We have FE parts, some pictures

[Keithc8]

Just thought I'd post some pictures of interest. We have 10 of these Shelby engines going together right now and thought we would post a few parts for you to look at. We also have 9 Shelby blocks in stock to do engines with. This is the most Shelby blocks we have ever had and I would bet that anyone has ever had. I have also posted some pictures of some of the billet cranks we are using and should have 10 more of these in the next 2 to 5 weeks. There is also some pictures of a Edelbrock CNC head and a Blue Thunder CNC head with the new style chambers we have done. You will see the tall rocker area on the Blue Thunder head and how it requires a special rocker stand like the high riser head. Blue Thunder has these stands and T&D is also making a shaft rocker system for them. Let me know if you guys are looking for anything or we can post some more pictures of interest. Thanks, Keith Craft[IMG]A:\MVC-001F.JPG[/IMG] [IMG]

[Keithc8]

well, I said I was going to post. I guess I am having technical difficulties.

[computerworks]

Originally posted by Keithc8


...[IMG]A:\MVC-001F.JPG[/IMG] [IMG]

Keith..it looks like you are trying to get images off a floppy.

If they are less than 40k in size, you can attach one per post.

If not, you can upload them to your gallery and then link them using the image tags (like you are trying in the above post)

If you are still struggling, e-mail the pics to me and I will put them into your gallery

Ron
ClubCobra Moderator

[Keithc8]

Thanks for the info. I may have to send them to you.l

[computerworks]

[Anthony]

Keith, I see the blue thiunder heads, with the thicker area above the intake ports, and the raised exhaust ports.

1) What intake do you use with the BT heads?

2) How does the flow of ported BT heads compare to ported Edel heads (both intake and exhaust)? What does that mean in hp?

3) With all that extra meat above the intake port, do you thiink that the BT heads could have benefitted from a raised intake runner, like the DOVE paquet port heads, rather than keep the intake runner in relatively same med riser position?

4) Do you think the raised exhaust ports will be a problem with alot of people, that is the headers not matching up due to the relocated ports, and that they may need to buy s new set of headers as well?

5) Whats the cost difference between the BT heads and Edel heads?

[Excaliber]

Will the BT high riser heads work with a stock OEM 1964 2X4 alloy intake? Thats what I'm currently running.

Iron high riser heads were 72 cc (or at least mine are) what cc are the BT's?

Flow comparison C4AE high riser to the new BT's?

Rocker stand height comparison? A guy might have to buy custom push rods.

[Keithc8]

The Blue Thunder head with this chamber is pretty big at about 88cc and we have milled the head as much as .080 to get the chamber volume down. The Medium Riser BT head will work with the MR intakes just may want to raise the roof a little on the intake. The exhaust port is a little higher and this might cause some problems with the exhaust pipes at the car exit. The flow on the BT MR head is the same as our Edelbrock stage 3 on the exhaust and a little less on the intake but I developed it to be better below .600 lift for street/strip applications. I think the picture also seems to make the BT head look a little higher on the ports than it is. I believe it is about .100 on the intake and .200 on the exhaust. I have not dyno tested any of heads on an engine yet to give you a comparison. The price of the castings is about 500.00 higher than the Edelbrock. We have done some of the HR heads and they nhave a filled in floor and look about like the MR port in size just raised up. The heads that we did flowed 402 @ .800 with very good through out the range. It has the same exhaust port as the MR heads. To use a regular HR intake you would have to fill the floor about .500 at least. Hope this helps a little on information about the heads.
We are still trying to get some more pictures posted as well. Thanks, Keith

[Keithc8]

More pictures

[Keithc8]

picture

[Keithc8]

picture

[Keithc8]

Shelby blocks

[Keithc8]

block machine pic

[Keithc8]

cylinder head pic

[CobraBoy]

I'm jealous. I don't have THAT many toys to play with. MOMMY!!

Seriously, Keith, excellent pictures!

Paul

[concobra]

Keith

Thank you for sharing this information and the pictures. Would you consider sharing the flow numbers for your Edelbrock, Stage 3 and the Blue Thunder Medium Riser. If so the numbers @.100" intervals starting with .100" through .800".

My limited experience has shown that most of the flow numbers listed for the Edlebrock heads are done with 2.25" intake and 1.75" exhaust then flowed with a cylinder diameter of at least 4.35". The large bore helps un-shroud the valves and thus achieve very high flow numbers. Unfortunately my cylinder size is only 4.25" and these large valves are too shrouded to produce the big flow numbers that are associated with the large valves. Do you agree with this? If so do you offer a ported set of heads using smaller, less shrouded valves that achieve high flow rates?

Thank you

[RICK LAKE]

Keith What is the lost in the flow numbers between what you get on the flow bench and on a motor with air and fuel being vacuumed into the motor? This is with the same bore on both the flow bench and the motor? I know that a motor doesn't pull 28" of vacuum. I would like to readup on this if there is a book, or class on this kind. Thanks for your time Rick Lake

[Keithc8]

Heads are flow at inches of water which is different than the vacume on an engine. The heads we do are flow tested on an 4.250 bore fixture. People flow heads at 10, 25 and 28 inches with 28 being the most common. You also have to use a radius entry on the intake because the sharp edges of the port opening will cause problems and it is not run like this on the engine. The exhaust is also flowed with a exhuast ipe stud and without. The exhaust will flow more with the exhaust pipe stub which is normally about 6 inches and similiar in size to the exhaust to be used. There are several types of flow benches and the flow will vary a little on all. The main thing is to use the same bench to test results and then how they affect the engine.
We will normally use a 2.19 or 2.25 intake valve and a 1.75 exhaust and this is no problem on the 4.250 bore. The Edelbrock stage three heads are normally done with a 2.250 and 1.750 valve. I can give you the flow real close of the top of my head and this will vary a little depending on the lift to be run because this affects the valve job we use. Intake flow 210/.300, 275/.400, 320/.500, 345/.600, 360/.700, 375/.800 and exhaust with a 2x6 exhaust pipe stub, 160/.300, 220/.400, 245/.500, 260/.600, 270/.700, 282/.800. Like I said we can vary this some with the valve job depending on the use of the heads. We also run some 11/32 valves when we are trying to max the top end flow and get the weight down on the valve as well as titanium valves. We use our stage two Edelbrock heads quite a bit on the street engines because they will flow a little better than the stage three heads at .200/.300/.400 lifts but not as good at the .600/.700/.800 lift range. The Blue Thunder heads we have done we set up for a .600 lift type of street strip engine and they flowed real good to .600 lift, they were a little better than the stage two Edelbrock on the intake and almost as good as the stage three Edelbrock on the exhaust. Hope this helps a little. Thanks, Keith

[Keithc8]

To answer what flow is lost on an engine, this is affected mostly by the intake manifold and or carburetor restrictions on the intake side and the exhaust if affected by the exhaust system. The exhaust system on most cars restricts the flow and power quite a bit. The size of the headers, side pipes and tubing size. I would like to see the FE engines we build have at least a 2 inch header and have had some customers with 2 1/8 custom headers done with real free flowing side pipes. Thanks, Keith