View Air Boat   Valve Pushrod Spacing | custom car

Holy Giant DOHC Pentroof Bigblock Batman

Why would one need a motor that big to race?
I’d love to get a hold of one of those for a boat engine.

Why would one need a motor that big to race?
Hehehe, damn, that thing should have about 16 turbos hanging off it. Yes with 5. 3 bore spacing and cranks well over 5 inch stroke 932 is the new norm for mountain motors.. The largest production engine ever put in a car was the ford 460. Largest Production with a style block is 632: 10. 2 deck 4. 6 bore and 4. 84 bore spacing . What is the largest engine that you can run stock heads on??

It is painted like a World War 2 fighter plane.
They feature a 60 degree vee, 5. 4 bore x 6. 0 stroke, 180 degree factory billet cranks, pent roof combustion chambers, shaft driven DOHC’s, 4 valves per cylinder, and dual mags. I’ve been working on getting one of mine going for the last couple of years, and should be cranking it within a week or so. It is bolted to a heavily modified Powerglide right now. Re: holy giant DOHC pentroof bigblock batman. I cant see the pics tho. Your company’s proxy server could be blocking them. The car is too small to handle the motor. Whats the pent roof thing?
The valves are placed at the outside of the bore area and at a specific angle from the crankshaft centerline.

This creates a more efficient cross-flow movement of the charge during valve overlap and limits thermal transfer from the exhaust valve to the fresh charge.

Hemispherical chambers generally have a central spark plug, which offers excellent octane tolerance.

The car is too small to handle the motor. If he wanted it to handle, he would have but a small block in.
Support our future, get a kid involved in the outdoors. I’ve also heard that the gearbox ratios don’t work out, and that is the reason that they won’t stay together, but these are things that I have heard.
I ain’t got anything to say about them good or bad.
All I can say is that’s one good looking set-up in the photo. That’s a big wheel he’s turn’in. I still seem to have problems posting pic’s. I have no idea on what the average air boat weighs, but I had mine weighed and she came in at 2650lbs that’s full of fuel and all the other crap I have stowed on the boat. I have heard that the 514 Ford combo is real hard to beat and will make a mountain of torque, the 514 is a stroked 460. I would build a Big inch Windsor that would be the perfect Ford airboat motor. Yep, you’re in the right place alright. Go for the Roush 347 stroked if you wanna go large.

Ahhhhh The Ford powerplant in a airboat??

It’s pretty heavy, but is a monster when built with new thinking.
Big power with less weight than a SBC using the same thinking.
The blocks are very weak and parts for the shortblock are hard to come by. The deck height and the crankshaft journal diameters vs the 351 Windsor.. I can’t wait for people to wake up to the thought of the SBF as an alternative, especially since many of you bleed blue.

I like 302’s, 351W and 460’s. I have built hot Ford motors and so has my friend.
You can beat a ford motor like a cheap drum and it will hold together. It is truly good to see you posting again. Maybe this will change in the near future?
How bout these bad boys. Will you take one of my children in trade for that motor?
That must be the John Holmes of Mustangs. See they even put the distributor in the front where it spose to be.

I know they make some torque and and last forever. It’s for real the motor was built in the 1940’s for the Sherman Army Tanks. I really like that boat. It belongs to Larry’s family. Keep waiting to see that rig in the marsh.
Its a huge job on a pre 71 stang.
There are guys on 460Ford that have old ones with 545s in them. Basically, get out your wallet its gonna be spendy. I was considering the same swap, but for me it wasn’t worth it given my cars condition.
Did Ford ever play with 32 valve pushrods like Chrysler did?
I can only imagine how cool that would be to have.

So did Ford ever do anything like this?
Just found it very interesting and wondered if our boys made any of these.

In her intercourse with foreign nations, may she always be in the right, but our country right or wrong.

It’s the pushrod set up that’s more complex — and when you get rid of the pushrod – you eliminate the major limitation to opening the port up — room for the pushrod.
But – there’s a reason almost every engine made today is OHC. Point is – most of the majors ‘played’ with OHC at the same time they thought about multivalve.

Unfortunately neither has had much of a car to wrap around their LS/Hemi offerings for the last 10 years or so. They were recomended for low and midrange.

And what is the reason almost every engine made during the 70’s had pushrods?
Another issue with OHC is the way they’re usually driven, with long chains. Belts are another way, but they can break and are another maintenance item. Basically I think it would be interesting to play with one.

You’re killing me Ray – as usual. Belts are belts – they have to be changed regularly. And yes – overhead cams have been around for a while – but they weren’t economically feasible because they were more expensive to produce.

I reckon they got it wrong.
Mike, I’m putting what YOU said in perspective–you’re laughing at the wrong guy. I sure hope so, If not someone is in denial. Ill have to dig it out and scan the article and post it up. Ford’s first overhead cam, 4 valve, aluminum engine was designed for Sherman tanks in WW2. Fuel system Naturally aspirated (i. e., That is one honkin motor now. I have not modified any Ford OHC stuff, but have worked on both considerably. Instead of having a chain that drives a cam that also drive a pump, that pushes up on a lifter, that pushes up on a rocker, that pushes down on the valve.

That right there cuts off a ton of intertia forces, more reliable RPM is opened up because the springs do not have to be as stiff to move all the components back down. And there are less moving parts. But OHC heads are more expensive to make, the tensioners tend to fail and cause rattling or rarely jumped timing.
There are pros and cons to both. Also didnt they even have DOHCs for flat heads?
And there isn’t a good cubic inch to cubic inch comparison. Almost the same for the 3 valve.

The public was clearly saying ‘we want more content, and we’ll pay for it’. Was there ever a 32 valve pushrod that just sucked and was canned for that reason?
BTW, multi valve pushrod tech has been used and proven since 1915 on indian and harley race bikes. And the LS3s are blowing up as fast as you can turn a sweeper with them. I remeber they were so expensive that it was not even worth me looking twice at them. I remember reading an article about those Dominion heads. I have just finished going through a 4yr gong show waiting 4yrs for custom C blocks but have just finaly moved on now with W blocks.
I also like the 300, the 302 and the 351W.. The 300 I6 is a great representative of that view of truck engines. As a result I see a lot of the modern pickups that have clean hitches and smooth clean beds. Modern diesels are marvels of power and performance but fail in two areas – too expensive to buy and too expensive to repair. There is no free lunch. The 460 has never left me sitting on the road waiting for a tow. Don’t care much for the v10 after having replaced 5 of them in ambulances for bottom ends coming apart. BBK throttle body, thorley headers. Those days are, sadly, long gone.

W/o the juice, it rev’d like a small block and would turn 6000 rpm.. That pic is of Locomotivebreath’s Mustang.