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Video: Survival Motorsports FE 526-Cube Stroker Makes 621 Horsepower

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The original Ford FE Engine is a V8 that was built between 1958 and 1976, and was considered a “medium-block” engine that was designed to fill the gap between the small-block Y-Block engine and the big-block 385-series engines. It originally powered Ford’s midsize car and truck lineup like the Mustang, Galaxie, Fairlane, Mercury CougarMercury Cyclone, and the like.

Its thin wall casting was revolutionary for the day, made to reduce the amounts of metal to provide only what was needed for strength and provided a much more consistent “pour”, engine block after engine block. As a result of its consistency and availability, it was used in many of Ford’s own performance engines of the day, and even today receives a great level of support in the aftermarket.

Head_Top_ViewSurvival Motorsports is one of the largest aftermarket supporters of the platform, and Survival’s Barry Rabotnick has been immersed in its late-model development. His engines have been entered in the Jeg’s Engine Masters Challenge, where he’s been able to make over 750 horsepower from one of his machines, all on 91 octane.

Recently Survival Motorsports released their FElony bolt-on cylinder heads, based upon decades of FE-engine development, that consists of a completely new casting design that offers improved power and performance over any of the factory castings. In addition to using a modern-style heart-shaped combustion chamber, many other enhancements have been added to the cylinder head to permit it to outflow any factory high-volume production cylinder head and comparable aftermarket FE heads, as evidenced by the video you see here.

Featuring completely-revised intake ports, the cylinder head was designed by Rabotnick from the outset to work well upon today’s stroker engines that require greater flow and performance. In an “as-cast” configuration, the cylinder head will easily support 500-600 horsepower with ease. 

This particular engine features a 526 cubic-inch displacement, achieved by the use of a Shelby block. With only 10.6:1 compression, the engine achieved an easy 621 horsepower on regular ol’ 93-octane pump fuel and a small hydraulic roller camshaft. Even better – the engine uses an Edelbrock intake manifold with electronic fuel injection, making it the perfect complement to upgrade your old tired carbureted piece. 621 horsepower was the result, achieved at a relatively-low 5400 RPM and 630-plus pound-feet of torque at 4600RPM, so putting this into a lightweight Cobra replica or other suitable platform will result in miles of smiles. Check it out!

 


Noonan Race Engineering Demonstrates Cylinder Head Repair

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A few months ago, the EngineLabs Facebook page shared a side-by-side, before-and-after photo of a busted-up cylinder head repaired by Noonan Race Engineering of Australia. Due to differences in camera angle of the two pictures, many readers suspected a new head was used to show the after results. EngineLabs corrected the photo angles to clear up the misunderstanding, but Noonan promised to send start-to-finish pics of the next head repair that came into the shop.

Noonan is best known for developing the X1 billet cylinder head popular with Pro Mods and alcohol dragsters. One of its customers over-revved an engine using a different head, snapping a valve that carved up the combustion chamber. Some errant shrapnel also found its way through the manifold to another cylinder, again disfiguring the chamber surface.

The customer intended to upgrade to the X1 head soon, so he wanted just a basic repair to make the head useable for a few more races. Follow along the photos to see how machinist Alan McCoy and other technicians at Noonan Race Engineering repair the damage.

In chamber #1, piston-to-valve contact led to the valve head snapping and digging deep into the combustion chamber surface between the valve openings. In chamber #2, debris had moved through the intake manifold and scarred up the surfaces. Some of the valve guides were also bent.

The valve-seat inserts were removed and valve guides were replaced, as needed, on both chambers (this is #2). The chamber surface is also prepped for welding with a burr, then the insert recesses were machined for an undercut radius. This removes the sharp corner that could hinder the welding.

Here are the chambers after extra material is TIG-welded to the surfaces (#1 on the left, #2 on the right). Note that the insert recesses are also filled.

The chambers are then CNC-machined to near original dimensions.

Here's chamber #2 after the first round of machining. The insert recesses are machined and the valve-seat inserts are installed before the seats are machined.

 

Noonan double checks that the welds are 'clean and sound.' Noonan then fits the seat inserts and rough cuts the seats. The final CNC machining of the chamber and seat inserts ensures that the inserts blends into the chamber, and there's a final cut to correct the seat height. Shown are the finished chambers, #1 on the left and #2 on the right.

Video: Edelbrock/Musi 24-degree BBC Heads Dyno Tested

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It’s not that engine building is becoming as simple as assembling an Ikea entertainment center right out of the box, but much of the work today is being handled by CNC machines and expert development.

Edelbrock recently posted a dyno video of a 555ci, single 4-barrel big-block Chevy built by the Vrbancic Bros. out of Ontario, California. It pulled a stout 903 horsepower with just 9.2:1 compression ratio. With the exception of a proprietary solid roller camshaft and a little massaging of the intake manifold, the engine was pretty much off-the-shelf ready-to-go.

“We wanted to make as close to a bolt-on deal as possible,” says Bob Vrbancic, noting the engine will get an F2 Procharger and run in the Top Sportsman class but the shop wanted to get in a stress-free baseline run.

The Edelbrock/Musi 24-degree heads are available either bare (PN 61419) or assembled (PN 61409)

The short block is comprised of a Merlin block bored to 4.560-inch and fitted with a Callies 4.250-inch-stroke crankshaft, Oliver rods and Diamond pistons. A Moroso billet pump with 7-quart pan provide lubrication. Key to the performance potential is the Edelbrock top-end combo of 24-degree Musi/Victor CNC-ported cylinder heads (PN 61419 bare, PN 61409 assembled) and a Super Victor intake manifold (PN 2917). The cylinder heads were bolted on right out of the box while the intake manifold was flow tested and then port-matched to the intake gasket. A Carb Shop-prepped Holley Dominator carb was used for the initial test, then a Carb Shop billet unit was swapped on for the supercharged version.

The Super Victor CNC intake is machined by Reher-Morrison Racing Engines.

“With the F2 it made 1,640 horsepower at 19 pounds of boost,” says Vrbancic.

The cylinder heads were developed along with noted engine builder and racer Pat Musi, starting with Edelbrock’s 24-degree A356 aluminum casting that is heat treated to T6 specs. The exhaust ports are raised .750-inch, and extra material is added to the deck and spring pockets for improved durability. The ports are the CNC machined to Musi’s specs, resulting in 119cc combustion chamber and 367/377cc intake runners. Although the head is available bare, Vbrancic used a set that came assembled with 2.300/1.900 stainless-steel valves, Manley springs and titanium retainers. Vrbancic added the Jesel 1.75/1.70 rockers.

The manifold is a special version of the Super Victor intake and is CNC machined by Reher-Morrison Racing Engines in all the critical areas, including plenum, port exits, divider walls and runner roofs. Edelbrock also offers a tall-deck model.

Tech: CFE Racing’s Hemi Alternative Billet Spreadport BBC Head

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The increased stresses generated by high-horsepower, high-boost big-block Chevy engines is stimulating new designs in billet cylinder heads at CFE Racing.

In the past, CFE introduced numerous billet heads for mountain motor applications in the 5.000-to-5.300 bore-space categories, but now the company is offering advanced spreadport designs in a solid chunk of aluminum for traditional 4.840-inch bore-space GM-style blocks. This new head closely resembles CFE’s popular 11-degree cast-aluminum spreadport BBC head but is built for more demanding situations.

The intake side of CFE’s new billet spreadport BBC cylinder head. Numerous port size and shape designs are available to suit different racing applications. The intake side is O-ringed to eliminate the need for custom gaskets.

“Power levels have increased and there’s growing levels of interest in turbo and supercharged applications,” says CFE’s Scott Kieffer. “This head raises the bar in terms of durability.”

In addition to performance potential the head offers, the billet construction removes any concerns that a porous casting may present, even solid castings that take the water jackets out of the equation.

“Continuous hard running and high cylinder pressures can lead to impregnating the metal with carbon when running gasoline,” warns Kieffer. “Also, the heat and pressure will add more fatigue to a casting than with a billet head.”

Billet also has advantages for cylinder head specialists when repairs are warranted, especially if broken parts lead to shrapnel scarring up or penetrating the head.

Benefits of billet

“Billet is much more receptive to welding and machining, if needed,” adds Kieffer.

Those racers looking to upgrade from CFE’s 11-degree spreadport BBC cast heads will be relieved to know that most components such as rocker arms, shafts, head-stud kits, headers and valve covers will carry over.

This head can help add power as well as improve durability.–Scott Kieffer, CFE Racing

“It shares a lot of the dimensions, so parts interchangeability is there,” says Kieffer. “For someone interested in switching over from the existing cast head, there’s more latitude to do so because parts will be reusable. And cylinder blocks are not an issue. Any 4.84-inch bore space block that already accommodates a Big Chief-style head will work.”

The CFE billet 11-degree spreadport head is patterned after the cast version but with a few options and restrictions. Presently it is not available with water jackets. But it will be offered in either oval or rectangular port configuration. In fact, CFE offers numerous intake port and combustion chamber designs to suit specific racing applications.

Here’s the exhaust side of CFE’s billet 11-degree spreadport BBC head. It’s designed so that numerous components such as headers and rocker covers will carry over from CFE’s cast version.

“It really depends on the size of the engine,” says Kieffer, noting this head works best with engine displacements under 700ci. “And also what intake manifold will be used.”

In most situations, the intake manifold will be fabricated to mate up with the heads. Every billet head is built from scratch, so the intake ports are going to be unique to the top end of the motor. CFE does work with a cast aftermarket blower manifold for traditional GMC-style Root superchargers. It can be machined to match the ports and certain deck heights. However, for carburetors and fuel injection, as well as some supercharged engines, custom fabricated manifolds will be required — either from CFE or another capable fabricator. Custom intakes provide the builder with flexibility in injector and fuel-rail locations as well as plenum design and throttle-body sizing.

Port size and shape options

“Even when you fab a blower intake, you have a recognize the forces from the supercharger on the intake,” says Kieffer, noting there are issues with the weight, engine speed and belt pressure. “It literally wants to crush the front two runners and tear the back two in half.”

To facilitate quick pit work and reduce maintenance costs, CFE machines O-rings on the intake side. That provides excellent sealing and negates the need to have custom gaskets cut to match the ports.

CFE's billet 11-degree spreadport BBC head on Chris Johnston's ANDRA Top Alcohol Dragster.

Racing setup — such as vehicle weight, tires and gearing — will be considered along with engine speed, boost and type of fuel when consulting with CFE on port and combustion chamber design. The head will support intake valve sizes up to 2.520-inch and exhaust up to 1.860-inch. Bronze alloy valve seats are standard and usually recommended. CFE also installs 11/32 steel guides, although smaller 5/16 guides are available for those builder concerned with valve weight, and alloy guides are available but not recommended for exhaust.

“The valves needed for these heads have relatively long stems,” explains Kieffer. “It’s helpful to support the stem and give the guide more durability.”

Works best with big cubes

With the head’s 11-degree valve angles, there is more freedom in shaping and sizing the combustion chamber.

“Eleven degree is quite versatile. It serves well for boost and injected alcohol applications,” boasts Kieffer. “We have latitude in the middle 60cc range up to mid ‘80s for the combustion chamber. This also gives the builder added flexibility in piston design and controlling the compression ratio.”

Most applications for the billet 11-degree heads will require a fabricated intake manifold that can accommodate carbs, superchargers, nitrous, fuel injection or turbos, depending on the application.

CFE can also machine a receiver groove around the chamber for O-ringed blocks.

The billet 11-degree spreadport head is better suited to work with bore sizes from 4.500- to 4.600-inch, or perhaps a little more if the block allows. That range matches up well to the pistons and rings readily available in the aftermarket.

“If someone wanted a 4.350-inch bore for a small cubic-inch motor, we could look into that,” says Kieffer.

The head is also designed for a 3/4-inch reach spark plug, and step washers are available and certainly recommended for blown applications.

“Those engines can be more maintenance intensive with disassembly and assembly,” says Kieffer. “With the step washers you don’t have to worry about misplacing a washer in a rapid pit thrash.”

CFE says the new billet 11-degree spreadport head is a perfect alternative for big-cube, high-boost racing where the builder wants an alternative to popular Hemi-style engines.

“Like truck pullers who are die-hard Chevrolet guys,” sums up Kieffer. “They don’t like Hemis and want to run a Chevy. This head can help add power as well as improve durability.”

CFE also has a cast version of the 11-degree spreadport BBC head. Note the water jacket. Most related valvetrain components and related accessories will swap between the two heads.

An Inside Look at Mast Motorsports’ LS Heads

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To get a bit of insight into how Mast coaxes velocity and flow out of machined aluminum, we tested a trio of their LS heads and quizzed Mast's Chris Durrett and Cary Chouinard about how they're designed.

SEMA 2014: Mast Motorsports Continues to Push the Limits of the LS

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Mast's booth always filled with interesting things to look at. This year, their LS7 265-series CNC head caught our eye, mostly because it was very familiar to us from a test we did just a little while back...

Wise Performance Engineering’s New Oldsmobile Aluminum Cylinder Head

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These new Oldsmobile aluminum cylinder heads from Wise Performance Engineering showcase the latest in cylinder head technology for the venerable platform. Check out the details on these exciting new parts!

Shop Tour: Headgames Motorworks Focuses On Induction Components

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The guys and girls at Headgames Motorworks are known for their race-winning cylinder heads. Recently they invited us in for a tour of their surgically-clean facility where champions are born. Check it out!

Holding The Load For The Long Haul, Choosing The Right Studs

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Upgrading head studs has become the norm for most of us. The issue that comes into play is which studs to use? At what point is it better to run the best stud vs a good stud. We reached out to ARP to get the answer.

Video: Check Out The New Dart Pro1 LS3 Cylinder Heads On The Dyno

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Dart's new Pro1 LS3 cylinder heads are poised to make some news in the LS market; here they are making noise atop one of Dart's test mules on the dyno. 440 cubic inches and big power await - check it out!

Tech: A Deep Dive Into The All New Pro1 LS3 Head From Dart

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Richard Maskin and Dart Machinery have set their focus on the LS engine platform; this all-new Pro1 LS3 aluminum cylinder head is their next step towards domination. Details and testing results inside!

World Products S/R SBC Cylinder Heads Accepted For Super Stock

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World Products' S/R cylinder head has been added to the NHRA accepted products list for Small Block Chevrolet engines in NHRA Super Stock. Competitors can check out the details inside.

Dart Machinery Expanding; New 82,000 Sq. Ft. Facility Purchased

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Dart Machinery's just-purchased, 82,000-square-foot facility will allow them to consolidate operations under one roof. President Richard Maskin explains what this means to the company.

Head History – The Evolution of Factory SBC Cylinder Heads To Gen IV

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We take a look at some of the best factory GM cylinder heads from the 1950s to today to see how far technology has come. Entire books have been written on this subject but in our limited space we highlight the best.

PRI 2015: New Billet LSX Pro Mod Cylinder Heads From Frankenstein

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In the market for a bad-to-the-bone billet cylinder head for your LSX? It appears that the team at Frankenstein Racing heads may have the answer to your dilemma. These are geared towards Turbo Pro Mod applications.

Tech Deep Dive: Air Flow Research Bullitt Cylinder Heads For BBF

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Identifying potential improvements to the big-block Ford cylinder head led Air Flow Research to develop their all-new Bullitt line of cylinder heads for the platform. We've got independent flow bench results here.

Improving Cylinder Head Flow With SuperFlow

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Getting the best flow characteristics out of cylinder heads takes know-how. With the P-D valve from RTS Tooling SuperFlow helps us take out the guesswork.

Spooling Up – Tuning DOHC Variable Valve Timing For Boost

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Variable valve timing and its relationship to turbo performance is generally misunderstood. We cover VVT's key effects and the benefits on a turbo engine, using Mitsubishi's MIVEC Turbo 4B11T engine as an example.

Preventing Overheating At The Racetrack With VP Racing Fuels

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Most sanctioning bodies do not allow the use of glycol coolants at the racetrack because they can be replaced with other less hazardous cooling solutions.

Tech: Building The Motown LS For Big Power With CPR Engines

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World Products' Motown LS engine block offers enthusiasts the ability to retain their existing small-block Chevy engine configuration and gain the improved breathing of the LS induction system. Follow along!
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