New Heavy Duty 351C Block, by Tod Buttermore

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I am being inundated with work requests right now. It is nice to be able to run regular production without stopping to machine a block or two. The second machine center was a good buy. There are currently 3 pallets and I am trying to buy more so I can run other stuff too, without set up time.

The real suprise is that my foundry is actually wanting to cast blocks now! They bought a second building and have more than tripled their space so they need the work. Good.

I just purchased a couple of additional boring tools to make boring the mains and cylinders easier. Can't wait to get to that point.

Tod

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Originally posted by 73 l:
are these dealers going to be the only way to buy the block?

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I've had some good news reported back about one of the first aluminum block builds.

I was told:

The motor was built for drag racing and is installed in a 1970 Mustang Sportsroof weighing about 3,260 pounds with driver. The owner made a few quarter mile runs, and the best time was 10.93 seconds at 122 MPH (6.65 @102 in the 1/8 mile). That was slower than expected. The data log from the motor's EFI computer (which looks at AFR, injector duty cycle, MAF values and RPM) says at WOT the engine is consistently producing 650 HP at 7,000 RPM. The owner believes the car is losing a lot of horsepower in the auto tranny; he believes when he reduces the driveline losses the car should run in the low 10s in the quarter.

He also said the block has been totally defect and problem free!!

Meanwhile I've been making chips on some small parts on the new machine just to get used to it and so far the machine is performing fine.


Tod

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I heard from Barry Rabotnik. He is getting ready to dyno one of the aluminum block builds soon. I am looking forward to seeing the results.

Tod

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I've started test running the new machining setup in the new (second) cnc machine center. So far, so good!

I want to make sure the program runs smoothly and error free, because the new cnc machine is a completely different machine, utilizing a different controller, and requiring a different tooling setup than the first one. It's a tedious process, but I hope to avoid problems cropping up when its time for the new machine center to start turning out blocks.

Tod

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It looks good!

I've run the 1st OP program several times now to make sure all of my program runs without a hitch. I'm very pleased. Now it's time to make some chips.

I'm working on reducing builder machining as much as possible. From my discussions with a few builders I think we have hit upon a plan of action to make the blocks to suit most everyone.

Tod

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Well, I just finished gun drilling the first three oil galleys all the way through. Prior to this capacity I could only drill them most of the way and let the builders finish them out. Not any more.

I also adjusted my cam boring tool to take more stock out so there is less machine work to do there too. The crank will still match the diameter of the ProGram caps.

Tod

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Originally posted by tarik2cyprian:
Hello Tod

Glad to see that you are making progress since my last message since July of 2011.

Does the aluminum block come with hexagon brass threaded freeze plugs and with four bolt main bearing caps made of 416 stainless steel.

What is your estimated cost for the aluminum block?

Thanks Once Again

Tarik Richards

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I am setting up the 2nd OP and needed to see if I could get a block to clean up for a taller deck. At 9.37 there is no problem at all. That allows it to easily be decked to 9.35. I already have one order for this kind of thing.

I'm also adding gun drilling of the galleys, which is better and faster. I'm adding a 3rd OP to bore the cam and crank as close as possible, being set up off of the decks after they are machined. That keeps the cam and crank aligned with the decks. It also allows me to bore the crank journals after bolting on the caps.

I've been having a discussion with Durabond about cam bearings.

So far my blocks have been built utilizing a #1 journal cam bearing from one set of bearings and #2-5 from another set. The machinists are using Durabond 351HP bearings which are 2.205 OD. They finish 2-5 to use these 4 bearings and finish #1 to FP-26-1 which is a stock size bearing. That way they go straight through and then enlarge #1. Problem with this is that you can't just finish the journals straight through and be done with it. You still have to cut the front one larger. That has GOT to be a pain in the keester.

For those unfamiliar with aftermarket blocks, you can't buy an aftermarket Windsor block that uses stock cam bearings. Using non-factory cam bearings is not unusual. On our 427 FE project, Pond and I changed to a straight through cam bore with bearings that stepped down in ID and there have been no complaints after all these years and hundreds of blocks. It makes finish machining MUCH easier. I'm in the process of determining the preference of builders and machinists in regards to the 351C block.

Durabond told me they could assemble a special package and number for me which is four of the 351HP bearings for journals 2-5 and one of the FP-26-1 bearings for journal #1. That just may be the best way to go, for now.

Durabond says they could make a set to my specs that are the same OD for all 5 journals, requiring only one straight through machining op, but the bearing sets will cost more. They told me they would need an order amount of 200-300 sets to make an "all 5 the same OD" package. In my opinion the extra cost of the bearings is a wash next to the extra cost (and pain) of cutting the #1 by itself. The block will use stock 351C cam cores either way, the IDs of the cam bearings would be the same as the stock bearings. Its the OD of the cam bearings that is juggled to make the block easier to machine for the engine builder.

I am just trying to cut a wide path as the 351C block project ramps into production.

Barry R of Survival Motorsports is getting ready to dyno an engine he assembled using one of my alloy blocks and a pair of Scott Cook heads. The results should be available soon. Anything I learn from Barry will be incorporated into current production.

• 412 cubic inches - 4.125" bore x 3.850" stroke
  
• Runs on pump gas
  
• Hydraulic roller cam (236° @.050", 0.600" lift)
  
• Independent runner EFI with an EZ-EFI controller
  
• 570 BHP at 5800 RPM
  
• 534 foot pounds torque at 5100 RPM
  
• Torque was over 500 foot pounds at 4500 RPM and stayed there until 5900 RPM

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I just finished the first block to come out of the new machine and new programming. It is the block machined for a 9.35 deck height I mentioned in May. I still need to make a few adjustments due to new programming, tooling, and all sorts of other variables, but I think it came out alright. Tim Meyer will be building it for a customer in Australia.

Tod

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Block production is back under way. The machine is running after tracking down electrical problems. It took 3 attempts to finally get my spindle drive right (plus pulling the motor and having it all gone over to ensure it was not an issue). Then I ended up having to totally rewire the motor harness. Locating that wire was a week-long chore.

I have all casting problems resolved and can cast blocks without reservation now. And now that the block machine is running again I will not be stopping production unless there are no customers or there is another machine issue.

I just finished machining a block this morning and another one is cutting right now. After 6 more aluminum blocks are cast and machined all first depositors will be taken care of. Two of those 6 blocks are already cast and ready to machine.

I plan to revisit all my emails regarding iron blocks and see who all wanted one and let them know iron blocks are available. There were a lot of people wanting one but I was forced to tell them I would not take their deposits until I was sure (1) the castings were repeatable, and (2) the machine was ready. THAT TIME IS NOW!

I can start making castings when I get orders now. I should be able to make at least one block a week. I can probably cast 2 a week.

Please contact Tim Meyer for purchases that need finish machined to your specs. I am trying to push all finish machining his way and he is working on being the public liaison for selling these. There will probably end up being some exceptions but the norm shall be for people to deal with Tim.

Tim's info:
TMeyer
1121 Marcus Street
Fairmont, MN 56031
507-238-4141
fordmachinist@gmail.com

Thanks and appreciation to everyone who has been patient and supportive.

-Tod