The Ford Barn

Henry Floored · 07-07-2016, 08:13 PM

Quote:

Originally Posted by Fordors

Just wondering, how much would you like to see the intake valve angle changed? What would be done to compensate for the out of parallel between the deck and the valve seat, would a "mini-relief" so to speak, be required? What else would need to be corrected/changed?

Good questions and thank you for asking.

Yes moving the intake valve over towards the cylinder margin would require a minor notch or "relief" since (you're right) the valve head would no longer be parallel with the deck.

Imagine looking up through the cylinder from the bottom and actually being able to see the edge of the valve at or near max lift.

This, I feel would require a lifter bore machined inline with the valve stem. In other words the lifter bores would be staggered from intake to exhaust.

I realize this sounds a little "out of the box" but I don't think it's out of the realm of realistic possibility.

Henry Floored · 07-07-2016, 08:27 PM

Of course I think any new "service" block should take advantage of the biggest practical bore diameter possible. I think 3 5/16" is a no brainier and 3 3/8" or even 3 7/16" should be at least looked at.

You see at this point I feel that PTAW cylinder walls would be a great and reasonable way to do this in an otherwise aluminun engine.

This process is relatively cheap and very well perfected. Ford Motor Company used this process in production on their 5.8 liter Trinity engine that was built to produce over 600 hp.

The Modular platform that the "Trinity" is based on are very limited in bore spacing. Thus it is tough to get a bigger bore by conventional means i.e. a steel sleeve. The PTAW process leaves a very durable surface on the cylinder wall and it's only a few thousands thick.

They did not have to overbore the block in order to accommodate a thicker walled sleeve in this aluminun in block.

If you doubt the process I suggest you read up on it. Engine rebuilding companies are beginning to use this process to refinish worn engines to original bore specs.

07-07-2016, 08:27 PM	#2
Henry Floored Senior Member Join Date: May 2010 Location: Florida Posts: 611	Re: New block, a further discussion Of course I think any new "service" block should take advantage of the biggest practical bore diameter possible. I think 3 5/16" is a no brainier and 3 3/8" or even 3 7/16" should be at least looked at. You see at this point I feel that PTAW cylinder walls would be a great and reasonable way to do this in an otherwise aluminun engine. This process is relatively cheap and very well perfected. Ford Motor Company used this process in production on their 5.8 liter Trinity engine that was built to produce over 600 hp. The Modular platform that the "Trinity" is based on are very limited in bore spacing. Thus it is tough to get a bigger bore by conventional means i.e. a steel sleeve. The PTAW process leaves a very durable surface on the cylinder wall and it's only a few thousands thick. They did not have to overbore the block in order to accommodate a thicker walled sleeve in this aluminun in block. If you doubt the process I suggest you read up on it. Engine rebuilding companies are beginning to use this process to refinish worn engines to original bore specs.