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http://www.wrljet.com/fordv8/indy.html
Sent from my iPhone
On Jun 20, 2015, at 7:10 PM, Mark Rense via Tigers <tigers@autox.team.net<m=
ailto:tigers@autox.team.net>> wrote:
Lot=92s of issues chasing horsepower with a 260 project. The 260=92s smalle=
r bore restricts valve size, valve shrouding occurs with any valve bigger t=
han 1.85=94. The stock pistons barely produced 8.5:1 compression even with =
the small-chamber heads, shaving the heads enough to get real compression b=
rings squish zones down to a few thousands and screws up flame front propag=
ation, so there is only so much that can be gained, plus the castings can=
=92t support the port sizes needed for modern induction. Sure you can spin =
one to 8 grand but it won=92t make much power because it won=92t breath, bu=
t I suppose a four valve per cylinder head would cure that!
Once you decide to spend the $900 for custom pistons then doors open. A 3.4=
0=94 stroke crank brings 313 cubic inches, and better breathing heads, a fu=
ll roller cam and valve train, and modern intakes all help build torque. St=
ill not a revver but a good street engine.
Of course you have to ask yourself WHY? I mean, who is going to know which =
block is in your car? Who cares? Well some folks do, since I have built a c=
ouple 260=92s for them. To them, bragging rights that it=92s the original e=
ngine are important. Others just prefer stashing the old 260 under the ben=
ch and building something more modern. That=92s what I did with both my Tig=
ers, both sport 5-bolt 289 based engines.
I just finished another 5-bolt 331 engine (all Ford Motorsport components t=
his time) and have two more 5-bolt blocks left, then I think I=92m done.
Bugz
PS If you REALLY want a challenge I ran across a first-year 221 SBF=85
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om/fordv8/indy.html</a></div>
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Sent from my iPhone</div>
<div><br>
On Jun 20, 2015, at 7:10 PM, Mark Rense via Tigers <<a href=3D"mailto:ti=
gers@autox.team.net">tigers@autox.team.net</a>> wrote:<br>
<br>
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<blockquote type=3D"cite">
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<p class=3D"MsoNormal">Lot=92s of issues chasing horsepower with a 260 proj=
ect. The 260=92s smaller bore restricts valve size, valve shrouding occurs =
with any valve bigger than 1.85=94. The stock pistons barely produced 8.5:1=
compression even with the small-chamber
heads, shaving the heads enough to get real compression brings squish zone=
s down to a few thousands and screws up flame front propagation, so there i=
s only so much that can be gained, plus the castings can=92t support the po=
rt sizes needed for modern induction.
Sure you can spin one to 8 grand but it won=92t make much power because it=
won=92t breath, but I suppose a four valve per cylinder head would cure th=
at!<o:p></o:p></p>
<p class=3D"MsoNormal"><o:p> </o:p></p>
<p class=3D"MsoNormal">Once you decide to spend the $900 for custom pistons=
then doors open. A 3.40=94 stroke crank brings 313 cubic inches, and bette=
r breathing heads, a full roller cam and valve train, and modern intakes al=
l help build torque. Still not a revver
but a good street engine.<o:p></o:p></p>
<p class=3D"MsoNormal"><o:p> </o:p></p>
<p class=3D"MsoNormal">Of course you have to ask yourself WHY? I mean, who =
is going to know which block is in your car? Who cares? Well some folks do,=
since I have built a couple 260=92s for them. To them, bragging rights tha=
t it=92s the original engine are important.
Others just prefer stashing the old 260 under the bench and building=
something more modern. That=92s what I did with both my Tigers, both sport=
5-bolt 289 based engines.<o:p></o:p></p>
<p class=3D"MsoNormal"><o:p> </o:p></p>
<p class=3D"MsoNormal">I just finished another 5-bolt 331 engine (all Ford =
Motorsport components this time) and have two more 5-bolt blocks left, then=
I think I=92m done.
<o:p></o:p></p>
<p class=3D"MsoNormal"><o:p> </o:p></p>
<p class=3D"MsoNormal">Bugz<o:p></o:p></p>
<p class=3D"MsoNormal">PS If you REALLY want a challenge I ran across a fir=
st-year 221 SBF=85<o:p></o:p></p>
</div>
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*** *** ***<br>
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Unless you are the addressee (or authorized to receive for the addressee),=
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