The Ford V-8 Engine Workshop
Results 1 to 3 of 3

Thread: The Ford V-8 Engine Workshop

  1. #1
    Join Date
    Jul 2007
    Location
    Elwood, Il
    Age
    53
    Posts
    93

    The Ford V-8 Engine Workshop

    i ran across this by accident while in search of engine specs awhile back.
    http://www.wrljet.com/fordv8/


    1967 Gurney-Weslake 305

    "Actually, we began our inquest with extensive rework of the existing 271 hp heads.", said Dan Gurney holding back a smile. "At the peak of our testing with the 271 hp cast iron heads on a 325-inch block, we were pulling as much as 448 hp on gasoline. It was about this time we figured a few improvements along the lines of a new head design might give us even more power, so we got after it."


    The new heads, cast of aluminum alloy by Alcoa, did evolve. The intake ports were a short shot, leading directly from the carburetors and aimed straight at the combustion chamber. No intake manifold is used. The Webers bolt directly to the cylinder heads. Steel valve seats were used on the 2-1/32" intakes, and bronze on the 1-5/8" exhaust. Normal 45 degree seat angles were used. Rockers are shaft mounted with removable stands. Three different heads designs were developed, including one to fit under the stock hood of a Mustang.
    Not much remains of the stock 289 HP bottom end. The crankshafts were custom made by Dearborn Crankshaft Company. Bearing inserts were taken from the Ford DOHC Indy engine. Carrillo rods, super finished and shot peened were fitted. Stock 289 oil pans were chopped up and baffled for each particular type of track. Probably the most interesting modification was the addition of a main cap girdle. Even so, main bearing saddle cracks were common. Stock 289 head gaskets were found to work reliably.
    Camshaft development was handed off to Jack Engle, ultimately settling on a relatively short-lift long-duration camshaft. Rev kit springs were placed between the lifter valley and the underside of the cylinder heads to extend the RPM range of the valve train. Both 289 and 305 CID versions were dyno tested.
    On gasoline, the 289s developed as much as 506 hp @ 7800 rpm.
    The 305s pushed 520 hp.



    even better...
    427 SOHC

    615 hp @ 7000 rpm
    After leading just one season, Ford's promising 427 wedge was beaten at Daytona by the Chrysler Hemi in 1964. To meet this new competition, Ford secretly developed an overhead cam version of the high performance FE block, the legendary 427 SOHC. The engine has become known as the Cammer.
    The Cammer was based on the 427 side-oiler block with cross-bolted main bearing caps. This block was shared with the normal production 427 (if you can call any Ford 427 a "normal production" engine). It differs in two ways, however. A cast boss and drilled passage through the water jacket at the rear of the block drained oil from the cylinder heads. Since an accessory driveshaft is used in place of the normal camshaft, only bearing locations #1 and #2 are used. The remaining three locations are fitted with steel bushings to seal off the lubrication system and provide oil passages to the overhead valve train.
    The crankshaft and vibration damper are shared with the production 427. Heavy duty LeMans style connecting rods are required to survive continuous high speed operation. These rods utilize a cap screw rather than the normal bolt and nut to attach the cap. Alignment is maintained by dowel sleeves surrounding the screws in counterbores. The cap screws are 12-point head, integral washer, and have an undercut shank. A tri-lobe interference thread is used to more uniformly spread the bolt loads along the entire length. These bolts may be used only one time. The piston pins are full-floating, with a bronze bushing in the connecting rod small end. The pins have non-uniform thickness, putting material where it is most needed and at the same time saving weight. Close tolerance is maintained between the ends of the pins and the snap rings to prevent unwanted hammering by the pin.
    The pistons are slipper skirt aluminum alloy, machined by a contour cam grinder. This operation leaves the proper oval shape (at room temperature) and a grooved or threaded surface finish to hold oil. 1/16" thick compression rings are used, of a chrome plated barrel shape. A normal oil scraper type oil ring is used. The rings are of a low tension design, further reducing friction. Large domes with flattened valve clearance areas provide high compression.
    Entirely new heads featured hemispherical combustion chambers with large valve encourage high volumetric efficiency over a broad rpm range. One overhead camshaft per cylinder bank operate the valves through roller-follower rocker arms. These are shaft mounted and are designed for high speed operation with minimum friction. The cylinder heads and block retain the standard FE family bolt pattern. To accomplish this, internal support pillars are cast into the heads. The camshaft bearing and rocker shaft supports are cast into the heads. The SOHC camshaft arrangement allowed the use of a wide angle between the intake and exhaust valves, approximating a hemispherical combustion chamber. The chambers are fully machined to closely control their volume. The spark plugs do not enter the center of the chambers, but rather enter from the intake side. This was done to use shorter spark plug wires and make the plugs more accessible. The cam bearings use saddle caps, similar to crankshaft main bearing caps. They are align bored, and fitted with normal babbit lined split inserts. Due to sharing a common cylinder head between left and right banks, and the layout of the cam lobes and followers, results in five bearing journals on the left bank, and six on the right. The intake and exhaust valves are larger than those found on the 427 production engine. The exhaust valves feature a sodium filled hollow stem for better heat conduction. Dual valve springs are used, the inner spring being an interference fit within the outer spring. Valve lash is adjusted by select fit valve stem caps.

    The normal timing chain ran to an idler shaft in place of the normal camshaft. This shaft continued to drive the distributor and oil pump. A sprocket on this shaft drove a second timing chain a whopping 6 feet long which snaked around the camshafts and various idler wheels. The accessory shaft is further supported by a ball bearing in the front cover. Due to oscillations in the long timing chain at speed, it proved difficult to time the camshafts. Operation in excess of 7000 rpm also taxed the oiling system, but clever engine builders found solutions to the problems.
    The engines featured a transistorized ignition system, triggered by a dual low-mass tungsten contacts in the distributor. The amplifier directs 12 amperes to a special coil to provide hot sparks at all engine speeds. The centrifugal advance mechanism provided 30 degrees maximum advance. The spark plugs fit deeply into the cylinder head, in a well formed of copper tube. This seals oil within the head and further acts as the spark plug gasket.
    As supplied by Ford, the 427 SOHC used a 7-1/2 quart oil pan with a baffle windage tray to scrap oil off the crankshaft. The oil pump pickup is additionally secured to a boss in the block enabling it to withstand severe vibration. 20.5 gallons of SAE 40W per minute at 70 psi is provided by the oil pump. A special spin-on filter was used to handle the high volume of this oiling system. Oil pumped through a passage in the cylinder head deck (common to all FE family engines) is used to lubricate the camshaft bearings, rocker shafts, and follower tips. The 427 SOHC was virtually built by hand, and was initially intended for stock car racing. The addition of hemispherical chambers and overhead cams transformed the 427 wedge into a very serious powerplant. Factory ratings were 615 hp @ 7000 rpm with a single 4-barrel, and 657 hp @ 7500 with dual carburetors. The engines weigh 680 lbs. These engines were sold over the Ford parts counter. Ford recommended blueprinting the engines before use in racing applications. 4V model C6AE-6007-363S, 8V model C6AE-6007-359J, $2350.00, October 1968. Though Ford sold the required number of units to homologate the design, the Cammer was prevented from running against the Chrysler hemi at Daytona in 1965 due to NASCAR rule changes. Many Cammers found their way into Mustangs running A/FX Factory Experimental drag racing.


    great reference photos.
    1970 Standard Hardtop
    "It's Not Rusty, It's A Classic"

  2. #2
    Join Date
    Jun 2001
    Location
    Cullman, AL.
    Posts
    5,279
    Saw a NOS one at the Speedway Motors Museum. Great place to spend a afternoon.
    68 Standard, Wimbledon (Polar) White/Red...

  3. #3
    Join Date
    May 2004
    Location
    Caledon, Ontario ... CANADA !!!
    Posts
    839
    At the All-Ford at Carlisle this year, some guys in the swap meet area (Cushman Competition?) had a Gurney heads and intake, Cammer heads, and a 64 DOHC Indy car engine there, with more back at the shop apparently!!




    cheers
    Ed N.
    Hidden Content -- SOLD!
    67 VW Beetle Sedan -- new summer cruiser
    95 Taurus SHO 5-speed -- new open-track beater
    89 Mustang GT -- "old school" street / track day car project

Thread Information

Users Browsing this Thread

There are currently 1 users browsing this thread. (0 members and 1 guests)

    Similar Threads

    1. Painting engine accesories...need advice/help
      By markseven in forum Cougar Community Discussion
      Replies: 5
      Last Post: July 24th, 2007, 10:35 AM
    2. Old engine.. running super rough
      By Spartikus in forum Classic Cougar Tech
      Replies: 28
      Last Post: June 21st, 2007, 01:15 PM
    3. Ford Parts Counters
      By tbm3fan in forum Cougar Community Discussion
      Replies: 30
      Last Post: July 2nd, 2006, 02:55 PM
    4. Engine compartment decals
      By streetcat in forum Cougar Community Discussion
      Replies: 0
      Last Post: February 23rd, 2006, 12:05 PM
    5. Most Expensive Classic Cougar
      By jgm in forum The Den
      Replies: 21
      Last Post: February 1st, 2005, 07:00 AM

    Bookmarks

    Posting Permissions

    • You may not post new threads
    • You may not post replies
    • You may not post attachments
    • You may not edit your posts
    •