I would consider the underdogs.... Having said that I'm so glad you posted this and took this project on!! It's cool to learn from you!! And I believe Ford still has the same old timing chain thoughts lol......the 4.0 v6 for example. But anyway I respect your knowledge and expertise and willingness to show us common people how this all works! What a wonderful way to make a living Steve!! Not to mention we share the same world view!! Thanks a million for all you do and educating the rest of us!!
Steve, you definitely took on a challenging project. If anyone can make that engine work, its you. The question becomes, does the customer want to pay the big bucks to make it right. Time is money and your going have lots of time wrapped up in this motor build. Take care and good luck.
With all the new machines you got I was thinking you could make some sweet billet stuff and resolve a few issues with this motor design. Maybe even start with a billet block seeing how rare they are.
The valvetrain assembly reminds me of the Audi V10 that "I do cars" took apart. Fiddly setup. -- I congratulate you for getting rid of it. For all you know, the roller might not actually roll on the cam properly. Some cams are cycloids that only work properly with a specific size of wheel or else the wheel "bridges" the cam in a certain spot and it's fairly difficult to actually check. For all we know, that cam might actually require a different set of rockers with the wheel in a different spot.
Don't feel bad at all man. Just about every custom engine builder I've Emailed has a 6 to 9 month backlog of orders. A couple of them aren't taking orders for the foreseeable future. The old saying, 'good help is hard to find' seems to ring more true today than it ever has sadly.
The problem is he took the job, and took forever to do it. Big difference between that and saying "I'm too busy". Shit happens though, especially when you are making unique high HP engines. Not every customer is going to walk out the door with a smile on their face. You can tell he wasn't happy about how it went down either.
Idk if i so much agree with the statement good help is hard to find. I have heard that statement from the ranch i worked for. They told me i was the best hired hand they ever had. They made millions, i made 30 grand. I no longer work there. They just did not want to pay what good help costs these days.
14:50 the one and a half degree offset is a common trick for ford boss engines made in australia otherwise there arnt in sync because the tensioner is on the wrong side of the chain i have to do this exact mod to my xr8 ford falcon there a 4 valve 5.4 llitre making 350hp crank stock lowest spec option this is some cool tech and i love every minute 17:00 i feel was actually asmr that was beautiful the dude can build me an engine any day and probably will if u get those barra ford inline 6 parts out
Excellent presentation. Thanks you. A really interesting engine in the vain of the Boss 429 and whatnot. Love seeing the old stuff still being kept alive. That said, a new LS or Coyote can make 2000hp at a fraction of the cost and maintenance and rebuilds will be a breeze. A person has to really think before digging deep into the pocket to keep this old girl alive.
I was thinking that while I was watching this. Someone has to be set on having that engine move their car down the strip when there are so many "better" options. Coyote is what came to mind, but that isn't nearly as cool as this. Now how it runs and holds up may change that fairly quickly.
I think the spring retainer should have a valve cap on it. Caterpillar engines have these rockers, and a bridge on the valves that is 1/2" think at least. I think this engine should have something similar to make the valve gap corectly and the angle of the rocker tipp corectly. Nice job Steve, keep up the good work :))
By far one of the most complex engines ever made. Patience is a must. I believe Ed Pink has blueprints for the gear drive to replace the not so reliable chain setup. Awesome job bringing back to life.
Connie Kaletta and someone else back in the day made a gear drive to replace the chain when they ran fuel in them in the 60’s. Nick Arias made a cammer for a short time and I think Eddie Hill ran then in 94 or 5 when he stopped racing fuel hydro. I started driving fuel boats the year Eddie quit and had talked to Fuzzy his crew chief about the ford, we were the only boat running Arias on fuel, and did very well when Nick came out with the billet heads Kyle Walker
Research Jon Haus for improved design cammer crate engines up to 1500 hp pump gas and more than that on custom builds with all the parts machined to work together. Jon Haus also redesigned all of the flaws associated with Fords original Boss 429. If you want new school engines go to Steve Morris. If you want old school engines go to Jon Haus
Gigantic cubic inch OHV engines with pushrods. You consider high tech? It’s definitely better to have people think you’re ignorant. Rather than posting a comment and removing all doubt.
Not sure whether to say congratulations or my condolences. I remember way back when I lived in Denver there was a speed shop in downtown Denver called Ken's & Leslie. For years they had a factory new 427 SOHC engine, carb to pan on an engine stand sitting in their showroom window for anyone going by to see. Then I think it was in the early 80's they sold that engine for $15K, back then.
Exactly why the LS is such an amazing engine. Thats just too much work, too many extra parts for no gain over what we have available today. Nice job explaining
OHC makes sense and works well with 4 valves per cylinder and smaller engines. With bigger engines OHC adds a lot of complexity and external size for little benefit. Even modern stuff like the Ford Coyote is very impressive the power it can make for a 5L engine. But, for the external size of the coyote you could nearly fit an 8L big block that could make even more power.
I saw some pictures of the cams that came in those engines, the base circle in those were much larger than the cams that's Steve used, I'm sure those rockers he modified cost a bundle
Im sure someone has already said it but staplton42 had done an interview with ed pink about the cammer engine and all the things hes done over the years on how to improve these engines. its some great information in the interview
Steve. I would like to mention about some college students putting together a Ford V10 4 valve. Build It Yourself TH-cam channel. They took four 5.4 4 valve heads to make a pair of 4 valve heads. Had to have custom cam cores made and ground. They just got it to start. They did in a two car garage I think.
Just came across, “Build it Yourself”, channel a couple of days ago. Ended up binge watching the whole series. Way impressive innovations and initiative.
Yep, there is hope , for at least a few , of the cell phone , participation trophy , drive me 200 ft to the bus stop generation. And don't say that " old " people are stating this, I've gotten the same from some younger people too.
Great modern approach to a historic engine. Never assume anything will work (which you dont) and all historic chat and figures mean nothing until you run yours. Back in the day people quoted numbers but not how they changed parts every 2 runs. Your engine will do what you want it to do reliably (within reason of course).
Great job Steve and your staff for a great job. This is certainly a hard time to be in business. You do not have to apologize. I have had jobs that were supposed to go to the dyno and did not make it. To take this engine and not let you finish it by dynoing it is certainly unfortunate. All I say, good luck with the tune. Best of luck. Anyway, always great work Steve.👍🇺🇸
Steve,your the man!!! I sure hope that customer isn’t mad….. cause he paid you to figure that out. No one else does it better…..keep up the cool vids!!! Luv the content and I have a dream to come see y’all in action someday!!!!
VERY similar to the valve geometry of a VW air cooled engine. (and Porsche) Valve train geometry being a critical part of building the engine. The only advantage for the air cooled engine is that the rocker pivot is adjustable by shim. Often times too, when the rocker tip is mocked up in the right place, youll have to custom make pushrods to fit. A time consuming process, but worth it in the end. Also keep in mind wear and heat changing these dimensions. Good luck.
I found out about this engine in an issue of Car Craft back in the ‘80s. The author hoarded parts for years, then built the motor and installed it in a brand new T-Bird. They widened the stock wheels too.
Hey Steve great content, im from Australia and Fard Australia brought over the 4.6 and 5.0 for the Aussie falcon and canned them due to the 6 cylinder Barra made more power and cost less. I’m not sure why an engineer would think this was going to be reliable or cost effective when pushrod engines (which you’ve proven) make great power, reliable can be cheaper and easier to maintain ect
I have built several of these. I do have a few comments/thoughts that might be useful. I have T&D make a "double roller" rocker arm that eliminates that stupid elephant"s foot adjuster. Uses selective lash caps for valve lash and has a roller tip at the valve end just like darn every normal rocker arm ever made. You can set cold lash on the work bench. You definitely had the wrong valves or cam with that huge wheel requirement. It is very difficult to get enough cam into these because the rocker ratio is only 1.28-1.32 varying on the wheel location relative to the cam during it's rotation. I degree the cams just like a normal 4 cylinder engine - times two. You set the lead cam first, and then set the trailing cam. I have had a naturally aspirated 11.5:1 527 inch SOHC with some very highly modified heads go 870+ HP @ 7000 RPM, so the 2000 HP boosted target is/was attainable. No idea what the aftermarket block is good for - I've been over 1000 but that's a far cry from 2000...
When Prudhomme recently restored the Shelbys Super Snake dragster with the blown 427 Cammer only with modern day parts, he said they almost doubled the horsepower from when it raced in 1967…. That’s 4000hp..
Had the same idea...Cool to see real experience with that. Changing the valve spring hat to something to allow use of a roller tip rocker would seem to allow the use on varying contact path the rocker arm to valve relation
@@mikekadlec5428roller tip rockers, still won’t have full contact with the valve stem.
Like the original does.
Ok idea but , not great idea!!!
Remember 2000 hp goal!!
Can’t have ok ideas.
@@metalted6128 yup...agreed-thats what I meant by using a shim and bucket design to allow the use of roller tip rocker while dispersing the load across the top of the spring and valvestem evenly
@survival... so, Morris said 1.5deg on the driver bank. Does that mean 1.5deg crank x 4 strokes =6deg total? I watched the Ed Pink video and he said 7deg total for chain stretch w /nitro S/C....?
Mitchel Stapleton did an interview with Ed Pink about this engine. There were books from ford Mr Pink had in his shop. It was very interesting.
I worked at a shop that built some obscure antique race motors. The parts customers brought in may not have even worked together back in the day. These builds would take months to years with a lot of custom fabrication. I feel your frustration Steve.
My neighbor, George Montgomery received 3 of these directly from Ford, maybe '67 or '68. I was there when they were unloaded from the truck in crates. I was maybe 11 or 12 at the time, and Mr. Montgomery was like a kid opening a Christmas present.
Can we take a moment and appreciate the art in the way he applies the silicone.
I noticed that too. That guy is an artist and perfectionist, I'd trust him building my engine no problem.
The Ford 427 SOHC is definitely my favorite engine. The customer might bring it back to you for a cam gear setup when he finds out the chain can't keep up.
@ can you still find a Pete Jackson Gear drive?
That was probably a very hard video to make and put out. Good on you for being man enough to do that. I could feel your emotion as a business owner that takes pride in what you. Losing a customer over a very difficult situation to control is frustrating. Sometimes you just can’t do enough to make it better and letting go is all you can do. Keep being awsome and doing your best!
God Bless Steve !
Yeah I'm kinda shaking my head at the customer here on this one..... I mean, you have _Steve F'ING Morris_ hand build you a SOHC Ford, and then after _STEVE MORRIS_ spends countless (I'm sure he counted, I sure hope to the second too) hours building you one to be the baddest SOHC Ford to ever live.... you say "it's taking too long" , take it back as it's being strapped to the Dyno (with more hand built custom parts just to do so), and bring it to "someone else" to do the rest?.... like suddenly the next guy, who's *definitely* not going to be Steve F'ing Morris, is going to get it done "faster" or to a better result than Steve F'ing Morris would've??
It's not like Pink is still building engines, especially not _any engine_ , especially not a SOHC....so the guy just got flustered and downgraded his entire end result.... and IMO, if I was Steve (and I'm not, and I'm sure he wouldn't act like me), but if I was, and when it was all said and done and it was finally boosted and the tune isn't correct (if the tune is correct before it's even boosted in the first place) and the damn thing pops, I'd be like 🤷🏻♂️ not my problem, I got paid for my part, the warranty ended as soon as it was placed in the crate homeboy.... and to that point, everyone knows, if you purchase one of Steve's _personal_ engines, he's got that engine's back for the life of the engine.... homeboy just scrapped that whole commitment. Seriously baffling IMO.... especially on something as niche as this.
Wow, what an incredible work of mechanical art! I can totally understand people being frustrated with schedules being blown up time after time but you at least have to let the guy who built it run it before he sends it back because if there is an issue when it’s fired up, everybody’s gonna blame everybody else. What a total shame it didn’t get some Dyno time before it left your shop.
20 years ago I worked with an engineer who worked on the SOHC427 at Ford back in the 60's. He was surprised that I even knew about them.
Ed Pink is still around, he's probably the most knowledgeable Cammer guy ever. Pretty sure the top fuel motors in the late 60s made way over 2500hp with a tiny 6-71.
The biggest fan of Ed Pink is Ed Pink.
Try it and street car engine
@@CopperBasedoh snap
Those engines made around 1200hp when they were running them in Fuel Cars. I have spoken with Sam Auxier Jr who ran ProStock with the Cammer and he said the factory Blocks were Achilles hill.. I'm 99% sure NOBODY has made 2000hp / Dyno Proven with a Cammer!
Andy
@stevemorrisracing exactly 💯. I had a boss that was a huge ford guy back in the day, we had a local drag race called King of the hill. He always had the big block 427 blower deal in his 67 Mustang and it was a pig to keep together. He trailered it because it never did well on the street, and everytime he did street drive it the damn thing was towed back and off came the heads lmaoo 🤣. So this is a huge deal for a STREET ENGINE. Ed pink did some cool stuff and he paved the way for alot of hotrodders, but he never built the smx lol. Wich is a massive achievement on Steve for a 4000++ hp engine to live even 1000 miles of street driving. Well done sir 👏
Steve, I'm a FORD guy...which is a weird to say, since i'm only 55. But I have spent hours studying the FE series and FORDS ability to make power reliably. And the biggest contention is that seems to be common was the expense...I love this video, because showed 50+ year old tech! Forget the cross bolted mains and side oiler tech or the fact that many regular 427s were put into boats....I'm sorry your customer lost patience...I hope your video goes a long way to show the care, professionalism, diligence and expertise you gave his project. YOU AND YOUR TEAM ROCK! Looking forward to more awesome videos! Thank you.
FE stands for Friggin Expensive! lol
I'm only 42.. own 9 classic fords. I prefer the M400 over FE's. The Aussie 2v's are a game changer.
@@nobiden3134 I've ported a set of Aussie 2V's... and they were kind of 'meh'. Bowls were WAY too big. Would have had to install some huge seats to make a good shape, and the chambers shrouded the valves terribly. Needed a lot of work there. More compression than open chamber 2V's, but that's about it.
@n2omike mine flow 290I 225E @.500. My dad has the 68 Cougar XR7 390 Twisted Wedge heads. He can keep'em. Bad cross section (turn around the head bolt)
Cleveland has Canted Valves for that so called shrouding..
I also have 7/16 studs for roller rockers. You know who Jon Kaase is? Multi world champion of Engine masters challenge.. that 3V head is a raised port Aussie... 750hp carbed..
What's the stroke on your 427?😏
@2omike Now that’s funny and very true
Ed Pink is the guy. Fabricating parts for this engine will be a nightmare. I know you know what you’re doing. If this is your first go at this engine. You should definitely enroll at the Ed Pink SOHC Tech for at least two semesters.
I was gonna say Ed Pink is the cammer man. In fact Stapelton42 has a video of him talking to Ed about the cammers.
@@bobbendt1698 Its an awesome video
That had to be a gut punch getting the call to send the engine home before getting to hear it run, and make it run well. Just one of those deals, you'll never have every customer walk out the door with a smile. It's harder when they aren't smiling because of you though. Thanks for showing it to us, I've only ever heard the name "cammer" but never knew what it was.
Or a blessing, when that valve train comes apart on the first good pull, and wrecks both cam shafts, and both heads., now the customer has no leg to stand on., I’m sure the guy gets upset seeing Steve play on TH-cam, or mess with his own crap, or down doing burn outs with cleatus , but if Steve had to give all that up in order to build engines, would it even be worth it?? Nope., so the guy should have acted a bit like a regular gear head, and offered to Steve, hay, can I come by on Saturday and work on it with you.. or help you., this is not your regular engine build, it’s much more of a let’s try to figure it out…
Yea and may be a huge mistake on the owners decision. You can not rush exotic builds. At Steve’s caliber it would have been done right and if not Steve would have MADE it right. 🤷🏻♂️
@@GRANITEMONUMENT You make so many assumptions in that comment. How did you convince yourself to write all that with nothing to back any of it up?
Don Nicholson ran a cammer in the early days pre pro stock , the class was called XSS , experimental super stock . The class was big block Ford vs chevy vs mopar all heads up no handicap racing . Don had a lot of impressive outings with this motor. I have seen quite a few of these things over the years in various types of drag cars . The last one I saw was about 27 years ago in a Ford maverick bracket car a guy had built in his garage . In your video this is the first time I ever saw the combustion chambers on this motor . For the time that this motor was designed and built in the early 60's without computers and without cad this was a real amazing piece of workmanship !! I expect Jon Kassee has had some experience with these motors because he did a lot of work for Don Nicholson .
Miller and Dusenberg were doing those chambers in the ‘30’s.
Steve!! Ed Pink... look him up man he is a crazy old man that pushed over 2k hp back in the 70's. Crazy stuff he did with timing too! Up to 7 degrees on the driver side cam... insane. Keep it up man your are an inspiration to all!
Pink was definitely the man on these motors. He admitted to having hell until he discovered offset timing was the secret
THANK YOU, going above beyond the call of duty. I'm sorry does not need to be said for ALL OF WHAT YOU PUT YOUR COMPANY THROUGH on this one only project. If the customer can not see this than he is blind. The showing of how much you care and your integrity, priceless.
I feel like I'm at NASA Space Camp when watching videos made by the esteemed Dr. Morris. So much learning!
Jim Green at Jim Greens speed shop in Lynnwood Wa. Used to have a lot of these Ford Hemis. He had them in Funny cars, Dragsters and a tractor puller with 5 of them.this was probably 20 years ago.
Hey STEVE there is a duel cut cap that fits in between the valve and rocker lobe, one side is bigger then the other, it has a tiny hole in center, if you cut in half, it’s shaped like an H side view..
It fits tightly on the valve and held in by pressure
I am pretty certain the other half of the problem is incorrect cams.
I believe they are manufactured incorrectly. The base circle diameter is all wrong.
The re-engineering of the rocker combined with dialing in the valve stem length was a brave approach, but I suspect it will still be prone to a short life and catastrophic failure.
Steves a good guy and I respect his effort. But this may be a box of snakes to be glad to get out of there in the end.
I would defer to those who have sorted this out- Jon Kaase, or Jay Brown, ETC.
Connie Kallita is still a resource. It’s not realistic that Pete Robinson, Ohio George and Ed Pink ran that Rube Goldberg valve train.
U sure the rockers dont go up the other way ?
@@lachlanwestrupp7487 so this was a problem at high rpm, it was the weak link.. so someone came up with a spacer that was in different thicknesses.. the higher the thicknesses the less misaligned at highest point of lift.
They were more like a cap that sat on valves, they helped capture oil and to keep them stable.. they tapered out from bottom and sat about 3/8 over valves.
Steve would have to figure out best hight and make his own,
PAT AUSTIN in Tacoma Washington is the man to talk to, they have about 10 cars in collection with these engines, they probably have more parts for them than any, or used to…
I said my piece… they will fail eventually if not right away.. should create a new roller rocker that gets rid of extra moving parts
I was wondering if that adjustable tip was on upside down. Almost looks like it would've taken all the slop out that way. Lol
So cool to see someone build a historic engine. It would have been so much more cost effective to do the easy thing, but having a legendary power plant is epic.
Steve , it looks like rockers are on upside down. The adjuster may need filpped then put back on the little wheel . On upside down will probably destroy the rockers at high rpm . Look at how the rockers are braced . It looks stronger for stretching the compression
Man that was my first thought too!
There was a Man who shop got destroyed while back. He wrote a book on the 427 SOHC. You are correct parts are hard to find. Even harder is finding a gear drive for one. 427 SOHC with a gear drive sound so GOOD and work awsome.
I have been in similar situations. I use to work a 9-5 auto repair job. I also did jobs at another shop, nights and weekends. I also did work in my home shop. I was also selling used parts from a few salvage yards, I worked with. The local tavern was my office. The biggest problem I had, was I would never say no to a job or parts search. I cut myself very thin on time and would get behind on work. It was very tough trying to work with people to get their jobs done. I got to the point of hating dealing with the public. I now live in the extreme northern Wisconsin and have very little contact with people.
Wow, is an understatement. Really sorry that you did not get to finish and dyno it. There was a lot to this engine. Thank you so much for showing us all the process of assembly.
Be blessed brother
I do believe that you are the best in tech and describing the work you do and as far as your skills are second to none! I guarantee you that the customer will DEFINITELY REGRET that they are not having you finish the project! Keep up the great job. I wish I could afford to have you build my ls1 that I have tried to build myself but after 2000 miles of driving it decided to start making noise! God bless you and your family and keep us informed like you always do
What a cool motor!!
As a ford guy, it’s the holy grail!!
Then add SME into it!!
Ooh yea!!!
I’m salivating watching this video!!
Great job SME!!!
As always!!
It’s great to see how much pride Steve and his team put into all projects and products well done mate. 🙏🇦🇺👨🏭
As 2strokestuffing would say. Easy isn't worth anything". That is why you are the top engine design /builder!
So sick steve. Fantastic work. Love how you don't rush things and take your time and do it right the first time
Ever since I was a kid, this has been my most favorite motor!!!
I always wanted a 66 Fairlane with this motor!!
Incredible job Steve morris that valve train that you had to figure out and remake great job and even a better job on keeping it real and telling us and showing the daily problems that occur and set projects back 100% steve morris
Back in the day and I am 41 now my grandpa was one of the best on 396 big blocks higher hp served 25 years airforce etc and the old stories I remember and told about the 2 chamber carburetor etc was all true. Especially when internet got more adapt so cool. Your a great mind of problem solving and learning thank you.
Would like to see how spring tension vs. valve stroke works out given the apparent extreme lobe lift? Those lobe lift angles looked pretty sharp.
There was a recent interview with Ed Pink about his most recent "cammer" build. He gives a lot of good jnfo on the importance of cam timing with these engines.
Agreed. Didnt Pink say to compensate for chain stretch at high rpm they advanced one cam 7 degrees. Or was it 12. Ed Pink 2:24
I think that was by stapleton42 with Lake Speed Jr. @@roadrunner4404
@@roadrunner4404The spec is no more than a 2 degree difference.
The one we just finished was at 107 on the right bank and 108.5 on the left.
Took 39.5 man hours to retime the cams and install the valve train after replacing the timing chain that broke after 956 runs.
This is why I watch Professor Morris 😁 this stuff is Awesome Thanks for sharing and educating all of us !! Keep up the Amazing Work!!!!
Steve don't ever stop making these educational video's. Its awesome of you sharing your knowledge. Thank you.
Love the explanation during the video... Great looking piece. Seems like an effort in futility to build such an engine with so many potential weak points in a high horsepower application but some people like to spend money.
Steve, you are a standup guy and that is rare these days. 👍🇺🇸👍🇺🇸
So much respect to any builder willing to put the work in for a great product I know the the engine will run great.
It sucks he didn’t let you run it but still props to the customer for atleast having you finish assembling it and not taking a basket of parts to another builder and getting upset at them when they gotta just figure out what and how the other person was working on the combo. Such goes life and people do gotta realize true custom odd ball builds are never cut and dry . Great video 👍
Ikr.if he want a good running engine could of get a smx instead bringing that weird engine to sm.
Agreed , but each his own. It’s like a old Harley vs old Honda goldwing, - one is cool factor,loud and you always tinker on but the other is a bland Cadillac ,quiet and probably will outlast us lol
@@ronseth1225 Or, better still, take it to someone like Jay Brown, whose done Dragweek with a Cammer, and KNOWS EXACTLY what all the valve train should look like !!
@@arkhsm guy shouldnt waste a man time with an engine hes not familiar with in the first place place.should of gone around see who’s specialize in cammer engine instead wasting another man time .
Awesome work. Not a lot of people can make a Ford run and even less a cammer. Some old school FE people plug those oil drain holes in the lifter galley to keep oil off the crank. Custom billet blocks like that make not be the same.
Know the feeling of getting a job finished halfway. And still getting a good product out the door! Thanks for sharing! Lot of responsibilities on you and the teams shoulders there! Enjoy the videos emensly!
Wow Steve! Incredible project for TH-cam. None of us 60 yo youngsters know anything about cammers. I’m glad to learn.
I was at a Scottsdale car show and Reggie Jackson had a afx 65 mustang with a 427 cammer 20 years ago but it was impressive
I love how you always have every part nice and neat in straight lines. Its very soothing to me and my OCD!!
I love that you are working on such a badass and rare Ford engine! Most people didn’t even know about this engine before this video!
I've known about since I was a kid. Father had one in a 67 Fairlane he raced. Then again he had pretty much every old Ford engine there was at one time or another.
Honestly, Steve just isn't the guy for this engine. It's obvious he's good at what he knows and it isn't this engine. No shame in that either.
Being a ford enthusiast it was really cool to see this motor as I’ve heard about it a few times from old heads
From the pictures that are available of these heads, it shows that the base circle of the cam lobes are significantly larger in diameter than the bearing surface. You would have to get new cams to make this engine work.
I know you mentioned not wanting to spend big $ doing custom work on this one engine but it seems converting the weak single chain cam drive to either double row or even better a cog belt drive would sure solve a lot a big inherent weakness with the cammer.
Steve this is a badass thought. Your SMX with a type of free-valve design, like the Koenigsegg engines. You can control every aspect of the valve opening and the amount of time it's open for. Watching your older videos with engines on the dyno, you get into some serious variables.
Freevalve is a bust. Koenigsegg shelved it for now
@@BerlinghoffRasmussen I totally get that. I couldn't imagine those valves working for over 100,000 miles without some type failure.
But SM is only going 1/4 mile at a time. I think it would be wild to have that type of control over the timing of the engine.
Thanks for responding. I didn't know they scraped that idea.
You need massivle lumps of metal in 3000+bhp applications pal. Silly wee skinny boy mulitivalve junk doesn't last 1 second in massive horsepower applications. Yamaha know the upper limits of a multivalve valve assembly so do other marine engine manufacturers and its certainly nowere near cappable of 4000+bhp reliably from a car engine form factor. Koenigsegg dont know half the stuff Yamaha do about freevalve systems so you know.
Probably not the best bottom line for a working shop... but I love that Steve took the time to come up with innovative solutions for an old platform like this.
Pink and those guys in the mid-60s had to figure a lot of things out to make that platform survive on Nitro. 7 degree timing stagger on the cams,etc.
in this day and age when you can just get off the shelf parts and throw something together it really does take a good mind to come up with new solutions to old problems.
Can't wait for the collaboration with Jay Brown, he's walked this road and made big power with a SOHC FE.
Great video, so many little intricacies in these engines, there are Ford guys then there’s Cammer guys, they sound unique. It’s a shame it had to be sent back and not finished.
I think Pete Aardema, and Kevin Braun, have built a few cammers. They are still going strong building land speed cars. They have built some of the most impressive engines that I have ever seen.
Those guys are amazing. I love watching their channel. They are true legends.
Mr Steve, I'm glad you showed this. My late father was a huge. Ford FE engine person. 😮
SM working on a 2k HP engine sounds like SpaceX working on fireworks :P
Can't wait for the epic fireworks on Friday morning. 👍
Paid £125 for a rocket here on 4th Nov that was well worth it it probably went higher than Elons last Actual Space Rocket did.
I thought I was finally starting to understand the workings of a motor..
This thing is a whole nother beast .
I just came here to say Ed Pink probably has the parts you may or may not need---and man. Fly him in for a day or 2 at your shop. That would be something. Your wizardry and his. Also: I think Ed said in the Stapleton interviews that he timed the other cam something like 9 degrees advanced to compensate for chain slack after the chain stretched on startup
A lot of R&D into this beast. Thanks Steve.
Darn… I was wanting to see what it would do on the Dyno. Quite the undertaking.
I work with an old timer that was involved with the Ford racing program back then and held a few patents for parts used in the cammers they raced. He's a very neat guy.
This is a very rare build and great content!
Always was passionately in love with this motor for decades. Thanks for a knock out job!
Thanks for the video. I'm so old I remember Connie Kalita kicking ass in top fuel with a cammer, and switching to the Boss 429 and had nothing but trouble.
Great to see you tackle something so rare and very much the holy grail of Ford racing's golden era!
Ahhh the cammer..... I love old Ford's and the whole Henry Ford story. I'm not an any particular brand guy but I do tend to lean towards what I would consider the underdogs.... Having said that I'm so glad you posted this and took this project on!! It's cool to learn from you!! And I believe Ford still has the same old timing chain thoughts lol......the 4.0 v6 for example. But anyway I respect your knowledge and expertise and willingness to show us common people how this all works! What a wonderful way to make a living Steve!! Not to mention we share the same world view!!
Thanks a million for all you do and educating the rest of us!!
Henry ford. Good friends with Hitler.
Steve, you definitely took on a challenging project. If anyone can make that engine work, its you. The question becomes, does the customer want to pay the big bucks to make it right. Time is money and your going have lots of time wrapped up in this motor build. Take care and good luck.
Wow what dedication. True fabricator and engine builder. Love the detail.
With all the new machines you got I was thinking you could make some sweet billet stuff and resolve a few issues with this motor design. Maybe even start with a billet block seeing how rare they are.
you paying for them once he makes them yeah?
The valvetrain assembly reminds me of the Audi V10 that "I do cars" took apart. Fiddly setup.
-- I congratulate you for getting rid of it. For all you know, the roller might not actually roll on the cam properly. Some cams are cycloids that only work properly with a specific size of wheel or else the wheel "bridges" the cam in a certain spot and it's fairly difficult to actually check. For all we know, that cam might actually require a different set of rockers with the wheel in a different spot.
Don't feel bad at all man. Just about every custom engine builder I've Emailed has a 6 to 9 month backlog of orders. A couple of them aren't taking orders for the foreseeable future. The old saying, 'good help is hard to find' seems to ring more true today than it ever has sadly.
The problem is he took the job, and took forever to do it. Big difference between that and saying "I'm too busy". Shit happens though, especially when you are making unique high HP engines. Not every customer is going to walk out the door with a smile on their face. You can tell he wasn't happy about how it went down either.
Idk if i so much agree with the statement good help is hard to find. I have heard that statement from the ranch i worked for. They told me i was the best hired hand they ever had. They made millions, i made 30 grand. I no longer work there. They just did not want to pay what good help costs these days.
@@zacharystout492 It isn't that good help is hard to find, it's that bad help is easier to find and good help is hard to keep.
Tale as old as time. Customer with more money than sense.
@@puttervids472 That isn't even close to the story here.
Unfortunately, when your the best in the business,
It’s difficult to keep up!!
When you are in demand.
Great work guys!!!
Flip the rocker over so the centerline of the follower to tip is below the centerline of the shaft it rides on. Then flip the adjuster 180.
POSSIBLE
14:50 the one and a half degree offset is a common trick for ford boss engines made in australia otherwise there arnt in sync because the tensioner is on the wrong side of the chain
i have to do this exact mod to my xr8 ford falcon there a 4 valve 5.4 llitre making 350hp crank stock lowest spec option
this is some cool tech and i love every minute
17:00 i feel was actually asmr that was beautiful the dude can build me an engine any day and probably will if u get those barra ford inline 6 parts out
How wonderful to see a younger technician working on a old school motor. The S.O.H.C. Elephant Gun.
It's absolutely incredible how involved and the you put into that engine. Very cool steve
Excellent presentation. Thanks you. A really interesting engine in the vain of the Boss 429 and whatnot. Love seeing the old stuff still being kept alive. That said, a new LS or Coyote can make 2000hp at a fraction of the cost and maintenance and rebuilds will be a breeze. A person has to really think before digging deep into the pocket to keep this old girl alive.
I was thinking that while I was watching this. Someone has to be set on having that engine move their car down the strip when there are so many "better" options. Coyote is what came to mind, but that isn't nearly as cool as this. Now how it runs and holds up may change that fairly quickly.
@@--_DJ_-- I had my 482 fe pistons next to my broken 4.6 modular piston and the 4.6 looks like lawn mower parts in comparison. It's unbelievable
Vein
@@jimanderson1355 We wouldn't have anything cool if vanity wasn't a thing.
I think the spring retainer should have a valve cap on it. Caterpillar engines have these rockers, and a bridge on the valves that is 1/2" think at least. I think this engine should have something similar to make the valve gap corectly and the angle of the rocker tipp corectly. Nice job Steve, keep up the good work :))
By far one of the most complex engines ever made. Patience is a must. I believe Ed Pink has blueprints for the gear drive to replace the not so reliable chain setup. Awesome job bringing back to life.
Connie Kaletta and someone else back in the day made a gear drive to replace the chain when they ran fuel in them in the 60’s. Nick Arias made a cammer for a short time and I think Eddie Hill ran then in 94 or 5 when he stopped racing fuel hydro. I started driving fuel boats the year Eddie quit and had talked to Fuzzy his crew chief about the ford, we were the only boat running Arias on fuel, and did very well when Nick came out with the billet heads
Kyle Walker
would love to see someone start to make heads and blocks for these and really try and push this platform, super cool to me
Research Jon Haus for improved design cammer crate engines up to 1500 hp pump gas and more than that on custom builds with all the parts machined to work together. Jon Haus also redesigned all of the flaws associated with Fords original Boss 429. If you want new school engines go to Steve Morris. If you want old school engines go to Jon Haus
@@michaelfercik3691 sorry but Steve Morris "new school" chevy big blocks? 😆😆 yeah, chevy big blocks just came out last year right? 🤣
Gigantic cubic inch OHV engines with pushrods. You consider high tech? It’s definitely better to have people think you’re ignorant. Rather than posting a comment and removing all doubt.
@@banneddamnthats what i was thinking when i read that. BBC is just as old hahaha no joke
Not sure whether to say congratulations or my condolences. I remember way back when I lived in Denver there was a speed shop in downtown Denver called Ken's & Leslie. For years they had a factory new 427 SOHC engine, carb to pan on an engine stand sitting in their showroom window for anyone going by to see. Then I think it was in the early 80's they sold that engine for $15K, back then.
Exactly why the LS is such an amazing engine. Thats just too much work, too many extra parts for no gain over what we have available today. Nice job explaining
OHC makes sense and works well with 4 valves per cylinder and smaller engines. With bigger engines OHC adds a lot of complexity and external size for little benefit.
Even modern stuff like the Ford Coyote is very impressive the power it can make for a 5L engine. But, for the external size of the coyote you could nearly fit an 8L big block that could make even more power.
Coyote is starting to give the ls a run for its money…
I saw some pictures of the cams that came in those engines, the base circle in those were much larger than the cams that's Steve used, I'm sure those rockers he modified cost a bundle
Steve get a hold of wood brothers racing they know a lot about those motors.
I am watching with the speed at 1/4 of normal. It is pretty good watching the skill this young man has.
That swivel head on the rocker arm looks like nothing but trouble. Awesome project though!
soon as I saw that I thought "screw all that noise"
Im sure someone has already said it but staplton42 had done an interview with ed pink about the cammer engine and all the things hes done over the years on how to improve these engines. its some great information in the interview
Great insights in that video. Probably what Steve’s guy was watching 😂
You've taken what is arguably the rarest/ most expensive engine ever and made it even more so.
Im an old school ford fan and the "cammer" is an amazing all be it a pain, engineering gem
Amazing watching you and your crew work.
Steve. I would like to mention about some college students putting together a Ford V10 4 valve. Build It Yourself TH-cam channel. They took four 5.4 4 valve heads to make a pair of 4 valve heads. Had to have custom cam cores made and ground. They just got it to start. They did in a two car garage I think.
Just came across, “Build it Yourself”, channel a couple of days ago. Ended up binge watching the whole series. Way impressive innovations and initiative.
Yep, there is hope , for at least a few , of the cell phone , participation trophy , drive me 200 ft to the bus stop generation. And don't say that " old " people are stating this, I've gotten the same from some younger people too.
Was half gonna suggest, that if Ben Strader / EFI University does scholarships, these guys oughta be given some consideration…
Great modern approach to a historic engine. Never assume anything will work (which you dont) and all historic chat and figures mean nothing until you run yours. Back in the day people quoted numbers but not how they changed parts every 2 runs. Your engine will do what you want it to do reliably (within reason of course).
Great job Steve and your staff for a great job.
This is certainly a hard time to be in business.
You do not have to apologize.
I have had jobs that were supposed to go to the dyno and did not make it.
To take this engine and not let you finish it by dynoing it is certainly unfortunate.
All I say, good luck with the tune.
Best of luck.
Anyway, always great work Steve.👍🇺🇸
Look at the pushrods for the Hemi head Micky Thompson made for the 427 a articulated push rod it is amazing it stayed together
Steve,your the man!!! I sure hope that customer isn’t mad….. cause he paid you to figure that out. No one else does it better…..keep up the cool vids!!! Luv the content and I have a dream to come see y’all in action someday!!!!
VERY similar to the valve geometry of a VW air cooled engine. (and Porsche) Valve train geometry being a critical part of building the engine. The only advantage for the air cooled engine is that the rocker pivot is adjustable by shim. Often times too, when the rocker tip is mocked up in the right place, youll have to custom make pushrods to fit. A time consuming process, but worth it in the end. Also keep in mind wear and heat changing these dimensions. Good luck.
I found out about this engine in an issue of Car Craft back in the ‘80s. The author hoarded parts for years, then built the motor and installed it in a brand new T-Bird. They widened the stock wheels too.
So much respect to any builder willing to put the work in for a great product I know the the engine will run great. 🤙🤙👍👍😎
Hey Steve great content, im from Australia and Fard Australia brought over the 4.6 and 5.0 for the Aussie falcon and canned them due to the 6 cylinder Barra made more power and cost less. I’m not sure why an engineer would think this was going to be reliable or cost effective when pushrod engines (which you’ve proven) make great power, reliable can be cheaper and easier to maintain ect