FORD_MAN

xflows are internally balanced so not really an issue, just a good stock one will do, Or the HB1021N is a XF stock replacement (suits 4 bolt P/S pulley) or PB1021ST for a street series, if a 3 bolt P/S pulley then HB1007N or PB1007ST(street), I have the PB1021ST in my XF but it does make power to 6000ish

its for the optional driving/fog lights

My Silver XE S-pak I drove on my P's I had standard manifold, exhaust fitters used a 3" long 2" pipe from standard flange to a full 2.5" exhaust, lost a little torque from 1000-1600 but after that it picked up. & When I fitted Pacemaker extractors & 100 cell cat to my XF ute (already had 2.5" cat back & 214°.495" Cam), only really made a bit more power after 3000 rpm (till valve float ) other wise only made a little difference. Same exhaust on my built xflow sounds another thing altogether tho, I like the Hooker aerochamber muffler sounds nice on anything,

What no Webers now . I've a got a set of tripe Webers awaiting for me to build a engine worthy of them, 650dp might be alright, whats the planed engine specs

I thought for making a mould, if you had bumper & lip on bolted up to a car, & fill the rear of the lip with filler it would be firmer, & could then could start making a mould of the front of the lip easy enough, but the rear mounting surface would take abit of working out.

there was someone who planned to make the S-pak/Ghia/ESP front bumper lip but never eventuated, I had Alfa fiberglass reply to a comment I made about making a fiberglass lip along the lines of, It would be hard to make a mold for a S-Pak lip with the shape of them & how they flex

All Cleveland stroker kits are rated at 4.030" bore 4"x4.040=410ci 4"x4.030"=408 4"x4.020"=406 as for 393 3.85"x4.040=395ci 3.85"x4.030"=393 3.85"x4.020"=391 383 is 3.75"x4.030" or 3.75"x4.040=385 3.75"x4.020"=380 377 is a 351c crank with a offset grind to SBC 2.1" journal at 3.7" on 4.030", but not sure who makes pistons for this anymore, used to be ACL. (351 windsors can be made 427ci with 400M crank offset ground) once thought of being unique with a 302 crank offset ground to 325ci. as i've got plenty of 302 cranks & local shop can offset grind cranks. Most stroker clevelands tend to be 393, Given you've got a freshly resleved block, you can get std/4.000" size pistons for a 3.85"/393 kit from precisionintl which would be 387ci my black utes 302 block will need sleeves next rebuild already worn 4.040", for S-pak ute I'm going a 4.020" on a used std bore block, but as for 3.85/4" not sure.

https://www.competitionengines.com.au/content/speed_shop.php?c=49 $ $985 or as a stroker kit https://www.competitionengines.com.au/content/speed_shop.php?c=618 I like the internal balance 4340 crank, H beam, $3150 as for sleeving not sure, for a 4.125" bore sleeve (0.250-0.280" thick) block would have to be bored to around 4.38"-4.4". I've thought of similar for a xflow, sleeving for a 3.75" bore,

bottom right corner on player is sound level/mute

I've been thinking of whether to go 393 or 408 for my XE S-pak ute, saw on a cleveland facebook page a while ago that Competition Engines designed a "better" piston for the 408 stroker, JE pistons part No. 247063 -5cc F/T, 247056 -13cc dish Has shorter lower skirt for the poke out the bottom of the bore, top ring moved down as some have broken the top of piston where the valve relief is,

just noticed the precision sticker on yours, I got his kit from Ebay (Engine parts 24/7), blueracer springs, crane retainers (haven't looked up part no yet), SBI locks. Heads are fully rebuilt, k-line guides, new valves, crack repaired, viton seals, ect. would of ordered std lenght, he did say heads can very s bit, so yeah won't be porting now, Yes even said on invoice to check rocker clearance, he checked it with a standard rocker he had, but will keeping an eye out for cheap/2nd hand set of good roller rockers I call the build Snowball after how it has snowballed, F100 body isn't as straight as it looked previous scrape down on LHS & a quick re ring/bearing & cam, ended up being a bit more,

I'm rebuilding a 302C for a mates '75 F100 at the moment, have been tempted to strip down the heads & give them a port, but knowing my luck I'd end up hitting a valve seat & have to get cut again lol, How'd you go with that spring kit? I got what looks to be the same kit, I had issues with spring heights & pressures, with retainer in the kit was 1.72" & 150lb seat pressure, with standard retainer was 1.78" & 128lb, ended up with Crow +0.100" retainers for 1.88" 105lb seat/275lb open

Yeah still a few around or could always get crank to offset ground to de-stroke it to the 3.7/3.8 like they do with SOHC/Barra's, Tho there are few that run XH/EF crank for Hi rpms.

Precision have prices on there site (All prices AUD) Track Boss Iron $4590.45, Which there has only been about 2 cast, Track Boss CGI iron $6885.95 (none yet cast) Track Boss Alloy $11,476.14 (About 15 cast) (& 2 Solid alloy race 9.5" blocks) Dart iron SHP 9.2 $3190 & Iron Eagle $5281.80 Arrow is around $3500 one I'd love is $5734, Ford Racing big bore 460 big block, 4.5" bore, add 4.5" crank, 572ci

& then at the smaller Ci end of the scale there was the Joe Gauci/Profab's TC/TD Cortina with a turboed 200 xflow running 8.58/158.56mph, I have a old magazine artice of it somewhere.

With 408 & 240 @.050'' cam, peak HP would be around the 6000-6200ish rpm mark so fine for cast crank, I would upgrade to 4340 if regularly reving over 6800rpm, Tho wounding if CHI dual plane, airgap type manifold would be more suited for RPM range of engine, would make more low & mid range torque with dual plane over single plane. I could feel the difference when I changed from hi rise single plane to dual plane, picked up heap more low to mid torque (but was a 302lol)

But 3.9 & 4.0Lt is smaller bore 3.62"?? I've alway's liked the big bore idea that did the rounds years ago, re sleeve, grout, 350Z piston, 200 rod. I was told a local speedway bloke did build one. I have considered it for my cortina build,

There was a very rare xflow alloy head available for the 240/300 6cyl made in the early 90's for the EFi 300's https://www.ford-trucks.com/forums/1351968-holy-grail-found-on-ebay-4-9l-ford-crossflow-head.html I can remember enginepower TV show did a built in 2014 made 209hp 310ft/lb with Comp Cams 219@0.050" .456" cam, roller rockers, 390 holley on Offenhouser intake Part 1 https://www.powernationtv.com/build/73/old-skool-six?episode=EP2014-03 Part 2 with dyno test. https://www.powernationtv.com/build/73/old-skool-six?episode=EP2014-04 EF/XH crank goes straight into 86 DA block, needs 3mm off rear of crank to fit 84DA block(92mm rear seal instead of 95mm) ,80DA-83DA block unsure on machining. Mains are bigger on AU-FGX engines 2.65" from 2.39", don't know about barra fitting AU SOHC, Barra oil pump is driven direcly from the crank as SOHC is from the timing chain, Stroking a such a under square engine only makes harmonics worse particularly at hi rpm, there's been a few crossflows stroked to 272 I think they were. but also evident is destroking such to 3.7lt in SOHC & Barra's. Dynomite XR6 BA turbo(8.25/171) & ex prostock car 10,000rpm(6.8/216). tunnel vison have done a few as well,

i Think XB's where last to be rated SAE on XB changed to DIN/NET on XC (plus some emissions things) XB 2 barrel 302C 240hp/179kw, XC 4 barrel 302C 202hp/151kw XB 2 barrel 351C 260hp/194kw, XC 4 Barrel 351C 217hp/162kw

Cam Research were the ones who made the solid roller lifters from my earlier post, don't need oil restrictor or lifter bore sleeving max 4.060" sounds funny, Pavtek's website says 4.185" max, 0.250" wall at 4.155", They did have some issues with 1st batch, I'm sure I read on ford forums all blocks now come with sonic & hardness test reports aswell. They are iron block not alloy. Still heaps cheaper then T Meyer USA,Track Boss cleveland Iron at $4590(AU) which only 2 have been cast, CGI iron $6885(AU) or Alloy at $11,475(AU) Dart alloy block is $9895, SHP iron $3200, Iron Eagle $5000 (all prices from Precision Intl) Ben Gatt runs a supercharged 408 Fontana in his XA hardtop, & Mark Hunt, Huntsman Customline "wild bunch" car sometimes has a supercharged Clevo, I remember hearing him saying when he raced at Swan Hill Dragway it had a Cleveland in it.

I did at AFF Drag Nationals 2017 when I last raced my 302C XE ute had limiter set at 6000 & was hitting the limiter at 4800-5500 during the burnout So uped it to 6200 didn't hit the limiter after that, but hadn't had a issue with the limiter before that time. & haven't raced it since.

This port with the arrow is 3/8" Gas thread, same as Tridon (Thermo Fan Switch)TFS 110.(in top of pic) Tridon Hi Flow thermostat TT2000 is available in 170F(77c) 180F(82c) 190F(88c)

Next to the waterpump on a clevo is for the temp sensor that goes to the dash, The threaded hole on top of the thermostat housing is 3/8" Gas, Tridon thermo fan switch will fit straight into there, A TFS110 will turn fans on at 85°C & off at 80°C & TFS111 is on at 95°C & off at 90°C. simply run the ground wire from the relay to the TFS. I run this on the Clevo my Black ute

Don't be overly worried about how driveable with that size of cam(235-241), i was & found was worried about nothing. my XF utes untuned QFT 600V/S with Camtech 237@0.050" 550" 108LSA hyd cam, stock auto 2.92 diff, and still drives around as nice as when it had the old engine in it,

@gerg all the above lol. When it was running good PB'ed 15.0077/94 with heap of wheelspin (street wheels), then runs crap & runs low 16's, & slicks bog the engine down, currently has timing out, running hot & possibly bad headgasket. bigger stall would help, but still runs out of rpm, Need to build a more serious engine. @MatthewXD302c Engine was around $2800 inc. new performer intake & Holley carby,