Originally posted by P72Ford
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help with 351w swap
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I can't currently provide any proof on the size of the head bolt holes...but I had to have the head bolt holes drilled out on my F3ZE heads for use on my 351W...my only explanation for the larger bolt holes in any 5.0 GT40 head on '96-'97.25 Explorers would be "build out". Which could also explain why I haven't come across any. I wonder how many of those heads they had left after the end of the Lightning run.'85 CV coupe- 351W, T5-Z, FAST Ez-Efi, shorty headers, 2.5" duals with knock off flowmasters, 2.5" Impala tails, seriously worked GT-40 irons, Comp 265DEH cam, 1.7rr's, Mallory HyFire 6A, Taylor ThunderVolt 50 10.4mm wires, 75mm t/b, 3G alt swap, 140mph PI speedo, PI rear sway bar, '00 PI booster/MC, 95-97 front spindles, '99 front hub bearings/brakes, '92-'94 front upper control arms/ball-joints, 3.73's with rebuilt traction-lok, '09 PI rear disc swap, '96 Mustang GT wheels with 235/55R17's.
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Originally posted by torquelover View PostEven still, whenever I fly, I make it a point to not sit directly in line with the turbine/turboprop. They don't fail very often, but when they do, the results are gruesome.
I'm not sure if you're familiar with a 'blade out' condition or not, but those are the primary causes of engine parts exiting the case. But even still, disk ruptures have happened in the past.
In a blade out, one of the fan blades (those that you see on the front of the engine) detaches and is ingested into the engine. The fan cases are designed to contain the blade (which weighs 20 or more pounds, and is spinning at 4000+ rpm). The cases are aluminum, about 3" thick. The extrior is milled in a triangulated fashion, to provide almost a honeycomb structure. Then they are blanketed in kevlar, often an inch or more thick.
Under blade out testing, that case can deflect as much as 12+ inches radially. Plenty of energy... :smirk:
As the blade is ingested in the LPC, HPC, diffuser, intermediate case, HPT, LPT, and TEC, there is incredible damage done. Often times the rapid deceleration of the engine (from cruise speed to 200 rpm or so) causes it to backfire, with an explosion out the front, and sometimes rear of the engine. Usually, though, in a blade out condition, if pieces are going to exit the case, they exit from the fan case.
All engines have to pass a blade out test to enter production, just so you know. There is extensive testing done, trust me. In blade out testing, they actually use a planted explosive charge to detach the fan blade.
With the advent of hollow fan blades, there is much less stored energy in a spinning fan blade, so containment is 'easier' if you will.**2012 Ford Mustang Boss 302: 5.0/ 6 spd/ 3.73s, 20K Cruiser
**2006 MGM,"Ultimate": 4.6/ 2.73/ Dark Tint, Magnaflows, 19s, 115K Daily Driver
**2012 Harley Davidson Wide Glide (FXDWG):103/ Cobra Speedsters/ Cosmetics, 9K Poseur HD Rider
**1976 Ford F-150 4WD: 360, 4 spd, 3.50s, factory A/C, 4" lift, Bilsteins, US Indy Mags, 35s Truck Duties
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Originally posted by P72Ford View PostAll engines have to pass a blade out test to enter production, just so you know. There is extensive testing done, trust me. In blade out testing, they actually use a planted explosive charge to detach the fan blade.
With the advent of hollow fan blades, there is much less stored energy in a spinning fan blade, so containment is 'easier' if you will.
http://www.ntsb.gov/Publictn/1998/AAR9801.pdf
Not thinking the OP is considering jet propulsion instead of a 351W, but if you are, don't let talk of fractured fan hubs sway you away from installing one of these bad boys in your Panther
/regain post topicLast edited by torquelover; 12-25-2010, 08:36 PM.
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Originally posted by P72Ford View Post
A 7/16" bolt used in a properly sized hole has a larger contact area with the cylinder head than a 7/16" bolt in a 1/2" hole. sigma= p/a.86 Lincoln Town Car (Galactica).
5.0 HO, CompCams XE258,Scorpion 1.72 roller rockers, 3.55 K code rear, tow package, BHPerformance ported E7 heads, Tmoss Explorer intake, 65mm throttle body, Hedman 1 5/8" headers, 2.5" dual exhaust, ASP underdrive pulley
91 Lincoln Mark VII LSC grandpa spec white and cranberry
1984 Lincoln Continental TurboDiesel - rolls coal
Originally posted by phayzer5
I drive a Lincoln. I can't be bothered to shift like the peasants and rabble rousers
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Originally posted by sick88tbird View PostI can't currently provide any proof on the size of the head bolt holes...but I had to have the head bolt holes drilled out on my F3ZE heads for use on my 351W...my only explanation for the larger bolt holes in any 5.0 GT40 head on '96-'97.25 Explorers would be "build out". Which could also explain why I haven't come across any. I wonder how many of those heads they had left after the end of the Lightning run.
Any GT40 head purchased through SVO/Ford Racing/FRPP would have come with 1/2" holes. Anecdotal reports are that some Cobras came with 7/16 and some with 1/2" holes. Obviously the Lightning heads were 1/2" holes. From all of the comments on the internet across several forums it appears that very few heads had 7/16" bolt holes and that most all GT40 heads had 1/2" bolt holes no matter what the application.
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Originally posted by torquelover View PostGood to know. If you haven't seen this yet, I'm thinking you will find it interesting:
http://www.ntsb.gov/Publictn/1998/AAR9801.pdf
Not thinking the OP is considering jet propulsion instead of a 351W, but if you are, don't let talk of fractured fan hubs sway you away from installing one of these bad boys in your Panther
/regain post topic
I believe blade containment regulation started in the early 80s, but engines already in service did not have to comply. The JT8D has been around in one form or another since the mid 60s. I'm not sure if that meant it was exempt, or whether the later revisions of the engine were indeed held to it.**2012 Ford Mustang Boss 302: 5.0/ 6 spd/ 3.73s, 20K Cruiser
**2006 MGM,"Ultimate": 4.6/ 2.73/ Dark Tint, Magnaflows, 19s, 115K Daily Driver
**2012 Harley Davidson Wide Glide (FXDWG):103/ Cobra Speedsters/ Cosmetics, 9K Poseur HD Rider
**1976 Ford F-150 4WD: 360, 4 spd, 3.50s, factory A/C, 4" lift, Bilsteins, US Indy Mags, 35s Truck Duties
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Originally posted by Mercracer View PostAny GT40 head purchased through SVO/Ford Racing/FRPP would have come with 1/2" holes. Anecdotal reports are that some Cobras came with 7/16 and some with 1/2" holes. Obviously the Lightning heads were 1/2" holes. From all of the comments on the internet across several forums it appears that very few heads had 7/16" bolt holes and that most all GT40 heads had 1/2" bolt holes no matter what the application.
Good times,
Don'85 CV coupe- 351W, T5-Z, FAST Ez-Efi, shorty headers, 2.5" duals with knock off flowmasters, 2.5" Impala tails, seriously worked GT-40 irons, Comp 265DEH cam, 1.7rr's, Mallory HyFire 6A, Taylor ThunderVolt 50 10.4mm wires, 75mm t/b, 3G alt swap, 140mph PI speedo, PI rear sway bar, '00 PI booster/MC, 95-97 front spindles, '99 front hub bearings/brakes, '92-'94 front upper control arms/ball-joints, 3.73's with rebuilt traction-lok, '09 PI rear disc swap, '96 Mustang GT wheels with 235/55R17's.
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