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New 351c Build.
#11
Interesting that it's got the '351' crank - I would have thought that was from 79 or later. What's the engine number on the block near the distributor hole?
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#12
I almost couldn't see those numbers under the paint. Numbers were above the fuel pump hole. I have no idea on how to decipher them.

JG23UL
81728K

Photobucket still being a pain. I attached them instead.


Attached Files Thumbnail(s)
                   

Mike
__________________________________
Black 1985 GT
Yellow 1973 Mustang Mach 1
Black 2012 5.0 GT, 6-speed, Brembo brakes, 3.73's
Wimbledon White 1966 F-100 Shortbed Styleside, 390ci, Tremec 3550, FiTech EFI
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#13
OK, sorry for the delay. It's a January 1978 block out of an XC series Ford Falcon. Australian cast block essentially the same as a US D2AE block. Same distributor bore etc. it is your usual 2 bolt 1970s Aussie Cleveland. Much stronger and thicker bores than the DOAE blocks. Have fun!
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#14
I don't believe the bores are any thicker than any other year block.

I did receive the valve spring kit in the mail today. PAC beehive kit. Camshaft will take a bit longer. Getting it nitrited.

[Image: IMG_2145_zps745f25ca.jpg]

Mike
__________________________________
Black 1985 GT
Yellow 1973 Mustang Mach 1
Black 2012 5.0 GT, 6-speed, Brembo brakes, 3.73's
Wimbledon White 1966 F-100 Shortbed Styleside, 390ci, Tremec 3550, FiTech EFI
  Reply
#15
MeZapU;202664 Wrote:I don't believe the bores are any thicker than any other year block.

I did receive the valve spring kit in the mail today. PAC beehive kit. Camshaft will take a bit longer. Getting it nitrited.

[Image: IMG_2145_zps745f25ca.jpg]

MZU, I'm considering going to PAC beehives on the B2. Do you have any specs on installed height and seat and open pressures? As near as I can tell they should take about 40 grams off the valve and increase stability at high RPM. Chuck
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#16
c9zx;202680 Wrote:MZU, I'm considering going to PAC beehives on the B2. Do you have any specs on installed height and seat and open pressures? As near as I can tell they should take about 40 grams off the valve and increase stability at high RPM. Chuck

if you are looking to reduce valve train weight you can also get intake valves that are dished . . also undercut stems will not only reduce weight they will increase flow . . titanium retainers will also reduce weight and are actually fairly cheap at around 140.00 from herbert racing.
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#17
c9zx;202680 Wrote:MZU, I'm considering going to PAC beehives on the B2. Do you have any specs on installed height and seat and open pressures? As near as I can tell they should take about 40 grams off the valve and increase stability at high RPM. Chuck

Here is the spring set from the place where I get my camshafts.

http://www.flowtechinduction.com/pac-bee...g-kit-bb2/

For the cam that I'm getting he recommended this spring set. I needed different spring seats with a .625" guide diameter as per my machinist, but it was the same price. Just had to ask and wait a week. Handling the big intake valves is a difficult task when the cam profile gets radical. I could have gone double/triple springs with titanium retainers, but these are easier on the valvetrain having less pressure required to do the same thing and run cooler.

Mike
__________________________________
Black 1985 GT
Yellow 1973 Mustang Mach 1
Black 2012 5.0 GT, 6-speed, Brembo brakes, 3.73's
Wimbledon White 1966 F-100 Shortbed Styleside, 390ci, Tremec 3550, FiTech EFI
  Reply
#18
I received my Wydendorf lifter bushing kit yesterday.

http://www.wydendorfmachine.com/kitb.html?kitid=2

Took about 2:15 to ream out all 16 lifter bushing holes. A real workout for my drill and arms. I went through a whole big can of WD-40 during the process. It's not complicated. Just slow going. Many stops to lubricate and clean the reamer during the process of doing each lifter bore. I have much cleaning to do before driving in and reaming the bronze lifter bushings. Probably next weekend as I need to hang Christmas lights tomorrow.

[Image: IMG_2188_zpsa76a775b.jpg]

[Image: IMG_2189_zps242f0b21.jpg]

[Image: IMG_2190_zps885e8bb2.jpg]

Mike
__________________________________
Black 1985 GT
Yellow 1973 Mustang Mach 1
Black 2012 5.0 GT, 6-speed, Brembo brakes, 3.73's
Wimbledon White 1966 F-100 Shortbed Styleside, 390ci, Tremec 3550, FiTech EFI
  Reply
#19
MeZapU;202796 Wrote:I could have gone double/triple springs with titanium retainers, but these are easier on the valvetrain having less pressure required to do the same thing and run cooler.

the titanium retainers and lite weight valves also increase horsepower because they allow more rpm.


MeZapU;202796 Wrote:At least 7k rpm's.

for high perf apps you can get the lifter bores squared up . . they are often off a bit.
.

JamesS;202573 Wrote:OK, sorry for the delay. It's a January 1978 block out of an XC series Ford Falcon. Australian cast block essentially the same as a US D2AE block. Same distributor bore etc. it is your usual 2 bolt 1970s Aussie Cleveland. Much stronger and thicker bores than the DOAE blocks. Have fun!

The date code on a US made block would be the following:

7 = 1977
E = May
23 = 23td day of the month.


How does it end up being a january 1978 block using your date code system over there?
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#20
Hi Barnett,
I h ad to go back through the post to see what everyone was on about.You are absolutely correct in the casting dates, I think he was using the engine number for a reference to come up with what vehicle the engine was out of. As for his comment about the 351 crankshafts, well he is a bit off there. Ford Australia started casting up their own cranks (both 302 and 351) as well as cylinder heads, conrods etc in early 1972. Ford Australia only had rough cast blocks sent over from late 71 and they started building all their own Cleveland engines from then on, with the exception of the 4V engines, they were still fully imported and only "M" code type engines. They ran out of imported 2V engines around mid 72, after that the Australian built 302 and 351 2V engines went into all Australian built vehicles. Hope that clears it up.
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