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Author Topic:   Update on 393 (Cleavor storker) motor
Hipo67
Gearhead

Posts: 120
From: Sioux City, IA, USA
Registered: Jul 99

posted 03-28-2001 11:45 PM     Click Here to See the Profile for Hipo67   Click Here to Email Hipo67     Edit/Delete Message   Reply w/Quote
Hi gang. Been a while since I have been able to log on here or give an update on the stroker motor project.
The head and intake work is done for the beast and I want to provide some flow information that I promised. The block has been align bored and is being punched for pistons and honed with deck plates. The decks will be trued also.

My friend Max of Maximum Air Flow here in Sioux City Iowa worked the intake and heads.

Let me back up a bit to get everyone up to speed. I started this project wanting to build a stroker motor out of all Ford parts or as many as I could. I had a set of '70 Boss 302 heads in the garage that had been collecting dust for a few years, so decided to use them. Since I was putting them on a 351W block, I needed an intake that would work with the Cleveland style heads. I bought a Track Boss 351 W for the project.

Okay there are pictures of parts (heads, rods, intake) at the picture site in my signature block. Select the Maximum Air Flow photo album there.

Back to the heads. Max said I needed to increase the velocity in the Boss heads for this engine. He went to work raising the intake port floors, reworking the runners and combustion chambers. The intake runners went from 256cc (stock) to 233cc. Stock size valves are used in the heads i-2.19" and e-1.71".

We flowed the heads in stock configuration and then after the rework -- the numbers are listed below.

STOCK HEAD

Lift Intake Exhaust
inches cfm cfm

.100 73 51
.200 129 91
.300 190 127
.400 238 155
.500 266 172
.600 284 182
.700 296 188
.750 298 190


PORTED HEAD

Lift Intake Exhaust
inches cfm cfm

.100 71 63
.200 140 116
.300 210 154
.400 264 186
.500 304 207
.600 337 217
.700 357 222
.750 340 226

These are some pretty impressive numbers. The exhaust numbers are not the greatest but the without raising the exhaust ports (no thanks) we had to live with a light port job. The dual pattern cam I selected should help compensate for it though. Also, you will note a reversion starting at .750" on the ported head. That should not be a problem as I will only be lifting the valves .716"

I do not have updated pics of the finished heads but do have updated pics of the intake. They are the last 8 pictures at my photo album site, if you are intersted. Note how the runner floors were leveled with epoxy and opened (matched to the heads). Max's signature is the diamond pattern in the plenum floor. Not a good pic of that but you can see it.

More to come in following weeks.

Hey thanks for reading this far ... comments and recommendations welcomed.

Gene

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1967 Mustang GT Fastback "K-Code"
1964 Falcon Ranchero (in the works)
1965 Sunbeam Tiger
89 Mustang Coupe
photos.yahoo.com/hipo67

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Rustang
Gearhead

Posts: 276
From: Dubois PA
Registered: Nov 2000

posted 03-29-2001 09:47 PM     Click Here to See the Profile for Rustang   Click Here to Email Rustang     Edit/Delete Message   Reply w/Quote
Those are some impressive numbers! I'm anxious to see how the motor performs. I have a boss 302 headed windsor (358 cuin)in my '68 that just went together late last season. I've only had it to the track twice, and it hasn't quite lived up to what I'd hoped, but I have alot of bugs to work out of it. I still have to get the heads back off and do some more work on the exhaust ports and the combustion chambers. One thing I was wondering is what header you have planned? I ran the Hooker Super Comps, but they took alot of beating and banging to get 'em to fit. I found a set of 2-1/8" tube JR headers that look pretty nice that I'm gonna try.

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Hipo67
Gearhead

Posts: 120
From: Sioux City, IA, USA
Registered: Jul 99

posted 03-29-2001 09:58 PM     Click Here to See the Profile for Hipo67   Click Here to Email Hipo67     Edit/Delete Message   Reply w/Quote
Rustang
I will be building a set of custom headers for the beast.

May I ask about your crank/rod/piston combination for your 358. Interested in how your engine was built. Did you use stock heads? What intake?

Thanks for the interest. I will keep the forum posted as I build the engine and get it going.

Gene

------------------
1967 Mustang GT Fastback "K-Code"
1964 Falcon Ranchero (in the works)
1965 Sunbeam Tiger
92 Mustang 5.0 LX Convertible
89 Mustang Coupe
photos.yahoo.com/hipo67

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Rustang
Gearhead

Posts: 276
From: Dubois PA
Registered: Nov 2000

posted 04-01-2001 08:40 AM     Click Here to See the Profile for Rustang   Click Here to Email Rustang     Edit/Delete Message   Reply w/Quote
The pistons are 40 over Ross 1.530(boss 302) pin height, Eagle 6.125 Rods, and cast crank cut to cleveland mains/chevy rods. The 1969 block uses the main bearing spacers and was then decked around .070 to bring it all .004" below deck. My biggest worry of the combo is the cast crank for two reasons, the shop that did the work (Crankshaft Specialist, I've heard good and bad, anybody else?)and just the general strength of it for 7500-8000rpm duty. One good thing is a 3.48-3.50" forging should drop right in when I fid a good deal on one. (the crank journals have been cut to stock chevy width with huge radii, the crank guy assured me they've been doing it for years, no problems.)
As for the intake, a couple years ago I found a rough machined SVO intake
#M-9424-?351 at a swap meet for $75.00(!). It had no mounting holes drilled but the carb pad and head faces were machined. I think it was a "W" manifold, but the 6th character in the part number cast in the intake was blank. I'm not even sure if this intake was originally for a Yates or early SVO head. It had alot of material on the roof of the ports (like 1-2") was extremely heavy, and took FOREVER to port (I didn't completely finish the port job, but I ran it anyway.)

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