Exotic Experiments

[Mexico65]

Kesä lukemista ameriikan kielellä!

Exotic Experiments

Not to suggest that famous engines like the 427 SOHC or 1964 Indy DOHC aren't exotic. But the engines described here are really just engineering exercises that never made it out of Ford's toolroom.


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289 SOHC

Start with your basic 289... The front cover is modified, leaving space behind the water pump for a Gilmer belt drive to run the camshafts. Three idler pulleys guide the 1" wide belt. Drive is take off the rear of the water pump. The valve covers are replaced by husky aluminum castings that house the camshafts. Rocker arms are replaced by cast iron followers.
It produced in the neighborhood of 300 horsepower at around 6500 RPM.

At one point, somebody at Ford thought it would be a good idea to provide this as a kit. But since the higher revving nature of this engine pretty much required the 289 HiPo bottom end, better breathing heads and intake manifold to take advantage of the higher RPM potential, and more than likely new pistons as well, they came to their senses and shelved the entire project.




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427 3-valve "Calliope"
This engine was intended to run at LeMans, but rule changes outlawed it before it was ever fired. Displacing 427 cubic inches, it was out of place in a class limited to 183 CID. Two engines were produced. One even made it into a test car.
Even though mainly of aluminum construction, this monster weighed 577 lbs.

But it was no boat anchor. The Calliope produced 630 (supposedly reliable) horsepower at 6400 RPM.


While displacing 427 cubic inches, the Calliope was no FE family engine. It used an aluminum block engine with cast iron cylinder liners. Bore was 4.34", stroke was 3.60". The unique feature of this engine are its twin camshafts, one for the intake valves and one for the exhaust. Both are in the block in an over-under arrangement. The intake camshaft lies 6" above the crankshaft centerline. Pushrods from the intake cam run parallel to the cylinder bores. The exhaust camshaft is found 4.5" above the intake cam. Its pushrods lie in a horizontal plane. The camshafts are driven by chains as are the pressure and scavenge pumps for the dry-sump oiling system.

The aluminum cylinder heads feature 3 valves per cylinder, two intakes and a single exhaust, in a pent-roof combustion chamber. The heads are sealed with copper O-rings. No intake manifold is used. Hilborn style injection stacks are cast integrally with the cylinder head. No coolant passes between the block and heads. External water lines are used instead. To shorten the engine to assist in fitting it to the racecar chassis, the standard front mounted water pump is replaced by two pumps on the cylinder banks, similar to the scheme used on the Flathead V-8.

[Fastback]

Samaan veneeseen voisi kaataa, Trans-amissa vain yhtenä vuonna käytetyt 302 Tunnelport kannet ja Can-Am koneeksi tehty 494 CAN-AM alu/magnesium boss moottori. Äh - kaikki yhtä mukavia, kun jostain vain löytäisi palan moista historiaa. Voisi vetää pussihousut jalkaan ja lähteä tapaamiseen moisen ihmepannun kannu

Mä muistelen, että myös 302:sta oli SOHC vehje projektiasteella. Mitähän kaikkea muuta mukavaa on pidetty piilossa?

[Mexico65]

Jep, Tunnel Port 302 oli Boss 302 edeltäjä, ja elettiin aikaa jolloin miehet teki mootoreita ja autoilla ajettiin kilpaa.
Tunnel Port 302

1968 Tunnel Port 302, street version prototype Overhead valve pushrod engines face a design dilema: the pushrods compete for space with the intake ports. Conventional design places the pushrods along side a rectangular shaped intake port. These ports also steer around the pushrods. The Ford tunnel-port design runs the pushrod through the center of a round intake port, within a thinwall tube. The ports flow better due to their round shape and straight path. This design was first used on the 427, and then in 1968 on a special 302.
These round intake ports are 3.8 sq. in. in area at the intake manifold face. The Tunnel Port 302 cylinder heads feature 2.12" intake and 1.54" exhaust valves. By comparison, the 289 HiPerf engine used 1.78" intake and 1.44" exhaust. These large valves completely fill the wedge shaped combustion chamber. The exhaust ports are larger than normal 289/302 heads. Two 540 cfm Holleys sit on a high-rise aluminum manifold. Autolite 4300s were used on the street version.

The race version featured domed pistons, yielding a compression ratio of 12.5:1, a solid lifter camshaft and forged steel crankshaft. The nodular cast iron rocker arms are shaft mounted, similar to those used on the Y-block V-8. Lubrication for these shaft mounted rockers required a special block with revised oil passages. Also used was a special road racing style 8-quart oil pan. Some used an early transistorized ignition.

The street version used flat-top piston, for 10.5:1 compression, and a hydraulic camshaft. Notice from the picture, the engine was complete with thermactor emissions control hardware, 289 HiPerf style exhaust manifolds, and a thermostatic clutch radiator fan. 1,000 engines were required for 1968 Trans Am homologation. As used in Trans Am competition the engines produced approximately 420 bhp with an 8,500 rpm redline.

[Tapsa]

Jep! olet jaksanut sukeltaa historiikki osastolle! hauskoja kokeiluja, historian havinaa, vähän niinkö käkkylän Northstar moottori ..
Tosin se on tuotannossa edelleen... muiden konsernien
versioista puhumattakaan esim uusi ZL-1 yms
Noi vanhat keksinnöt omaavat kyllä yritystä kun ajattee
sen aikaisia valmistustekniikoita !

[surmanajaja]

289 SOHC koneesta mulla taitaa olla kuviakin jostain vanhasta Super Ford lehdestä, aika keskeneräisen proton näköinen. Pari vuotta sitten oli jossain musse lehdessä juttua kansista jotka kävi windsor lohkoon, mutta niissä oli oudot "pallo" venttiilit jotka pyöri siis kannessa, aika hinnakkaat mutta kivan näköiset.

[Fastback]

Pitääpäs mainita vielä, että joku firma suunnittelee kovasti 427 SOHC moottorin osien uustuotantoa, kuten kannet jne. Milloin nähdään Suomessa oikea 427 Cammer seuraavaksi vai nähdäänkö koskaan?