Announcing New Kirkham Billet Aluminum 427 Block

[David Kirkham]

Fellow Car Nuts:

I am VERY, VERY happy to announce the new Kirkham Billet Aluminum 427 engine block. I have wanted to do this for years and we finally had the
opportunity to make one of my dreams come true.

EDIT:
Gents: Today 27 Feb 07 I am going to make some corrections on the weights of the blocks. I just called Keith Craft and convinced him to get out his scales. Many, many thanks to Keith Craft for taking time out of his day to do this for all of us! I know it was a pain and I thank him very much. (Love his motors too, by the way!)

ALL BLOCKS WERE MEASURED WITH THE MAIN CAPS ON.

Weighed by Kirkham on our digital scales. 351 Dart, aluminum 100.8 pounds (10 January 2007)

An original 427 cast iron block, top oiler (with caps) weighs about 190 pounds. CORRECTION: (204 lbs from Keith Craft)

A cast aluminum Shelby 427 block (with caps) weighs about 150 pounds. (I am giving you that number from memory. I will get the exact weight as soon as I can dig it out of our records). CORRECTION, 133 lbs from Keith Craft).

A cast aluminum Dart 351 small block weighs 100.8 pounds.

The new Kirkham 427 Billet Aluminum block (with the girdle/caps) weighs 79 pounds!

We did extensive engineering and design work to take out all of the excess weight we could find. If you look closely at the intake galley, you can see we even surface machined the lifter area to take out all of the weight possible.

The picture you see is of a wooden block that was used to prove the CNC tool paths and tool clearances. We have a 2nd wooden block we are finishing right now in the machine. Our first ALUMINUM block should be done this week. We will assemble and run the block to make sure everything works. We should be in production in 4-6 weeks. We had special FORGED billets of aluminum made for the starting blanks.

Tech Facts

FORGED billet aluminum

weight 79 pounds

water cooled

4.25 inch, Nikisil lined bores

1 piece bottom girdle (like current F1 engines--all of the main caps are milled from 1 solid piece of aluminum for rigidity.

Will take standard heads, bell housing, intake manifold.

Anticipated price $4,995 (actual final pricing will be determined when we see how many actual hours of spindle time it takes to make the block).

Here is the block we have all been waiting for! Finally, big block acceleration with BETTER than small block handling. I am so excited I can hardly stand it.

David

Added Later:

Here is a link to more pictures. I have LOTS of pictures and I will be posting them with comments on the ENTIRE process. How we did it, what we were thinking, how we solved problems, etc.

http://www.kirkhammotorsports.com/billet427block/

I have posted this in my first post as well so people who are just now coming to the post can see some more pics and follow along.

David

More pictures:

http://www.kirkhammotorsports.com/mfg/block_index.html

David

[Power Surge]

So David, when can I expect Alpha 3 to arrive at my doorstep?

I have some questions....

Most aftermarket blocks have cross ribs in the valley area to add strength to the squareness of the block. Your picture shows the opposite... it seems that you have taken out a lot of material from around the upper cylinder area. Don't you feel this design will be weaker than other blocks, as well as not cool as well by not having the upper water jackets?

What's the oiling setup? Side oiler? Top oiler? Something in between like the Shelby block?

Will the outside of the block have OEM shape? Would it look like a stock Ford block if painted?

Looks like a nice piece, I can't wait to see a finished block!!

[Woodz428]

From what is shown I would guess it it to be a side oiler since there is no center passage in the pattern.

[David Kirkham]

Sal,

I believe the ribs in the valley are moon glow--so do all of the engine builders I have spoken to. The Merlin didn't have them in WWII. F1 blocks don't have them either--if anyone needs strength it is the F1 guys. Do you know of ANY modern production V8s that have them? I just checked our Copper 40 GT we made and it doesn't have them. As you know, people are now putting over 700 hp to the rear wheels in their Ford GT's with the new blowers.

If you look carefully, you can see the upper water jackets are there. This site doesn't let me post pictures of very large size, so I will probably post them on our website so you can see the block at all angles. The water jackets will have bolt on covers--like many engines of today and yesterday.

The oiling set up is like a modern block. The oil galley runs down the center of the block but oils the mains first--then the cam.

The outside of the block will look like an FE in that all of the FE stuff will bolt on to it. The block will be split at the main girdle, however; so, if you look closely you will see that. You have to be pretty far into an engine compartment to see that however.

David

[David Kirkham]

WDZ,

The main oil galley runs below the lifters on one side. You can't see if from this angle. I am trying to put up a webpage with pictures of the block on it so people can see it.

The oiling action in the block is like a side-oiler, but the position of the galley is like a top oiler. It is the best of both worlds.

David

[Woodz428]

Thanks David, It looks great...Have you set a price for it yet??? Should I just say OUCH now?

[David Kirkham]

Byots,

We have not done any FEA till now, but we are going to do it soon. There are so many variables that had to be solved (water jackets, tooling) that we had to make the block manufacturable before we could go into the nitty gritty of weight removal.

WDZ,

As I said above, the anticipated price is $4,995. (I know it is easy to miss little things). We will make SURE the block is competitively priced. We always try to deliver more for less.

David

[Byots]

David - Just curious whether you modeled the block with FEM to "whittle" it down?

[Power Surge]

Originally Posted by David Kirkham

Sal,

I believe the ribs in the valley are moon glow--so do all of the engine builders I have spoken to. The Merlin didn't have them in WWII. F1 blocks don't have them either--if anyone needs strength it is the F1 guys. Do you know of ANY modern production V8s that have them? I just checked our Copper 40 GT we made and it doesn't have them. As you know, people are now putting over 700 hp to the rear wheels in their Ford GT's with the new blowers.

If you look carefully, you can see the upper water jackets are there. This site doesn't let me post pictures of very large size, so I will probably post them on our website so you can see the block at all angles. The water jackets will have bolt on covers--like many engines of today and yesterday.

The oiling set up is like a modern block. The oil galley runs down the center of the block but oils the mains first--then the cam.

The outside of the block will look like an FE in that all of the FE stuff will bolt on to it. The block will be split at the main girdle, however; so, if you look closely you will see that. You have to be pretty far into an engine compartment to see that however.

David

Well, production blocks aren't usually designed for the power that aftermarket blocks are, so no reason to add them in really. I would not say they the ribs are "moon-glo" (is that like snake oil??), I am sure they do more being there than not being there. Any extra rigidity in the cylinder wall area is good to have, but I agree with you, not REALLY needed.

I see the bolt on setup for the water jacket covers now. Pretty slick!! It's exciting to see you guys doing your own block, as you always seem to think outside the box with design.

[David Kirkham]

Here is a link to more pictures. I have LOTS of pictures and I will be posting them with comments on the ENTIRE process. How we did it, what we were thinking, how we solved problems, etc.

http://www.kirkhammotorsports.com/billet427block/

I have posted this in my first post as well so people who are just now coming to the post can see some more pics and follow along.

David

[Power Surge]

Originally Posted by David Kirkham

Here is a link to more pictures. I have LOTS of pictures and I will be posting them with comments on the ENTIRE process. How we did it, what we were thinking, how we solved problems, etc.

http://www.kirkhammotorsports.com/billet427block/

I have posted this in my first post as well so people who are just now coming to the post can see some more pics and follow along.

David

That wood is givin me wood.

[David Kirkham]

Sal,

Thanks for you kind words!

When I looked at the Ford 5.4 (without ribs) and saw people getting over 700 at the REAR WHEELS in their new GT's, I decided the ribs were moon glow--(more useful for selling engines than running them). At that kind of power you simply can't use it any more. I think the original 427's are slow so that gives you my perspective. I think the new 482's are mind blowing...PERFECT!

Now, (just a thought experiment) if we left the block solid in the lifter valley then it would certainly be stiffer...but at what cost? Weight. Weight is the enemy. 800hp is way more than I ever plan to put in one of our cars. As is, we have a power to weight ratio 30% greater than a Ferrari Enzo. We are rapidly approaching F1 power to weight ratios. After having driven many, many, many miles in both 289's and 427's I realized I loved the power of the 427 and the handling of the 289. Now we can have both.

David

[Commander]

Originally Posted by David Kirkham

I believe the ribs in the valley are moon glow--so do all of the engine builders I have spoken to. The Merlin didn't have them in WWII. F1 blocks don't have them either--if anyone needs strength it is the F1 guys. Do you know of ANY modern production V8s that have them? I just checked our Copper 40 GT we made and it doesn't have them. As you know, people are now putting over 700 hp to the rear wheels in their Ford GT's with the new blowers.

...

David

Originally Posted by David Kirkham

Well, I base that on the observations of many, many motors. As I mentioned, the latest Ford 5.4 doesn't have ribs and is capable of 1000 horsepower (more than I need). Perhaps Ford put ribs in later blocks (I don't know, but you mentioned they did) because people were intending to blow them to ridiculous horsepower figures I simply don't intend to achieve. 700 horsepower is enough; 800 horsepower would thrill me as it is a wide margin of safety. (I am not sure why you mentioned I was only interested in 600 horsepower.) I am sorry if you understood me that way--I should have explained things better.

But, the list of engines without ribs is much longer. The Rolls Royce Merlin, and all radial engines of WWII didn't have ribs. Before anyone says that radial engines are a different monster because all pistons push on the same crank journal, remember there are several radial engines that had multiple cylinders in line (albeit twisted to put the other jugs into the air stream.) Finally, one of the greatest race engines of all time, the Porsche 917, produced 1200 horsepower--and it had no ribs...it is a flat (opposed) engine.

After taking all of those things into consideration, I decided the ribs were insignificant in the overall strength of what I wanted to achieve. the length of the water jacket had nothing to do with the decision. I could have made individual plates between the ribs had I been so inclined. See the picture of the latest DART billet block with ribs and bolt on water jackets. (It made me smile to see both of us come up with the bolt on water jacket independently.)

OK, see here's the problem: I remember the issues with your differential design. I now see you saying "I decided the ribs were insignificant"; while I personally know of many many examples from actual block manufacturers with much more experience and many more engineers on staff that ribs are (just a little?) significant.

Me implying you didn't want to be bothered with individual valley cover plates is not me saying it's not possible, because as you've so clearly posted, it IS possible.

Here's the thing. You're producing a billet block. Other manufacturers are producing billet blocks. In the same price range. You're competing with them. They have features you don't, you have features they don't. You might want to study some of their features with the knowledge of their more extensive experience in block design and production. All that'll happen is you'll have a better block, maybe. Or not.

At this point, let the dyno tell its tale. It just seems such a jeckyl and hyde design: soooo strong on the bottom end, and just so-so up top. How is the bottom end interface with the rest of the block? Is it something that could be grafted onto the bottom of a Shelby/Pond/Gensis aluminum block?

[David Kirkham]

xlr8or,

Billet valve covers would be VERY expensive. The billets would be too much. I have thought about sheet metal valve covers, however, to save weight. I have also thought about carbon fiber ones--they are extremely light.

Commander,

I agree; I can't wait to get it on the dyno. Theory is great. Data is much better. I am sure we will learn lots of things on the dyno we never thought about.

As for the bottom end design, it will not work on a Shelby, Genesis, or Pond block. Those blocks have skirts on them and so they will not accept a girdle without putting those blocks on a mill to take the skirts off. Our block has all of the main caps milled out of one piece of solid aluminum. The girdle is then bolted to the block with 4 bolts per main on the interior main webs. The girdle is doweled into place with 10 dowels so the girdle is positively located on each main. It is a very common design for modern engines (and F1) today.

David

[Commander]

That was the question. If the bottom end works out on the dyno, maybe milling off the bottom of another block might make sense. Just strap it down and do a bunch of straight cuts?

instead of this (from Gessford site)


plus this




Prove things first...

[acschlary]

acschlary,

GREAT QUESTION! I had the same one myself. So, I started looking.

There is no side skirt on a Chev 350 and Jeff Gordon runs one at 9000 rpms for 500 miles every Sunday. Look at the Dart picture I posted...no skirt. F1 engines don't have a skirt. Most blocks don't have a skirt--very, very few have skirts. After looking at the real world and what was going on in the real world, I decided skirts were more effective in marketing engine blocks (and on women) than they were in going fast.

David thanks for the quick response. I understand the new splayed cap design are better than (or at least as good as) the cross bolts; however some of us are looking for the period correct look. Absent the skirts I don;t see this happening. Then again, perhaps you never intended your design to replicate the FE totaly.

Thanks again,
acshlary

[wizard man]

david how fast do you feally gotta go the car is already a jet and hard not to smoke tires even at 80

[elgecko]

I'll take that wood block when you are done with it. Would make a GREAT addition to my den.
That is a great weight reduction on the aluminum block and the oiling system sounds right on track.
Will be keeping an eye on this when it is time to upgrade from my 390.
Dave

[momarkmach1]

Looks Incredible !! Could this be A Racers Dream ! Could you tell me more about the Nickisil Lined Bores ? Are they renewable ? What kind of max comp ratio and HP limits do you predict ?

[rsimoes]

David,

Looks outstanding. What's the maximum bore and stroke it can have?