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gerg

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gerg last won the day on January 20

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About gerg

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    Advanced Member
  • Birthday 04/21/1976

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    Sydney
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    My workmates have a saying when I've tampered with something... "it's been Gergified!"

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  1. gerg

    CLEVELAND ENGINE TALK

    If you can get zero deck pistons, go for it. Having to machine the deck down to suit your 0.080 below pistons just creates more problems like pushrod length, manifold alignment, etc. Sent from my CPH1903 using Tapatalk
  2. gerg

    Plenum repair

    Yeah good point. The firewalls do love to flex, especially in the clutch master or cable mount Sent from my CPH1903 using Tapatalk
  3. gerg

    CLEVELAND ENGINE TALK

    Good score, that will wake it up more than any other single thing you do 0.080 down the hole is massive, I will do some math here and now... 4.030/2 = 2.015 (bore radius) 2.015² x π = 12.76in² (bore area) 0.080 x 12.76 = 1.02 in³ (volume of piston to deck clearance) 1.02 x 2.54³ = 6.58cc (convert to cc) So you can add 6.58 cc to the chamber volume and piston dish, along with head gasket thickness (same calculation as above but use 0.040" depth) to calculate comp ratio. Sent from my CPH1903 using Tapatalk
  4. gerg

    EST or Electronic distributor

    I believe EST on XFs was only on carby models. EFI got a different motorcraft system that ties into the EECIV computer. The XE EFI version had a Jetronic analog computer that may have had EST separately. If so, the Jetronic would be fuel only.@SPArKy_Dave may have the correct answer to this Sent from my CPH1903 using Tapatalk
  5. gerg

    EST or Electronic distributor

    That's an ignition module for a Bosch reluctor type distributor. The module is basically a transistor that takes a small, pulsed voltage signal from the reluctor (the pointy wheel inside the dizzy) and turns it into a strong on/off 12v signal to the coil primary to create your sparks. The fact that you removed it says that it wasn't hooked up to start with. Sent from my CPH1903 using Tapatalk
  6. gerg

    CLEVELAND ENGINE TALK

    The water pump is from a 77 truck (D7TE) Don't go near the Procomp roller rockers. The risk of one letting go and spraying needle rollers through the engine is just not worth it. Rockers are something you simply can't skimp on... I'm a massive tightarse but was fortunate enough to have (nearly) a set of Scorpions donated to me by my brother. If I had to buy my own, it would have been them or Steet Terras, despite them being triple the price of ProChumps. If you can't splash out for USA or Oz made rollers, you'll be better off with stockers, especially if only going with mild springs. Just use a good quality zinc oil with them. The hardened seats will add a lot to the cost of recoing the heads. Seriously, get all of the quotes for the work needed and weigh up if a set of Edelbrock alloys are something you can stretch to. Mine were $1150 for new K-lines where needed, head service, shave 0.025, and machine guide tops for press-on seals. I supplied springs and retainers, so total cost would be around $1500 for everything, and mine already had hardened seats and good valves. If you need them, that's getting up towards 2 grand. Sent from my CPH1903 using Tapatalk
  7. gerg

    Plenum repair

    If it's not there for strength, I dare say it could be to help prevent cabin drumming (chassis vibration). Sent from my CPH1903 using Tapatalk
  8. 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
  9. 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
  10. 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
  11. 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
  12. 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
  13. 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
  14. 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
  15. gerg

    CLEVELAND ENGINE TALK

    Yeah I saw those cam lobes in an earlier pic, looks like whoever owned it before could have been running a low zinc oil. I can understand why Ford would modify their master mould patterns to make the extended deck. Every other dimension in the block is the same (save for the main bearings, which are 3" like a 351W). What I can't understand is why they would go to a dedicated engine mount that has nothing in common with any other Ford out there. Like you said, they did some funny things back then, still do (eg 2 kinds of 4.6 blocks with little interchangeability) Great news on the bore condition, some simple tweaks and a freshen up will have this pulling your whole suburb with all that juicy torque Sent from my CPH1903 using Tapatalk
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