[DeTomaso] Hugh Casey's 408C on the dyno
Bill Moore
bill at incendium.com
Fri Mar 27 14:09:37 EDT 2015
That would be me.
Cheers,
Bill Moore
Incendium Supply
Calgary
<div>-------- Original message --------</div><div>From: Julian Kift <julian_kift at hotmail.com> </div><div>Date:2015-03-27 11:44 AM (GMT-07:00) </div><div>To: Daniel C Jones <daniel.c.jones2 at gmail.com>,De Tomaso List <detomaso at poca.com> </div><div>Subject: Re: [DeTomaso] Hugh Casey's 408C on the dyno </div><div>
</div>Dan,
Great write up, thanks. I'll revisit and digest it thoroughly when I have more time. I know one Pantera owner who recently installed the RobbMc fuel pump on a 408C stroker only to have it run out of capacity well before the stated 500HP. He ended up throwing it away in disgust and went for an electric pump.
Julian
Date: Fri, 27 Mar 2015 12:23:55 -0500
From: daniel.c.jones2 at gmail.com
To: detomaso at poca.com
Subject: [DeTomaso] Hugh Casey's 408C on the dyno
Dave McLain had another 408C on the dyno recently:
[IMG]
http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuff/Hugh_Boyd_Caseys_408C/Hughs_engine_on_dyno_zps1l88pax0.jpg[/IMG]
This one was for Hugh (Boyd) Casey's Pantera. A SCAT stroker kit with 4"
stroke 4340 forged steel crank, 6" I beam rods and Probe dished forged
pistons was chosen. A Rollmaster timing set that's made for the Cleveland
block/SVO style crank combination was used which doesn't require a snout
spacer. Bearings are Clevite CB663HN -1 on the rods and mains are Federal
Mogul 4925 M in a 1/2 under set to give rod clearance of 0.0022" and a main
bearing clearance of 0.0027" nominal. Compression worked out to be 10.49:1.
[IMG]
http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuff/Hugh_Boyd_Caseys_408C/Assembled_short_block_zpsofc0tgnr.jpg[/IMG]
Hugh's MSD distributor was carried over from his previous engine, along
with some other parts like the vintage Mickey Thompson cast aluminum valve
covers. Initial testing revealed the MSD was not advancing. Dave removed
it and sprayed it with penetrating oil which freed the mechanism. A short
quick advance curve was set and the engine tested to find the best total
timing which turned out to be 30 degrees (18 degrees initial). Hugh was
missing a timing pointer so we robbed the one from the dyno mule 351C and
Dave corrected it for zero before installing the heads. The oil pump is a
stock volume, stock pressure, Melling M84A with a new Melling oil pump
drive shaft. The oil pan is an Aviad gated and baffled Pantera road race
pan along with the matching pickup:
[IMG]
http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuff/Hugh_Boyd_Caseys_408C/Oil_pan_zps8fqmjrxy.jpg[/IMG]
Hugh had purchased Mad Dog's old 180 degree headers so needed a set of
heads that would match the later high port header flange. He also wanted
the option to install independent runner EFI in the future. The only
readily available IR intake that fit the bill is the Hall Pantera A3
Weber. I had a set of new-in-the-box Ford Motorsport E2ZM-6049-A3 high
port Cleveland aluminum heads on the shelf that I was saving for a future
project but I let Hugh talk me out of them, along with a matching Ford
Motorsport A331 high port intake. We put a similar set of heads and intake
manifold on Mark Swarek's 384C. Externally, the A331 looks like a Torker
(and was cast for Ford Motorsport by Edelbrock):
[IMG}
http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuff/A331_vs_Torker_01.jpg[/IMG]
but has smaller A3 ports and no cross-over:
[IMG]
http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuff/A331_vs_Torker_02.jpg[/IMG]
You can see how much smaller the A3 port is here:
[IMG]
http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuff/4V_intake_gasket_on_A3_head.jpg[/IMG]
That's a 4V gasket on top of an A3 port. What's not obvious is the A3 roof
is higher (obscured behind the gasket). A3 heads can have a couple of
different exhaust bolt patterns. Hugh's heads have the later exhaust port
bolt pattern which match Mad Dog's 180 degree high port headers. The bare
head castings and a set of valves were sent to Jon Carls of JDC Engineering
in Minonk, IL for his Stage III hand porting ($800 labor) and valve job.
[IMG]
http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuff/Hugh_Boyd_Caseys_408C/Ported_A3_intake_ports_zpsts3b1ow2.jpg[/IMG]
[IMG]
http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuff/Hugh_Boyd_Caseys_408C/Ported_A3_intake_port_closeup_zpsb6agvrpz.jpg[/IMG]
[IMG]
http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuff/Hugh_Boyd_Caseys_408C/Ported_A3_iexhaust_ports_zpszx3lczun.jpg[/IMG]
[IMG]
http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuff/Hugh_Boyd_Caseys_408C/Ported_A3_chambers_zpsc4fpjzmi.jpg[/IMG]
[IMG]
http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuff/Hugh_Boyd_Caseys_408C/Ported_A3_ibowls_zpscin3i29t.jpg[/IMG]
Results from Jon's porting are shown below:
[IMG]
http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuff/Hugh_Boyd_Caseys_408C/Flow%20Chart%20Ported%20A3%20001_zpspui1yms4.jpg[/IMG]
Flow numbers are for head without intake manifold and were taken on a
Superflow bench at 28" H2O with a clayed intake radius but no exhaust pipe
and a 4" diameter tube to simulate the cylinder wall:
Lift...Int...Exh
Inches CFM...CFM
.......A3....A3
0.200..161...111
0.250..197...131
0.300..234...147
0.350..270...160
0.400..298...172
0.450..323...187
0.500..345...199
0.550..363...209
0.600..370...219
0.650..---...228
0.700..---...234
0.750..---...240
0.800..---...247
As a comparison, here are the flow numbers for Mark's ported A3 heads, my
unported but bowl blended and smoothed A3s and the high ported iron 4V
heads pictured above:
.......Marks A3.....My A3........Iron High Ported 4V
Lift...Int...Exh....Int...Exh....Int...Exh
Inches CFM...CFM....CFM...CFM....CFM...CFM
.......A3....A3.....A3....A3.....4V....4V
0.025..13.9..11.6...15.7..11.7...13.4..14.3
0.050..34.5..28.6...34.6..28.1...34.1..25.2
0.100..67.1..57.4...65.5..56.7...69.9..52.9
0.150..96.1..88.8...95.2..87.5...94.1..80.1
0.200 135.4 110.0..129.2 109.8..121.0..99.4
0.300 198.8 145.3..188.8 142.4..183.1 133.4
0.400 245.5 169.1..242.8 167.0..225.5 158.4
0.500 288.7 188.6..287.7 186.7..266.1 174.7
0.600 320.6 206.2..321.4 204.4..300.8 182.6
0.700 343.0 223.2..337.7 216.3..325.0 188.6
0.800 353.4 234.1..----- -----..310.3 193.3
I ran the flow numbers through Dynomation to finalize the cam specs. The
goal was for the cam to peak at 6000+ RPM with best average power between
4000 and 6500 RPM. Given the Pantera ZF 5 speed gear ratios and final
drive ratio, this works well for a street driven hydraulic roller stroker
Cleveland. The cam is a custom hydraulic roller from Steve Demos using
DM238HR intake lobes and DM242HR exhaust lobes. Specs are 238/242 degrees
duration @ 0.050", 0.620"/0.621" lift (with 1.73:1 ratio rockers), 110
degrees LSA, installed on a 109 ICL. The cam was ground on a SADI
(Selectively Austempered Ductile Iron) core so the MSD cast iron
distributor gear could be retained. To match the cam's requirements, Dave
chose a set of PAC Racing p/n 12119X beehive springs set up to give an
average of 143 lbs seat load and 360 lbs open load with a spring rate of
345 lbs/inch. Seated height is 1.800" with an open height of 1.171" for
0.090" bind height clearance.
[IMG]
http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuff/Hugh_Boyd_Caseys_408C/PAC_beehive_springs_zpslbjxxrql.jpg[/IMG]
The chrome-moly retainers and locators were also from PAC. Valves are
stainless from SI valves, part numbers 2151SG and 18112 (2.19" diameter
intake, 1.71" diameter exhaust) and valve seals are positive Viton. The
roller rocker arms are Comp Cams Ultra Pro Magnum XD 8650 chrome-moly units
(p/n 1830-16, 1.73:1 ratio, 7/16" stud).
[IMG]
http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuff/Hugh_Boyd_Caseys_408C/Comp_Ultra_Pro_Magnum_XD_roller_rockers_zpsga5ykmqw.jpg[/IMG]
Pushrods are Trend 5/16" X 0.080", 8 inches long. Lifters are Morel link
bar hydraulic roller retrofits.
I thought we had a ported A331 and an unported A331 to test but forgot the
ported A331 went on Mark Swarek's engine so we had only the unported
intake. Dave initially broke the engine in using his Holley 950 HP dyno
carb then switched to a Bobby Oliver (Competition Carburetion in Nevada)
custom built 740 CFM Holley. I was hoping this engine would top 600 HP and
was concerned the smallish carb might limit peak power so discussed the
matter with Bobby. He said the carb might indeed limit the power at peak
over a larger carb but would have much better throttle response. He was
willing to build any size carb we wanted but, given that Hugh's engine was
a street application with single plane intake and would never see over 6500
RPM, he recommended the 740. Bobby built the carb from a Holley 82651
which begins life as a Holley 650HP. The 650HP comes with straight leg
boosters but Bobby installed down leg stepped booster and larger 1.750"
diameter throttle plates from a 750 Holley instead of the stock 1.688
diameter. The 1.250 venturi diameter of the 650 is retained. Jetting is
68 front and rear with a 6.5 Hg power valve front and rear to give better
fuel control for street and road racing.
[IMG]
http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuff/Hugh_Boyd_Caseys_408C/Bobby_Oliver_740_CFM_carb_zpsl0ioirhf.jpg[/IMG]
Dave did a back-to-back test against his 950HP and the 740 made the same
peak power but picked up 10 lbs-ft of torque so the carb flat out works.
Dave made a wedge spacer to level the carb and removed it to gave it some
porting to allow it to better match the intake which Dave noted had some
ported in its past.
[IMG]
http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuff/Hugh_Boyd_Caseys_408C/Leveling_intake_spacer_zps6qi5ilux.jpg[/IMG]
The blending made no real difference in power but did help the torque a few
numbers. The usual 1" tall spacers (open, 4 hole and HVH merge) were then
tested with the 1" open being the best.
Thus far testing was done through my 4-into-1 shorty Pantera headers (from
Precison Proformance) with 2 1/2" glass pack mufflers bolted directly to
the collectors. The last test was to remove the glass pack mufflers and
run the Pantera shorty headers with a short piece of 2 1/2" diameter pipe.
The engine loved that change and picked up a little over 20 horsepower and
10 lbs-ft of torque. Final readings were 603 horsepower at 6000 RPM and
552 lbs-ft of torque at 5300 RPM running on Mobil 93 octane gas. Engine
made best power at 30 degrees total timing. Note the flat torque curve.
From 4200 RPM up, the engine makes over 500 ft-lbs of torque:
[IMG]
http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuff/Hugh_Boyd_Caseys_408C/Boyds%20best%20combo_zpsanmq45a6.jpg[/IMG]
Over 600 HP with a street hydraulic roller cam, a 740 CFM carb and shorty
headers is pretty impressive. Hugh will be running 180 degree headers
which should improve torque and horsepower and, if you look closely at the
graph, it appears the engine may not have peaked yet.
The overall parts list ended up looking like:
4.03" bore Probe forged dish top pistons (p/n 14213-030, 1/16", 1/16" with
3/16" oil rings)
Mahle rings (ductile iron top, cast iron second, standard tension oil ring)
SCAT 4340 forged steel rods (6.0" long with 7/16" ARP bolts)
4.00" stroke Scat 4340 forged crankshaft, SVO (Windsor snout with 351C
mains) style crankshaft, neutrally balanced (p/n: 4-351C-4000-6000)
4.03" bore x 4.00" stroke = 408 cubic inches
10.49:1 compression
Ford Motorsport A331 intake manifold with leveling spacer by Dave McLain
Ford Motorsport E2ZM-6049-A3 high port aluminum Cleveland heads ported by
Jon Carls
SI stainless valves, part numbers 2151SG and 18112 (2.19" diameter intake,
1.71" diameter exhaust)
Viton positive valve seals
Comp Cams Ultra Pro Magnum XD 8650 chrome-moly units (p/n 1830-16, 1.73:1
ratio, 7/16" stud)
Comp Cams guide plates
Trend pushrods 5/16" X 0.080", 8 inches long
Demos hydraulic roller cam (SADI core, 238/242 degrees duration @ 0.050",
0.620"/0.621" lift, 110 LSA)
Morel link bar hydraulic roller retrofit lifters
PAC Racing p/n 12119X beehive springs:
143 lbs seat, 360 lbs open, 345 lbs/inch spring rate
1.800" seated height, 1.171" open height, 0.090" bind height clearance
PAC chrome-moly retainers and locators
Rollmaster double roller timing set with integral spacer for the Cleveland
block/SVO style crank combination
Aviad gated and baffled Pantera road race oil pan and matching pickup
Clevite CB663HN rod bearings (-1) and Federal Mogul 4925 M main bearings
in a 1/2 under set to give rod clearance of 0.0022" and a
main bearing clearance of 0.0027" nominal with the Scat forged steel crank
Romac 351C SFI spec harmonic damper, neutral balance
Flowkooler aluminum water pump
Fel Pro gaskets (including head gaskets)
MSD Pro Billet mechanical advance distributor with cast iron distributor
gear, 18 degrees initial timing, 30 degrees total
Autolite 3923 spark plugs (moderate heat range, gapped at 0.045")
Precision Proformance high port 4-into-1 Pantera headers (will get 180
degree high port headers when installed in car)
Custom 740 CFM Holley from Competition Carburetor
Mickey Thompson cast aluminum valve covers
Hugh plans to run a RobbMc Performance 351C mechanical fuel pump (available
in versions capable of supporting 550 and 1100 HP) and remote air filters
using a Spectre dual inlet air box. I calculated he'll need around 130
square inches of K&N filter area.
Dan Jones
P.S. Some additional info from the post I put together for Mark Swarek's
engine that apply to Hugh's engine. The Ford Motorsport M-9439-A341 intake
manifold gaskets for the A3 heads are no longer available. Fel Pro makes
two intake gasket sets for the Motorsport high port heads. Though 1229 is
listed for A3 heads, the port opening measures close to C302B heads (1.35"
x 2.20"). 1265 is listed for B351 and C302B heads but the port size is
listed as 1.35" x 2.22". Both are "trim to fit" for the A3 heads. P/N
1229 has round holes on both ends in case coolant is run through the intake
(Windsor block application). Both 1229 and 1265 of those are 0.060"
thick. Fel Pro makes similar intake gaskets in thinner (p/n 12531 is
0.030", 12532 and 1253S2 are 0.045") and thicker (12535 is 0.120") sizes
for Yates heads that could probably be adapted if you need to compensate
for head or intake milling. On the exhaust side, Fel Pro makes two
different header gaskets for high port heads. P/N 1417 is for the early
exhaust bolt pattern and has a 1.94" diameter round port size. P/N 1431 is
for the later pattern and has a 1.81" diameter round port size.
You can see the evolution of the high port heads here:
[IMG]
http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuff/351C_head_comparison_b_exh_cropped.jpg[/IMG]
On the left is an iron 4V modified with an aluminum high port exhaust port
plate like they ran in Pro Stock. You can see the lower edge of the
original exhaust port (painted blue). In the middle is an A3 port which is
slightly higher with a more uniform round shape, instead of the weird area
changes of the iron 4V port. At the right is a ported C302B. Note the
C302B ports start out much smaller:
[IMG]
http://s1127.photobucket.com/user/danielcjones2/media/351%20Cleveland%20Stuff/351C_head_comparison_b_int_cropped.jpg{/IMG
]
Based upon the iron Pro Stock 351C heads, the A3 ports were designed by
Jack Roush, Bud Moore and Leonard Wood. As cast, they have the largest
intake port volume (241 cc's) and exhaust port volume (134 cc's) of the
high port family of Ford Motorsport heads:
[IMG]
http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuff/highport_comparison_cropped.jpg[/IMG]
There's a slight bend on intake port walls to accommodate the pushrods and
the raised floor increases port radius, straightening the turn for incoming
mixture and minimizing fuel separation.
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Dan,
Great write up, thanks. I'll revisit and digest it thoroughly when I
have more time. I know one Pantera owner who recently installed the
RobbMc fuel pump on a 408C stroker only to have it run out of capacity
well before the stated 500HP. He ended up throwing it away in disgust
and went for an electric pump.
Julian
Date: Fri, 27 Mar 2015 12:23:55 -0500
From: daniel.c.jones2 at gmail.com
To: detomaso at poca.com
Subject: [DeTomaso] Hugh Casey's 408C on the dyno
Dave McLain had another 408C on the dyno recently:
[IMG]
[1]http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuf
f/Hugh_Boyd_Caseys_408C/Hughs_engine_on_dyno_zps1l88pax0.jpg[/IMG]
This one was for Hugh (Boyd) Casey's Pantera. A SCAT stroker kit with 4"
stroke 4340 forged steel crank, 6" I beam rods and Probe dished forged
pistons was chosen. A Rollmaster timing set that's made for the Cleveland
block/SVO style crank combination was used which doesn't require a snout
spacer. Bearings are Clevite CB663HN -1 on the rods and mains are Federal
Mogul 4925 M in a 1/2 under set to give rod clearance of 0.0022" and a main
bearing clearance of 0.0027" nominal. Compression worked out to be 10.49:1.
[IMG]
[2]http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuf
f/Hugh_Boyd_Caseys_408C/Assembled_short_block_zpsofc0tgnr.jpg[/IMG]
Hugh's MSD distributor was carried over from his previous engine, along
with some other parts like the vintage Mickey Thompson cast aluminum valve
covers. Initial testing revealed the MSD was not advancing. Dave removed
it and sprayed it with penetrating oil which freed the mechanism. A short
quick advance curve was set and the engine tested to find the best total
timing which turned out to be 30 degrees (18 degrees initial). Hugh was
missing a timing pointer so we robbed the one from the dyno mule 351C and
Dave corrected it for zero before installing the heads. The oil pump is a
stock volume, stock pressure, Melling M84A with a new Melling oil pump
drive shaft. The oil pan is an Aviad gated and baffled Pantera road race
pan along with the matching pickup:
[IMG]
[3]http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuf
f/Hugh_Boyd_Caseys_408C/Oil_pan_zps8fqmjrxy.jpg[/IMG]
Hugh had purchased Mad Dog's old 180 degree headers so needed a set of
heads that would match the later high port header flange. He also wanted
the option to install independent runner EFI in the future. The only
readily available IR intake that fit the bill is the Hall Pantera A3
Weber. I had a set of new-in-the-box Ford Motorsport E2ZM-6049-A3 high
port Cleveland aluminum heads on the shelf that I was saving for a future
project but I let Hugh talk me out of them, along with a matching Ford
Motorsport A331 high port intake. We put a similar set of heads and intake
manifold on Mark Swarek's 384C. Externally, the A331 looks like a Torker
(and was cast for Ford Motorsport by Edelbrock):
[IMG}
[4]http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuf
f/A331_vs_Torker_01.jpg[/IMG]
but has smaller A3 ports and no cross-over:
[IMG]
[5]http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuf
f/A331_vs_Torker_02.jpg[/IMG]
You can see how much smaller the A3 port is here:
[IMG]
[6]http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuf
f/4V_intake_gasket_on_A3_head.jpg[/IMG]
That's a 4V gasket on top of an A3 port. What's not obvious is the A3 roof
is higher (obscured behind the gasket). A3 heads can have a couple of
different exhaust bolt patterns. Hugh's heads have the later exhaust port
bolt pattern which match Mad Dog's 180 degree high port headers. The bare
head castings and a set of valves were sent to Jon Carls of JDC Engineering
in Minonk, IL for his Stage III hand porting ($800 labor) and valve job.
[IMG]
[7]http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuf
f/Hugh_Boyd_Caseys_408C/Ported_A3_intake_ports_zpsts3b1ow2.jpg[/IMG]
[IMG]
[8]http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuf
f/Hugh_Boyd_Caseys_408C/Ported_A3_intake_port_closeup_zpsb6agvrpz.jpg[/IMG]
[IMG]
[9]http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuf
f/Hugh_Boyd_Caseys_408C/Ported_A3_iexhaust_ports_zpszx3lczun.jpg[/IMG]
[IMG]
[10]http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stu
ff/Hugh_Boyd_Caseys_408C/Ported_A3_chambers_zpsc4fpjzmi.jpg[/IMG]
[IMG]
[11]http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stu
ff/Hugh_Boyd_Caseys_408C/Ported_A3_ibowls_zpscin3i29t.jpg[/IMG]
Results from Jon's porting are shown below:
[IMG]
[12]http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stu
ff/Hugh_Boyd_Caseys_408C/Flow%20Chart%20Ported%20A3%20001_zpspui1yms4.jpg[/IMG]
Flow numbers are for head without intake manifold and were taken on a
Superflow bench at 28" H2O with a clayed intake radius but no exhaust pipe
and a 4" diameter tube to simulate the cylinder wall:
Lift...Int...Exh
Inches CFM...CFM
.......A3....A3
0.200..161...111
0.250..197...131
0.300..234...147
0.350..270...160
0.400..298...172
0.450..323...187
0.500..345...199
0.550..363...209
0.600..370...219
0.650..---...228
0.700..---...234
0.750..---...240
0.800..---...247
As a comparison, here are the flow numbers for Mark's ported A3 heads, my
unported but bowl blended and smoothed A3s and the high ported iron 4V
heads pictured above:
.......Marks A3.....My A3........Iron High Ported 4V
Lift...Int...Exh....Int...Exh....Int...Exh
Inches CFM...CFM....CFM...CFM....CFM...CFM
.......A3....A3.....A3....A3.....4V....4V
0.025..13.9..11.6...15.7..11.7...13.4..14.3
0.050..34.5..28.6...34.6..28.1...34.1..25.2
0.100..67.1..57.4...65.5..56.7...69.9..52.9
0.150..96.1..88.8...95.2..87.5...94.1..80.1
0.200 135.4 110.0..129.2 109.8..121.0..99.4
0.300 198.8 145.3..188.8 142.4..183.1 133.4
0.400 245.5 169.1..242.8 167.0..225.5 158.4
0.500 288.7 188.6..287.7 186.7..266.1 174.7
0.600 320.6 206.2..321.4 204.4..300.8 182.6
0.700 343.0 223.2..337.7 216.3..325.0 188.6
0.800 353.4 234.1..----- -----..310.3 193.3
I ran the flow numbers through Dynomation to finalize the cam specs. The
goal was for the cam to peak at 6000+ RPM with best average power between
4000 and 6500 RPM. Given the Pantera ZF 5 speed gear ratios and final
drive ratio, this works well for a street driven hydraulic roller stroker
Cleveland. The cam is a custom hydraulic roller from Steve Demos using
DM238HR intake lobes and DM242HR exhaust lobes. Specs are 238/242 degrees
duration @ 0.050", 0.620"/0.621" lift (with 1.73:1 ratio rockers), 110
degrees LSA, installed on a 109 ICL. The cam was ground on a SADI
(Selectively Austempered Ductile Iron) core so the MSD cast iron
distributor gear could be retained. To match the cam's requirements, Dave
chose a set of PAC Racing p/n 12119X beehive springs set up to give an
average of 143 lbs seat load and 360 lbs open load with a spring rate of
345 lbs/inch. Seated height is 1.800" with an open height of 1.171" for
0.090" bind height clearance.
[IMG]
[13]http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stu
ff/Hugh_Boyd_Caseys_408C/PAC_beehive_springs_zpslbjxxrql.jpg[/IMG]
The chrome-moly retainers and locators were also from PAC. Valves are
stainless from SI valves, part numbers 2151SG and 18112 (2.19" diameter
intake, 1.71" diameter exhaust) and valve seals are positive Viton. The
roller rocker arms are Comp Cams Ultra Pro Magnum XD 8650 chrome-moly units
(p/n 1830-16, 1.73:1 ratio, 7/16" stud).
[IMG]
[14]http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stu
ff/Hugh_Boyd_Caseys_408C/Comp_Ultra_Pro_Magnum_XD_roller_rockers_zpsga5ykmqw.jpg
[/IMG]
Pushrods are Trend 5/16" X 0.080", 8 inches long. Lifters are Morel link
bar hydraulic roller retrofits.
I thought we had a ported A331 and an unported A331 to test but forgot the
ported A331 went on Mark Swarek's engine so we had only the unported
intake. Dave initially broke the engine in using his Holley 950 HP dyno
carb then switched to a Bobby Oliver (Competition Carburetion in Nevada)
custom built 740 CFM Holley. I was hoping this engine would top 600 HP and
was concerned the smallish carb might limit peak power so discussed the
matter with Bobby. He said the carb might indeed limit the power at peak
over a larger carb but would have much better throttle response. He was
willing to build any size carb we wanted but, given that Hugh's engine was
a street application with single plane intake and would never see over 6500
RPM, he recommended the 740. Bobby built the carb from a Holley 82651
which begins life as a Holley 650HP. The 650HP comes with straight leg
boosters but Bobby installed down leg stepped booster and larger 1.750"
diameter throttle plates from a 750 Holley instead of the stock 1.688
diameter. The 1.250 venturi diameter of the 650 is retained. Jetting is
68 front and rear with a 6.5 Hg power valve front and rear to give better
fuel control for street and road racing.
[IMG]
[15]http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stu
ff/Hugh_Boyd_Caseys_408C/Bobby_Oliver_740_CFM_carb_zpsl0ioirhf.jpg[/IMG]
Dave did a back-to-back test against his 950HP and the 740 made the same
peak power but picked up 10 lbs-ft of torque so the carb flat out works.
Dave made a wedge spacer to level the carb and removed it to gave it some
porting to allow it to better match the intake which Dave noted had some
ported in its past.
[IMG]
[16]http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stu
ff/Hugh_Boyd_Caseys_408C/Leveling_intake_spacer_zps6qi5ilux.jpg[/IMG]
The blending made no real difference in power but did help the torque a few
numbers. The usual 1" tall spacers (open, 4 hole and HVH merge) were then
tested with the 1" open being the best.
Thus far testing was done through my 4-into-1 shorty Pantera headers (from
Precison Proformance) with 2 1/2" glass pack mufflers bolted directly to
the collectors. The last test was to remove the glass pack mufflers and
run the Pantera shorty headers with a short piece of 2 1/2" diameter pipe.
The engine loved that change and picked up a little over 20 horsepower and
10 lbs-ft of torque. Final readings were 603 horsepower at 6000 RPM and
552 lbs-ft of torque at 5300 RPM running on Mobil 93 octane gas. Engine
made best power at 30 degrees total timing. Note the flat torque curve.
From 4200 RPM up, the engine makes over 500 ft-lbs of torque:
[IMG]
[17]http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stu
ff/Hugh_Boyd_Caseys_408C/Boyds%20best%20combo_zpsanmq45a6.jpg[/IMG]
Over 600 HP with a street hydraulic roller cam, a 740 CFM carb and shorty
headers is pretty impressive. Hugh will be running 180 degree headers
which should improve torque and horsepower and, if you look closely at the
graph, it appears the engine may not have peaked yet.
The overall parts list ended up looking like:
4.03" bore Probe forged dish top pistons (p/n 14213-030, 1/16", 1/16" with
3/16" oil rings)
Mahle rings (ductile iron top, cast iron second, standard tension oil ring)
SCAT 4340 forged steel rods (6.0" long with 7/16" ARP bolts)
4.00" stroke Scat 4340 forged crankshaft, SVO (Windsor snout with 351C
mains) style crankshaft, neutrally balanced (p/n: 4-351C-4000-6000)
4.03" bore x 4.00" stroke = 408 cubic inches
10.49:1 compression
Ford Motorsport A331 intake manifold with leveling spacer by Dave McLain
Ford Motorsport E2ZM-6049-A3 high port aluminum Cleveland heads ported by
Jon Carls
SI stainless valves, part numbers 2151SG and 18112 (2.19" diameter intake,
1.71" diameter exhaust)
Viton positive valve seals
Comp Cams Ultra Pro Magnum XD 8650 chrome-moly units (p/n 1830-16, 1.73:1
ratio, 7/16" stud)
Comp Cams guide plates
Trend pushrods 5/16" X 0.080", 8 inches long
Demos hydraulic roller cam (SADI core, 238/242 degrees duration @ 0.050",
0.620"/0.621" lift, 110 LSA)
Morel link bar hydraulic roller retrofit lifters
PAC Racing p/n 12119X beehive springs:
143 lbs seat, 360 lbs open, 345 lbs/inch spring rate
1.800" seated height, 1.171" open height, 0.090" bind height clearance
PAC chrome-moly retainers and locators
Rollmaster double roller timing set with integral spacer for the Cleveland
block/SVO style crank combination
Aviad gated and baffled Pantera road race oil pan and matching pickup
Clevite CB663HN rod bearings (-1) and Federal Mogul 4925 M main bearings
in a 1/2 under set to give rod clearance of 0.0022" and a
main bearing clearance of 0.0027" nominal with the Scat forged steel crank
Romac 351C SFI spec harmonic damper, neutral balance
Flowkooler aluminum water pump
Fel Pro gaskets (including head gaskets)
MSD Pro Billet mechanical advance distributor with cast iron distributor
gear, 18 degrees initial timing, 30 degrees total
Autolite 3923 spark plugs (moderate heat range, gapped at 0.045")
Precision Proformance high port 4-into-1 Pantera headers (will get 180
degree high port headers when installed in car)
Custom 740 CFM Holley from Competition Carburetor
Mickey Thompson cast aluminum valve covers
Hugh plans to run a RobbMc Performance 351C mechanical fuel pump (available
in versions capable of supporting 550 and 1100 HP) and remote air filters
using a Spectre dual inlet air box. I calculated he'll need around 130
square inches of K&N filter area.
Dan Jones
P.S. Some additional info from the post I put together for Mark Swarek's
engine that apply to Hugh's engine. The Ford Motorsport M-9439-A341 intake
manifold gaskets for the A3 heads are no longer available. Fel Pro makes
two intake gasket sets for the Motorsport high port heads. Though 1229 is
listed for A3 heads, the port opening measures close to C302B heads (1.35"
x 2.20"). 1265 is listed for B351 and C302B heads but the port size is
listed as 1.35" x 2.22". Both are "trim to fit" for the A3 heads. P/N
1229 has round holes on both ends in case coolant is run through the intake
(Windsor block application). Both 1229 and 1265 of those are 0.060"
thick. Fel Pro makes similar intake gaskets in thinner (p/n 12531 is
0.030", 12532 and 1253S2 are 0.045") and thicker (12535 is 0.120") sizes
for Yates heads that could probably be adapted if you need to compensate
for head or intake milling. On the exhaust side, Fel Pro makes two
different header gaskets for high port heads. P/N 1417 is for the early
exhaust bolt pattern and has a 1.94" diameter round port size. P/N 1431 is
for the later pattern and has a 1.81" diameter round port size.
You can see the evolution of the high port heads here:
[IMG]
[18]http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stu
ff/351C_head_comparison_b_exh_cropped.jpg[/IMG]
On the left is an iron 4V modified with an aluminum high port exhaust port
plate like they ran in Pro Stock. You can see the lower edge of the
original exhaust port (painted blue). In the middle is an A3 port which is
slightly higher with a more uniform round shape, instead of the weird area
changes of the iron 4V port. At the right is a ported C302B. Note the
C302B ports start out much smaller:
[IMG]
[19]http://s1127.photobucket.com/user/danielcjones2/media/351%20Cleveland%20Stuf
f/351C_head_comparison_b_int_cropped.jpg{/IMG
]
Based upon the iron Pro Stock 351C heads, the A3 ports were designed by
Jack Roush, Bud Moore and Leonard Wood. As cast, they have the largest
intake port volume (241 cc's) and exhaust port volume (134 cc's) of the
high port family of Ford Motorsport heads:
[IMG]
[20]http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stu
ff/highport_comparison_cropped.jpg[/IMG]
There's a slight bend on intake port walls to accommodate the pushrods and
the raised floor increases port radius, straightening the turn for incoming
mixture and minimizing fuel separation.
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References
1. http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuff/Hugh_Boyd_Caseys_408C/Hughs_engine_on_dyno_zps1l88pax0.jpg
2. http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuff/Hugh_Boyd_Caseys_408C/Assembled_short_block_zpsofc0tgnr.jpg
3. http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuff/Hugh_Boyd_Caseys_408C/Oil_pan_zps8fqmjrxy.jpg
4. http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuff/A331_vs_Torker_01.jpg
5. http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuff/A331_vs_Torker_02.jpg
6. http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuff/4V_intake_gasket_on_A3_head.jpg
7. http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuff/Hugh_Boyd_Caseys_408C/Ported_A3_intake_ports_zpsts3b1ow2.jpg
8. http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuff/Hugh_Boyd_Caseys_408C/Ported_A3_intake_port_closeup_zpsb6agvrpz.jpg
9. http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuff/Hugh_Boyd_Caseys_408C/Ported_A3_iexhaust_ports_zpszx3lczun.jpg
10. http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuff/Hugh_Boyd_Caseys_408C/Ported_A3_chambers_zpsc4fpjzmi.jpg
11. http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuff/Hugh_Boyd_Caseys_408C/Ported_A3_ibowls_zpscin3i29t.jpg
12. http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuff/Hugh_Boyd_Caseys_408C/Flow%20Chart%20Ported%20A3%20001_zpspui1yms4.jpg
13. http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuff/Hugh_Boyd_Caseys_408C/PAC_beehive_springs_zpslbjxxrql.jpg
14. http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuff/Hugh_Boyd_Caseys_408C/Comp_Ultra_Pro_Magnum_XD_roller_rockers_zpsga5ykmqw.jpg
15. http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuff/Hugh_Boyd_Caseys_408C/Bobby_Oliver_740_CFM_carb_zpsl0ioirhf.jpg
16. http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuff/Hugh_Boyd_Caseys_408C/Leveling_intake_spacer_zps6qi5ilux.jpg
17. http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuff/Hugh_Boyd_Caseys_408C/Boyds%20best%20combo_zpsanmq45a6.jpg
18. http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuff/351C_head_comparison_b_exh_cropped.jpg
19. http://s1127.photobucket.com/user/danielcjones2/media/351%20Cleveland%20Stuff/351C_head_comparison_b_int_cropped.jpg
20. http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%20Stuff/highport_comparison_cropped.jpg
_______________________________________________
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-------------- next part --------------
That would be me.
Cheers,
Bill Moore
Incendium Supply
Calgary
-------- Original message --------
From: Julian Kift
Date:2015-03-27 11:44 AM (GMT-07:00)
To: Daniel C Jones ,De Tomaso List
Subject: Re: [DeTomaso] Hugh Casey's 408C on the dyno
Dan,
Great write up, thanks. I'll revisit and digest it thoroughly when I
have more time. I know one Pantera owner who recently installed the
RobbMc fuel pump on a 408C stroker only to have it run out of capacity
well before the stated 500HP. He ended up throwing it away in disgust
and went for an electric pump.
Julian
Date: Fri, 27 Mar 2015 12:23:55 -0500
From: daniel.c.jones2 at gmail.com
To: detomaso at poca.com
Subject: [DeTomaso] Hugh Casey's 408C on the dyno
Dave McLain had another 408C on the dyno recently:
[IMG]
http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%
20Stuff/Hugh_Boyd_Caseys_408C/Hughs_engine_on_dyno_zps1l88pax0.jpg[/IMG
]
This one was for Hugh (Boyd) Casey's Pantera. A SCAT stroker kit with
4"
stroke 4340 forged steel crank, 6" I beam rods and Probe dished forged
pistons was chosen. A Rollmaster timing set that's made for the
Cleveland
block/SVO style crank combination was used which doesn't require a
snout
spacer. Bearings are Clevite CB663HN -1 on the rods and mains are
Federal
Mogul 4925 M in a 1/2 under set to give rod clearance of 0.0022" and a
main
bearing clearance of 0.0027" nominal. Compression worked out to be
10.49:1.
[IMG]
http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%
20Stuff/Hugh_Boyd_Caseys_408C/Assembled_short_block_zpsofc0tgnr.jpg[/IM
G]
Hugh's MSD distributor was carried over from his previous engine, along
with some other parts like the vintage Mickey Thompson cast aluminum
valve
covers. Initial testing revealed the MSD was not advancing. Dave
removed
it and sprayed it with penetrating oil which freed the mechanism. A
short
quick advance curve was set and the engine tested to find the best
total
timing which turned out to be 30 degrees (18 degrees initial). Hugh
was
missing a timing pointer so we robbed the one from the dyno mule 351C
and
Dave corrected it for zero before installing the heads. The oil pump
is a
stock volume, stock pressure, Melling M84A with a new Melling oil pump
drive shaft. The oil pan is an Aviad gated and baffled Pantera road
race
pan along with the matching pickup:
[IMG]
http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%
20Stuff/Hugh_Boyd_Caseys_408C/Oil_pan_zps8fqmjrxy.jpg[/IMG]
Hugh had purchased Mad Dog's old 180 degree headers so needed a set of
heads that would match the later high port header flange. He also
wanted
the option to install independent runner EFI in the future. The only
readily available IR intake that fit the bill is the Hall Pantera A3
Weber. I had a set of new-in-the-box Ford Motorsport E2ZM-6049-A3 high
port Cleveland aluminum heads on the shelf that I was saving for a
future
project but I let Hugh talk me out of them, along with a matching Ford
Motorsport A331 high port intake. We put a similar set of heads and
intake
manifold on Mark Swarek's 384C. Externally, the A331 looks like a
Torker
(and was cast for Ford Motorsport by Edelbrock):
[IMG}
http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%
20Stuff/A331_vs_Torker_01.jpg[/IMG]
but has smaller A3 ports and no cross-over:
[IMG]
http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%
20Stuff/A331_vs_Torker_02.jpg[/IMG]
You can see how much smaller the A3 port is here:
[IMG]
http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%
20Stuff/4V_intake_gasket_on_A3_head.jpg[/IMG]
That's a 4V gasket on top of an A3 port. What's not obvious is the A3
roof
is higher (obscured behind the gasket). A3 heads can have a couple of
different exhaust bolt patterns. Hugh's heads have the later exhaust
port
bolt pattern which match Mad Dog's 180 degree high port headers. The
bare
head castings and a set of valves were sent to Jon Carls of JDC
Engineering
in Minonk, IL for his Stage III hand porting ($800 labor) and valve
job.
[IMG]
http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%
20Stuff/Hugh_Boyd_Caseys_408C/Ported_A3_intake_ports_zpsts3b1ow2.jpg[/I
MG]
[IMG]
http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%
20Stuff/Hugh_Boyd_Caseys_408C/Ported_A3_intake_port_closeup_zpsb6agvrpz
.jpg[/IMG]
[IMG]
http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%
20Stuff/Hugh_Boyd_Caseys_408C/Ported_A3_iexhaust_ports_zpszx3lczun.jpg[
/IMG]
[IMG]
http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%
20Stuff/Hugh_Boyd_Caseys_408C/Ported_A3_chambers_zpsc4fpjzmi.jpg[/IMG]
[IMG]
http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%
20Stuff/Hugh_Boyd_Caseys_408C/Ported_A3_ibowls_zpscin3i29t.jpg[/IMG]
Results from Jon's porting are shown below:
[IMG]
http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%
20Stuff/Hugh_Boyd_Caseys_408C/Flow%20Chart%20Ported%20A3%20001_zpspui1y
ms4.jpg[/IMG]
Flow numbers are for head without intake manifold and were taken on a
Superflow bench at 28" H2O with a clayed intake radius but no exhaust
pipe
and a 4" diameter tube to simulate the cylinder wall:
Lift...Int...Exh
Inches CFM...CFM
.......A3....A3
0.200..161...111
0.250..197...131
0.300..234...147
0.350..270...160
0.400..298...172
0.450..323...187
0.500..345...199
0.550..363...209
0.600..370...219
0.650..---...228
0.700..---...234
0.750..---...240
0.800..---...247
As a comparison, here are the flow numbers for Mark's ported A3 heads,
my
unported but bowl blended and smoothed A3s and the high ported iron 4V
heads pictured above:
.......Marks A3.....My A3........Iron High Ported 4V
Lift...Int...Exh....Int...Exh....Int...Exh
Inches CFM...CFM....CFM...CFM....CFM...CFM
.......A3....A3.....A3....A3.....4V....4V
0.025..13.9..11.6...15.7..11.7...13.4..14.3
0.050..34.5..28.6...34.6..28.1...34.1..25.2
0.100..67.1..57.4...65.5..56.7...69.9..52.9
0.150..96.1..88.8...95.2..87.5...94.1..80.1
0.200 135.4 110.0..129.2 109.8..121.0..99.4
0.300 198.8 145.3..188.8 142.4..183.1 133.4
0.400 245.5 169.1..242.8 167.0..225.5 158.4
0.500 288.7 188.6..287.7 186.7..266.1 174.7
0.600 320.6 206.2..321.4 204.4..300.8 182.6
0.700 343.0 223.2..337.7 216.3..325.0 188.6
0.800 353.4 234.1..----- -----..310.3 193.3
I ran the flow numbers through Dynomation to finalize the cam specs.
The
goal was for the cam to peak at 6000+ RPM with best average power
between
4000 and 6500 RPM. Given the Pantera ZF 5 speed gear ratios and final
drive ratio, this works well for a street driven hydraulic roller
stroker
Cleveland. The cam is a custom hydraulic roller from Steve Demos using
DM238HR intake lobes and DM242HR exhaust lobes. Specs are 238/242
degrees
duration @ 0.050", 0.620"/0.621" lift (with 1.73:1 ratio rockers), 110
degrees LSA, installed on a 109 ICL. The cam was ground on a SADI
(Selectively Austempered Ductile Iron) core so the MSD cast iron
distributor gear could be retained. To match the cam's requirements,
Dave
chose a set of PAC Racing p/n 12119X beehive springs set up to give an
average of 143 lbs seat load and 360 lbs open load with a spring rate
of
345 lbs/inch. Seated height is 1.800" with an open height of 1.171"
for
0.090" bind height clearance.
[IMG]
http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%
20Stuff/Hugh_Boyd_Caseys_408C/PAC_beehive_springs_zpslbjxxrql.jpg[/IMG]
The chrome-moly retainers and locators were also from PAC. Valves are
stainless from SI valves, part numbers 2151SG and 18112 (2.19" diameter
intake, 1.71" diameter exhaust) and valve seals are positive Viton.
The
roller rocker arms are Comp Cams Ultra Pro Magnum XD 8650 chrome-moly
units
(p/n 1830-16, 1.73:1 ratio, 7/16" stud).
[IMG]
http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%
20Stuff/Hugh_Boyd_Caseys_408C/Comp_Ultra_Pro_Magnum_XD_roller_rockers_z
psga5ykmqw.jpg[/IMG]
Pushrods are Trend 5/16" X 0.080", 8 inches long. Lifters are Morel
link
bar hydraulic roller retrofits.
I thought we had a ported A331 and an unported A331 to test but forgot
the
ported A331 went on Mark Swarek's engine so we had only the unported
intake. Dave initially broke the engine in using his Holley 950 HP
dyno
carb then switched to a Bobby Oliver (Competition Carburetion in
Nevada)
custom built 740 CFM Holley. I was hoping this engine would top 600 HP
and
was concerned the smallish carb might limit peak power so discussed the
matter with Bobby. He said the carb might indeed limit the power at
peak
over a larger carb but would have much better throttle response. He
was
willing to build any size carb we wanted but, given that Hugh's engine
was
a street application with single plane intake and would never see over
6500
RPM, he recommended the 740. Bobby built the carb from a Holley 82651
which begins life as a Holley 650HP. The 650HP comes with straight leg
boosters but Bobby installed down leg stepped booster and larger 1.750"
diameter throttle plates from a 750 Holley instead of the stock 1.688
diameter. The 1.250 venturi diameter of the 650 is retained. Jetting
is
68 front and rear with a 6.5 Hg power valve front and rear to give
better
fuel control for street and road racing.
[IMG]
http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%
20Stuff/Hugh_Boyd_Caseys_408C/Bobby_Oliver_740_CFM_carb_zpsl0ioirhf.jpg
[/IMG]
Dave did a back-to-back test against his 950HP and the 740 made the
same
peak power but picked up 10 lbs-ft of torque so the carb flat out
works.
Dave made a wedge spacer to level the carb and removed it to gave it
some
porting to allow it to better match the intake which Dave noted had
some
ported in its past.
[IMG]
http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%
20Stuff/Hugh_Boyd_Caseys_408C/Leveling_intake_spacer_zps6qi5ilux.jpg[/I
MG]
The blending made no real difference in power but did help the torque a
few
numbers. The usual 1" tall spacers (open, 4 hole and HVH merge) were
then
tested with the 1" open being the best.
Thus far testing was done through my 4-into-1 shorty Pantera headers
(from
Precison Proformance) with 2 1/2" glass pack mufflers bolted directly
to
the collectors. The last test was to remove the glass pack mufflers
and
run the Pantera shorty headers with a short piece of 2 1/2" diameter
pipe.
The engine loved that change and picked up a little over 20 horsepower
and
10 lbs-ft of torque. Final readings were 603 horsepower at 6000 RPM
and
552 lbs-ft of torque at 5300 RPM running on Mobil 93 octane gas.
Engine
made best power at 30 degrees total timing. Note the flat torque
curve.
From 4200 RPM up, the engine makes over 500 ft-lbs of torque:
[IMG]
http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%
20Stuff/Hugh_Boyd_Caseys_408C/Boyds%20best%20combo_zpsanmq45a6.jpg[/IMG
]
Over 600 HP with a street hydraulic roller cam, a 740 CFM carb and
shorty
headers is pretty impressive. Hugh will be running 180 degree headers
which should improve torque and horsepower and, if you look closely at
the
graph, it appears the engine may not have peaked yet.
The overall parts list ended up looking like:
4.03" bore Probe forged dish top pistons (p/n 14213-030, 1/16", 1/16"
with
3/16" oil rings)
Mahle rings (ductile iron top, cast iron second, standard tension oil
ring)
SCAT 4340 forged steel rods (6.0" long with 7/16" ARP bolts)
4.00" stroke Scat 4340 forged crankshaft, SVO (Windsor snout with 351C
mains) style crankshaft, neutrally balanced (p/n: 4-351C-4000-6000)
4.03" bore x 4.00" stroke = 408 cubic inches
10.49:1 compression
Ford Motorsport A331 intake manifold with leveling spacer by Dave
McLain
Ford Motorsport E2ZM-6049-A3 high port aluminum Cleveland heads ported
by
Jon Carls
SI stainless valves, part numbers 2151SG and 18112 (2.19" diameter
intake,
1.71" diameter exhaust)
Viton positive valve seals
Comp Cams Ultra Pro Magnum XD 8650 chrome-moly units (p/n 1830-16,
1.73:1
ratio, 7/16" stud)
Comp Cams guide plates
Trend pushrods 5/16" X 0.080", 8 inches long
Demos hydraulic roller cam (SADI core, 238/242 degrees duration @
0.050",
0.620"/0.621" lift, 110 LSA)
Morel link bar hydraulic roller retrofit lifters
PAC Racing p/n 12119X beehive springs:
143 lbs seat, 360 lbs open, 345 lbs/inch spring rate
1.800" seated height, 1.171" open height, 0.090" bind height
clearance
PAC chrome-moly retainers and locators
Rollmaster double roller timing set with integral spacer for the
Cleveland
block/SVO style crank combination
Aviad gated and baffled Pantera road race oil pan and matching pickup
Clevite CB663HN rod bearings (-1) and Federal Mogul 4925 M main
bearings
in a 1/2 under set to give rod clearance of 0.0022" and a
main bearing clearance of 0.0027" nominal with the Scat forged steel
crank
Romac 351C SFI spec harmonic damper, neutral balance
Flowkooler aluminum water pump
Fel Pro gaskets (including head gaskets)
MSD Pro Billet mechanical advance distributor with cast iron
distributor
gear, 18 degrees initial timing, 30 degrees total
Autolite 3923 spark plugs (moderate heat range, gapped at 0.045")
Precision Proformance high port 4-into-1 Pantera headers (will get 180
degree high port headers when installed in car)
Custom 740 CFM Holley from Competition Carburetor
Mickey Thompson cast aluminum valve covers
Hugh plans to run a RobbMc Performance 351C mechanical fuel pump
(available
in versions capable of supporting 550 and 1100 HP) and remote air
filters
using a Spectre dual inlet air box. I calculated he'll need around 130
square inches of K&N filter area.
Dan Jones
P.S. Some additional info from the post I put together for Mark
Swarek's
engine that apply to Hugh's engine. The Ford Motorsport M-9439-A341
intake
manifold gaskets for the A3 heads are no longer available. Fel Pro
makes
two intake gasket sets for the Motorsport high port heads. Though 1229
is
listed for A3 heads, the port opening measures close to C302B heads
(1.35"
x 2.20"). 1265 is listed for B351 and C302B heads but the port size is
listed as 1.35" x 2.22". Both are "trim to fit" for the A3 heads. P/N
1229 has round holes on both ends in case coolant is run through the
intake
(Windsor block application). Both 1229 and 1265 of those are 0.060"
thick. Fel Pro makes similar intake gaskets in thinner (p/n 12531 is
0.030", 12532 and 1253S2 are 0.045") and thicker (12535 is 0.120")
sizes
for Yates heads that could probably be adapted if you need to
compensate
for head or intake milling. On the exhaust side, Fel Pro makes two
different header gaskets for high port heads. P/N 1417 is for the
early
exhaust bolt pattern and has a 1.94" diameter round port size. P/N
1431 is
for the later pattern and has a 1.81" diameter round port size.
You can see the evolution of the high port heads here:
[IMG]
http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%
20Stuff/351C_head_comparison_b_exh_cropped.jpg[/IMG]
On the left is an iron 4V modified with an aluminum high port exhaust
port
plate like they ran in Pro Stock. You can see the lower edge of the
original exhaust port (painted blue). In the middle is an A3 port
which is
slightly higher with a more uniform round shape, instead of the weird
area
changes of the iron 4V port. At the right is a ported C302B. Note the
C302B ports start out much smaller:
[IMG]
http://s1127.photobucket.com/user/danielcjones2/media/351%20Cleveland%2
0Stuff/351C_head_comparison_b_int_cropped.jpg{/IMG
]
Based upon the iron Pro Stock 351C heads, the A3 ports were designed by
Jack Roush, Bud Moore and Leonard Wood. As cast, they have the largest
intake port volume (241 cc's) and exhaust port volume (134 cc's) of the
high port family of Ford Motorsport heads:
[IMG]
http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%
20Stuff/highport_comparison_cropped.jpg[/IMG]
There's a slight bend on intake port walls to accommodate the pushrods
and
the raised floor increases port radius, straightening the turn for
incoming
mixture and minimizing fuel separation.
_______________________________________________
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Dan,
Great write up, thanks. I'll revisit and digest it thoroughly when I
have more time. I know one Pantera owner who recently installed the
RobbMc fuel pump on a 408C stroker only to have it run out of
capacity
well before the stated 500HP. He ended up throwing it away in
disgust
and went for an electric pump.
Julian
Date: Fri, 27 Mar 2015 12:23:55 -0500
From: daniel.c.jones2 at gmail.com
To: detomaso at poca.com
Subject: [DeTomaso] Hugh Casey's 408C on the dyno
Dave McLain had another 408C on the dyno recently:
[IMG]
[1]http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Clevela
nd%20Stuf
f/Hugh_Boyd_Caseys_408C/Hughs_engine_on_dyno_zps1l88pax0.jpg[/IMG]
This one was for Hugh (Boyd) Casey's Pantera. A SCAT stroker kit with
4"
stroke 4340 forged steel crank, 6" I beam rods and Probe dished forged
pistons was chosen. A Rollmaster timing set that's made for the
Cleveland
block/SVO style crank combination was used which doesn't require a
snout
spacer. Bearings are Clevite CB663HN -1 on the rods and mains are
Federal
Mogul 4925 M in a 1/2 under set to give rod clearance of 0.0022" and a
main
bearing clearance of 0.0027" nominal. Compression worked out to be
10.49:1.
[IMG]
[2]http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Clevela
nd%20Stuf
f/Hugh_Boyd_Caseys_408C/Assembled_short_block_zpsofc0tgnr.jpg[/IMG]
Hugh's MSD distributor was carried over from his previous engine, along
with some other parts like the vintage Mickey Thompson cast aluminum
valve
covers. Initial testing revealed the MSD was not advancing. Dave
removed
it and sprayed it with penetrating oil which freed the mechanism. A
short
quick advance curve was set and the engine tested to find the best
total
timing which turned out to be 30 degrees (18 degrees initial). Hugh
was
missing a timing pointer so we robbed the one from the dyno mule 351C
and
Dave corrected it for zero before installing the heads. The oil pump
is a
stock volume, stock pressure, Melling M84A with a new Melling oil pump
drive shaft. The oil pan is an Aviad gated and baffled Pantera road
race
pan along with the matching pickup:
[IMG]
[3]http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Clevela
nd%20Stuf
f/Hugh_Boyd_Caseys_408C/Oil_pan_zps8fqmjrxy.jpg[/IMG]
Hugh had purchased Mad Dog's old 180 degree headers so needed a set of
heads that would match the later high port header flange. He also
wanted
the option to install independent runner EFI in the future. The only
readily available IR intake that fit the bill is the Hall Pantera A3
Weber. I had a set of new-in-the-box Ford Motorsport E2ZM-6049-A3 high
port Cleveland aluminum heads on the shelf that I was saving for a
future
project but I let Hugh talk me out of them, along with a matching Ford
Motorsport A331 high port intake. We put a similar set of heads and
intake
manifold on Mark Swarek's 384C. Externally, the A331 looks like a
Torker
(and was cast for Ford Motorsport by Edelbrock):
[IMG}
[4]http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Clevela
nd%20Stuf
f/A331_vs_Torker_01.jpg[/IMG]
but has smaller A3 ports and no cross-over:
[IMG]
[5]http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Clevela
nd%20Stuf
f/A331_vs_Torker_02.jpg[/IMG]
You can see how much smaller the A3 port is here:
[IMG]
[6]http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Clevela
nd%20Stuf
f/4V_intake_gasket_on_A3_head.jpg[/IMG]
That's a 4V gasket on top of an A3 port. What's not obvious is the A3
roof
is higher (obscured behind the gasket). A3 heads can have a couple of
different exhaust bolt patterns. Hugh's heads have the later exhaust
port
bolt pattern which match Mad Dog's 180 degree high port headers. The
bare
head castings and a set of valves were sent to Jon Carls of JDC
Engineering
in Minonk, IL for his Stage III hand porting ($800 labor) and valve
job.
[IMG]
[7]http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Clevela
nd%20Stuf
f/Hugh_Boyd_Caseys_408C/Ported_A3_intake_ports_zpsts3b1ow2.jpg[/IMG]
[IMG]
[8]http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Clevela
nd%20Stuf
f/Hugh_Boyd_Caseys_408C/Ported_A3_intake_port_closeup_zpsb6agvrpz.jpg[/
IMG]
[IMG]
[9]http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Clevela
nd%20Stuf
f/Hugh_Boyd_Caseys_408C/Ported_A3_iexhaust_ports_zpszx3lczun.jpg[/IMG]
[IMG]
[10]http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Clevel
and%20Stu
ff/Hugh_Boyd_Caseys_408C/Ported_A3_chambers_zpsc4fpjzmi.jpg[/IMG]
[IMG]
[11]http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Clevel
and%20Stu
ff/Hugh_Boyd_Caseys_408C/Ported_A3_ibowls_zpscin3i29t.jpg[/IMG]
Results from Jon's porting are shown below:
[IMG]
[12]http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Clevel
and%20Stu
ff/Hugh_Boyd_Caseys_408C/Flow%20Chart%20Ported%20A3%20001_zpspui1yms4.j
pg[/IMG]
Flow numbers are for head without intake manifold and were taken on a
Superflow bench at 28" H2O with a clayed intake radius but no exhaust
pipe
and a 4" diameter tube to simulate the cylinder wall:
Lift...Int...Exh
Inches CFM...CFM
.......A3....A3
0.200..161...111
0.250..197...131
0.300..234...147
0.350..270...160
0.400..298...172
0.450..323...187
0.500..345...199
0.550..363...209
0.600..370...219
0.650..---...228
0.700..---...234
0.750..---...240
0.800..---...247
As a comparison, here are the flow numbers for Mark's ported A3 heads,
my
unported but bowl blended and smoothed A3s and the high ported iron 4V
heads pictured above:
.......Marks A3.....My A3........Iron High Ported 4V
Lift...Int...Exh....Int...Exh....Int...Exh
Inches CFM...CFM....CFM...CFM....CFM...CFM
.......A3....A3.....A3....A3.....4V....4V
0.025..13.9..11.6...15.7..11.7...13.4..14.3
0.050..34.5..28.6...34.6..28.1...34.1..25.2
0.100..67.1..57.4...65.5..56.7...69.9..52.9
0.150..96.1..88.8...95.2..87.5...94.1..80.1
0.200 135.4 110.0..129.2 109.8..121.0..99.4
0.300 198.8 145.3..188.8 142.4..183.1 133.4
0.400 245.5 169.1..242.8 167.0..225.5 158.4
0.500 288.7 188.6..287.7 186.7..266.1 174.7
0.600 320.6 206.2..321.4 204.4..300.8 182.6
0.700 343.0 223.2..337.7 216.3..325.0 188.6
0.800 353.4 234.1..----- -----..310.3 193.3
I ran the flow numbers through Dynomation to finalize the cam specs.
The
goal was for the cam to peak at 6000+ RPM with best average power
between
4000 and 6500 RPM. Given the Pantera ZF 5 speed gear ratios and final
drive ratio, this works well for a street driven hydraulic roller
stroker
Cleveland. The cam is a custom hydraulic roller from Steve Demos using
DM238HR intake lobes and DM242HR exhaust lobes. Specs are 238/242
degrees
duration @ 0.050", 0.620"/0.621" lift (with 1.73:1 ratio rockers), 110
degrees LSA, installed on a 109 ICL. The cam was ground on a SADI
(Selectively Austempered Ductile Iron) core so the MSD cast iron
distributor gear could be retained. To match the cam's requirements,
Dave
chose a set of PAC Racing p/n 12119X beehive springs set up to give an
average of 143 lbs seat load and 360 lbs open load with a spring rate
of
345 lbs/inch. Seated height is 1.800" with an open height of 1.171"
for
0.090" bind height clearance.
[IMG]
[13]http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Clevel
and%20Stu
ff/Hugh_Boyd_Caseys_408C/PAC_beehive_springs_zpslbjxxrql.jpg[/IMG]
The chrome-moly retainers and locators were also from PAC. Valves are
stainless from SI valves, part numbers 2151SG and 18112 (2.19" diameter
intake, 1.71" diameter exhaust) and valve seals are positive Viton.
The
roller rocker arms are Comp Cams Ultra Pro Magnum XD 8650 chrome-moly
units
(p/n 1830-16, 1.73:1 ratio, 7/16" stud).
[IMG]
[14]http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Clevel
and%20Stu
ff/Hugh_Boyd_Caseys_408C/Comp_Ultra_Pro_Magnum_XD_roller_rockers_zpsga5
ykmqw.jpg
[/IMG]
Pushrods are Trend 5/16" X 0.080", 8 inches long. Lifters are Morel
link
bar hydraulic roller retrofits.
I thought we had a ported A331 and an unported A331 to test but forgot
the
ported A331 went on Mark Swarek's engine so we had only the unported
intake. Dave initially broke the engine in using his Holley 950 HP
dyno
carb then switched to a Bobby Oliver (Competition Carburetion in
Nevada)
custom built 740 CFM Holley. I was hoping this engine would top 600 HP
and
was concerned the smallish carb might limit peak power so discussed the
matter with Bobby. He said the carb might indeed limit the power at
peak
over a larger carb but would have much better throttle response. He
was
willing to build any size carb we wanted but, given that Hugh's engine
was
a street application with single plane intake and would never see over
6500
RPM, he recommended the 740. Bobby built the carb from a Holley 82651
which begins life as a Holley 650HP. The 650HP comes with straight leg
boosters but Bobby installed down leg stepped booster and larger 1.750"
diameter throttle plates from a 750 Holley instead of the stock 1.688
diameter. The 1.250 venturi diameter of the 650 is retained. Jetting
is
68 front and rear with a 6.5 Hg power valve front and rear to give
better
fuel control for street and road racing.
[IMG]
[15]http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Clevel
and%20Stu
ff/Hugh_Boyd_Caseys_408C/Bobby_Oliver_740_CFM_carb_zpsl0ioirhf.jpg[/IMG
]
Dave did a back-to-back test against his 950HP and the 740 made the
same
peak power but picked up 10 lbs-ft of torque so the carb flat out
works.
Dave made a wedge spacer to level the carb and removed it to gave it
some
porting to allow it to better match the intake which Dave noted had
some
ported in its past.
[IMG]
[16]http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Clevel
and%20Stu
ff/Hugh_Boyd_Caseys_408C/Leveling_intake_spacer_zps6qi5ilux.jpg[/IMG]
The blending made no real difference in power but did help the torque a
few
numbers. The usual 1" tall spacers (open, 4 hole and HVH merge) were
then
tested with the 1" open being the best.
Thus far testing was done through my 4-into-1 shorty Pantera headers
(from
Precison Proformance) with 2 1/2" glass pack mufflers bolted directly
to
the collectors. The last test was to remove the glass pack mufflers
and
run the Pantera shorty headers with a short piece of 2 1/2" diameter
pipe.
The engine loved that change and picked up a little over 20 horsepower
and
10 lbs-ft of torque. Final readings were 603 horsepower at 6000 RPM
and
552 lbs-ft of torque at 5300 RPM running on Mobil 93 octane gas.
Engine
made best power at 30 degrees total timing. Note the flat torque
curve.
From 4200 RPM up, the engine makes over 500 ft-lbs of torque:
[IMG]
[17]http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Clevel
and%20Stu
ff/Hugh_Boyd_Caseys_408C/Boyds%20best%20combo_zpsanmq45a6.jpg[/IMG]
Over 600 HP with a street hydraulic roller cam, a 740 CFM carb and
shorty
headers is pretty impressive. Hugh will be running 180 degree headers
which should improve torque and horsepower and, if you look closely at
the
graph, it appears the engine may not have peaked yet.
The overall parts list ended up looking like:
4.03" bore Probe forged dish top pistons (p/n 14213-030, 1/16", 1/16"
with
3/16" oil rings)
Mahle rings (ductile iron top, cast iron second, standard tension oil
ring)
SCAT 4340 forged steel rods (6.0" long with 7/16" ARP bolts)
4.00" stroke Scat 4340 forged crankshaft, SVO (Windsor snout with 351C
mains) style crankshaft, neutrally balanced (p/n: 4-351C-4000-6000)
4.03" bore x 4.00" stroke = 408 cubic inches
10.49:1 compression
Ford Motorsport A331 intake manifold with leveling spacer by Dave
McLain
Ford Motorsport E2ZM-6049-A3 high port aluminum Cleveland heads ported
by
Jon Carls
SI stainless valves, part numbers 2151SG and 18112 (2.19" diameter
intake,
1.71" diameter exhaust)
Viton positive valve seals
Comp Cams Ultra Pro Magnum XD 8650 chrome-moly units (p/n 1830-16,
1.73:1
ratio, 7/16" stud)
Comp Cams guide plates
Trend pushrods 5/16" X 0.080", 8 inches long
Demos hydraulic roller cam (SADI core, 238/242 degrees duration @
0.050",
0.620"/0.621" lift, 110 LSA)
Morel link bar hydraulic roller retrofit lifters
PAC Racing p/n 12119X beehive springs:
143 lbs seat, 360 lbs open, 345 lbs/inch spring rate
1.800" seated height, 1.171" open height, 0.090" bind height
clearance
PAC chrome-moly retainers and locators
Rollmaster double roller timing set with integral spacer for the
Cleveland
block/SVO style crank combination
Aviad gated and baffled Pantera road race oil pan and matching pickup
Clevite CB663HN rod bearings (-1) and Federal Mogul 4925 M main
bearings
in a 1/2 under set to give rod clearance of 0.0022" and a
main bearing clearance of 0.0027" nominal with the Scat forged steel
crank
Romac 351C SFI spec harmonic damper, neutral balance
Flowkooler aluminum water pump
Fel Pro gaskets (including head gaskets)
MSD Pro Billet mechanical advance distributor with cast iron
distributor
gear, 18 degrees initial timing, 30 degrees total
Autolite 3923 spark plugs (moderate heat range, gapped at 0.045")
Precision Proformance high port 4-into-1 Pantera headers (will get 180
degree high port headers when installed in car)
Custom 740 CFM Holley from Competition Carburetor
Mickey Thompson cast aluminum valve covers
Hugh plans to run a RobbMc Performance 351C mechanical fuel pump
(available
in versions capable of supporting 550 and 1100 HP) and remote air
filters
using a Spectre dual inlet air box. I calculated he'll need around 130
square inches of K&N filter area.
Dan Jones
P.S. Some additional info from the post I put together for Mark
Swarek's
engine that apply to Hugh's engine. The Ford Motorsport M-9439-A341
intake
manifold gaskets for the A3 heads are no longer available. Fel Pro
makes
two intake gasket sets for the Motorsport high port heads. Though 1229
is
listed for A3 heads, the port opening measures close to C302B heads
(1.35"
x 2.20"). 1265 is listed for B351 and C302B heads but the port size is
listed as 1.35" x 2.22". Both are "trim to fit" for the A3 heads. P/N
1229 has round holes on both ends in case coolant is run through the
intake
(Windsor block application). Both 1229 and 1265 of those are 0.060"
thick. Fel Pro makes similar intake gaskets in thinner (p/n 12531 is
0.030", 12532 and 1253S2 are 0.045") and thicker (12535 is 0.120")
sizes
for Yates heads that could probably be adapted if you need to
compensate
for head or intake milling. On the exhaust side, Fel Pro makes two
different header gaskets for high port heads. P/N 1417 is for the
early
exhaust bolt pattern and has a 1.94" diameter round port size. P/N
1431 is
for the later pattern and has a 1.81" diameter round port size.
You can see the evolution of the high port heads here:
[IMG]
[18]http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Clevel
and%20Stu
ff/351C_head_comparison_b_exh_cropped.jpg[/IMG]
On the left is an iron 4V modified with an aluminum high port exhaust
port
plate like they ran in Pro Stock. You can see the lower edge of the
original exhaust port (painted blue). In the middle is an A3 port
which is
slightly higher with a more uniform round shape, instead of the weird
area
changes of the iron 4V port. At the right is a ported C302B. Note the
C302B ports start out much smaller:
[IMG]
[19]http://s1127.photobucket.com/user/danielcjones2/media/351%20Clevela
nd%20Stuf
f/351C_head_comparison_b_int_cropped.jpg{/IMG
]
Based upon the iron Pro Stock 351C heads, the A3 ports were designed by
Jack Roush, Bud Moore and Leonard Wood. As cast, they have the largest
intake port volume (241 cc's) and exhaust port volume (134 cc's) of the
high port family of Ford Motorsport heads:
[IMG]
[20]http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Clevel
and%20Stu
ff/highport_comparison_cropped.jpg[/IMG]
There's a slight bend on intake port walls to accommodate the pushrods
and
the raised floor increases port radius, straightening the turn for
incoming
mixture and minimizing fuel separation.
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References
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20Stuff/Hugh_Boyd_Caseys_408C/Hughs_engine_on_dyno_zps1l88pax0.jpg
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20Stuff/Hugh_Boyd_Caseys_408C/Assembled_short_block_zpsofc0tgnr.jpg
3.
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20Stuff/Hugh_Boyd_Caseys_408C/Oil_pan_zps8fqmjrxy.jpg
4.
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5.
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6.
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20Stuff/4V_intake_gasket_on_A3_head.jpg
7.
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20Stuff/Hugh_Boyd_Caseys_408C/Ported_A3_intake_ports_zpsts3b1ow2.jpg
8.
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9.
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20Stuff/Hugh_Boyd_Caseys_408C/Ported_A3_iexhaust_ports_zpszx3lczun.jpg
10.
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20Stuff/Hugh_Boyd_Caseys_408C/Ported_A3_chambers_zpsc4fpjzmi.jpg
11.
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20Stuff/Hugh_Boyd_Caseys_408C/Ported_A3_ibowls_zpscin3i29t.jpg
12.
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20Stuff/Hugh_Boyd_Caseys_408C/Flow%20Chart%20Ported%20A3%20001_zpspui1y
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13.
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20Stuff/Hugh_Boyd_Caseys_408C/PAC_beehive_springs_zpslbjxxrql.jpg
14.
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20Stuff/Hugh_Boyd_Caseys_408C/Comp_Ultra_Pro_Magnum_XD_roller_rockers_z
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15.
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16.
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17.
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20Stuff/Hugh_Boyd_Caseys_408C/Boyds%20best%20combo_zpsanmq45a6.jpg
18.
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20Stuff/351C_head_comparison_b_exh_cropped.jpg
19.
http://s1127.photobucket.com/user/danielcjones2/media/351%20Cleveland%2
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20.
http://i1127.photobucket.com/albums/l621/danielcjones2/351%20Cleveland%
20Stuff/highport_comparison_cropped.jpg
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