B2 Motorsports - Jeff Lipton 487 FE Build

[Barry_R]

Originally Posted by blykins

I don't have them in hand yet so I haven't checked them personally. My head guy says they are very close to a stage 2 KC head or survival motorsports' new head.

There are significant differences between my head and an Edelbrock or a Pond. All good parts, but all with different intentions and targets in mind.

I will pour one of JDC ported Survival heads sometime today if I get the chance. I have a set here that he had at a similar 340+ cfm. As cast with a valve job and bowl blend mine are at 180cc. Not sure how far Joe took these but it does not look all that big.

[blykins]

I think Joe sent out the set that he had for the Aussie customer. He was the one that told me that the port volume all looked similar. He hadn't measured yours though.

Very curious to see how these do on the dyno. Should be strong performers, certainly better than the Edelbrocks on the chamber shape and exhaust side. Low lift numbers are really nice too. Joe put a nice backcut on the valves, so the charge should just slide right out.

[blykins]

Edelbrocks out of the box are 170cc.

That is the port volume of an intake port. When you port a head, it's sometimes necessary to significantly increase the port volume, just to increase flow. You are enlarging the cross sectional area. However, you can get to a point where the port volume is so big that the air/fuel charge will have velocity issues. The best scenario is a high flowing port with a smallish port volume. That will prove to be a highly efficient port.

Of course there is a balance to everything...

I'm suspect that some of the guys want that data for their engine sims. It proves to be fruitless for an engine sim though, because the intake manifold essentially makes up a portion of the intake port volume on an FE.

[Barry_R]

just poured the intake port on the set Joe did for our Australia customer.
Intake volume is around 187cc - might be off by one or two but not much (damn thing dripped...)

Quite a bit smaller port than the Pond heads were.
Joe's flow numbers on these quoted for comparison:
"the heads are a solid 345cfm @ .700"/225 @ .650" and 254 with a 2" pipe

[blykins]

Well, since we're doing a comparison....

Robert's heads (from Joe Craine)

Lift Intake Exhaust

.100 70.00 52
.200 147.56 109.68
.300 217.62 166.84
.400 280.22 217.06
.450 303.05 230.02
.500 319.98 238.44
.550 329.79 242.88
.600 332.46 245.87, 262.41 with pipe
.650 336.92
.700 341.37
.750 345.83 245.87

Barry's heads (from Joe Craine)

Lift Intake Exhaust

.100 66.24 58.49
.200 140.01 103.99
.300 204.8 160.36
.400 270.08 199.24
.450 294.13 208.96
.500 309.73 215.44
.550 319.98 221.92
.600 329.79 226.78
.650 338.7 227.43
.700 347.61 228.72
.750 slight back up 230.02, 254 with pipe

Now granted, a 187cc port vs a 208cc port is a little different, but so are the flow numbers. A 48x inch motor is going to suck hard on anything you bolt on, so charge velocity isn't as critical.

I also don't believe the Pond heads will fit a smaller bore size, so we're limited to using these heads on the "big boys". Barry's heads should be 390 compatible.

At some future point, I wouldn't mind trying a set of your heads Barry if you would allow me to. I feel pretty confident in the Pond heads with these numbers though, especially at the low numbers and exhaust numbers. Proof will be in the pudding.

[fordracing65]

Awesome comparison...

[blykins]

Kinda hated that we did it right in the middle of Jeff's build thread though. Wasn't the best choice of venues.

[Barry_R]

Actually a fine place to have it. Probably be good to cross post this into the FE Forums as informational if you're cool with it.

Robert's heads were a good selection for this build - the bigger valve and the wide valve spacing fit the large bore - as does the large chamber. Backs up your selection criteria nicely.

More than happy to have you run a set once I get another pallet ordered up...

[blykins]

I'm fine with posting on the FE forum, and I have already shared the flow numbers over there, as you know.

If you wanna do a back-to-back, I think I have a candidate.

[blykins]

Sending some rotating assemblies out to have balanced this week, so I should be able to start mock-up on your engine this weekend.

[blykins]

Some more toys ordered last night...

PAC valve springs, Comp titanium retainers, locators, locks, Manley valve seals, blueprinted Melling oil pump, pump shaft, billet remote block adapter.

Got a good bit of prep work to do. CC & mill heads, prep work on block, mill carb flange on intake, etc, etc.

[blykins]

Got a bit done....

Mocked up the heads and checked valve spring install heights. Measured spring pressures, got the game plan for the valvetrain. Adjusted install height is right at 2" and spring pressures are at 245/600. CC'd the heads, they came in at 93cc, dropped them off to have them milled. Taking 5cc's out.

Got the cam bearings installed and lifter bores honed. We put Timeserts in the heads for the rocker studs since the spring pressures are higher, and they blocked the feed hole in the heads, so I drilled and tapped the feed holes in the deck of the block for 5/16-18 set screws. I will block the oil there, and will oil the top end through the pushrods.

[ERA Chas]

Forgive my ignorance Brent-the spring supplier is PAC? I'm not familiar with them. Who are they and where from?

[blykins]

Home - PAC Racing Springs

PAC supplies a lot of springs to Comp and some other suppliers. High quality tool steel and pacaloy race springs.

[blykins]

Little further today....

Got main bearing clearances checked. Well, I'll rephrase that...I checked the rear main just to see where I'd be. It was tighter than where I wanna be with a hotter (higher performance) aluminum blocked FE, at .0017". Typically, I'm at .0018"-.0020" cold on the main bearing clearances. I want to be closer to .003" on a hot bearing clearance with this one, so I had to order a set of "X" bearings, so I could half/half them.

Rod bearing clearances came in where I wanted.

Piston to cylinder clearance was good, and deck clearance is right where I spec'd it to be.

Cam thrust plate that I have here would need about .010" to be taken OFF just in order to get cam thrust clearance, so I ordered another one of those as well.

After the cam is degreed, then it will be balance time.

This week will be a little crowded. I dyno'd another big inch Windsor yesterday, and I need to get the bell dialed and the clutch assembled so I can ship it out. Then I need to start assembly on David Wade's 501FE, which will also get its own magazine article, so I have to take a lot of "quality" pictures.

[blykins]

[blykins]

Cam is degreed, timing set, dowel, and pump eccentric all prepped and mocked up. Waiting for heads to be milled, then I can check P/V clearance...then it's balance time.

[ERA Chas]

Brent, just curious-those valve reliefs in the pistons; do chamfer / lay-back those sharp edges? Can't tell in the photos.

[blykins]

If they're sharp, I hit them with some emery cloth and break the edge. I haven't done anything yet to these, just in case I check the P/V clearance and they're so far jacked up that I have to send them back.

[ERA Chas]

Originally Posted by blykins

If they're sharp, I hit them with some emery cloth and break the edge. I haven't done anything yet to these, just in case I check the P/V clearance and they're so far jacked up that I have to send them back.

Are the pistons in the hole '.010"?