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Ford 5.3 big bore stroker
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<blockquote data-quote="stangfreak" data-source="post: 15321363" data-attributes="member: 10655"><p>I didn't save the email. He was just saying they can build a stronger 5.3 basically. I got this from ed over at modfords. </p><p></p><p>"The big bore (3.700) Boss block is a very nice piece especially for n/a applications, Ken. When you supercharge it the head gasket seal becomes a little tender and is the block's weak point. The reduced sealing characteristics can be fixed by o-ringing the heads and block and installing a stainless wire o-rings in the heads. The block deck surface will need a corresponding receiver groove and you will need to use dead soft solid copper head gaskets. This approach will seal up even the most aggressive engines. The o-ring grooves need to be a figure 8 style for 3.700 bores, because of the very narrow sealing surface between the bores. Ed p.s. Although the $4,700 FRPP price tag is a very attractive price point, in recent years, Ford's short blocks have become a one size fits all sort of situation. This produces pistons that are flycut for 3V and 4V engines and sometimes 2V engines also. When you use these short blocks in a supercharged application all the valve reliefs for the different pistons provide fertile ground for piston failure. Additionally Ford uses nice pistons for daily driver style street performance that are poor choices for high power street style performance engines. An additional concern should be where the crank comes from. When Ford embraced the Coyote platform, Kellogg essentially went out of the ModMotor crank business — which begs the question where was the crank manufactured? If it is a Chinese forging it is not a desirable crank for high powered applications. When we say 4340, for example, there is a specific steel that is being identified / called out. When you request 4340 from the Chinese there is no similar standard. If you do not spell out, in detail, the steel chemistry and heat treatment procedure you literally have no idea what you will be getting. Even worse when you do there is a very significant quality control issue. Let me give you a first hand example. An H-Beam rod program I looked at a while back, went to China for the rods. The first rods came back and did not pass inspection. The material was not 4340. It was close but had a few differences in its chemistry. When asked about the material the Chinese said at first that it was 4340. Later they admitted it was not what they called a 'high end' 4340. When asked why, they said the high end 4340 would add almost $1.50 to the price of each connecting rod! When that was fixed the next problem to arise was the new generation 'high end 4340" rods had Chevrolet diameter wrist pins. When asked about the 0.927" diameter instead of the spec'd 0.866" (22 mm) diameter their response was they were providing a free upgrade to a stronger pin. When the pin diameter problems were resolved the next batch of rods came with the wrong heat treat. When the heat treat problems were resolved and skipping through several more mind numbing experiences, the last set of rods arrived with 7 rods that used 7/16 ARP 8740 rod bolts. The spec called out 7/16 ARP 2000 bolts. The eighth rod had one 7/16 rod bolt and one 3/8 rod bolt. The 7/16 bolt was marked as ARP 8740 and the 3/8 bolt was marked as ARP 2000! At that point I stopped trying. The bottomline with off shore manufacturing is it is very difficult to get what you request as you requested it, even when you send prints and material specifications. Additionally, it is always necessary to do a complete and rigorous incoming inspection because there are literally no guarantees the parts will be the same shipment to shipment. When you get to cranks they are effectively the backbone of your engine. You want the best you can afford. The short block you are buying minimally has multi-purpose pistons. It may also have an off shore crank and it additionally brings special gasket preparation techniques to your build effort. It most certainly has plasma-moly piston rings. It almost certainly does not have tool steel wrist pins and as the saying goes, 'the hits just keep on coming'. You would be better advised to use a purpose built short block / engine for your particular application. Apologies for a postscript that was longer than the post."</p></blockquote><p></p>
[QUOTE="stangfreak, post: 15321363, member: 10655"] I didn't save the email. He was just saying they can build a stronger 5.3 basically. I got this from ed over at modfords. "The big bore (3.700) Boss block is a very nice piece especially for n/a applications, Ken. When you supercharge it the head gasket seal becomes a little tender and is the block's weak point. The reduced sealing characteristics can be fixed by o-ringing the heads and block and installing a stainless wire o-rings in the heads. The block deck surface will need a corresponding receiver groove and you will need to use dead soft solid copper head gaskets. This approach will seal up even the most aggressive engines. The o-ring grooves need to be a figure 8 style for 3.700 bores, because of the very narrow sealing surface between the bores. Ed p.s. Although the $4,700 FRPP price tag is a very attractive price point, in recent years, Ford's short blocks have become a one size fits all sort of situation. This produces pistons that are flycut for 3V and 4V engines and sometimes 2V engines also. When you use these short blocks in a supercharged application all the valve reliefs for the different pistons provide fertile ground for piston failure. Additionally Ford uses nice pistons for daily driver style street performance that are poor choices for high power street style performance engines. An additional concern should be where the crank comes from. When Ford embraced the Coyote platform, Kellogg essentially went out of the ModMotor crank business — which begs the question where was the crank manufactured? If it is a Chinese forging it is not a desirable crank for high powered applications. When we say 4340, for example, there is a specific steel that is being identified / called out. When you request 4340 from the Chinese there is no similar standard. If you do not spell out, in detail, the steel chemistry and heat treatment procedure you literally have no idea what you will be getting. Even worse when you do there is a very significant quality control issue. Let me give you a first hand example. An H-Beam rod program I looked at a while back, went to China for the rods. The first rods came back and did not pass inspection. The material was not 4340. It was close but had a few differences in its chemistry. When asked about the material the Chinese said at first that it was 4340. Later they admitted it was not what they called a 'high end' 4340. When asked why, they said the high end 4340 would add almost $1.50 to the price of each connecting rod! When that was fixed the next problem to arise was the new generation 'high end 4340" rods had Chevrolet diameter wrist pins. When asked about the 0.927" diameter instead of the spec'd 0.866" (22 mm) diameter their response was they were providing a free upgrade to a stronger pin. When the pin diameter problems were resolved the next batch of rods came with the wrong heat treat. When the heat treat problems were resolved and skipping through several more mind numbing experiences, the last set of rods arrived with 7 rods that used 7/16 ARP 8740 rod bolts. The spec called out 7/16 ARP 2000 bolts. The eighth rod had one 7/16 rod bolt and one 3/8 rod bolt. The 7/16 bolt was marked as ARP 8740 and the 3/8 bolt was marked as ARP 2000! At that point I stopped trying. The bottomline with off shore manufacturing is it is very difficult to get what you request as you requested it, even when you send prints and material specifications. Additionally, it is always necessary to do a complete and rigorous incoming inspection because there are literally no guarantees the parts will be the same shipment to shipment. When you get to cranks they are effectively the backbone of your engine. You want the best you can afford. The short block you are buying minimally has multi-purpose pistons. It may also have an off shore crank and it additionally brings special gasket preparation techniques to your build effort. It most certainly has plasma-moly piston rings. It almost certainly does not have tool steel wrist pins and as the saying goes, 'the hits just keep on coming'. You would be better advised to use a purpose built short block / engine for your particular application. Apologies for a postscript that was longer than the post." [/QUOTE]
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