Mike, don't forget the Cammer does fit in Contemporary's. Let me know when you are ready. I have my eye on one. :D

SFfiredog
 

Can't wait to see what that bad boy will do.

Gary

Hi Bill,
Have you got your TP back together yet?
I'll be ready for your cammer in May. I'll even drive down to your place to pick it up and drop it off when it's done!:D
Does this photo remind you of anything?;)
--Mike

Oh yeah!

Back together with modified (better breathing) pipes.

1500 HP +
 

This excerpt from the Shelby site indicates >1500 HP from his aluminum BB.

The address is: http://www.carrollshelbyent.com/engi...inum_block.cfm



I hope this paste works, it didn't; so the above address will take you to the specs for the engine and, while there, you can find Shelby's explanation of why an updated aluminum block. It looks like it is back to the same place on this issue" point of view. Here is an MSW shot at it:

Shelby 427 Aluminum Block Technical

Features:Block material A356, T6 aluminumBlock is CNC machined
Deck height: 10.150-inch
Deck thickness: 0.750-inch
Cylinder bore range: 4.250-inch,
std., to special order 4.440-inch
Maximum stroke: 4.500-inch
Displacements: up to An easy 525 cubic inches
Cylinder sleeve: Centrifugally cast ductile iron
Cylinder wall: Siamese with dry liners
Main bearing cap: Billet Steel
Main bearing cap bolt configuration: Studs; 4 cross bolts on 2-3-4 mains
Oil sump: Accommodates wet or dry sump oiling systems
Head stud diameter: 0.500-inch
Bare block weight: 125 pounds, approximately
Horsepower range: 1500 plus:D

All the best gentlemen,

Mike,

Last weekend at the BACC breakfast a SOHC showed up, I am not sure of the young guys name but it looked great. It looked like he used vasoline to fit it in. He said he had 700 hp!

Allan

1500???
 

Wth those heads? I would like to see it. They don;t flow much better than a small block.

Steve,
I have followed your career and respect your knowledge and have admired your car. Have more photos of it, than you do....but!

Are you sure Tunnel Ports do not flow any better than small block?
Or, are you talking about the cammer?

I am confused.

TURK

Well--I don't think they flow much better than one Ford small block I know of--the Cleveland.

whatever...


TURK

Hey--I'm certainly no expert, but folks do call it a baby TP.:confused: :JEKYLHYDE

I think Steve was talking about the horspower capablities of the Shelby block which is supposedly 1500 hp. Steve is correct about the average FE head only flowing as well as an aftermarket small block head. The average flow #s for a nicely ported set of E-brock FEs for a 390/428 with the smaller 2.09/1.66 valves is around 300 to 310 intake and 200/210 exh. I am building a supercharged 331 small block at this time that has a ported set of AFR 185s that flow
305 intake and 227 exh. It is not hard to understand why it is so easy to make a 500 to 550 hp 408 Windsor.
My Dove tunnel port heads will flow about 400 cfm intake and 260 exh
with a lot of work on the exhaust port.
The iron tunnel port heads I posted a photo of earlier in this post
flow 380 intake and 248 exh @ .700 lift I did tons of work on them to get that much flow.
The only way a FE will make 1500 hp is with a radical set of heads and a big turbo or supercharger. And maybe some N2O
as well:eek:
Unless of course you have a blown, injected cammer on nitro which was state of the art NHRA fop fuel circa 1968/69 Then you'd have about 2000 to 2500 hp:3DSMILE:
--Mike

Mike-
I have a set of E-brok MR heads that flow 353 intake and 273 exhaust and a set of Dove SK heads that flow 335 intake and 240 exhaust, both are 2.25 intake and 1.75 exhaust and I am using tulips. I have been told by several shops that they thought they could get another 10 or so cfm on the E-broks. It is also my understanding that I should have probably used nail head valves. What is your experience with tulip vs nailheads. I am using 45 degree cut.

Thanks,
Wayne Turpin

Hi Wayne,
I think both Keith Craft and Kuntz & Co have CNC programs that will get 380 to 390 cfm intake and 270 to 275 exhaust of a set of E-brocks ($$$$!!). Your E-brocks have excellent flow #s. My personal experience has shown that the nail head shaped (intake) valve does work better at high lift numbers on a non-tunnel port FE head. The tulip shape has slightly better #s at the low to mid lift range. I imagine this is because the tulip shape helps transition the sort turn radius at lower valve lifts. The nail head makes more overall power though. The tunnel port head still seems to like the tulip intake valve. Once again, because of the sewer pipe shape and relatively tight short turn radius the tunnel port head has the tulip shape helps low to mid lift flow but because of the size and location of the port it also helps high lift # as well. I am still experimenting with both valve shapes for my tunnel port as well as 30 and 45 deg valve seats. The 45 deg seat definately flows more at high lift on the E brocks. I will keep everyone informed of what I find works best. The exhaust valve on both heads seem to like the standard nail head shape.
I really don't know why I'm going to this extreme on my motor. It will already have more power than I will be able to put to the ground. I guess it's just in my blood to make it better!
--Mike

Mike- Thanks for responding and for the update. Get that thing done so we can compare notes. As always thanks for your insight.

Wayne

Wayne,
Sorry I'm a little late on the draw but I was just reading some back-posts and wanted to pass on congratulations on your sucessful "pump" overhaul;)
My father-in-law had the same type of surgery and reports that after recovery, his engery level went through the roof!\
Also, did George do the E-brocks you mentioned in your post?
Regards,
Mike

Thanks Mike. Kuntz did both the E-brocks and Dove heads. Your right I have some $$$$ in them. I had them retested to verify the numbers by a shop in Chicago and they came up with same numbers. If I can help you, or answer any questions about the CNC porting on the E-broks, give me a call at 812 4772355.

Wayne

The all aluminum Shelby Block
 

Gentlemen,

I have been looking for the pictures I took at the Gardena Shelby tire warehouse/engine factory this past summer. I've found two other shots in my stack of photos. These came from a couple of pallets of Buddy Bar big block castings and show two shots of the water inter cooled s'charged engine with aluminum heads and fuel injection. A version of this block was being tested on a dyno when I was there for SAAC 27 this past summer. I heard, but did not see, that the 1500 HP was achievable from this block. but, not being particularly interested in an engine like that, didn't look for more detail.

So this isn't the complete answer that you are probably looking for, but should be another piece of the puzzle. I do remember that this engine was being compared with NASCAR motors, the way they'd like them to be, not the way they are. Still 1500+HP is so much overkill for a curved roadcourse that it must only be for those wanting to drag race.:JEKYLHYDE:

Anyway, if you have way over $30K and want the Shelby name all over your engine, give them a call at the website above and ask them what'll take to get you 1500 horses!

Enjoy these pictures !

All the best,:MECOOL:

Another angle of the blown Shelby BB
 

This is the other side of the block! I hope there is enough here to see!

**) **) **) **)