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Showing content with the highest reputation since 01/19/2020 in all areas

  1. 5 points
    Wazza

    transit vans

    Hello I just found this post and signed up. I have a Genuine 3.2 tonner MK2 van with its original owner book and an original factory service and repair book my Transit came out with a 250ci cross-flow but they also came in the 200ci cross-flow mine also had a 3 speed floor shift manual box it made my transit scream for more gears at 80klms I now have a 5 speed ford toploader out of an XF falcon so now I have a van that can do 120klms without to much effort but usualy I drive at 80 - 90klms.
  2. 2 points
    Thom

    CLEVELAND ENGINE TALK

    A 351 is actually 352 cubes standard
  3. 2 points
    gerg

    CLEVELAND ENGINE TALK

    The Offy port-o-sonic was different from the dual port, but looks the same from the outside. The port-o-sonic was a single plane, low profile design that relied on plenum volume, not runner length from carby, to distribute fuel evenly. It looks wrong but some reported good results. A dual plane Eddy performer would still out-do it. The Offy dual-port was a very interesting concept that didn't quite work. It was an attempt to create a dual mode high velocity/high flow design (in the smog era) by separating the primaries from the secondaries via a double-decker single plane design. It had the lower (primary) half of the manifold connected to the bottom portion of each split port, which was about half as big as the top portion. Low rpm, high velocity ports were supposed to allow better atomisation, then when the secondaries opened up, full flow from the top of each port would allow decent performance. Another aspect; the bottom half would be hotter from the oil vapour coming up from the engine, also promoting atomisation, and the top half would be insulated by the bottom. Unfortunately, it didn't catch on. The split in the ports was too restrictive for performance, ok they could be cut back and smoothed but even then it was only reasonable. Also in some designs (like the clevo), the front 4 cylinders starved due to the tight passages on the secondary side trying to get past the primary bores. Sent from my CPH1903 using Tapatalk
  4. 2 points
    CHESTNUTXE

    CLEVELAND ENGINE TALK

    There just could be an easier option just fkn order the 8/71 dyers blower drive kit from america cause it will be low comp without touching anything ,and put that scott inj hat on it,wait where is my credit card.
  5. 2 points
    CHESTNUTXE

    CLEVELAND ENGINE TALK

    1st thing is just get the block cleaned and make sure its not cracked ,olm8 reckons its pretty good from just a first look,but no rush ,i gave him the old cam to dummy fit to make sure the cam bearings are right,but i have total faith in him,he has done all my engines.
  6. 2 points
    Boingk

    CLEVELAND ENGINE TALK

    Yep, do the math. Easiest way is to chuck it together with crank, liberally lubed bearings and a piston, then measure the height to the deck surface when at TDC for that cylinder. Then measure the deck height for that piston. Then compare it to the one you are looking at. Now calculate the rest and you're good. If you don't have a calculator for it I'd highly recommend an app called 'Virtual Dyno', the icon is a black-faced tach with a yellow bar at the bottom. Its about $1 but works nicely. Its modelled off the desktop 'Dyno 2000' with a few tweaks by the creator to get it closer to real-world results. If you don't want to do that just PM me and I'll have a shot for you. - boingk
  7. 2 points
    gerg

    CLEVELAND ENGINE TALK

    302 heads sound the goods, but beware of what the comp height is, plus gasket thickness, dish and head cc. Make sure you do your homework, especially with a torque cam that has big cylinder pressure in the midrange. If the piston top is anything more than 10 below deck, consider it open chamber and reduce target compression accordingly. Sent from my CPH1903 using Tapatalk
  8. 2 points
    bear351c

    CLEVELAND ENGINE TALK

    As far as I recall, the XD became the first "Metric" blocks, (5.8 instead of 351), and they changed to electronic ignition, and used a metric diameter dizzy. Not much else changed inside though, all the journals were still Imperial, I reckon. typical Clevo issue, cracked manifolds......Custom headers are gonna be expensive, maybe find yourself a good welding company. Can be fixed, but needs some experience.
  9. 1 point
    on the X series the shock/damper is not a stress member so if it fails it's OK, you will know but it won't do anything bad on the E series the shock/damper IS A STRESS MEMBER and if they fail depending on your speed you're fucked but I like the process of natural selection
  10. 1 point
    bear351c

    CLEVELAND ENGINE TALK

    That balancer is fooked..... Have a look at Pertronix (USA) they did electronical doodads for converting points. Good reviews, too.
  11. 1 point
    CHESTNUTXE

    CLEVELAND ENGINE TALK

    I have been busy all morning cleaning parts for a look at numbers , the timing cover is pitted slightly but not the worse one i have ever seen also can this nice factory dizzy be converted to electronic and run my msd 6al thru it ? Or just a buy a msd dizzy,also what dizzy gear would i need to fix this autolite with a crow hyd cam ? Sent from my SM-G570Y using Tapatalk
  12. 1 point
    gerg

    CLEVELAND ENGINE TALK

    And there was a 352 in the FE series, same bore/stroke as the clevo/Windsor The 5.0 is actually 4949cc, so it misses out by 1cc when you round it off, hence 4.9 is more accurate. If you talk about a 4.9 Ford in the states, they think you mean the 300 six. Sent from my CPH1903 using Tapatalk
  13. 1 point
    CHESTNUTXE

    CLEVELAND ENGINE TALK

    interesting note a 400 is actually a 402.
  14. 1 point
    Boingk

    CLEVELAND ENGINE TALK

    Also, if you're looking at pistons... you know the 351C is almost identical, right? The 400 has a 0.9753 pin and the 351C has a 0.912" pin. You could get the rod bushed, or have the piston reamed to the right size. May end up cheaper than a crazy bespoke set - ask your machinist. Like this thing: https://www.ebay.com.au/itm/SPEED-PRO-020-FLAT-TOP-HYPEREUTECTIC-PISTONS-SPH555CP-020-SUIT-FORD-351C-V8/162024943750?epid=868136172&hash=item25b9707086:g:xA0AAOSwbeBdVfhV:sc:AU_StarTrackExpress!2880!AU!-1&frcectupt=true The comp height is 1.645 as well, which would help. Most of the cheaper ones for the 400 seem to have a 1.630 height. - boingk
  15. 1 point
    Boingk

    CLEVELAND ENGINE TALK

    From experience, go the lowest overbore you can. You never know what you'll run into, and if there's a core shift or thin wall, or even a casting defect you'll be better off the less material you remove. If the bore is 7-ish over and the pistons 1 under you'll get 4 thou wall clearance. Sure, its not ideal, but you could easily do a light hone and chuck it back together with new rings and bearings. If you want to keep it I'd see if they do a 20 over piston. If thats an option see what they do in the basic rebuilders specials and go from there. Like you said before, even if they have a dish on them we have the luxury of the magic 302C head to help boost compression.
  16. 1 point
    gerg

    CLEVELAND ENGINE TALK

    Sorry just re-read your post, it's not 040 off the bore, it's off the deck. You can calculate the resulting CCs from removing 0.040 from the deck on a 4" bore. Convert to CCs from cubic inches, then subtract that from your total combustion volume. Sent from my CPH1903 using Tapatalk
  17. 1 point
    gerg

    CLEVELAND ENGINE TALK

    I dunno about 400s, but Clevos can't go over 0.030 on the bore, maybe better research that one as well, maybe get your machinist to sonic test? Sent from my CPH1903 using Tapatalk
  18. 1 point
    gerg

    CLEVELAND ENGINE TALK

    I reckon get your pistons, dummy them up without rings, check deck clearance and see if the deck needs skimming. It will involve multiple trips to the machine shop (or just getting them to do it all while it's there) but if you go zero deck you may well be in the danger zone with compression on a 58cc chamber, depending on the dish of those new pistons you mentioned. You can get in the ballpark if you already know the deck height of the pistons by calculating. Sent from my CPH1903 using Tapatalk
  19. 1 point
    CHESTNUTXE

    CLEVELAND ENGINE TALK

    ok olm8 checked the pistons and they are 1 thou under,and the block is 7 thou ware,so in his opinion we need to buy new pistons grrrrrrrr,so i will start the hunt for some 030 from america ,they are cheap as shit with a ring kit,but will have the larger dish so either put some 302 heads on it or mill the original ones ,its only gunna be a mild stocker and i cant see spending 800 bux on a set of tmeyer ones,maybe if i keep hunting on american e bay i might be able to find some old oversize factory pistons maybe so thats the update.
  20. 1 point
    gerg

    CLEVELAND ENGINE TALK

    The ports just look like standard 2Vs to me, nothing different. They are still a big port for a smallblock. Probably spot on for this application Sent from my CPH1903 using Tapatalk
  21. 1 point
    I have used him good price and service
  22. 1 point
    Rob Mills (not the singer) from NRAP (ebay ID) (aka the old north Ringwood auto parts store) but now located in Nutfield vic, carries the WASP branded stuff along with other reputable brands (roadsafe etc), and is excellent to deal with either direct or via ebay, prices are good, always helpful, super quick postage, so yeah no need to deal with crap products/suppliers
  23. 1 point
    CHESTNUTXE

    transit vans

    what is next week lotto numbers dean
  24. 1 point
    deankdx

    transit vans

    the V4 ones are crap... the 250 log or crossflows had a 3 speed floor shift or C4 auto. th later ones could have disc brakes, diff ratio is stupid low, 4.6:1 ratio can be changed the diff is wide, wider than an AU diff, the AU diff with deep dish wheels is a cheap conversion.. CRS does/did a falcon disc, HQ caliper conversion .. finding one that's rust free will be near impossible, finding parts will be hard.. if this guy is still in business, he was pretty much the only guy who wrecked them (Joe) https://www.wordofmouth.com.au/reviews/jb-auto-ford-transit-and-bedford-cf-parts-and-service-dandenong what other questions do you have? My Dad had a flat nose Mk1 1970(originally ex Aus Post V4) he ended up with Leyland V8 in it with a C4 auto and ex USA LTD 9" diff I had a 1980 Mk2 with 250 crossflow, ended up with T5 and widened XF diff (used 2 long axels) i never finished mine, had to move and get rid of all my crap
  25. 1 point
    user272

    FGX ignition barrel wont go back in.

    Thanks heaps for the replies guys. This proved to be far to fiddly for me so after hours of trying to make it work, a lot of swearing and the death of an innocent iphone who was just in the wrong place at the wrong time I decided to call upon a lock smithing wizard. This guy was a fucking genius, he said its an anti theft feature so the car cant be started without the key and then got out some dentist tools to click it back into place. At first he said the column may need to come out but after a couple of tries he fixed it while in position. The car still needs to go to Ford about the intermittent starting issue but at least now I wont be getting it towed there. No more tools on this car, sticking with the XF from now on... Thanks again guys.
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