Thankyou Ben. I did not understand a backfire in the intake through the overlap period due to a lean mixture before this. I personally prefer backfires through the exhaust as it's good for my muffler business 😊 however we dont see many backfire blowouts anymore as the converter in the average passenger car burns the excess fuel before it can build up in the muffler. Too much of that and we're replacing the converter $$$
We called fire out of the carb "shooting ducks"and out of the exhaust "back fire" cause it fired backwards That was 1970. I agree with everything else you said.
Good info as usual! Been reading Joe Haile's Motorcycle supercharging turbocharging and Nitrous Oxide book. What a great book for a real deep dive into all the information. Corky Bell has another great book that's just as good. Anyway I digress
I never tested them on a tumble/swirl meter to verify. One day I will do it and we did the 429 SCJ which exhibited a dip in the flow column due to flow reversal! It swirled one way then reversing itself while we increased the lift.
Art, sorry bud it has been a disaster I had 3 aluminum FE blocks and they had major issues this is why I stopped cold turkey not wanting to the bearer of bad news. The cast iron even the factory are great and my problems is the aftermarket alloy versions. If I really dammed them I might end up in a lawsuit like one I did and confronted the manufacturer/owner. They had no decent answer but repair it even after we paid big dollars for them! To place a sleeve to correct the problems...
@@benalamedaracing2765 Ben I'm sorry to hear that! I was hoping to see something that I might have missed on my current build. I'm on the fence with oiling to the top end. I'm running a solid roller camshaft, BAM lifters, and Precision Oil Pumps rockers, shafts, stands, and spacers. I was wanting to oil through the pushrod only, but with an aluminum block and 0.0015" to 0.0020" of lifter bore clearance, I'm concerned that I'll bleed out too much around the lifter, at operating temp, to provide ample oiling to the top end. I have zero experience with the expansion of aluminum where an FE is concerned. I should mention this is a Shelby aluminum block. I've heard that you're not a fan of this block. I will say that I've pressure tested both banks with no leaks, and it's off being machined currently. I've asked to have the main bore sized and align honed, the cam tunnel sized and align honed, parallel decked to zero deck with the SCAT 4340 lightweight 4.250" crank, Molnar 6.700" h-beam rods, and flat top 4.270" MAHLE piston, and the cylinders bored to the 4.270" pistons. I'm considering running a 0.060" to 0.080" restrictor in the head along with oiling through the pushrod. I'm using a Bear Block Motors cylinder head and I've enlarged the oil returns at the corners, radiused, and polished. I've also made. A groove about a hundred thou deep at a 15° angle in the intake side of the head from the oil return inward in hopes of returning more oil quicker. I've never seen that on a head before, but I'm not the biggest fan of the thickness of the intake gasket determining the oil return ability. Sorry for the ramble of work and parts. My absolute concern is the oiling to the top end. I can't get an experienced answer from anyone I've been able to ask. Can I oil through the pushrod only, or should I oil through the head, with a restrictor, too?
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Some great knowledge right here, back before widebands were cheap did you ever use egt's or were you mostly reading plugs?
We do look at the Egt's but nothing compares when you combine reading the plugs for a closer and superior tune.
Thankyou Ben. I did not understand a backfire in the intake through the overlap period due to a lean mixture before this.
I personally prefer backfires through the exhaust as it's good for my muffler business 😊 however we dont see many backfire blowouts anymore as the converter in the average passenger car burns the excess fuel before it can build up in the muffler. Too much of that and we're replacing the converter $$$
We called fire out of the carb "shooting ducks"and out of the exhaust "back fire" cause it fired backwards That was 1970. I agree with everything else you said.
Great content 👍
Thank you sir!
You are welcome!
Good info as usual! Been reading Joe Haile's Motorcycle supercharging turbocharging and Nitrous Oxide book. What a great book for a real deep dive into all the information. Corky Bell has another great book that's just as good. Anyway I digress
Do stock, iron Cleveland OC heads have any swirl at all? lol...I can find no one who says anything about it.
I never tested them on a tumble/swirl meter to verify. One day I will do it and we did the 429 SCJ which exhibited a dip in the flow column due to flow reversal!
It swirled one way then reversing itself while we increased the lift.
@@benalamedaracing2765 I have heard that 351C 2v heads do the same thing somewhere around 0.500" but I have not tested myself.
Ben I've wondered if reversion during overlap can light it up,of course whem it is lean.
Great content Ben.Ford power🇬🇸
Waiting on the FE build you mentioned months ago.....if that's ever going to happen.
Art, sorry bud it has been a disaster I had 3 aluminum FE blocks and they had major issues this is why I stopped cold turkey not wanting to the bearer of bad news. The cast iron even the factory are great and my problems is the aftermarket alloy versions. If I really dammed them I might end up in a lawsuit like one I did and confronted the manufacturer/owner. They had no decent answer but repair it even after we paid big dollars for them! To place a sleeve to correct the problems...
@@benalamedaracing2765 Ben I'm sorry to hear that! I was hoping to see something that I might have missed on my current build.
I'm on the fence with oiling to the top end. I'm running a solid roller camshaft, BAM lifters, and Precision Oil Pumps rockers, shafts, stands, and spacers. I was wanting to oil through the pushrod only, but with an aluminum block and 0.0015" to 0.0020" of lifter bore clearance, I'm concerned that I'll bleed out too much around the lifter, at operating temp, to provide ample oiling to the top end. I have zero experience with the expansion of aluminum where an FE is concerned. I should mention this is a Shelby aluminum block. I've heard that you're not a fan of this block. I will say that I've pressure tested both banks with no leaks, and it's off being machined currently. I've asked to have the main bore sized and align honed, the cam tunnel sized and align honed, parallel decked to zero deck with the SCAT 4340 lightweight 4.250" crank, Molnar 6.700" h-beam rods, and flat top 4.270" MAHLE piston, and the cylinders bored to the 4.270" pistons.
I'm considering running a 0.060" to 0.080" restrictor in the head along with oiling through the pushrod. I'm using a Bear Block Motors cylinder head and I've enlarged the oil returns at the corners, radiused, and polished. I've also made. A groove about a hundred thou deep at a 15° angle in the intake side of the head from the oil return inward in hopes of returning more oil quicker. I've never seen that on a head before, but I'm not the biggest fan of the thickness of the intake gasket determining the oil return ability.
Sorry for the ramble of work and parts. My absolute concern is the oiling to the top end. I can't get an experienced answer from anyone I've been able to ask. Can I oil through the pushrod only, or should I oil through the head, with a restrictor, too?
🚩Hey Doctor why can't we use GLOW PLUGS in Gasoline Engine, or on Alcohol ❓❓ With 15:-01 compression ❓
First place