408 vs. 418 - Page 2

olddog · #21 (**permalink**) 01-15-2009, 01:27 PM

Sorry. I somehow double posted editing out a typo.

olddog · #22 (**permalink**) 01-15-2009, 01:57 PM

I was not aware that the after market blocks are offered with the Cleveland 2-3/4" mains.

When reading comments on the 3" mains, I have always thought that it would be simple to turn the mains down and use a thcker shell bearing. The chevy guys have been doing this since I was a puppy.

The stroker kit I saw that said 2-3/4" mains was for a 351W. I assumed it had thicker shelled bearings. Now that I know there are after market blocks with this journal size, my assumption may have been wrong. It did not say that the bearings were thicker shelled. Well this is one more thing that I now know for certain that I do not know the answer to.

olddog · #23 (**permalink**) 01-15-2009, 02:06 PM

Quote:

Originally Posted by blykins

However, I can pretty much guarantee that the ones that are saying that the regular Windsors can't go over 6000 rpm are pretty much in error.

I have seen the general comment that the 3" mains limit the rpm in a Windsor. I cannot say that I ever saw anyone claiming the 351W with a 3.5" stroke should not go over 6K, but I have seen several claim that limit on the 408 and above strokers.

Wanted to clear that up, if I said or implied that, it was in error.

scottj · #24 (**permalink**) 01-15-2009, 03:41 PM

Stock size 351W mains aren't ideal, but will survive in a large engine in the RPM range where street heads will make power. The aftermarket race blocks are offered with a 302 main or a Cleveland main. Typically, strokes less than 3.625 use the 302 main, strokes over 3.625 use the C-main, and 3.625 strokes could be either... typically. At the forefront of stroker SBF endurance engine design you'll find CORR truck engines and Dirt Late Model circle track engines (same engines). All sizes of these engines make over 800hp and I've seen big ones (460ci) dyno @ 875hp and 750 tq with a single 4bbl carb. The big ones turn up to 8000 rpm and the smaller ones up to 8800 or so... all day (or night) long.

Scott

Jerry Clayton · #25 (**permalink**) 01-15-2009, 03:50 PM

Scott---too cold in the garage so you are playing with the computer????

scottj · #26 (**permalink**) 01-15-2009, 05:54 PM

Jerry,

Yep...I turned the heat down so I can use the cold as an excuse to be lazy. If I get any worse I'll have to pay someone to finish the car...

Jerry Clayton · #27 (**permalink**) 01-15-2009, 07:31 PM

Well if you stay lazy, maybe I can borrow the parts I need to take that yellow thing to run n gun----they already have the pictures

427supr · #28 (**permalink**) 01-16-2009, 07:49 AM

As far as fitment issues. Is the Dart block and my production block (1994 vintage F4TE) stamping have the same external bolt holes. I wasn't sure if I would have fitment problems with dropping in the dart in my SPF and have everthing bolt-up exactly as my stock block. When did Ford start making a roller block. My SPF was pre-owned, I'm not sure if I have a roller block. I believe it was right around 1994 when Ford introduced the roller block.

Mark O'Neal · #29 (**permalink**) 01-16-2009, 12:15 PM

Quote:

Originally Posted by olddog

I was not aware that the after market blocks are offered with the Cleveland 2-3/4" mains.

When reading comments on the 3" mains, I have always thought that it would be simple to turn the mains down and use a thcker shell bearing. The chevy guys have been doing this since I was a puppy.

The stroker kit I saw that said 2-3/4" mains was for a 351W. I assumed it had thicker shelled bearings. Now that I know there are after market blocks with this journal size, my assumption may have been wrong. It did not say that the bearings were thicker shelled. Well this is one more thing that I now know for certain that I do not know the answer to.

Federal-Mogul used to make a spacer bearing for this purpose. MS-144 and MS-145 I think.

It's okay for a race car ...if you have no alternative. It's utterly unnecessary on a street car.

Mark O'Neal · #30 (**permalink**) 01-16-2009, 12:54 PM

Quote:

Originally Posted by 427supr

As far as fitment issues. Is the Dart block and my production block (1994 vintage F4TE) stamping have the same external bolt holes. I wasn't sure if I would have fitment problems with dropping in the dart in my SPF and have everthing bolt-up exactly as my stock block. When did Ford start making a roller block. My SPF was pre-owned, I'm not sure if I have a roller block. I believe it was right around 1994 when Ford introduced the roller block.

That's about right...whenever they brought out the Lightening truck.

And no...you shouldn't have any fitment problems...although I made brackets to move the Alternator down and in...but that's not the block's fault.