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Original Message
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| RE: 428 block prep |
| By McQ - 06/28/2004 4:19:55 PM; IP 63.191.225.236 |
What a great plan! It's very similar to what I've got planned for a C6ME block. It's currently at my friendly FE machinist's having some more work done to improve oiling, etc.
First, have your machinist enlarge the passage-hole from the oil pump to the oi filter adaptor. All FE blocks except the 406/427 have a 3/8" hole there. You want to have it bored out to 7/16". It should be done in steps in 1/64" increments, i.e., start with 25/64". It's best to start the drilling from the oil filter adaptor side. But be careful at the end of the drilling to prevent the drill bit from chipping a piece of the block where the oil pump mounts. After the drilling expansion is done, have the opeings chamfered on both ends to eliminate sharp edges.
The above information is quoted-paraphrased from a number of old magazine sources I've kept over the years. However, it's the procedure that two machinists I know follow.
Next you may want to consider having your machinist open-match the main saddle feed holes to the main bearings. This is somewhat controversial as to the benefits. But with your increased oil capacity, large tube oil pick-up and a Canton windage tray(I'm assuming you're are making these additions with that nice Canton pan, right?) I think you'll want as much oil flowing to those bearings as reasonably possible. These oiling improvements don't make horsepower but they allow it.
I'd also make sure to run a high volume oil pump along with a larger oil pump driveshaft, such as offered by ARP.
One other thing that gets overlooked sometimes is to be sure to use a '68 and later oil filter adaptor. These are very common - even found on 360's. The passages are flared out and allow for increased oil flow.
That's about all I can think of right now. Again, I think it looks like you've got a great plan, I like it. Even the 282S Comp is a good choice in my opinion.
One thing I wanted to ask is what pistons you've selected? I've been holding off on this but I'm leaning to Speed Pro's CJ replacements that are easily available from Jeg's/Summit, etc. I think they're 10.5:1 with CJ cc chambers and possibly with the CJ aluminum heads. Is that right?
I read that article on our fellow poster's 675 horse FE in Hot Rod carefully enough to spot that there's supposed to be some new pistons for the FE coming from Speed Pro. I think that they're for the new longer stroke Scat cranks that are available. |
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