These stands will clear all the factory-style valve covers and provide the support necessary to keep the valvetrain together at higher engine speeds and with higher-than-stock spring pressures. With some 390 blocks 4. It would be a great starting point for our comparisons. The clearance checks on the connecting rod bearings and main bearings averaged from. Bottom line is don't pass up the cubes when you have opportunity.
As you see this can get expensive quick. The home port job left the standard 2. We continued to make three more pulls and the engine held steady, but on the fourth pull the power again started dropping back off. . First I thought I would just replace main bearings since I want to pull caps , But, If I do that maybe replace rings and rod bearings, But, If I do that than maybe replace cam bearings also, But, If I do that than maybe Have block machined,new cam bearings while I'am at it.
I thought this was really impressive considering the stock heads and small cam. And while this one is going in a full-on race car, this combination would be ideal for a street-bound hot rod. At this time, we cut the engine off and let the dyno cell fans run to cool the engine off and drop temperature in the room. We would soon find out. .
The heads were disassembled and the intake bowls and ports were cleaned up, first with a burr to rough in the shape and then with a Summit Racing sand roll porting kit. Understanding airflow is critical to know where to fully open and close the intake and exhaust valves for maximum power for your application. I often use Dema Elgin of Super Lobes for my custom cams. As with the 410, all 428 crankshafts were externally balanced because removal of the center counterweight required an external counterweight. Results on the dyno were stunning — and without port work. You'll also need an adjustable rotor for proper phasing.
We checked the plugs between rounds, just because we felt like we had to do something, but that engine made pass after pass without any work. Changes to the cam timing are made by loosening the six allen head bolts and rotating the crank while watching the laser marks on the top gear. The rotating assembly arrived so we checked the balance of the crankshaft assembly with our flywheel and clutch components and ended up adding some Mallory to the crank. The Interceptor Special V8 was a 4-barrel version that produced 300 hp. I was wondering if anyone has a rough estimate about a horsepower gain if I put a 428 crank in my 390. Since the 390 has a small bore compared to the 427, we custom ordered 2. I complained to a older mechanic that the car was dog,he said it looks like who ever owned it before you ran it hard Tommy.
I want to race, not always be fixing the car. Restricting oil to the rocker shafts keeps more oil in the pan and bearings, where it belongs. That 390 with a 428 Crank and Rods can go to a 410 with the correct pistons a Bit more with +. The 2-barrel version produced 265 hp and the 4-barrel version produced 320 hp. I can recomend a few good vendors. I would put it under 500 H. Good kits also include rod and main bearings and piston rings.
May take u up on that beer in the future and thanks for all advice - appreciate it. I have recently purchased 2 390's a 63 t-Bird and a 66-67 car don't know the model. Our efforts were rewarded with 300-plus cfm on the intakes, making these heads capable of supporting 600 hp. The floor pans are toast. Watch those Dyno programs, most of them say my 390 has around 580 horsepower.
After balancing, the Scat 4. As far as boring the block to 4. Unfortunately I'm not too engine savvy,but I'm learning thanks to this forum. Not saying there real but showing the difference of the torque range. If you want all the details, pick up a copy of my book.