How did this engine stay together for 14 passes?

Just think a missed shift with the new four speed and you may have found out sooner.

On the bright side, it's a great time to build a 331 or 347 stroker.

 

You know, I actually did miss 3rd on about my 10th pass. What can I say? And the stroker thought has been on my mind very heavy. My biggest problem is that I need the car back on the road very soon for a big show and super cruise-in coming up. Gotta figure something out real quick.

 

What heads are you running now? Also keep in mind if you get a late model stroker shortblock you will need the adapter bracket for the clutch pivot.

 

Crazy stuff, Ray.

I hope the cylinder wall is okay.

 

Yep! the Ford Small Blocks are infamous for collapsed and cracked piston skirts. There are some after market pistons (can't remember the brand) that have two ribs to reinforce the skirts. Those are the ones to run if you are turning over 6000 - What surprises me is that there are so few problems reported.

 

Have never seen much problem with the Ford pistons cracking like that, unless piston to wall clearance is excessive, allowing it to "rock" in the bore. As far as ribbed skirts go, I would think that this would add lot's of recipercating weight. For high rpm's, you want less weight up top, most aftermarket pistons with racing applications in mind, have a very short skirt and minimum weight. Trw used to be a good product but were extemely heavy in my opinion. A long time ago we used to take engines with lots of "piston slap" and Knurl the pistons to take up the clearance problen without having to bore the cyl. Clearance's, will always determine longevity unless there is a manufacturing defect or detonation etc.

 

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'Sounds like an urban legend to me...

 

I have one in a box somewhere, looks the same, came out of my 74's 302 the time I tore it down for a rebuild.

 

Yeah, I've seen plenty of them like this. We used to race asphalt round track in the 70's and 80's so I've seen plenty of destruction. My boss started out running a 289 engine (pacer class) back in the early 70's, then went to Boss 302 in the last 70's/early 80's, then finally went to the 351C (late model class) at the end of his racing career. It makes me wanna cry now to think about the Boss 302 stuff we went through back then. I remember when we first went to that engine, he bought two complete running engines for $400 back then. Man, those were the days.
Anyway, it just amazed me that this engine was running so good and strong at the track with the tapping noise. If I had of really thought it might be a piston, I would have never tried it. I even ran it kinda hard when I got back from Round-Up a few times before I decided it was time to figure out the problem.

 

Dave, this engine was originally built 20-25 years ago and was run in a little roadster. A friend of mine purchased it about 5 years ago and decided to put it back in use after several years of being in storage. He freshened it up and was going to put it in a 62 Falcon project which never happened. I wound up buying the engine (all freshened) and c4 (built-up) along with the complete and running 62 Falcon when he got in a bind for some money. He offered me everything plus a lot more extra engine and tranny parts for 2K. I jumped all over it. A few months later after deciding I wasn't going to build the Falcon, I sold it for 2K and still had my engine and tranny ready to go in a car plus extra parts.
Anyway, my point of this story is that it is a very old build and I don't know an extremely lot about it. The engine ran great with no noises but then Katrina filled it to the top of the carb with salt water. It only started the tapping noise after I got it flushed out (3 flushes) and had it running in the shop. I hadn't even put it back on the road yet. I doubt the flood had anything to do with it though. I figure it was probably cracked and was just time to go.
The main thing I am worried about is the block like you mentioned. I'll take it down to the machine shop and get it checked for cracks and get the cylinders miked. I appears that it might just need a fresh honing and put it back together, possibly this time with a stroker kit though. (What are your thoughts on that? I value your input and advice.) It's a 289 block with ported '72 302 iron heads. I haven't decided for sure yet which way to go. If so, I know I'll have to do a little extra block work.

 

Damn, that Katrina sure did a number on everything. When I ran circle tracks in the 60's and 70's, the baddest engine I used was a 289 "Cobra" direct from the factory, then blueprinted and balanced with a 2 barrell carb. 1932 Ford model B sedan, running in second gear with 4.44 rearend. 8000 rpm was a norm on some tracks. Anyway, am not sure how far you can bore one of early little monsters, but am thinking .040 was pushing it. Deck heigth may be different than 302's too. The 289 rod is a bit longer and have been used in some tall 302 blocks for a "long rod" motor. I would see what the bore's look like and if you can get them cleaned up, get some good domed pistons to up the compression on the later heads you are using. Love those high winding little buggers. Keep us updated on your progress.

 

I'll keep you posted...thanks Dave.

 

How did this engine stay together for 14 passes?

JB Weld?
Thick motor oil?
Genuine, bonafide pure luck?
Ray is living right? No. Scratch that one.:evilsmile

 

Ray, tell me you are goiing to build that thing to sing to 8k Nothing sounds like a high winding 289. GO solid roller Please I'm begging you Big cam,roller rockers, 11 to 1 comp ratio ,light weight keepers,retainers, beehive springs,and all I can say is

 

Yeah, I'm not so sure about that last one either...looks like another hurricane headed this way. Probably won't know for sure till about Tuesday but I'm getting ready to get my friggin cars out of here this time.