SoCal Jet Boats
Tech Talk => Engine Mechanical / Electrical => Topic started by: Ralph Brunt on July 01, 2010, 12:57:35 PM
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good read here>>http://www.460ford.com/forum/showthread.php?t=146739 (http://www.460ford.com/forum/showthread.php?t=146739)
lakesonly is the man
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Definately a good read Ralph, thanks for posting :thumbup:
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Very cool read... even for a non-diehard Ford guy ;D
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Very cool read... even for a non-diehard Ford guy ;D
Sooo does that make you a die easy Ford guy? :screwy:
I don't have a problem with Fords.........Or MOPARs..........Or for that matter the flu.... :D
I am curious how the "high nickel" story started though, I have heard that so many times over the years, but on Olds, Buicks, Pontiacs and some of the old MOPAR stuff, and more often than not, turns out to be a bunch of Hooey...
I do know that the 428 Super Cobra Jet is even more of a quagmire....
I found this a while back (my uncle is a Ford fanatic) what can I do?, he's family...
http://www.428cobrajet.org/id-block.html (http://www.428cobrajet.org/id-block.html)
GT
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not much of an F E so it was cool to learn :thumbup:
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Cool read on the 385 Series stuff Ralph, thanks.
GT, that FE stuff is crazy. If it has this number its a ***, but it might be a ***, and could be anything. And thats IF you can find any damn numbers on it. :screwy:
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Cool read on the 385 Series stuff Ralph, thanks.
GT, that FE stuff is crazy. If it has this number its a ***, but it might be a ***, and could be anything. And thats IF you can find any damn numbers on it. :screwy:
We went through all that crap when a friend and I bought a boat with a 428 super cobra jet in it.
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Nice read "Lakes" :thumbup:....lot's of effort on your part :thumbup:
You can always tell how hard the material is just by the cutting action when machining...as you pointed out :)
The hardness of the material is always evident & noticable...and this applies to anything that you are machining.
on softer material, your tooling lasts a hell of a lot longer than hard metals.
Great info on the Ford :)
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I remember as a kid working in the pop's machine shop and getting Ford exhaust manifolds to be trued on the "big ass belt sander" surfacer, a 460 manifold can eat a belt in about 30 seconds, you could mill a 454 Chevy manifold down to nothing with one belt...That chit is hard... :screwy:
Same goes for heads on the milling machine, the chips could fly half way across the shop on Ford heads...Not so on others.
GT
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Maybe that is why they make such good anchors >:D
Just kidding, don't get your .... ;D
Actually, I have a 61 Ford F100 I would like to put a 460+ into when I get around to building it. :screwy:
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Thanks for posting, Ralph.
Thanks very much guys. This was a long and painstaking effort to get just those three analyses done. Also, we have more than just the D9TE blocks already analyzed as well, and have more yet in the pipeline. It's all part of a bigger study. ;)
LO
GT, in regards to the FE mis-identification: How about the marine FEs from the 1960's that are cast in the 427 FE Side-Oiler configuration BUT are NOT drilled as a side-oiler? I've seen them sold as 427 Side-Oilers (based on the casting number and external appearance) even though they physically aren't.
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GT, in regards to the FE mis-identification: How about the marine FEs from the 1960's that are cast in the 427 FE Side-Oiler configuration BUT are NOT drilled as a side-oiler? I've seen them sold as 427 Side-Oilers (based on the casting number and external appearance) even though they physically aren't.
Ford lost touch with the K.I.S.S. theory when they stopped making the Flat Head :banghead:
Cool information, LO ;D