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the way to construct a Supercharged Ford Flathead Engine | HP0-S41 Real test Questions and boot camp

The flathead is lifeless. as a minimum this is what they used to say lower back in the mid-'50s as legions of modern overhead valve V-8s leaped out of wrecked passenger automobiles and onto the scorching rod scene. but as they commonly say, every thing old is new again. So here we're in the twenty first century, and activity in Ford's 21- and 24-stud flatheads has probably on no account been superior due to the fact the immediate put up-World war II era.

a major cause is simple burnout—as in starting to be numbers of scorching rodders and highway rodders are only undeniable uninterested in sticking small-block Chevys in every little thing and calling it a executed deal. sure, the Mouse is inexpensive, plentiful, and relatively a good deal unbeatable from a horsepower-per-dollar-spent standpoint, however every now and then that's not the factor. uniqueness, tradition, and a necessity to blaze a new path have led legions of grease monkeys (like us) to take a second seem on the flathead.

Mike Herman and the blokes at H&H Flatheads are assisting to lead the way with a bucket load of manufacturer-new goodies for the venerable flattie. We're now not just speaking about vibrant generator covers and chrome dipstick tubes; H&H has taken the bull by the horns and has rereleased a lot of the Barney Navarro flathead back catalog in your pleasure. That means a large number of aluminum cylinder heads and intake manifolds have risen from the grave—with advancements—and stand competent for use.

additionally, the H&H crew took it upon themselves to revive the classic S.Co.T. supercharger kit, making certain more than a couple of flatheads could have a healthy whine to go along with that diverse bass roar at full throttle. and thanks to businesses like Scat and Ross, they now have received capable access to stroker kits that virtually install themselves whereas bringing the advantage of advanced billet steel rods and reduced reciprocating mass.

Add all of it up, and there hasn't been a more robust time to build a supercharged, stroked flathead than at the moment. And in case you do not suppose like twisting the wrenches yourself, just make a call to H&H and have a preassembled flathead shipped right to your door. From a stone inventory, AACA-correct 21-stud to the blown 24-stud 59A beast shown right here, H&H can hook you up. On usual, H&H ships between 80 and one hundred flathead crate engines each year, so the company knows what or not it's doing.

but do not name asking to purchase this particular mill; it be going into Mike's '39 Tudor typical—simply as soon as Jeff Twitchell and the crew at hot Rod provider Co. in Campbell, California, are completed with it.

Let's dig in and watch as Mike Herman takes us in the course of the meeting of a full-boogie S.Co.T.-blown 296-inch flathead that'll convey 250 hp and 330 lb-toes all day, and most essential, all nighttime. The outstanding factor to trust is that aside from the engine block, timing cover, and oil pan, each half is company-new! So if you are burned out on the Chevy small-block, try burning out in a blown flathead-powered sizzling rod. All aboard!

Blocks are despatched to a native acid-dipping plant where they're immersed to remove all rust, scale, carbon, and paint. Mike says minor cracks or damaged cylinder bores don't seem to be to be feared—so long as a competent machinist handles the repairs. The simplest deal killers are cracks by and large webs, exit wounds from catastrophic rod failure, and inaccessible fractures. The 1946-1948 59A blocks like these have an fundamental bellhousing extension. Later 1949-1953 8BA blocks use a bolt-on bellhousing. each are marvelous hop-up candidates.

stock valve seats are necessary on the 59A, but many old blocks—like this one—have had alternative valve-seat inserts installed over time. Mike doesn't believe other people's computer work, so he gets rid of them with a chisel and begins over. The best factory-situation seat inserts had been used on the exhaust facet of 1949-1953 8BA blocks. broken head studs are an easy fix however demand perpendicular installation or the heads will no longer fit.

Magnetic crack inspection typically displays a sight like this. don't panic. If the crack is purchasable, and most are if you truly are trying, it may also be repaired with threaded inserts or welding. This crack goes the entire manner into the cylinder and is remedied by using a sleeve. Mike commonly builds engines with eight sleeves and has no problems with them.

A Winona valve and book laptop is used to computer the block so chrome nickel alloy seat inserts can also be pushed in with a 0.003-inch press fit. Mike says, "You pound them in fairly difficult, they do not come out. "

The block-force-test process uses bolt-on sealing plates. Then the block is leak-demonstrated for 30 minutes with the aid of flowing a hundred and eighty-degree fluid throughout the coolant passages at 20 psi. The test fluid is a mixture of water and Irontite ceramic seal. once the checking out confirms leak-free status, the block is drained so the sealant can air-treatment in a single day.

The inventory 239 bore size is 3.1875 inches. If one or more cylinders have to be bored more than 0.a hundred twenty five oversize to clean up wear, Mike employs Melling forged-iron sleeves. Sleeves are also employed if there are any cracks working from the valve-seat area to the excellent of the bore. All sleeves are stepped and have a 0.0200 press fit so they develop into one with the block.

as with any engine, flat surfaces are critical to appropriate sealing, so the block is placed in a Storm Vulcan mill, and the decks and right floor are skim-reduce to repair flatness. This method also restores squareness between the decks and the main bearing saddles. unlike many OHV blocks, the place the decks will also be cut to boost compression ratio, flatheads don't seem to be included. Mike says, "in case you reduce the deck any further than a number of thousandths, you will run into issues with valve and piston clearance with the cylinder heads." With a flathead, you carry compression the usage of the piston or the pinnacle.

whereas OHV V-eight builders are used to porting the removable cylinder heads, with a flathead, you in fact port the block. consumption port work starts with a look on the intake gasket and consumption manifold. If the manifold's openings are bigger than the gasket, the gasket is trimmed to match the openings. If the gasket is larger, the manifold may be enlarged to suit the gasket. both approach, the closing gasket measurement is transferred to the block with blue machinist's dye and a scribe; then a carbide burr and abrasive grinders are used to eliminate material except the ports fit the gasket. After porting, the stock 1.250 openings measure 1.405 inches and about 15 hp is won.

The bowl and throat enviornment beneath the valve heads also receives consideration in supercharged builds. The purpose is to clean casting irregularities and create a line-of-sight course for fuel move at the back of the valve seats. You don't are looking to dig holes or go overboard, simply smooth things out.

here's a glance at the inventory throat enviornment (minus valve-seat inserts). complete port-and-bowl work takes about 10 hours and is just justified in all-out efficiency builds. "Spend your funds on decent materials like heads, rods, pistons, a camshaft, and induction earlier than deciding to buy porting and bowl work. you're going to be ahead of the online game," Mike says.

When old-time sizzling rodders used the term ported and relieved to explain an more advantageous block, the relieved part refers to the removing of fabric between the cylinder bores and valves. Mike uses an abrasive disc to do the job. surprisingly, Mike says flathead legend Barney Navarro became antagonistic to the relieving operation as a result of he felt it did not convey measurable consequences. but on this supercharged mill, Mike used relieving as a means to raise positive combustion chamber volume for a 13-element reduce in compression ratio. be aware, blown engines don't need excessive static compression to make vigour; it truly is the job of the beltdriven supercharger.

The pen facets to one conclusion of the pathway created through the relieving technique. compare this with picture 11 of the stock ports to see how a nonrelieved block looks.

just like the consumption ports, the exhaust ports are developed into the block. The inventory center exit measures 1.395 diameter and is shared via the two core cylinders, while the conclusion cylinders push exhaust through forged-in passages at the ends of the block that are hampered by using a number of pinch points and sharp turns. After porting, the exhaust port exits grow to 1.644 diameter. An extension is required for internal revisions, however sadly, the conclusion ports have sharp bends that can't be conveniently accessed with the grinder.

The pen points out one of the most challenging end ports. even though grinder entry is first rate for the first inch or so, there is no practical option to entry the right angle bend buried interior the block—wanting chopping the block and welding it again together. Extrude Honing shows some promise, but the skills advantage doesn't outweigh the additional cost and energy at this degree of efficiency.

After align-honing, the block is sizzling-tanked to remove residual grit, then Dura-Bond cam bearings (PN-F1) are installed.

Mike worked with American Cam to reach at a very good all-round supercharger camshaft with 0.340 lift and 294 levels of length for this blown mill. For naturally aspirated functions, cam specs are 0.355 elevate and 274 degrees of duration. For evaluation, inventory Ford cams measure 0.300 lift with 248 degrees of length. All obtainable inventory and efficiency cams are of the solid-tappet variety, because the flathead lacks the crucial inside oil circuitry to feed hydraulic tappets.

Devoid of rocker palms or pushrods, the flathead's fundamental valvetrain includes valves, floating solid-iron valveguide inserts, springs, shims, steel retainers, locks, and stamped-metallic C-clips to lock the courses in location. The fingers hang the rubber O-ring that's used on the consumption guide (handiest) to avoid oil from being sucked into the intake port from the tappet chamber. inventory Ford valves measure 1.50 inches (I and E). For added movement knowledge, Mike steps up to Manley stainless-steel intake valves with 1.6-inch heads; the exhausts continue to be at 1.50 inches.

The valvetrain masses into the block in the course of the valve-seat openings. The C-clip (hand holds) fits into the machined groove on the bottom of the ebook insert after the meeting is put in in the block.

while stock Ford valvesprings can pretty much be installed by way of hand using a screwdriver to compress them for retainer and lock fitment, stiffer springs like these Isky chrome-silicon doubles (PN 4005) have ninety pounds on the seat and one hundred seventy five kilos at full raise and require a compressor for proper installation. backyard diameter is 1.25 inches. The shut proximity of the block walls limits valvespring diameter to 1.50 inches. from now on, and you will deserve to escape the grinder. devoid of the mass of rocker palms and pushrods to manage, less valve-spring pressure goes farther in a flathead. This setup is strong to 5,000 rpm—concerning the restrict with a nearly inventory bottom end.

Align-boring and honing is a have to if the customary leading caps are misplaced and when upgrading to billet steel leading caps. notwithstanding naturally aspirated flatheads can get via with the inventory iron leading caps, the elevated cylinder force brought on through supercharging mandates the use of billet steel improvements. despite its spindly looking three-main design, Mike says the lower end is in reality very rugged.

The Scat cast-iron stroker crank points a four.25-inch stroke and weighs 60 kilos. Mike says, "It makes stroking a flathead too handy!" solid at a Scat-owned foundry in China, the computing device work is completed right here within the united states. by using assessment, a stock cast-iron Ford crank has a three.seventy five-inch stroke and weighs sixty five pounds. The lighter crankshaft enhances throttle response.

To help healthy the additional stroke inner the block, the Scat crank has reduced rod journal diameters from 2.138 to 1.999. This allows for smaller rod massive ends for convenient packaging within the crankcase and not using a need for clearance grinding. Dig the chamfered oil switch holes and entirely radiused journals. or not it's a top rate piece that's popularly priced at $seven-hundred. complete stroker kits beginning at $1,seven-hundred and can be found from H&H Flatheads.

The inventory Ford caps are cast iron and can be used in most naturally aspirated efficiency applications if they pass crack inspection and are not otherwise damaged. The additional stress of their supercharger necessitates the addition of H&H billet steel leading caps and ARP main studs. completely grooved main bearings can be found from King Bearing (PN MB351) for 'forty six-'forty eight 59A blocks. Later 'forty nine-'fifty three 8VA blocks take bearing set No. MB352.

while the puny V8-60 rod (left) is proven merely for comparison, flathead rods went via a few revisions between 1932 and 1953. Working left to correct they see the aforementioned '37-'forty V8-60 rod, a '32-'37 21-stud full-floating rod, a '46-'48 full-floating 59A rod with delivered large-conclusion beef and upsized 2.138 (from 2.00) crank pin diameter, and a '49-'fifty three 8BA rod with modern insert-trend bearing provisions. All inventory 21- and 24-stud rods are 7.0 inches lengthy, but handiest the 8BA is to be considered for mild efficiency building up to 200 hp. The earlier rods are all unsuitable via thinner sections and tricky babbit bearings. Making all of them appear unwell is the new Scat cast steel H-beam rod on the correct.

Fortified with a trio of billet steel leading caps, the backside conclusion is legit to 300 hp. The beneficiant bearing widths (Nos. 1 and a couple of are 1.5 inches, No. three is 2.25 inches) supply decent crankshaft aid, even though racers historic and new bound wish Henry would have introduced a couple greater. The leading cap fasteners torque to eighty five feet-lb. Rodders in the hunt for extra vigor need to step as much as bearing girdle kits.

custom Ross forged three-ring pistons weigh 314 grams and carry 7.5:1 compression for this blown utility. by contrast, naturally aspirated flatheads do smartly with Egge solid-aluminum pistons (left) that yield 8.5:1 squeeze and tip the scale at 491 grams. decreased piston mass makes lifestyles less complicated on rods and bearings while improving throttle response. note how the inventory-category 4-ring piston has three ring lands above the pin plus provisions for an additional oil manage ring beneath the pin. or not it's an antiquated design that provides friction. Advances in oil scraper ring design have rendered it out of date in the rest other than a strict restoration or light efficiency mill. The modern Ross piston (correct) has brief skirts for decreased friction and takes ordinary total Seal chrome-moly rings. A file-to-fit design, Mike says blown motors need a further 4-thousandths of ring end gap to stay away from butting. He units the end gaps at 0.0017 (right) and nil.0020 (second).

Taking a flathead block from its inventory 3.1875 bore all the way out to this 3.3125 diameter represents a 0.one hundred twenty five overbore—nearly unprecedented for many contemporary, postwar OHV engine kinds. however Henry cast them thick. nevertheless, core shift can rear its head, and sonic checking is a have to in advance of radical bore boom. by way of installation eight sleeves during this block, Mike made an end run round such concerns. The rod bolts torque to forty five feet-lb.

Flatheads drive the cam by the use of aluminum (true) and steel gears. The cam equipment uses an offset bolt pattern to ensure correct installation, while the crank gear matches the key on the crank. just line up the dots, and it's accomplished. without a chain to stretch, cam and ignition timing are greater accurate than chaindriven designs. This inventory substitute setup is respectable for all however the most severe efficiency ranges. A locking tab (shown) prevents bolt movement. Moon photographs can choose a cam apparatus it is multidrilled to permit for mild alterations in cam phasing. H&H presents both patterns.

The 59A oil pump is pushed by way of a plate-established gear that bolts to the rear of the block inner the bellhousing (lower hand holds). The pump is a Melling high-volume unit for later '49-'fifty three 8BA applications. It bolts right as much as the 59A block but has a sophisticated pickup and strainer assembly that sits reduce within the oil pan to eliminate potential starvation. with out the complication of feeding oil to pushrods and rocker fingers, all flatheads savour a comparatively fundamental oil-routing circuit, and this modestly sized pump has no quandary providing 60 psi at all times.

while all 59A flatheads have the distributor installed directly to the timing cowl (and driven by the cam), to ease supercharger power mounting, a '49-up 8BA entrance cover is used. while most 8BA timing covers were made of cast iron, certain applications used a solid-aluminum part that will also be polished for extra eye enchantment.

the important thing ingredient in building a blown flathead is the H&H crankshaft hub adapter. It' machined from billet metal and replaces the stock Ford half (hand holds). All H&H flat/heads are internally balanced by means of B & T performance in La Verne, California.

some of the flathead's novel aspects is the dual water pump setup. though the duplication surely gave Henry Ford—a infamous penny-pincher—suits, the block's inside exhaust passages demand efficient coolant stream to extract heat. right here's a glance at the impeller prior to setting up on the block. an awful lot of the original flathead's attractiveness for overheating stems from the use of grease-packed water pump bearings. if they have been now not serviced continuously, they wore out, causing coolant leaks, overheating, and cracked steel components in consequence. The H&H pumps use sealed bearings and get rid of this hazard.

There are a couple of lightweight aluminum and metal flywheel designs obtainable for the flathead, but Mike prefers to run the stock forged-iron piece. At 34 kilos, or not it's received a variety of mass—and stored energy—to stay away from excess rpm drop when upshifting a manual transmission. automatic transmission adapter kits are greatly purchasable from outfits like Wilcap and Offenhauser. Mike warns: "certain flywheel bolt kits include too-lengthy fasteners that can contact the rear leading cap and break it. don't count on anything, examine everything." The four bolts securing the flywheel to the crankshaft torque to 65 ft-lb, and while most up to date OHV engines employ six or even eight bolts in this place, what you don't see are the twin 38-inch solid steel dowels connecting the flywheel to the crankshaft. here's a really professional setup.

The inventory, stamped-steel oil pan covers the crankcase and has an inner baffle that need to be removed to clear the later 8BA oil pump pickup. The finger features to the fundamental starter motor-mounting boss. verify your pan for cracks during this enviornment from fatigue and rough coping with and make repairs for relevant starter motor operation. If all else fails, aftermarket aluminum pans are available, but predict to pay $three,500 for a 59A pan, $1,800 for an 8BA.

for the reason that H&H owns the rights to the late, notable Barney Navarro flathead empire, a group of polished aluminum Navarro 59A heads are used. The 65cc horseshoe-fashioned combustion chamber of a stock H&H/Navarro head is considered on the right. To profit chamber quantity for reduced compression on this supercharged application, Mike machined the chambers (left) to reach at 78cc. The effect is a 114-aspect drop in compression. combined with the relieved block, ultimate compression checks in at 7.25:1.

When it involves head fasteners, that you may make a choice from bolts and studs. they will go along with studs for their advanced clamping skill in this supercharged software. Mike warns that there are about 10 different cylinder head stud-length necessities that are driven with the aid of the category of cylinder heads you run. To keep away from challenge, measure and in shape every particular person stud to ascertain relevant thread engagement within the block, relevant shank length, and enough thread engagement with the cylinder head nuts. The copper/graphite composite head gaskets are by Bestgasket (PN 515C). The nuts torque to 55 feet-lb, and sealant should be utilized to all in-block threads, as all but three run into coolant passages.

The crowning contact is an H&H reproduction S.Co.T. twin-rotor, beltdriven supercharger. S.Co.T. stands for Superchargers business of Turin, and written correctly, the "o" is lowercase. Yep, these cool little huffers have been at first designed and manufactured in Torino, Italy, within the early '40s but are actually procured entirely within the u.s.. both-lobe rotors don't use protection-intensive insert strips and bring 6 psi of boost. though the exterior look is exact, H&H has elevated casting thickness and introduced greater bearings and seals to increase durability.

The H&H S.Co.T. blower package comes complete with all essential pulleys, idlers, brackets, and belts. The inventory 6-volt generator is replaced with a seventy five-amp Powermaster 12-volt alternator this is cleverly hidden within a inventory-appearing case and has effortless single-wire activation. This one's obtained the non-compulsory chrome finish (on right). The blower drivebelts ought to be set with the correct amount of deflection—12-inch cold and 34-inch sizzling—for maximum lifestyles.

MSD has been adding area of interest purposes to its catalog in accurate years, and now flathead builders can savour professional Billet distributor benefits. bought as PN 8573, the box-stock distributor's only exchange is a spring and bushing switch to get full ignition boost as soon as feasible. Timing specs are 5 degrees initial and 24 levels at full advance. The spark plugs are Autolite 216, gapped at 0.035 (same as naturally aspirated). Taylor 8mm Spiro-pro silicone secondary wires fireplace the plugs.

When it comes to carburetion, you can go together with rebuilt old (or contemporary replica) one hundred fifty-cfm Stromberg 97s. however now that Holley has released retro-themed Demon ninety eight two-barrel carburetors, Mike says they're a superb alternative. Rated at 205 cfm each, they've 1316 throttle bores (pen features) and are bought as fundamental carburetors (PN 9801) and secondary carburetors (PN 9802). The basic carburetors allow for tuning the idle, main, accelerator pump, and vigor-valve metering circuits. The secondary carburetors are meant as reserve devices in numerous carburetor induction setups and are only adjustable for the idle and leading-gasoline metering circuits. That mentioned, for this supercharged utility, you have to run two basic carburetors, however make sure to ask for blower-certain carbs (PN 9801-BC) with provisions for vacuum traces for correct vigour-valve characteristic.

Dyno testing changed into carried out with the aid of Mike Kirby at Sissells automobile, a number one source for Chevy and GMC inline-six-cylinder performance candies. onerous through a group of Speedway 134-inch block-hugger middle-dump headers, the box-stock 0.050 carburetor jets and 0.031 squirters were a tad lean, so the guys stepped up to 0.052 jets and nil.035 squirters. Ignition timing is decided at 28 degrees, all in with the aid of 2,000 rpm with the MSD enhance retard set to tug out 2 levels per pound of raise at vast-open throttle. top horsepower is 257.6 at four,500 rpm with greater than 280 lb-toes of torque on tap from 2,000 to 4,seven-hundred rpm and a torque top of 325.6 lb-feet at 3,500 rpm. Go burn some Silvertowns now!

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