#beam clamp ringing roller

[spmequipment]

Beam Clamp Pipe Roller in Russia,UAE,USA,Egypt,France,Australia

SPM EQUIPMENT engineering department provides a progressive approach to solving the unique problems that inevitably arise in pipeline industry resulting in efficient design, fabrication and timely delivery of custom equipment.

Our beam clamp ringing roller with stand used to pull or push pipe vertically. These rollers can be easily modified and used as a beam clamp roller for use in installation of pipe racks or with a base and used in pipeline staging and directional drilling. 

Use a beam clamp rigging roller to speed up the installation process and protect costly metal piping from corrosion. With up to 40% reduction in crane time, our beam clamp roller rollers provide a safer and easier installation experience, saving you valuable time. Our customers can save time, keep projects on schedule, and increase efficiency while reducing risks.

[orange1896]

LIUGONG WHEEL LOADER SPARE PARTS 123

25D0822 FORK BODY SP190079 TAPERED ROLLER BEARING SP190080 TAPERED ROLLER BEARING SP190081 SEAL KIT SP190082 CLAMP SP190083 LOWER DRUM SP191596 DISC CARRIER SP191597 HOUSING REAR PART SP191598 COUPLING SP191599 HOUS.FRONT SECT SP191600 CONVERTER SP191601 EST 37 A SP191602 COUPLING SP191603 OIL TUBE 12C8037 CONTROL VALVE 18D8745 COVER 12C8056 CONTROL VALVE 18D8764 BRACKET 12C8054 CONTROL VALVE 70C3053 HARNESS 70C3050 CAB HARNESS 18D8731 BRACKET 70C3093 CAB HARNESS 18C0087 HOSE AS 58A6225 PLATE 69A0428 PLATE 91A9841 PLATE 42D3252 PLATE 42D3253 PLATE SP187424 SUPPORT SP187425 O - RING SP187426 CYLINDER BOLT SP187427 BEVEL GEAR SET SP187428 COVER SP187430 SPRING WASHER SP187431 BUSHING SP187432 BUSHING SP187433 SUPPORT SP187434 GREASE FITTING SP187436 O - RING SP187437 DUST EXCLUDER SP187438 WASHER 70C3423 CAB HARNESS 70C3432 HARNESS SP186303 SEAL KIT 48C5900X0D0 ENGINE HOOD 30D4002 FRONT FRAME 33D1449 LOWER HINGE PLATE 18D7174 BRACKET 51C0835 MIDDLE DRIVE SHAFT 70C2504 HARNESS 18D7145 BRACKET 51C0836 FRONT DRIVE SHAFT&BRG AS 02C3217 NYLON HOSE 05C9761 HOSE AS 70C2497 HARNESS 27A4580 BRACKET 70C2623 HARNESS 08D1623 TUBE AS 15D1690 FLANGED JOINT 08D1622 TUBE AS 08D1621 TUBE AS SP157882 STUD DOUBLE END PLAIN SP192681 O-RING SEAL SP187342 BOLT SP176200 CYLINDRICAL PIN GB/T879.2-2000 10×30 SP190084 AIR PRE-FILTER ELEMENT SP190086 U-RING SP190087 O-RING SP190088 CLAMP SP190089 AIR FILTER CAP SP190090 GALVANIZED CLAMP 148-156 SP190091 AIR FILTER HOUSING SP190092 AIR FILTER HOUSING SP190093 AIR FILTER HOUSING SP190094 CLAMP SP190095 AIR FILTER HOUSING SP190096 COVER SP190097 U RING SP190098 O RING 18C0106 HOSE AS 38Y0677X0 BUCKET AS 08D2572 TUBE AS 08D2569 TUBE AS 08D2570 TUBE AS 24C3631 LEVER 15D1723 BLOCK SP187654 FRICTION ENHANCING SHIM SP187655 RING DOWEL SP187656 HEXAGON FLANGE HEAD CAP SCREW SP187657 CRANKSHAFT PULLEY SP187659 ROCKER LEVER SUPPORT SP187661 THERMOSTAT SP187662 THERMOSTAT SP187666 CAMSHAFT COVER SP187670 VALVE SPRING SP187671 EXPANSION PLUG SP187672 O-RING SEAL SP187673 CAMSHAFT COVER SEAL SP187674 VALVE SPRING RETAINER SP187675 VALVE SPRING SP187679 FLAT HEAD CAP SCREW SP187680 CYLINDER BODY COVER SP187681 HEXAGON FLANGE HEAD CAP SCREW SP187682 ADAPTER CONNECTION 48A9700 PLATE SP187439 BUSHING SP187440 SEAL KIT 21D1553X2 LEVER 21D1553X0 LEVER 34B1935 SWITCH 34B1936 SWITCH 30D4118 REAR FRAME 46D3608 COVER 18D9663 BRACKET 46D3607 COVER 70C3417 HARNESS 48C6427 TOP COVER 18C0457 HOSE AS 04C0537 HOSE AS 08D2175 TUBE AS 18C0430 HOSE AS 18C0431 HOSE AS 98A8021 PLATE 49C8398 HOSE 07C2539 HOSE AS 07C9484 HOSE AS 07C9485 HOSE AS SP186838 FLANGE YOKE 34D0380X0 BEAM FRAME 70C3581 HARNESS 67C4192 HOSE AS 67C4190 HOSE AS 67C4193 HOSE AS 67C4191 HOSE AS 98A9059 PLATE 04C1105 BELLOWS 98A8112 PLATE 43D3149 DUCT PLATE 43D3150 COVER 43D3151 COVER 48C6289 TOP COVER 24D0573 FRONT SUPPORT AS 51C0864 FRONT DRIVE SHAFT&BRG AS 98A7997 PLATE 18D8945 BRACKET 32A4731 INTAKE PIPE 04D4361 ACCESS DOOR 60C2209 DIESEL ENGINE SP193234 FUEL SUPPLY TUBE SP193235 FUEL SUPPLY TUBE SP193236 TURBOCHARGER OIL SUPPLY TUBE 79A5185 DECAL 67C4025 HOSE AS 67C4024 HOSE AS 02C3220 TUBE 70C2675 HARNESS 59A1099 PLATE 46D3402 BRACKET 23D5530 BRACKET 12B2961 O-RING 12B2963 O-RING 12B2965 O-RING 12B2966 O-RING 12B2962 O-RING 12B2964 O-RING 58A6712 PLATE 08D2609 WATER HOSE 25D0855 FORK BODY 18D9886 BRACKET 67C4130 HOSE AS 39A2750 INTAKE PIPE 67A2164 EXHAUST PIPE 70C3500 CAB HARNESS 98A8948 MOUNTING PLATE 79A5221 DECAL 79A5219 DECAL 18D9791 HEAT SHIELD 70C3501 STEERING HARNESS 97A1841 CUTTING EDGE SP196148 CYLINDER HEAD 70C3470 HARNESS 70C3457 STEERING HARNESS 70C3488 HARNESS 70C3456 CAB HARNESS 27A2888D0 COVER 85A6543D0 REAR COVER 42D2978D0 WINDOW 48C5600D0 SIDE HOOD 48C5601D0 SIDE HOOD 43D3058 DUCT PLATE 67C3600 HOSE AS 84A5183 HOSE 84A5175 SEAL 18D7326 BRACKET 07A8175 PLATE SP197239 FUEL FILTER ELEMENT 83A2741 BUSHING 83A2742 BUSHING 83A2740 BUSHING 11D1330X0 PIN 11D1329X0 PIN 11D1331X0 PIN SP184987 COUPLING 17D1411 NUT BLOCK 18D9753 PLATE 18D9754 PLATE 18D9755 PLATE 01C1725 TUBE AS 32A4828 HOSE 60A6693 PIN 56A5947 SNAP RING 40D1809 REAR FENDER-LH 18D9901 BRACKET 48C6461X0 TOP COVER 25Y0162X0 CENTRALIZED LUBRICATION SYSTEM 13C1479X0 AIR RESERVOIR SP196321 CONDENSER SP196322 HOUSING SP196323 SEAL KIT SP196324 SEAL KIT SP196325 SEAL KIT 13D2285X2 CYLINDER BODY 14D0956X1 PISTON ROD 13D0820X2 CYLINDER BODY 70C3498 CAB HARNESS 70C3497 HARNESS 70C3496 HARNESS 24C3633 BOOM 24C3634 LEVER 04D4360 ACCESS DOOR 07A8029 MOUNTING PLATE 49C8186 MOUNTING PLATE GP 49C8187 SAFETY BOX ASSEMBLY 84A5415 PLUG 84A5417 BOOT 70C3358 HARNESS 84A5416 BOOT 70C3344 HARNESS 60C2292X0 RADIATOR MOUNTING 70C3368 CABLE 70C3372 BATTERY CABLE(-) 70C3364 DISCONNECT SW HARNESS 30B1463 FUEL LEVEL SENSOR 00G0279 MOUNTING PLATE 36B2292 SOCKET 37B3175 CONTROLLER 46D3658 PLATE 18D7571 HINGE SEAT 42D3152 SHIELD-LH 42D3153 SHIELD-LH 32A4695 HOSE 77A2822 TUBE 91A9875 PLATE 70C3102 CAB HARNESS 32A4696 HOSE 84A5341 FLOOR MAT 69A0838 PLATE 05C3000 HOSE AS 49C8071 HOSE GP 18D9500 MOUNTING SUPPORT SP195363 OIL-BREAKING SOLENOID VALVE HANDLE SP195364 FLYWHEEL SP195365 GASKET COVERPLATE SP195366 GASKET COVERPLATE SP195367 PLATE COVER SP195368 SCREW STUDDED FLANGE CAP SP195369 HOUSING FLYFEEL 18C0394 HOSE AS 70C2655 HARNESS 07A6561 MOUNTING PLATE 70C2461 HARNESS 30A7833 SUCTION HOSE 08D1352 TUBE AS 05C9762 HOSE AS 07C9946 HOSE AS 07C9943 HOSE AS 70C2571 CAB HARNESS SP192658 GUIDE WHEEL PLATE SP192659 GUIDE WHEEL SEAT SP192660 TRANSFER GEAR SP192661 COVER WHEEL 24C3635 LINKAGE 25D0854 FORK BODY 32A4819 INTAKE PIPE 18C0453 HOSE AS 18C0454 HOSE AS 67C4131 HOSE AS 37B3197 GPS 45D3116 SHROUD 30D4361 REAR FRAME 36A8800 INTAKE PIPE Read the full article

[deepwoundsandfadedscars]

Nice Dragons Finish Last

(read on Ao3)

A month ago Nicky would’ve laughed at anyone who told him he’d find himself in this situation. Him? The youngest of his family, the runt, the odd one out, hiding in the basement of an abandoned house on the outskirts of the LFZ? The house that was about to be razed by a human mage that desperately wanted whatever Nicky’s new- what would he even call him? Friend? Acquaintance? Pain in his ass? The young(er than the one outside) human mage, Joe, who was currently putting all he had into the wards protecting them in the corner of the basement? Yeah right. He’s very happy hanging out in his room, tinkering with computers and playing video games, thank you very much.

Or he was. And then shit hit the fan, the head of his family clan sealed him, and promptly evicted him from the mountain. So now he finds himself here, stuck in a much weaker form than is entirely useful, even if he weren’t in the LFZ, where his normal form is prohibited, he couldn’t do shit. So he was stuck relying on a human mage, who from what Nicky had seen so far, was very good at what he does, but he only had so much to work with.

Several of Joe’s rings and bracelets glowed, the intricate spells carved into each of them glimmering in the dark basement. The ward was weakening, Joe’s reserve of magic that he stored in his jewelry was getting low and here on the outskirts of the LFZ, the natural magic of the world was weak, he couldn’t draw more from their surroundings to replenish.

Another bracelet dimmed and faded, the ward getting smaller and Joe cursed under his breath.

“I’m open to ideas if you have any, Nicky. I can only hold this for another minute, tops.”

Nicky scrubbed his hands over his face. He did have an idea actually. He didn’t plan on Joe finding out like this, hell he didn’t think he wanted Joe to know at all, but if either of them were to live another day, what choice did he have?

“Use me,” Nicky said, extending his hand to Joe.

Joe flinched back, shaking his head. “No way! Draining another humans soul for magic is blood magic, that will taint my magic forever!”

Nicky shook his head, extending his hand even further, insisting. “No. Trust me, it won’t be blood magic. Not with me.” His face hardened, hoping his sincerity would come across to Joe.

Joe was wary, eyeing him closely. But then his last bracelet flickered out and the wards dropped and in the same instant he grasped Nicky’s hand. Nicky smirked, squeezing Joe’s hand tight before he opened the dam and let his magic pour through their connection.

Joe nearly yanked his hand back as the magic flowed into him, it was hot and there was so much of it, and it just kept coming, it was overwhelming just how much of it there was but suddenly Joe was beaming, his face split in a huge grin and his eyes had a mischievous look to them and Nicky almost doubted if this was even a good idea.

“You’re not human,” Joe said, his voice incredulous.

“I’m not a lot of things, dead is one of them and I’d like to keep it that way if you don’t mind.”

Joe threw his head back and laughed, giddy both from the power and what he had just learned about Nicky.

The wards shot up and Joe pulled Nicky to his feet. Nicky staggered for a moment, not used to the sensation of having someone else inside his magic. Joe had clearly never had this sort of connection before either and Nicky could feel a brush of his emotions and thoughts just on the edge of his mind as they moved towards the door leading out of the basement. Someone with practice could clamp down on that, so the only transference was purely magic, but as it was Nicky actually enjoyed feeling him there.

“Ready?” Joe asked, looking Nicky in the eye.

“Do your worst.”

Nicky nearly fell to his knees as Joe yanked on the magic, his vision warping for a moment as Joe blasted through the wall of the basement, exposing them to the outside in an instant. As the dust settled around them, the soldiers outside started coughing and yelling in confusion and Joe was walking forward, pulling Nicky along behind him. He glowed with power, almost blinding to look at and growing brighter every second as more and more power flowed into him. Nicky stumbled, but stayed with him as he climbed the exterior stairs out of the crumbled basement. The rolling script of the bracelet that contained his modified microwave spell flashed as he released it, blasting the soldiers that had surrounded the house. They didn’t stand a chance, caught off guard as they were by the explosion and shocked at Joe’s appearance as he burned as bright as the sun. The guards were thrown back before they could even get a proper hold on their weapons, some tossed over the hedges and into neighboring yards by the blasts, some slamming into their armoured vans they had parked haphazardly in the yard, collapsing and not getting up again. A horrible smell filled the air as the spell cooked the soldiers from the inside out. Joe picked them off easily, but there were still so many and some hid behind vehicles, firing pot shots at the duo when they could. Nicky could feel his vision narrowing, he could feel every twist and turn his magic took, from deep in his chest, down through his arms and into Joe and then through every swoop of the ruins on Joe’s jewelry, his stomach turning like he was riding a roller-coaster along the same route.

The air crackled with energy and Nicky couldn’t tell if that was actual thunder he heard or if it was his own pulse roaring in his ears. He felt Joe yank on the magic again and Nicky slammed his eyes shut as it ripped through them both and blasted outwards, throwing any remaining soldiers away from them, scorching the dead grass in the yard to black and leaving only the two of them and one other standing.

The other mage. He held one of his power reserves in his hand, the silver stitching of ruins on his hands glowing as he prepared a spell. He kept nervously looking up at Joe, and back at his gloves, muttering under his breath as he struggled with the spell.

Joe took another huge pull from Nicky’s power, who finally fell to his knees, barely keeping a hold of Joe as he felt like he might pass out. Joe released the power directly at the other mage, the power visibly screaming through the air, blue and electric, snapping down on the mage like the jaws of a dragon. The mage screamed as he was thrown back, clutching his hands to his chest as though they were broken, his fingers splayed in a way they shouldn’t be able to.

Nicky could feel Joe on the edge of his mind, he could feel his relief that the danger was passed and that he was now just marveling at the power within himself, looking at how his hands glowed with it, and the thought of tracking down any survivors was flickering, but Nicky was so drained, he didn’t think he could handle much more of this so he clamped down on the connection, leaving the magic that Joe had pushed into his jewelry reserves, but pulling everything else back.

Joe snatched his hand away from Nicky, as though the loss of magic hurt just as much as the first initial out pour had been, and without his support, Nicky collapsed to the scorched earth, his eyes rolling back in his head.

“Nicky!” Joe yelled, dropping to his knees.

Nicky could feel warm hands on either side of his face, gentle rubbing of thumbs across cheek bones turning to frantically jostling his head in an attempt to wake him up. All he could manage was a groan as Joe put an arm under his neck and pulled him partially upright so Nicky was leaning against his chest.

“Hey, come on man,” Joe sounded frantic, “Stay with me, I’m sorry, i didn’t mean to take so much, come on, wake up!”

Nicky groaned again, but managed to open his eyes and raise an arm up to pull Joe’s hand away so he wasn’t tapping his face so much.

“I’m awake, I’ll be alright.” He said before closing his eyes again, leaning heavily on Joe.

Joe sighed in relief, wrapping his arms tightly around Nicky so his head was tucked under Joe’s chin. His hands rubbed circles on Nicky’s back absentmindedly as he looked around at the destruction. Nicky could feel as a chuckle bubbled up through Joe’s chest, a nervous and incredulous laugh.

“So when were you going to tell me you were a goddamn dragon?”

~~~

[So this is not an original idea, it’s heavily inspired by the Heartstrikers series, this scene is not verbatim but is a situation that happens in the first book and I rewrote it in my own style.]

[rudindiacom]

What are the uses of sprocket ?

A Sprocket is generally a wheel with teeth that lock onto a chain. When the sprocket rotates, the teeth hold the chain and move the other corridor attached to the chain. This operation provides simple and controlled rotational movement of large outfit and ministry.

A sprocket is manufactured with essence or corroborated plastic to handle the force of the moving chain. These factors are compared to gears, which serve the same wheel- shaped design with teeth.

Sprockets made right contact with a various kind of chain rings or different gears which interact and lock together to transfer rotational movement. Rather of gear systems, utmost sprockets operate in bike chain assemblies.

Read : what are the uses of chain slings

Sprockets are corridor that are made with specific chain rings to rightly fit and handle specific loads. Choosing incorrect sprockets can beget you heavy loss and teeth will mince or breaks. On the other hand, the sprockets in their chains can move without breaking, indeed in heavy- duty conveyor system operations.

Chain use sprockets

These are the most common types of sprockets used. They work only with chains designed by breakers connected by legs.

Roller chains give a gap that fits the teeth of the sprocket to transfer rotary stir. These are used in transmission outfit operations.

Also : what is spreader beam and what are it's usage.

Duplex use sprockets

The duplex sprockets are generally made of mild sword and occasionally of pristine sword in numerous different sizes. It substantially consists of double- beachfront sprockets from the external periphery of 2 ″ to 120 ″ in the plate.  It's perhaps of a single mecca or double mecca as per the needed specifications. And Induction/ Honey hardened teeth Duplex Sprockets are also available.

Industrial use sprockets

The artificial sprockets are generally made of canted pristine sword, mild sword, and cast iron because they give high tensile strength and effectiveness.Different types of sprockets can be manufactured by their originator to achieve lesser effectiveness. They're generally used with timing belts, have flanges to keep the timing belt centered.

Also see : What are the uses of drag chain conveyor

Drive use sprockets

The drive sprockets are a common type of sprockets. These are generally handed with shaft import power. They're available with a lower periphery.

Tri sprocket

The triadic sprocket is a triadic 18 tooth taper bushed type sprocket that uses bushing. It's constructed using high- quality mild sword and fabricated with high perfection forbearance for optimum long- term performance. These sprockets are correspond of heat- treated toughened teeth that further ameliorate the working and continuity.

Read : what is chain conveyor

Quickly disconnect sprocket

These sprockets are used in high working cargo and high clamp lading on shaft. QD sprockets are flanged with anchor bolts around the border.

Also : what are the uses of beam clamp 

Conclusion

Nearly all diligence use sprockets because they don't have slip and creep issues and are indeed more effective than belt drives. They're able of working effectively at high temperatures

[amanda2020jumi-blog]

Q235 high pressure elbow this process is suitable for manufacturing

Q235 high pressure elbow this process is suitable for manufacturing any large-scale elbow with the ratio of the national standard elbow's pitch diameter to the elbow's inner diameter greater than 1.5. It is an ideal method for manufacturing large-scale pressure elbow at present. The hot push forming technology of national standard elbow is to use the elbow pusher, core mold and heating device to push the blank sheathed on the mold up and down on the pusher to move forward. In motion, it is heated to expand and bend. The deformation characteristic of the hot push elbow is to determine the diameter of the tube blank according to the law that the volume before and after the plastic deformation of the metal material is constant. The diameter of the tube blank used is smaller than the diameter of the elbow. The deformation process of the blank is controlled by the die core, so that the metal compressed at the inner arc flows and compensates to other parts thinned due to the expansion, so as to obtain the uniform wall thickness Uniform national standard elbow. The high manganese national standard elbow is mostly used in the pipeline with fast liquid flow and strong impact force. The national standard elbow made of nickel steel is usually used in the normal temperature pipeline with high concentration of oxidizing acid, but it will be severely corroded in the pipeline with reducing acid.

Q235 high pressure elbow manufacturer_ Jingmen

manufacturer of Q235 high pressure elbow_ Jingmen national standard elbow between high pressure and low pressure uses very large caliber welded national standard elbow. The thickness and quantity of national standard elbow discs under different pressures are also different. The national standard elbow discs themselves will produce a series of phenomena. For example, they may help us to link the national standard elbow, which has a typical feature Sign,Even though they will not produce any corrosion, or even any wear, they have become the strength materials in the whole building, because the stainless steel national standard elbow has the corresponding corrosion-resistant materials, so it can ensure the structure in a complete state. The advantages of the national standard elbow manufacturing process are mainly shown in the following aspects: the blank is flat or developable surface, so the blanking is simple, the accuracy is easy to ensure, and the assembly and welding are convenient. Without tube blank as raw material, the cost of tube making equipment and mould can be saved, and the national standard elbow with any large diameter and relatively thin wall thickness can be obtained.

Q235 high pressure elbow manufacturer_ The advantages of Jingmen carbon steel elbow manufacturing process are mainly shown in the following aspects:

(1) without tube blank as raw <a href="http://www.metmac.com/h-beam-flange-hydraulic-straightening-machine.html">all you need</a> material, the cost of pipe manufacturing equipment and mold can be saved, and any large diameter carbon steel elbow with relatively thin wall thickness can be obtained. (2) The blank is a flat or developable surface, so the blanking is simple, the accuracy is easy to guarantee, and the assembly and welding are convenient. (3) Due to the above two reasons, the manufacturing cycle can be shortened and the production cost can be greatly reduced. Because no special equipment is needed, it is especially suitable for field processing of large carbon steel elbow. (4) Carbon steel elbow is suitable for oil, natural gas, chemical industry, hydropower, construction, boiler and other industries pipeline series.

Q235 high pressure elbow manufacturer_ Jingmen

Q235 high pressure elbow has many processing methods. Many of them belong <a href="http://www.metmac.com/logistic-shelf-roll-forming-line.html">sheet metal roll forming machines</a> to the category of machining. Stamping, forging, roller processing, rolling, bulging, stretching and bending are widely used, and combined processing forging method: use the swaging machine to punch the end or a part of the pipe to reduce the outer diameter. The common swaging machines are rotary, connecting rod and roller. Stamping method: in the high-pressure elbow, use the core with taper to expand the pipe end to the required size and shape. Roller method: the core is placed in the stainless steel high-pressure elbow pipe, and the outer circumference is pushed and pressed by the roller for the processing of the round edge. In the installation of high-pressure elbow, casing shall be added for expansion pipe, heating, hot water, freezing, cooling, condensation water passing through the wall, floor slab, water supply, fire fighting, <a href="http://www.metmac.com/hydraulic-swing-beam-shear.html">women</a> spraying and drainage. Water supply pipe: galvanized steel pipe DN100 flange or clamp connection; plastic water supply pipe and composite pipe can use rubber ring interface, bonding, hot melting, special pipe fittings and flange; cast iron water supply pipe: cement bonding or rubber ring;

[itsworn]

5 Tips For Building The Ultimate Street Turbo V8!

More and more car crafters are opting for a turbocharged setup on their builds, and Prestige Motorsports is feeding the need with a lineup of turbo-ready bullets, including this 427 cubic-inch Windsor which can handle over 1,500 horsepower and 28 pounds of boost.

Turbos and superchargers have been around practically forever, but we are entering the golden age of boost for the common man because engine control systems have finally advanced to the point that they don’t require a nuclear physicist to use.

As proof, we’ll just point to the fact that people are pulling 5.3-liter LS engines out of trucks in junkyards, slapping on a turbo, and making insane power right and left these days. Our own Richard Holdener has tested multiple variations on this theme right here in Car Craft, and every time we continued to be surprised by how easy it is and how much power he makes.

The baseline for this build is a new Ford Performance 351 Windsor aluminum block. Besides being lighter than a cast-iron block, this casting is super strong with 356-T6 aluminum, splayed four-bolt billet steel main caps, and webbing across the valley tray. The 9.5-inch deck height will allow a maximum 4.250-inch stroke, although for this build the stroke will be limited to 4.000 inches.

Of course, while adding a turbo is easier than ever, that doesn’t mean you can just bolt a big hairdryer to any old engine and enjoy complete success. That may work with small systems, but if you want to make big power (and who doesn’t?), you do need to take a few precautions.

Prestige Motorsports in Concord, NC, is no stranger to the boosted game with several big-power builds under their belt. Interestingly, they’ve seen a growing market for boost-ready engines that car builders can fabricate their own systems around.

If you are going to make a ton of power you must use a rotating assembly that can withstand the punishment. For this combo, Prestige chose a set of 6.250-long Oliver I-beam connecting rods to go with eight full-skirted JE forged pistons with a 4.125 diameter. At 680 grams for the rods and 476 for the pistons, this is overkill for a naturally aspirated build, but all that beef equals strength and definitely the way to go when pushing a ton of boost.

Their latest creation is this big-inch 432ci Ford Windsor that will be going into a ’66 Mustang Fastback currently being built in California. On the dyno, the engine made a tick over 550 horsepower, and it’s designed to handle well over 1,500 horsepower and 28 pounds of boost. We’ll cover the details of the engine build in the accompanying photos, but the critical thing here is that it gives us the perfect opportunity to pass along important tips to make any engine boost friendly.

1. Mind the Gap Practically the biggest mistake you can make when installing a turbo on any engine is to ignore the ring gaps. Piston rings are gapped within a thousandth of an inch so that when the engine is running and putting heat to the piston rings, the gaps close up as much as possible without touching. This can become an issue because adding a turbo on any engine generates extra heat in the combustion chambers.

In the old days, the rule of thumb was to never run race bearings on a street engine because the harder bearings weren’t as easy on crank journals over the long haul like softer “street” bearings. But that was then. With the huge forces being transmitted in a 1,500-horsepower engine, a harder race bearing is necessary. Prestige chose King’s XP main and rod bearings which stand up well to harsh loads generated by turbos.

For example, on this Ford with 4.125-inch diameter JE pistons, the ring gap is set at 0.034 inches with the expectation that this engine will eventually make well over 1,100 horsepower under boost. Prestige’s lead engine builder, the man known simply as “Senior,” says that if he were building the same engine naturally aspirated (NA), he’d bring the ring gaps down to 0.024 to 0.026 of an inch.

A big challenge with turbo engines is keeping the combustion chamber sealed despite the incredible pressures created. For most applications you can get by with using a quality MLS head gasket, but for this engine Prestige decided to cut O-rings grooves in the block. With O-rings, even if combustion stretches the head studs, the O-rings will help maintain seal until the cylinder head settles back into place.

The problem with sticking a turbo on a naturally aspirated engine with small ring gaps is the extra heat generated in the combustion chambers will expand the rings until the ends butt together. When that happens, the ring scores the cylinder wall and likely will even break the piston—and a broken piston means a grenaded engine.

2. Cam Considerations You often hear that a turbo likes the same cam profile as an NA engine, and for the most part, that’s true. But you can pick up power by opening up the lobe separation on the cam a bit to reduce the valve overlap. This helps because during overlap the extra pressure created by the turbo can pump the air/fuel charge into the combustion chamber and right out past the exhaust valve before it closes.

The crankshaft is one of Callies’ high-end Magnum units. The Magnum cranks are a great choice for applications like this because they are super strong, including 2.750-inch Cleveland mains, but also gun-drilled through both the main and rod journals to keep the weight down. Main studs from ARP replace the usual main bolts to help increase the clamping load on the billet steel caps.

Fuel that gets into the exhaust port before it has a chance to be burned produces no power, so it’s essentially wasted. By opening up the lobe separation, it reduces the amount of time both the intake and exhaust valves are open together. Senior says for a turbo engine you generally want to open up the lobe separation from four to six degrees versus NA. For example, a lobe separation of 108 degrees is pretty common on a camshaft for a NA engine. When turbocharging the same engine, it will perform best with 114 degrees of lobe separation.

3. Ignition Issues If you think about it right, turbocharging artificially creates a higher-compression engine. Because it is pumping additional air and fuel into the combustion chambers, at piston TDC all those molecules are packed together much more tightly than on a NA engine with the same compression ratio.

Prestige worked with JE to design custom pistons for the build. A generous dish helps keep the compression turbo friendly at 9.0:1 despite the long 4.00-inch stroke.

Having extra fuel in the chamber to burn makes more power, but it also makes life more difficult for the ignition system. It may seem a bit reversed, but packing too many fuel molecules into the combustion chamber can make it more difficult to light off the fuel and start the combustion process. To help this, make sure you have a quality ignition system that makes a strong, consistent spark. In addition, you can aid the process by closing up the spark plug gaps a bit to make sure the spark always makes the jump from the electrode to the strap every time it fires.

4. Oil Access Roots-style superchargers are normally self-contained with their own supply of lubricant, but that’s not the case with turbos. They require a constant supply of pressurized oil from the engine not only to provide lubrication, but also to keep things cool.

Turbos must be fed cool, pressurized oil from the engine, and that means there has to be a way to return the oil where it came from. Prestige secured a -10 AN fitting to each side of the top of the Canton 7-quart, front-sump oil pan ahead of time to make plumbing the oil system for the turbos a piece of cake.

Providing oil to the turbos isn’t usually a big deal. There are any number of places you can tap into oil feed lines to send oil to a turbo or two. But don’t forget that oil also has to make its way back to the engine. When building the engine, go ahead and install an AN fitting or two in the side of the oil pan to provide a good place for the oil to drain from the turbo back to the engine. The pan is always the best place to return the oil because it should be significantly lower than the turbo to help aid drain back. If you wait until after the engine is built you will need to either pull the oil pan or try to drill into the pan and install a fitting without leaving any metal shavings behind.

Just go ahead and do it right ahead of time.

5. Boost Isn’t Absolute Too often we’ve seen people treat boost pressure like a concrete number. Unlike compression ratio, displacement, or other common measures on an engine, boost pressure is a relative number and really shouldn’t be compared between dissimilar engines.

A set of 0.847-diameter BAM solid roller lifters are activated by a custom-ground camshaft from Comp with 254- /248-degrees duration at 0.050-inch lift, a wide 114 degrees of separation, and 0.622- /0.616-inch gross valve lift.

The truth is, boost pressure is a measure of airflow restriction in your engine—not how much air your turbo is moving. For example, let’s imagine we have an engine making 750 horsepower under 20 pounds of boost with a single turbo. Now we pull and port the cylinder heads for that engine and reassemble it, changing nothing else. If quality port work has been done, that engine will make more horsepower with less boost because it can flow air and fuel into the combustion chambers more efficiently.

The point here is not to get too hung up on boost numbers. Boost can help hide some sins in the intake tract, but just like in NA engines, a more efficient intake and exhaust will always make more power.

O-rings require specific head gaskets; a coated copper head gasket from Flatout Gaskets provides the softness and sealing ability necessary to work in this application.

Here, you can see the O-rings pressed into the receiver grooves cut into the AFR Renegade cylinder heads. By the way, those are 72cc combustion chambers fitted with 2.100- /1.570-inch diameter stainless valves.

Scorpion’s Endurance Series aluminum rocker arms are 1.6:1 ratio and fit on a 7/16-inch rocker stud.

It’s a mistake to assume that pressurizing the airflow into the engine via a turbo means you don’t have to worry about port quality. Just like a naturally aspirated engine, better flowing ports will improve efficiency and horsepower. To this end, Prestige spent some time port matching the intake manifold to the 200cc CNC intake ports in the AFR heads.

Induction is handled by a Holley 105mm throttle body attached to a Holley Hi-Ram EFI intake manifold.

The Holley injectors are sized at 120 lbs/hr to be turbo ready. For a NA engine this size, the injectors would likely be sized around 42 lbs/hr.

A dyno chart really isn’t critical with this engine since the turbos will be added later, but it is interesting to see how it did. In NA trim, Prestige says a similar engine will make 600 horsepower, so the fact that this one with less compression and a camshaft that’s been ground for boost still makes 550 is pretty impressive. The real purpose for the dyno session is to tune the Holley HP EFI system so once in the car the owner can fire up the engine to test the systems and even drive it around reliably until he can update the tune for the turbo system.

On The Dyno

RPM: TQ: HP: 3,500 446.4 297.5 3,600 438.0 300.2 3,700 437.3 308.1 3,800 441.8 319.7 3,900 447.1 332.0 4,000 449.0 342.0 4,100 450.9 352.0 4,200 452.3 361.7 4,300 461.1 377.5 4,400 477.2 399.8 4,500 484.9 415.5 4,600 491.0 430.0 4,700 499.3 446.8 4,800 503.0 459.7 4,900 505.8 471.9 5,000 509.8 485.3 5,100 511.9 497.1 5,200 511.4 506.3 5,300 510.0 514.7 5,400 506.1 520.4 5,500 501.8 525.5 5,600 494.8 527.6 5,700 488.6 530.3 5,800 486.4 537.2 5,900 479.8 539.0 6,000 475.8 543.6 6,100 471.9 548.1 6,200 467.8 552.2 6,300 460.5 552.4 6,400 451.8 550.6 6,500 445.4 551.2 6,600 438.8 551.4 6,700 428.3 546.4

The post 5 Tips For Building The Ultimate Street Turbo V8! appeared first on Hot Rod Network.

from Hot Rod Network https://www.hotrod.com/articles/5-tips-building-ultimate-street-turbo-v8/ via IFTTT

[nunoxaviermoreira]

Buick 32-90 Club Sedan 1932 (6866) by Le Photiste Manufacturer: General Motors, Buick Motor Division, Flint, Michigan - USA Type: 32-90 Series Model 32-91 4-door Club Sedan Production time: 1932 Production outlet: 2,238 Engine: 5650cc straight-8 344.8 CID OHV valve-in-head Power: 104 bhp / 2.900 rpm Torque: 339 Nm / 1.400 rpm Drivetrain: rear wheels Speed: 129 km/h Curb weight: 2270 kg Wheelbase: 134 inch Chassis: center cross box-section double-drop type frame with 6 cross members and separate all-steel body (by Fisher) Steering: worm & roller Gearbox: three-speed selective sliding manual / II and III synchronized / floor shift Clutch: 9 inch double power plate disc (“Wizard” clutch control, a free-wheeling/automatic clutch device) Carburettor: Marvel duplex-type Fuel tank: 61 liter Electric system: Delco-Remy 2-unit 6 Volts 135 Ah Ignition system: Delco-Remy distributor and coil ignition Brakes front: 15 inch mechanial internal-expanding vacuum-servo drums Brakes rear: 15 inch mechaniacl internal-expanding vacuum-servo drums Suspension front: reverse-Elliott type solid axle, semi-elliptic leaf springs (overslung type) + hydraulic Lovejoy double-acting shock absorbers Suspension rear: beam axle, semi-elliptic leaf springs (underslungtype) + hydraulic Lovejoy double-acting shock absorbers Rear axle: live 3/4-floating Differential: spiral bevel 4.18:1 Wheels: 18 inch Kelsey Hayes wood 12-spoke Artillery type Tires: 7.00 x 18 6-ply Options: Wizard Control Synchromesh transmission (both free-wheeling, and no-clutch shifting between second and third gear), adjustable wire-spoke wheels, steel trim rings, chrome hubcaps, Fisher Vision & Ventilating windshields, Tilt Ray headlamps, Trippe safety lights, Pilot Ray driving lights, grill guard, twin fender lights, radio, clock, dual-cowl lights, dual Pilot Ray driving lights, dual side-mounted spare spare tires with metal covers, dual side mounted spare tires with covers and mirrors, trunk, a rear mounted luggage rack, a passenger-side windshield wiper, wind wings, radiator stone guard, dual horns and mirrors, hood ornament, single bar bumpers, cigar lighter, heater, tire locks and clamp, Special: - Buick originated as an independent motor car manufacturer, the Buick Motor Company, incorporated on May 19, 1903 by the Scottish-American David Dunbar Buick (who invented the overhead valve engine on which the company's success was based) in Flint, Michigan. - In 1904 the struggling company was taken over by James Whiting, who brought in William C. Durant to manage Buick. - Buick soon became the largest car maker in America. Using its profits, Durant embarked on a series of corporate acquisitions, calling the new mega-corporation General Motors. - The Series 90 was Buick's top-of-the-line Series. - This model year (1932) was the last with standard wooden spoke wheels. - Chief engineer Ferdinand “Dutch” Bower put a major effort into improving ride comfort. In addition, internal-expanding vacuum-servo drum brakes all around and thermostatically controlled radiator shutters were made standard since 1931. - The 32-90 Series was available as this 4-door Club Sedan, as 2-door 32-96C Convertible Coupé (289 units built), as 2-door 32-98 Convertible Phaeton (269 units built), as 2-door 32-96S Country Club Coupé (586 units built), as 2-door 32-96 Victoria Coupé (1,460 units built), as 4-door 32-90L Limousine (190 units built), as 4-door 32-97 5-passengers Sedan (1,485 units built), as 4-door 32-90 7-passengers Sedan (1,387 units built) and as 4-door 32-95 Sport Phaeton (146 units built). - The 1932 90 Series was assembled in Flint, Michigan - USA and in Oshawa, Ontario - Canada (by General Motors of Canada, Ltd). - The Oshawa Buicks continued to be known as McLaughlin-Buicks until 1942, even though the differences between them and their American counterparts became less significant. http://ift.tt/2xQBXc4

[pairelectricity-blog]

Types of Pipe Hangers Used in Piping Systems

New Post has been published on http://pairelectricity.com/2017/03/24/types-pipe-hangers-used-piping-systems/

Types of Pipe Hangers Used in Piping Systems

Hangers do the task of suspending and holding something. Pipe hangers are designed to support both insulated and non-insulated pipes. They make it possible to make limited movement and vertical adjustment in the piping system. There are some types of pipe hangers that we’ll discuss later in this article. Besides, there are also supports and clamps, which together with pipe hangers, provide support for hanging pipes.

Types of Pipe Hangers

There are a wide variety of these hangers that are used in different piping systems. Let’s check some of the categories that are most widely used:

Clevis Pipe Hangers

They are mostly used for suspending both insulated and non-insulated pipes. Their design avoids getting pinched during installation and features aligned bolt holes that facilitate quicker overhead installation.

They have their variations that are suitable for the suspension or adjustment of light stationery, cast iron, or ductile pipes.

J Hangers

They can suspend both insulated and non-insulated pipes and provide support for single conduits by hanging and side mounting. They reduce vibration and noise, and some of them are also able to prevent the transmission of electrolysis between the hanger and the pipe. Besides, they feature side holes for easy wall mounting.

Swivel Hangers

They are suitable for the suspension and vertical adjustment of copper tubing. Just like the J hangers, they prevent electrolysis between hanger and tubing with their plastic coating.

Band Hangers

You will see the use of these hangers in fire sprinkler and other common piping purposes. You can adjust them even after the installation because of their knurled swivel nut design. Besides, their flared edges protect plastic pipes from scratches and scuff along with making the installation process easier for all types of pipes.

Heavy Duty Band Hangers

Just as the name suggests, they provide support for heavier pipes. They are widely used in trapeze installations for providing support for the trapeze assembly.

Bolt and Ring Hangers

The bolt hangers allow suspension and vertical adjustment for copper tubing while the ring hangers are suitable for providing support to lightweight non-insulated pipes.

U Hangers

Widely used in automatic fire sprinkler systems, these hangers attach pipes to wooden beams where the latter is not supposed to be contracted. They look like a U-shaped metal fastener.

Roller and Split Hangers

The roller hangers provide suspension and allow horizontal movement for the pipes. On the other hand, the split hangers are open in the center and clamp around a pipe. They are the ideal option when you need to run the piping system close to walls or ceilings.

Apart from these types of pipe hangers, different kinds of supports and clamps are also available for piping systems. You have to choose the right devices for a particular system to keep the pipes functional and protect from damage.

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LIUGONG WHEEL LOADER SPARE PARTS 124

32A4843 INTAKE PIPE 18D3997 BRACKET 32A4844 INTAKE PIPE 12B2958 O-RING 05C5181 DEF PIPE 09C2757 CLAMP 09C2756 CLAMP 18D9769 BRACKET 69A1020 PLATE 69A1021 PLATE 08D2550 BELLOWS 18D9703 BRACKET 18D9704 BRACKET 18D9705 BRACKET 35C1689 CUSHION 56A5960 GASKET 60C2484 DOC+DPF+SCR 70C3490 HARNESS 35B0716 INSTRUMENT 70C3481 HARNESS 41D1887 STEP 98A6289 PLATE 70C2684 HARNESS 85A6901X0 REAR FENDER-LH 85A6900X0 REAR FENDER-RH SP187227 CAP MAIN BEARING 70C3380 CABLE 37B3217 BREAKER 41B0008Y1LP01 OIL SP195373 LOCKNUT 09C2685 CLAMP 38Y0614X0 BUCKET AS 42C2035X0T2 GEARBOX&TORQUE CONVERTER MOUNTING 48C5907X0 TOP COVER 08D1651 TUBE AS 24C3448 LINKAGE 98A9061 PLATE 19D0026 BRACKET SP192662 PUMP PULLEY SP192663 GUIDE WHEEL SP192664 TWELVE POINT CAP SCREW SP192665 TWELVE POINT CAP SCREW SP192667 THRUST BEARING SP192668 THRUST BEARING SP192670 CYLINDER HEAD CUSHION SP187392 BRAKE DISC 18C0001 HOSE AS 18C0046 HOSE AS 41C3257X0 SUPPORT 11C2956 STEERING PUMP 70C2723 CAB HARNESS 30C3666 FITTING 07C4444 HOSE AS 07C4445 HOSE AS SP187318 O - RING SP187319 O - RING SP187320 O - RING 55A9703 BUSHING 55A9702 BUSHING 18C0303 HOSE AS 08D2314 TUBE AS 18C0304 HOSE AS 56A5962 GASKET 56A5961 GASKET 79A5223 DECAL 08D2666 TUBE AS 08D2665 TUBE AS 41D1974 PROTECTIVE BARRIER 70C3516 HARNESS 18D9859 BRACKET 18C0455 HOSE AS 07C9944 HOSE AS 19D0024 BRACKET 19D0025 BRACKET 10C5216X0 BUCKET TILTING CYLINDER 13D2402X1 CYLINDER BODY 14D1020X0 PISTON ROD 38Y0609X0 BUCKET AS 18D7119 BRACKET SP187321 SEAL SP187322 SEAL SP187323 CIRCLIP SP187325 TAPER ROLLER BEARING SP187326 TAPER ROLLER BEARING SP187327 TAPER ROLLER BEARING SP187328 TAPER ROLLER BEARING SP187330 NUT SP187331 SPRING WASHER SP187332 SPRING WASHER SP187333 SPRING WASHER SP187334 ROLL PIN SP187336 CYLINDER BOLT SP187337 PLUG SP187338 HEXAGON BOLT SP187339 HEXAGON BOLT 46D3650 PLATE 38Y0636X0 BUCKET AS 10C5196 BOOM CYLINDER SP196304 CONNECTION TURBOCHARGER OIL DRAIN 00Y0688XA FUEL TANK AS 21C1538X0 HYDRAULIC OIL TANK 21C1527X0 HYDRAULIC OIL TANK 21C1528X0 HYDRAULIC OIL TANK 21C1529X0 HYDRAULIC OIL TANK 10C5192X0 BOOM CYLINDER 10C5191X0 BUCKET TILTING CYLINDER SP185860 SEAL KIT SP185861 RELAY SP185862 HARNESS SP185863 HARNESS SP185864 A/C STRAINER SP185865 SOLENOID VALVE AS SP185866 EVAPORATOR CORE SP185867 HEATER CORE SP185868 BLOWER UNIT 30D4335 REAR FRAME 21C1464X0 HYDRAULIC OIL TANK 04D4371 ACCESS DOOR 18D9275 BRACKET 27C1413X0 COUNTERWEIGHT SP157904 PIPE AIR TRANSFER 76A1299 BACKUP RING 08D2559 TUBE AS 33A6890 TUBE 33A6891 TUBE 33A6861 TUBE 33A6862 TUBE 33A6859 TUBE 43C7867 BUCKET LEVER 43C7868 BUCKET LEVER 43C7866 BOOM 48A9635 PLATE 48A9653 PLATE 18D7467 BRACKET 59A0737 PLATE 48C5724X0 ENGINE HOOD 67C3952 HOSE AS 70C2452 HARNESS 08D1249D0 TUBE AS 48A9571 PLATE 02C3219 NYLON HOSE 13C1315 AIR CHAMBER 24C2473D0 BOOM 24C2474D0 LEVER 24C2475D0 LINKAGE 40D1201X0D0 REAR FENDER-RH 47D0410D0 COUNTERWEIGHT 48C5981X0 ENGINE HOOD 40D1441X0D0 REAR FENDER-LH 48C4969X0D0 REAR FENDER-LH 48C4970X0D0 REAR FENDER-RH SP196551 THERMOSTAT SP196552 LOCK NUT 93A9578 PLATE 32A4206 TUBE 45C1066 HAND BRAKE 32A4764 INTAKE PIPE 67A1840 PIPE 93A2384 PLATE 48C6463 TOP COVER 97A1674 CUTTING EDGE 44D0969 COVER 42D3374 COVER 42D3375 COVER 46D3730 BRACKET 15D1718 BLOCK 70C3382 HARNESS 67C3768 HOSE AS 67C3769 HOSE AS 70C3331 HARNESS 18D8741 BRACKET 49C8072 HOSE GP 87A1602 GLASS 87A1603 GLASS 70C2616 HARNESS 70C2565 HARNESS 70C2453 CAB HARNESS 70C2459 CAB HARNESS 70C2548 HARNESS 70C2615 CAB HARNESS 24C3449 LINKAGE 30D4239X0 FRONT FRAME 01Y0330X8 FRONT AXLE AS 01Y0332X8 REAR AXLE AS 67C3902 HOSE AS 58A6448 PLATE 70C3385 CAB HARNESS 59A1589 PLATE 48C6367X0 ENGINE HOOD 34D0397X1 BEAM FRAME 79A4995 SYMBOL 70C3345 HARNESS 19D0155 BRACKET SP157440 SNAP RING 96A6871 EDGE-RH 96A6870 EDGE-LH 04C1617 HOSE AS 04C1618 HOSE AS 79A4550 SYMBOL 41D1958 STEP 18D9584 RETAINER 49C8842 HOSE 49C4491 HOSE GP 69A1619 PLATE 42D3427 SIDE HOOD 69A1612 PLATE 58A7177 PLATE 58A7176 PLATE 49C9044 HOSE 49C9043 HOSE 19D1073 BRACKET 36A9048 TUBE 67A2667 INTAKE PIPE 67C4306 HOSE AS 08D2821 TUBE AS 08D2820 TUBE AS 30D4360 REAR FRAME 00G0702 COVER 98A9441 PLATE 00G0695 COVER 38Y0711X0 BUCKET SP190929 SEAL KIT SP190930 SOLENOID WATER VALVE SP190931 EXPANSION VALVE SP190932 HARNESS SP190933 EVAPORATOR CORE SP190934 MOTOR 18D8568 SUPPORT 81A0521 RUBBER PLATE 30D4191 FRONT FRAME 30D4190 FRONT FRAME 30D4189 FRONT FRAME 11C3048 GEAR PUMP 69A0313 PLATE 07A7038 MOUNTING PLATE 84A5249 BOOT 96A6848 EDGE-RH 96A6847 PLATE 26D1300 PROTECTIVE BARRIER 38Y0722X0 BUCKET AS 49C8985 HOSE 60C2987 AIR FILTER 11D2196 PIN 11D2194 PIN 38Y0680X0 BUCKET 67C4049 HOSE AS 67C4047 HOSE AS 13C1485 BOOSTER 11C3149 GEAR PUMP 27C1415X0 COUNTERWEIGHT SP193886 HEXAGON NUT 70C2853 HARNESS SP188926 PLUG 18C0428 HOSE AS 46D3692 COVER 08D2553 TUBE AS 01C1710 TUBE AS 01C1711 TUBE AS 01C1712 TUBE AS 01C1713 TUBE AS 84A5282 RUBBER PLUG 37B3099 ELECTRONIC P.R LEVER 46D3503 MOUNTING PLATE 90A3979 MOUNTING PLATE 41D1960 STEP 37B3150 CONTROLLER 67C3943 HOSE AS 67C3992 HOSE AS 18C0408 HOSE AS 21C1520X0 HYDRAULIC OIL TANK 21C1522X0 HYDRAULIC OIL TANK 60C2273X0 RADIATOR MOUNTING 40D1790X0 REAR FENDER-LH 30A8636 HOSE 69A1499 PLATE 58A6849 PLATE 08D2470 TUBE AS 08D2477 TUBE AS 05C6420 HOSE AS 19D0161 MOUNTING PLATE 32A4896 WATER HOSE 58A6920 PLATE SP199801 O-RING SEAL SP199802 V BAND CLAMP 32A4898 HOSE 01Y0602X0 FRONT AXLE AS 70C2625 HARNESS 70C2630 HARNESS 70C3474 HARNESS 38Y0634X0 BUCKET AS 69A0424 PLATE 04A4699 FLANGE 08D1992 TUBE AS 12C8127 CONTROL VALVE 08D2083 TUBE AS 41C3157T0 OPEN DIFFERENTIAL SP188939 HEXAGON FLANGE BOLT SP188941 NNER HEXAGON SOCKET HEAD CAP SCREW SP188942 HEXAGON FLANGE BOLT SP188943 INTAKE VALVE SP188945 PRESSURE AND TEMPERATURE SENSOR SP188946 OIL COOLER CAP GASKET SP188947 EXHAUST CONNECTING PIPE ASSEMBLY SP188948 BACK-UP BLOCK SP188949 ROCKER ARM SET SP188950 ADJUSTING SCREW SP188951 AIR COMPRESSOR AIR-INLET PIPE SP188953 FIRST COARSE AIR FILTER 19D0336 BRACKET 18C0590 HOSE AS 67C4311 HOSE AS 47C4382 STEERING COLUMN 70C3739 GRID HEATER HARNESS Read the full article

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LIUGONG WHEEL LOADER SPARE PARTS 127

SP198630 FIXED PLATE SP197486 FAN PULLEY SP190951 FUEL FILTER ELEMENT 11C3183 DEF SUPPLY MODULE 69A1623 PLATE 67A2502 EXHAUST PIPE 45D3180 HEAT SHIELD 39A2794 INTAKE PIPE 30B1483 TEMP SENSOR 70C3669 HARNESS 19D0247 MOUNTING PLATE 19D0253 MOUNTING PLATE 47C5281 GUARD 47C5280 GUARD 43C9104 PICK-UP BROOM SP205748 SPIRAL BEVEL GEAR AS 18C1221 HOSE AS 18C1220 HOSE AS 18C1222 HOSE AS 00G1866 PLATE 19D3042 MOUNTING PLATE 24C3938 BUCKET LEVER 24C3937 BOOM 41C3488 RIM AS 57A3041 WASHER 57A3029 WASHER 57A3022 WASHER 57A3019 WASHER 41D2091 PROTECTIVE BARRIER 23D6218 BRACKET 46D4037 PLATE 70C4401 CAB HARNESS 57A3096 SHIM 40D1941 REAR FENDER-LH 41D2092 PROTECTIVE BARRIER 40D1942 REAR FENDER-RH 96A8100 CUTTING EDGE-LH 70C4203 HARNESS 12C8391 STEERING VALVE 47C4753 STEERING COLUMN 34C8897 STEERING WHEEL SP201524 SEAL KIT SP201526 SEAL KIT 27C1477X0 COUNTERWEIGHT 69A1490 PLATE 27C1476X0 COUNTERWEIGHT 18C0563 HOSE AS 04A4776 FLANGE 30A8674 HOSE 04C1684 HOSE AS 70C3891 HARNESS 18C0637 HOSE AS 42D3429 PLATE 42D3430 PLATE 48C6614 TOP COVER 19D0612 BRACKET 43D3331 DUCT PLATE 42D3426 SIDE HOOD 04C1681 HOSE AS 04C1682 HOSE AS 19C0186 HOSE AS 04C1683 HOSE AS 18C0640 HOSE AS 18C0639 HOSE AS 34D0397X4 BEAM FRAME 34C9114 PLATE 34C9115 PLATE 42D3450 COVER 08D3398 TUBE AS SP205379 SUPPORT FAN SP205380 TURBOCHARGER SP205381 CONNECTION EXHAUST OUTLE SP205383 TUBE CPR WATER OUTLET SP205384 HOUSING GEAR SP205385 GEAR IDLER SP205386 GEAR FUEL PUMP SP205423 SEAL KIT 61A3866 ROD 13D2472 CYLINDER BODY 10C5412 BLADE SIDESHIFT CYLINDER 67C4812 HOSE AS 22D2271 BUCKET 67A2811 TUBE 97A2255 CUTTING EDGE 04C1736 BELLOWS 36D1922 COVER 97A2256 CUTTING EDGE 48D1769 OIL GUARD 22D2261 BUCKET 53A3390 COVER 55A9712 SPACER SLEEVE 67C4845 HOSE AS 67C4832 HOSE AS 67C4859 FUEL HOSE 69A2165 PLATE 41A0913X0 SUN GEAR 67A2903 PIPE 95A4590 MOUNTING PLATE 19D0921 BRACKET 19D0920 BRACKET 44D0995 QUADRANT IRON 24C3741 ROPE 70C4454 CAB HARNESS 47D0734 COUNTERWEIGHT 47D0735 COUNTERWEIGHT 69A2625 PLATE 32A5158 HOSE 35B0768 INSTRUMENT 30D4636 REAR FRAME 20C3746 AUXILIARY TANK 69A2611 PLATE 48C6904 TOP COVER 49C9115 HOSE 30D4518 REAR FRAME 24D0591 SPINDLE 61A3862X0 PISTON ROD 56A6026 PLATE 56A5992 GASKET 33D1604 PLATE AS 56A5889 DRIVEN DISK 04A4861 FLATE 55A9713 SPACER SLEEVE 55A9921 SPACER SLEEVE 69A2358 PLATE 45C1072 HAND BRAKE 30D4369 REAR FRAME 30D4383 FRONT FRAME 85A7083 DOME DECORATION AS 69A1492 PLATE 19D0442 BRACKET 67A2393 PIPE 69A1491 PLATE 19D0326 BRACKET 19D0353 BRACKET 32A4885 INTAKE PIPE 67C4400 HOSE AS 67C4401 HOSE AS 01C1805 TUBE AS 01C1804 TUBE AS 25D0864 FORK 18C0629 HOSE AS 18C0630 HOSE AS 18C0627 HOSE AS 18C0628 HOSE AS 09C2761 CLAMP 98A9914 PLATE 38Y0725X0 BUCKET AS 19D0809 BOTTOM PLATE 67C4103 HOSE AS 79A3187 DECAL 26D1326 PROTECTIVE BARRIER 41A0914X0 PLANETARY GEAR 22D2273 BUCKET 47D0715 COUNTERWEIGHT 47D0713 COUNTERWEIGHT 41C3507 RIM AS 22B0214 ROLLER BEARING 96A9949 EDGE-RH 96A9948 EDGE-LH 30D4800X0 FRONT FRAME 41C3531 RIM AS 30A9244 HOSE 08D3669 TUBE AS 08D3668 TUBE AS 04A4803 FLANGE 34C8647 REVERSE PISTON AS 43D3462 COVER 43D3459 COVER 19D1863 BRACKET SP194487 AXLE 70C4213 STEERING HARNESS SP204496 A/C HARNESS SP204499 WIPER BLADE SP204500 WIPER MOTOR&LINKAGE SP204501 SEAL KIT 38Y0040X2 BUCKET AS 32A4897 WATER HOSE 24C3692 CONTROL LEVER AS 19D0512 BRACKET 98A9594 PLATE 45D3168 SHROUD 48D1890 COVER 19D0532 BRACKET 04C1654 BELLOWS 27C1497X0 COUNTERWEIGHT 42D3438 MAST 84A5551 SEAL 58A7163 PLATE 48C6662 MAST AS 18C0685 HOSE AS 04D4508 DOOR 44D0991 COVER 48C5150X2 SIDE HOOD 43D3346X0 TOP COVER 70C3945 HARNESS 30C3730 CONNECTOR SP198632 PIPE CLAMP HOLDER SP198998 TEMPERATURE SENSOR SP199000 SENSOR DFN PRESSURE SP199014 DYNAMO BELT SP199016 BOWL-TYPE PLUG SP199017 OIL SCALE COMPONENT SP199018 BOLT M10×15 SP199020 BOLT M8X20 SP199021 BOLT M8×16 SP199022 OIL SEAL SP199023 O RING 2.65×106 SP199024 O-RING2.65X58 SP199025 O-RING 2.65X54.5 SP199026 CRANKSHAFT SEAL O_RING SP199027 O-RING1.8X28 SP199028 SEAL WASHER 14 SP199029 WIRING HARNESS FASTENER Ⅱ SP199030 WIRING HARNESS FASTENER Ⅰ SP198735 CAMSHAFT END COVER SP198736 AFTER THE CRANKSHAFT OIL SEAL SP198737 IDLE GEAR WEAR PLATE SP198738 IDLE GEAR BUSHING SP198739 MAIN BEARING COVER SP198740 MAIN OIL GALLERY BLOCK SP198741 MAIN BEARING BOLT SP198742 LOCATING PIN SP198743 MAIN BEARING COVER() SP198744 BOWL-TYPE PLUG SP198745 CAMSHAFT BUSHING SP198746 LOCATING BUSH 32D3108 QUICK COUPLER FRAME 11D2156 PIN 32A4937 INTAKE PIPE 08D3666 TUBE AS 08D3670 TUBE AS 08D3667 TUBE AS 67C5085 HOSE AS 67C5084 HOSE AS 19D4064 BRACKET 12C9032 SAFETY VALVE 12C9035 SAFETY VALVE 70C4438 HARNESS 98A3106 MOUNTING PLATE 48D2044 PLATE 49C9909 HOSE 48D2043 PLATE 04G0101 PLATE 04G0096 COVER 49C9972 HOSE 49C9971 HOSE 49C9911 CONDENSER AS 04G0107 COVER 27C1567X0 COUNTERWEIGHT 19D1081 BRACKET 60C2207 DIESEL ENGINE 38Y0689X0 BUCKET 13D2409X1 CYLINDER BODY 19D0076 BRACKET 19D0077 BRACKET 13B0947 SEAL RING 08D2702 TUBE AS 08D2703 TUBE AS SP198633 FUEL RETURN PIPE COMPONENT SP198634 CAMSHAFT SIGNAL ROUND SP198635 PULLEY SP198637 CYLINDER HEAD SP198638 GEAR CHAMBER COVER PLATE GASKET SP198657 OIL PAN GASKET SP198658 ELECTRONIC THROTTLE SP198659 WATER TEMPERATURE SENSOR SP198660 CRANKSHAFT SPEED SENSOR SP198662 CAMSHAFT TIMING GEAR SP198663 IDLE GEAR SP198664 INJECTION PUMP SP198665 NOZZLE ASSEMBLY SP198666 CYLINDER LINER SP198667 INJECTION PUMP GEAR COVER PLATE GASKET SP198669 AIR COMPRESSOR REAR COVER SP198670 INLET CONNECTION AIR COMPRESSOR SP198671 BOLT SP198672 BOLT7/16-14×2.75 SP198673 BOLT SP198675 BOLT SP198676 BOLT 7/16-14×0.75 SP198677 BOLT SP198678 BOLT 5/16-18X0.875 SP198718 TAPPET SP198719 GASKET SP198720 CAMSHAFT SP198721 SPACE RING SP198724 COMPRESSTION PLATE SP198725 CONNECTING-ROD PART SP198726 LOCATING LINER SP198727 PISTON PIN Read the full article

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LIUGONG WHEEL LOADER SPARE PARTS 158

18D8267 BRACKET-RH 34D0397X3 BEAM FRAME 34D0397X6 BEAM FRAME 57A0710 SHIM 57A0711 SHIM 57A0712 SHIM 57A0713 SHIM 57A0714 SHIM 57A0715 SHIM 57A1350 SHIM 57A1351 SHIM 57A2922 SHIM 57A2923 SHIM 72A2164X0 SUBSIDIARY FRAME 67A4702 PIPE 85A7637 HEAT SHIELD 70C7341 STEERING HARNESS 19D9606 BRACKET 19D9459 MOUNTING PLATE 67A4701 PIPE 32A6669 WATER HOSE 06B1152 BACKUP RING 09G0339 PLATE 07A8779 PLATE 69A9134 PLATE 69A9202 PLATE 59C0739 BLADE BODY 05D2703 2ND SECTION 05D2700 BASIC BOOM 19C2103 HOSE GP SP108711 BOLT SP147554 CAMSHAFT THRUST WASHER SP147555 CAMSHAFT SP147556 GEAR CAMSHAFT SP125840 BEARING,CONNECTING ROD SP125841 CONNECTING ROD BEARING 76A0615 BACKUP RING SP129252 ROD SP129257 PIN SP132834 SCREW CONNECTING ROD CAP SP147782 PISTON SP148984 BUSHING SP195484 ROD ENGINE CONNECTION SP202932 PISTON RING ASSEMBLY SP137794 O-RING SP118845 SCREW SP132127 SCREW SP208156 FUEL INLET PIPE SP149119 SENSOR PRESSURE SP147563 TUBE INJECTOR FUEL SUPP SP147567 TUBE INJECTOR FUEL SUPP SP147566 TUBE INJECTOR FUEL SUPP SP147565 TUBE INJECTOR FUEL SUPP SP147564 TUBE INJECTOR FUEL SUPP SP147598 RETAINER INJ FUL SUP CNR SP147597 CONNECTOR INJ FUEL SUPPLY SP147852 TUBE FUEL SUPPLY       SP147562 BRACE TUBE SP170185 TUBE BRACE SP147778 BRACE TUBE SP147560 SCREW HEX FLANGE HEAD C SP170184 MOUNTING SPACER SP170187 VIBRATION ISOLATOR SP108833 PLUG SP108835 O RING SP106774 SPIRE SP126903 GUIDE SP126904 INTAKE SEAT RING SP137046 PIPE STOPPER SP147553 SCREW HEX FLANGE HEAD C SP147557 GASKET CYLINDER HEAD SP147780 HEAD CYLINDER SP147781 INJECTOR SP147851 DECAL                  SP148985 PLUG EXPANSION SP148986 PLUG EXPANSION SP148992 RETAINER VALVE SPRING SP148993 PLUG EXPANSION SP152401 COLLET VALVE SP168149 VALVE INSERT SP167481 EXPANSION PLUG SP148994 PLUG EXPANSION SP167051 VALVE SPRING SP212768 INTAKE VALVE SP204436 START MOTOR RELAY L9.3 AND QSL9.3 SP172424 MOTOR STARTING MX100293 MX100567 MX100900 ADHESIVE TAPE 41C2925X1T0 FRONT AXLE BEVEL GEAR 43A0129X0T3 SPIRAL BEVEL GEAR 34C3079T0 DIFF HOUSING 12D0010 INPUT FLANGE 34C3079X0T2 DIFF HOUSING 34C7595X1T0 AXLE DRIVE HOUSING AS 96A4651 MOUNTING PLATE 62A0609 SPINDLE 15A0049 BLOCK 62A0415 HUB CARRIER 16A7153 MOUNTING PLATE 08B0032 PIN 08B0040 PIN 06B0067 WASHER 06B0214 HARD WASHER 06B0270 HARD WASHER 22B0003 ROLLER BEARING 67C8694 HOSE AS 19C1929 HOSE AS 67C8695 HOSE AS 19C1930 HOSE AS 19C1934 HOSE AS 67C8692 HOSE AS 38Y1031X0 BUCKET AS 19C2319 HOSE AS 67C9305 HOSE AS 67C9288 HOSE AS 67C9842 HOSE AS 67C9852 HOSE AS 97A4054 CUTTING EDGE 71A2562 BEARING SUPPORT SP147508 TAPPET VALVE SP108730 GASKET SP108810 ELBOW SP108958 STUD SP109008 ELBOW SP131793 "GEAR SP132123 SPACER SP132149 FLEXIBLE HOSE  SP132151 SCREW SP140234 MALE CONNECTOR SP147855 BRACE AIR COMPRESSOR   SP131802 "BRACKET SP132130 SCREW SP132131 NUT SP137006 ASSEMBLING FRAME SP212769 EXHAUST VALVE SP147574 FITTING ORIFICE SP133261 WASHER SP132144 SCREW SP108796 PLUG SP108936 PIPE SP107116 O RING SP139250 GASKET OIL DRAIN SP147576 HOSE FLEXIBLE 40C4671 SEAL RING 40C6450 REDUCER UNION 40C6453 O-RING SP137433 BOLT SP147582 ISOLATOR VIBRATION SP147583 GASKET VALVE COVER SP147584 COVER VALVE SP147585 CAP FILLER SP147541 SCREW STUDDED FLANGE CA SP148987 SCREW SELF TAPPING META SP148989 SEAL O RING SP108826 GASKET 40C1087 BOLT SP132159 CONNECTION SP105543 PIPE SP108842 BOLT SP108799 BOLT SP100614 SEAL SP147586 PUMP WATER SP137005 BELT SP180747 BELT TENSIONER SP107110 BOLT 09C1153 V-CLAMP SP139256 FAN PILOT SPACER SP139255 SCREW HEX FLANGE HEAD CAP SP174699 HEXAGON FLANGE HEAD CAP SCREW SP213770 SPACER FAN 12D0032 INPUT FLANGE 57A0024 SHIM 57A0027 SHIM 01B1246 BOLT 03B2053 NUT 01B1249 BOLT 56A4180 GASKET 43A0135X1 SPIRAL BEVEL GEAR 43A0135X2 SPIRAL ASSY 53A3341 DUST COVER 01B1602 BOLT 01B1601 BOLT 03B1504 NUT 03B2016 RIM NUT 06B1071 LOCK WASHER 01B1566 BOLT 01Y0800X0 FRONT AXLE AS 01Y0800X8 FRONT AXLE AS 00A0048 LOCKNUT 01C2019 TUBE AS 03B1786 LOCKNUT 04B1168 BOLT 01B0235 BOLT 77A1934 CAPTIVE BOLT 03B2075 LOCKNUT 03B2093 LOCKNUT 06B1050 LOCK WASHER SP107850 CONNECTOR 01B1583 BOLT 01B1598 BOLT 51C0102 DRIVE SHAFT 07B0044 SNAP RING SP130340 CROSS AXIS SP161198 FLANGE FORK 51C0848 FRONT DRIVE SHAFT&BRG AS 03B0195 LOCKNUT SP155847 HEXAGONAL SLOT NUT SP161195 COTTER PIN SP192254 FLANGE SP196562 BEARING ASSEMBLY 51C0849 MIDDLE DRIVE SHAFT 07B0002 SNAP RING SP115776 FLANGED FORK 04A2055 FLANGE SP151813 SPIDER SP161490 OIL CUP SP192245 CIRCLIP FOR HOLE 27C2083X0 COUNTERWEIGHT 27C2085X0 COUNTERWEIGHT 18C3274 HOSE AS 08D8530 HOSE 32A6538 HOSE 08D8529 HOSE 67A5758 PIPE 67A5757 PIPE 69A7046 PLATE 55G2198 SPACER RING 55G2200 SPACER RING 55G2209 SPACER RING 55G2194 SPACER RING 67C9385 HOSE AS 04C2241 HOSE AS 04C2240 HOSE AS 84A6431 SEAL 69A7309 PLATE 33D1873 UPPER HINGE PLATE 33D1874 LOWER HINGE PLATE 49D0915D1 ANGLE AS 49D0916D1 ANGLE AS 02G4336D1 PLATE 40D2224X0D1 REAR FENDER-LH 59A8481 PLATE 03G4957 PLATE 33D1872 UPPER HINGE PLATE 66C5802 HOSE AS SP211883 MALE CONNECTOR SP111876 ROLLER PIN SP155058 INTERMEDIATE SHEET SP157359 CONVERTER BELL 18D8021 BRACKET 32A4621 INTAKE PIPE 32A4620 INTAKE PIPE 18D8296 BRACKET 60C2081 MUFFLER SP148995 PLUG EXPANSION SP170186 TUBE BRACE 55A1219 SLEEVE 07C6098 HOSE AS 07C6121 HOSE AS 69A0099 PLATE 24C4378 LINKAGE 48C8028 MAST AS 41D2372 PROTECTIVE BARRIER 41D2371 PROTECTIVE BARRIER 32A6029 INTAKE PIPE 00G4891 PLATE 18C2604 HOSE AS 43D4159 DOOR 07G0354 INTAKE PIPE 42D4124 DOOR 67A4904 INTAKE PIPE 12C9791 PRIORITY VALVE 19D9726 BRACKET 10G0151 SUCTION HOSE 08D6618 TUBE AS 67A4902 INTAKE PIPE 32A6028 INTAKE PIPE 32A6027 INTAKE PIPE 49D0041 BRACKET 83A2968 BUSHING 24D0692 FRONT SUPPORT AS 83A2967 BUSHING 61A4234 SHAFT 32A6022 BELLOWS 13C1877X0 AIR RESERVOIR 70C9324 HARNESS 59C1113X0 BUCKET 39Y0304X0 HAY FORK 27A6179 HEAT SHIELD 67C8805 HOSE AS 67C8800 HOSE AS 18C2759 HOSE AS 19C2020 HOSE AS 08D6762 TUBE AS 32A6102 SUCTION HOSE 01C2084 TUBE AS 01C2083 TUBE AS 11C3828 PLUNGER PUMP 41D2522 STEP 41D2523 STEP 41D2521 STEP 68C0329 HOSE AS 40D2324 REAR FENDER-LH 39Y0312X0 HAY FORK 10C0360P02 STEERING CYLINDER 01C2066 TUBE AS 01C2065 TUBE AS 12C9739 SHIFT CONTROL VALVE 59C0157 BLADE BODY SP132135 SCREW SP125836 PULLEY SP129262 DAMPER 55A6874 ROUND NUT 00B0128 BOLT 03B0290 NUT 60C2472 AIR FILTER ELEMENT 01B1379 BOLT 09C0583 CLAMP 34C0091 WASHER 06C9349 FUEL HOSE 09C1754 DOUBLE CLAMP 30A3482 DRAIN HOSE 09C1902 CLAMP 03A1207 SCREW 00A7424 CONNECTOR 58A0428 PLATE 03A1233 SCREW 04C0997 FUEL HOSE 48A3238 PLATE 66C8029 FUEL HOSE 60C2093 OIL-WATER SEPARATOR 69A1532 PLATE 09C0733 CLAMP 09C1561 CLAMP 06B0224 WASHER 53C0549 OIL FILTER 53C0563 SECONDARY FILTER ELEMENT 00A5952 CONNECTOR 00A7220 CONNECTOR 48A6002 PLATE 07C6383 HOSE AS 07C6960 HOSE AS 05C8154 HOSE AS 84A1120 CLAMP 21A4459 PLATE 12B1725 O-RING 12V0497 O-RING 24Y0019 SHIFT CONTROL SYSTEM 77A2245 FLEXIBLE SHAFT 52C0376 SHIFT CONTROL LEVER 07C1584 HOSE AS 12B0520 O-RING 12D1093 ELASTIC PLATE GP 10A7541 ELESTIC PLATE 91A4128 PLATE 38C0776 DIPSTICK 08D1822 TUBE 30A8086 HOSE 09C1498 CLAMP 35A5064 TUBE 08D2113 TUBE AS 32A4943 HOSE 30C3356 CONNECTOR 08D4097 TUBE AS 38C0833 DIPSTICK 18C2958 HOSE AS 38C0866 DIPSTICK 08D7468 TUBE AS 08D8628 TUBE AS 38C0883 DIPSTICK 57A0008 SHIM 40A0198 GEAR 40A0250 GEAR 04A4142 FLANGE 00B1419 BOLT SP192045 SEAL KIT 11C2756P01 VARIABLE SPEED PUMP 11C2756P02 VARIABLE SPEED PUMP 12B0291 O-RING 91A7521 PLATE 56A5099 GASKET SP231131 OIL SUCTION PIPE ASSEMBLY SP231132 PRESSURE PIPE ASSEMBLY SP231133 DIRECTIONAL VALVE 33C0352 BLOCK 33C0354 BLOCK 24C4585 BOOM 24C4586 LEVER 24C4587 LINKAGE 25D1145 UPPER FORK 25D1146 LOWER FORK 25D1144 UPPER FORK 30A9711 HOSE 30A9707 HOSE 08G1423 MOUNTING PLATE 00G6154 COVER 00G6156 COVER 49D2794 PLATE 03G6479 PLATE Read the full article

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Dyno Tested: A 440ci AMC 390 Designed & Built for the Street

“The only race American Motors cares about…is the human race.” That’s what AMC President George H. Romney told the world during a 1962 press conference. Flipping “the bird” at Detroit’s revived horsepower race was a cocky move, but Romney (father of 2012 presidential candidate Mitt Romney) believed the industry’s growing emphasis on horsepower and speed was irresponsible and a menace to public safety.

Romney’s self-righteous message worked very well—for a while. In 1960, and again in 1962, AMC generated over $1 billion in profits. That’s billion with a “B.” But America was changing.

With the first of the post-WWII “baby boom” generation turning 18 in 1964, the massive youth market started reshaping America, and buying their first new cars. So while Tri-Power Pontiac GTOs, Olds 4-4-2s, 289 Mustangs, Chevy 409s, Super Stock Dodges, and other muscle machines stole the spot light, AMC’s hottest bait came in the form of the Ambassador 990-H. The what? Exactly.

Launched on April 1, 1966, the 200 horsepower AMC Typhoon 290 V8 was no joke. Only the log-style exhaust manifolds, conservative cam timing, 2-barrel carburetor, and modest port and valve dimensions kept the AMC 290 from equaling the hottest versions of the Chevy 283, Ford 289, and Mopar 273.

By 1964, AMC’s domestic market share had plummeted from fourth to eighth place and losses were mounting. Something had to be done to bring AMC up to date. A major part of that something was the Typhoon V8.

Launched in April of 1966, the 290-cube, 540-pound Typhoon V8 had many roles to fill. Unlike the Big Three, little AMC couldn’t afford to develop multiple, overlapping small-block and big-block engine families. Instead, cash-strapped AMC made due with one basic engine package to cover all the bases, small, medium, and large.

But they did it. Thanks to its 4.75-inch bore spacing (a full 0.350 inch larger than the Chevy small-block), the 290 was able to grow cubic inches as needed. Through its mid-1966 through 1991 production run aboard AMC passenger cars and Jeeps, the same basic OHV V8 (with 0.16-inch additional deck height added in 1970) was produced with displacements of 290, 304, 343, 360, 390, and even 401 cubic inches.

Better yet, with its compact external dimensions (31 x 24 x 22 inches), the AMC compares well with the classic Chevy 350 (28 x 25 x 22 inches). The AMC’s greater length stems from its multi-tasking front cover, which contains the water, oil, and fuel pumps, and ignition distributor drive. Otherwise, the 290-401 is a gem of efficient space and weight use.

Working with the K1 Technologies 4.00-inch stroker crank (0.426 inches greater than the stock 390’s 3.574-inch stroke), R.A.D.’s Rottler HP6A boring station grew the 390’s 4.165 inch bores 0.020 inch to 4.185. Then the Rottler F79A CNC mill trimmed the deck heights 0.015 to deliver a 9.175-inch deck height. Thus, the 390 grows to 440 cubic inches!

In this story, we hooked up with Donnie Wood and the team at R.A.D. Auto Machine to transform a 1969 AMX 390 into a 440-cube stump puller. With help from a K1 Technologies stroker crank, lightly ported Edelbrock cylinder heads, a COMP hydraulic roller cam, 10.5:1 compression, Hooker headers, and a Holley 750, displacement blossomed by 50 inches. Best of all, on R.A.D.’s Land & Sea dyno, the “big little AMC” cranked out 517 horsepower at 5,400 rpm and a “typhoon” of torque: 589 lb-ft at 3,500 rpm. Let’s watch it unfold!

Jumping from the stock 3.574-inch stroke to an even 4.00 inches increases the swing arc of the big ends inside the crankcase. To make room, the bases of each cylinder were notched (pen point). The coolant passages are not affected.

ARP big-block Chevy ½ inch studs fit the stock AMC holes. Meant for the inboard position of a typical 4-bolt Rat, they’re 4.450 inches long and increase the clamping load on the stock AMC main caps. The beefy AMC 2.748-inch mains are comparable in diameter to big-block Chevy (2.749), Mopar 426 Hemi (2.750), and Ford FE (2.748) dimensions and handle plenty of strain without needing too much oil.

In 1970, AMC added a helpful raised flex plate / flywheel register flange to all V8s (left). Our 1969 vintage 390 unit (center) and the K1 Technologies 4.00 inch stroker (right) retain the first-design 1967-1969 flat face flange. Our alignment is achieved through the bolt shanks and a dowel pin.

At 60.6 pounds, the K1 Technologies 4340 billet steel crank (part No. BS-045B-4000-6125) is exactly five pounds lighter than the 65.6-pound SAE 1046 forged steel 390 unit it replaces. Lesser AMC 290, 343, and 360 cranks are cast nodular iron and typically weigh about 56 pounds. Box-stock Clevite main bearings (part No. MS1041P) clear the K1’s full-radius journals.

The 390’s 5.858-inch long, SAE 1042 forged steel rods are replaced by longer 6.00-inch Eagle Chevy small-block H-beams (part No. CRS-6000-BS). At 2.100 inches, the new rod journal diameter is 0.148 inch smaller than the AMC spec (2.248) for tighter crankcase packaging. Rod bearing clearance is set at 0.0025, mains are at 0.0022 inch.

Custom J&E forged pistons (job number 1055349) put the 0.927-inch diameter floating pins up against the oil ring lands. Skinny 0.43- / 0.43mm metric rings and 3mm oil scrapers avoid the need for oil ring groove spacers and reduce drag. J&E Pro Seal rings are gapped at 0.018 / 0.020. Spiro-Locks keep the 2.750-inch, straight wall pins secured.

The rod bolts tighten to 65 ft-lbs and the ARP main cap nuts go to 100 ft-lbs. Note the “390” displacement designation cast onto on the block. This simplifies identification. Junkyard hint: AM General 1-ton U.S. Post Office vans often contain AMC 401 engines. Always take a look; the raised numbers make it easy.

The zero-deck height and 30.3cc inverted dome pistons deliver a 10.5:1 compression ratio. Each forged aluminum piston weighs 436 grams.

Thanks to smaller 2.100-inch rod journals and block clearance grinding, the rod and fastener pass the block with plenty of room.

To make full use of the added displacement and improved Edelbrock heads, a Comp hydraulic roller cam (part No. A8 XE291HR-10) was chosen. Specs are 0.516- / 0.534-inch lift, 291 / 297 degrees advertised duration, 236 / 242 degrees duration at 0.050 lift, and a 110 degree LSA.

Proform offers a reproduction front cover (part No. 69500) that accepts a Melling oil pump kit (part No. -85). The stock pressure relief spring and 0.007-inch thick gasket deliver 55 psi, perfectly safe with our 6,000 rpm limit and easy flowing 5W20 mineral-based oil.

With the cam installed on a 106-degree intake centerline, and Liberty seamless double roller timing set (part No. LT98118) in place, test fitting the MSD Pro Billet distributor (part No. 8519) into the Proform front cover revealed a problem. The distributor mounting bore pressed the drive gear (not shown) into the inside of the cover, fracturing it. Reverting to a spare front cover from a 1970 AMC 304 donor engine solved the problem.

The Canton road race pan’s (part No. 15-554) spring-loaded baffles and horizontal side bustles provide plenty of ground clearance while holding nine quarts of oil. The tip of one upper main cap stud (far side, third from front of engine) reveals machining. During mock-up, excess length prevented full insertion of the Canton extended oil pickup tube. After a height reduction, the pickup was able to be threaded all the way into the proper position.

Aluminum Edelbrock Performer RPM cylinder heads (part No. 60119) embrace the added displacement and cam timing. R.A.D. left the swirl polished 2.02- / 1.60-inch valves and fast-burn chambers alone, but had Dylan Berthiaume touch up the port bowls and runners as seen below the seat inserts. The non-RPM version of these Edelbrock heads (part No. 60139) include exhaust heat crossover passages.

Box stock, the Performers have raised CNC terrace marks in the floors of the exhaust port outlets. The pen points where these surfaces were ground flat. The intake ports were also massaged to a smooth finish.

In 1970, AMC increased the head bolt diameter from 7/16 to ½ inch. All Edelbrock AMC heads are machined to accept the larger bolts. When installed on earlier 7/16-inch AMC blocks (like our 1969 unit), Edelbrock hardened bushing washers (part No. 9693) must be used to center the bolts. Edelbrock 7/16-inch head bolts (part No. 8531) torque to 70 ft-lbs.

The Edelbrock-supplied single-with-damper valve springs are safe to 0.580-inch lift. Our 0.516- / 0.534-inch lifts are within range, but since our hydraulic roller lifters add heft, R.A.D. switched to dual-with-damper springs from Comp (part No. 977-16) and Manley retainers (part No. 23645-16) to keep up. Pressure increases from 125 / 280 to 165 / 390 pounds (closed at 0.580-inch lift). Installed height is 1.770 inch.

Edelbrock ships the AMC heads with 3/8-inch screw-in rocker arm studs (in hand). They’re too small to work with our Scorpion roller rocker arms. A set of ARP 7/16-inch studs (part No. 134-7103) solved the matter. The Edelbrock guide plates are okay for reuse.

At 30 pounds (each) fully assembled, the aluminum Edelbrock heads (and intake) slash engine mass from 540 to 480 pounds. Head gaskets are FelPro (part No. 8266PT1) with 0.042-inch compressed thickness. The AMC design surrounds each bore with five fasteners for better gasket reliability than many competing Detroit V8 engine designs with only four bolts. Head bolts torque to 70 ft-lbs.

Morel hydraulic roller lifters (part No. 6076) follow radical lobe contours and allow far more aggressive grinds than many flat-tappet design. With no break-in process and minimal friction, roller lifters and cams eliminate the requirement for zinc-rich oil, though there’s no harm in using it.

R.A.D.’s Donnie Wood says a classic AMC oiling flaw is starvation of flow to the lifters on cylinders 6 and 8. A patch is made by adding a -8 supplemental transfer tube from the main oil galley (front) to an -AN fitting tapped into the afflicted area. Failure to supplement oil flow can lead to noisy lifters and premature wear.

With its 4.00-inch long stroke limiting peak rpm to 6,500 rpm, the Edelbrock Air Gap RPM dual-plane intake manifold (part No. 7531) combines efficient cylinder filling with long, streamlined runners.

The Edelbrock AMC heads take most Ford small-block—style aftermarket roller rockers. We used Scorpion 1.6:1 ratio rockers (part No. 10009571). Their 7/16-inch diameter stud holes forced the aforementioned switch to the larger studs.

The stock damper was replaced by a Romac unit (part No. 0289) from Australia. The rotating assembly is internally balanced which helps transmission selection. In this case, the host 1969 AMX was originally built with a Borg-Warner—sourced Torque Command automatic transmission. An outdated cast-iron lump, a late-1970s Jeep Wagoneer Turbo 400 (from GM) and passenger-car tailshaft will replace it for far superior performance.

With the stock AMX exhaust manifolds in storage, ceramic-coated Hooker 1 5/8-inch headers (part No. 7901-1HKR) fit the dyno and engine bay equally well. The ceramic coating protects their 5/16 inch thick flanges and 16-gauge tubes from corrosion.

The MSD Pro Billet distributor delivers spark at 35 degrees BTDC. The AMC V8’s front-mounted ignition eases firewall hassles during Brand-X engine swaps and eases tuning access. The Edelbrock short-style water pump (part No. 8831) is turned by the dyno’s electric motor, but will reduce parasitic loss when in the AMX later.

Box stock, the mechanical-secondary double-pumper Holley Street HP 750 (part No. 0-82751) was a little rich. R.A.D.’s Steve Chmura swapped the 75 primary jets with 70s and the A/F ratio dropped from 12.3 to 13.8:1 at WOT. The 80 secondary jets were unchanged.

Jaws dropped when the 440-inch AMC cranked out 517 horsepower and 589 lb-ft of torque. With peak power coming in at 5,400 rpm, there’s absolutely no need to twist it over six grand. Moderate crank speeds are a key ingredient to long engine life.

The nice, flat torque curve delivers well over 520 lb-ft all the way to 5,000 rpm. This AMX will need slicks or soft D.O.T. gumballs, and a set of “290” emblems for the rear quarter panels.

Fast Facts 440 AMC V8 Bore:                                  4.185-inch Stroke:                               4.00-inch Displacement                      440 cubic inches Compression ratio:              10.5:1 Camshaft:                           Comp Cams hydraulic roller Valve lift:                            0.516 / 0.534 inches Duration:                             236/242-degrees at 0.050-inch lift Lobe separation angle:        110 degrees Cam installed centerline:      107 degrees Rocker and ratio:                 Scorpion 1.52 roller Lifters:                                Morel hydraulic roller Pushrods:                           Comp Cams Piston rings:                       JE; .43-, .43-, 3mm Pistons:                              JE; custom-forged flat-top with inverted dome Block:                                 stock iron Crankshaft:                         K1 Technologies 4340 billet steel, 4.00-inch stroke Rods:                                 Eagle 6.00 inch H-beam Main journal diameter:          2.748 inch Rod journal diameter:          2.100 inch Bearings:                            Clevite H-series Cylinder Head:                    Edelbrock Performer RPM with light porting Intake port flow:                  260 cfm at 0.600-inch lift (before porting) Exhaust port flow:               190 cfm at 0.600-inch lift (before porting) Chamber volume:                54cc Intake valve diameter:          2.02-inch Exhaust valve diameter:       1.60-inch Valvesprings:                      Comp Cams, 1.770-inch (165 lbs. seat, 390 lbs, open) Spring retainers:                  Manley chrome moly Head gaskets:                     Fel-Pro 0.042 compressed height Intake manifold:                  Edelbrock Air Gap RPM Carburetor:                          Holley Street HP 750, mechanical secondary Headers:                             Hooker 1 5/8-inch, ceramic-coated Ignition:                              MSD Pro Billet distributor, Moroso 8mm wires Damper:                             Romac Water pump:                       Edelbrock aluminum Oil pan:                               Canton 9-quart Oil pump:                            Melling Fuel:                                   premium unleaded, 92 octane Timing advance:                  35 degrees

Rambler Gets Hip To High Performance We don’t build them the way we used to.”  What a difference five years made. By the arrival of this 1967 magazine ad touting the availability of the 280-horsepower Typhoon 343 aboard Rambler’s miniscule American compact car, George Romney had left the AMC presidency to become the governor of Michigan. In his place stepped Roy Abernethy, who squashed the humble “human race” act, and began building AMC’s performance image as the “Now Cars.” This ad for the 1967 Rogue 343 says it all. With basic cam, induction, and exhaust perks, the 343 Rambler American Rogue was as potent as any L79 Nova…but 120 pounds lighter and with 16 more cubes. In this staged garage scene, dig the guys messing with a Carter AFB carburetor and installing cheater slicks while the gal offers moral support. Note the Michigan “manufacturer” license plate. This car was probably a Proving Grounds test mule, though the plates also gave it license (literally) to roam Detroit’s communal proving ground—Woodward Avenue.

By 1969, Abernathy unleashed the AMX 390 engine option for the American when the SC/Rambler was introduced. These micro muscle cars have been overlooked for too long. Today, they’re coming on strong among serious collectors. A true 343 Rogue must show engine code Q (1967) or T (1968) in the seventh spot of the VIN. The 1969 SC/Rambler must show code X in this spot. – Steve Magnante

The post Dyno Tested: A 440ci AMC 390 Designed & Built for the Street appeared first on Hot Rod Network.

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LA Family: Valley Performance and Machine Service builds a 7,500-rpm Small-Block

The LA-family small-block has always been a stalwart performer — and engine that has proven reliable and capable — but it never got its due as a top-rung racing engine platform.

Valley Performance and Machine Service, an engine shop in rural Ionia, Michigan, aims to change that perception, with an overbored 360 that spins beyond 7,500 rpm to take on more developed combinations, including the vaunted LS engine. It was developed for Race Engine Challenge, a competition developed by Greg Finnican in the vein of the Engine Masters Challenge, pitting engine builders against one another to crank out the highest average horsepower and torque per displacement.

In this case, the challenge allows 370 to 490 ci, with separate classes for conventional inline-valve engines such as the LA series and canted valve/Hemi designs. The parameters are straightforward, but with all successful combinations, the devil is truly in the details.

“There’s something to prove using an LA engine, and we embraced that challenge,” says Jack Barna, owner of Valley Performance and a professional with 30 years of Mopar racing and engine-building experience. “With comparatively few aftermarket parts to rely on, compared to other engine families, including the Chrysler big-block, we nicknamed our engine ‘Mopar Disadvantage.’ And regardless of whether we win the challenge, we think this engine will give people a good reason to consider these small-block Mopars.”

The challenge-winning dyno numbers are based on average horsepower recorded between 4,000 and 7,500 rpm, divided by the engine’s displacement, but rather than build out to the rules’ max displacement, Barna and his build partner John Lohone opted to keep the cubes to a minimum.

“We believe a smaller engine is more efficient when it comes to making the most average power per displacement,” says Lohone. “Generally speaking, there’s less friction and more airflow for every cubic inch.”

Perhaps, but regardless of the displacement, Valley Performance’s LA engine would need to shovel a lot of air to be competitive. A lot. That would ultimately fall to a mix of new and old performance parts to get the job done, specifically Edelbrock’s recently introduced Victor CNC-ported aluminum cylinder heads and a vintage Holley Pro Dominator tunnel ram.

“To be honest, the Edelbrock heads helped make the decision to build this engine,” says Barna. “They work really well and offered the sore of airflow we would need to be competitive.”

Astute fanatics are probably already crafting their “you can’t do that,” emails to us, because the Edelbrock heads have a different bolt pattern, while the Holley tunnel ram has a W2. Give your texting thumbs a rest, because the heads were modified by Valley Performance to accept the classic intake manifold.

That’s part of the story, however, we’ll share in the second act of this two-part engine buildup. In this first part, we’ll focus on the block modifications of the Magnum 360 foundation and short-block assembly, which include expanding the bore sizes 0.100 inch and actually de-stroking the engine a smidge, to 3.556 inches.

“The early Magnum 360 blocks are, in our opinion, the best to start with from the LA family,” says Barna. “They have 0.350-inch-taller lifter bores for better lifter stability; and the metallurgy is much better.”

As for de-stroking the combination, the slightly stroke helped maintain the target displacement, while also keeping taking the rod journal to 2.100-inch in order to use a, ahem, small-block Chevy pin. And because of the speeds the rotating assembly would see, Barna and Lohone shored up the main bearing support of the Magnum 360 block with a set of custom, splayed four-bolt main caps they designed.

Oil control was also a priority for the engine’s design and extensive work was conducted on the block to minimize power-robbing windage, while also keeping the main and rod bearing clearances tight, at 0.0020 inch.

“We were concerned about all the oil coming from the lifters, cam bearings, and rocker arms flowing over the spinning crankshaft at the high-rpm levels we were targeting,” says Lohone. “To counter that, we blocked off the oil from flowing down the lifter valley, including adding oil-blocking plates below the camshaft.”

But the oil needs someone to go and to accommodate that, a 3/8-inch hole was bored the full length of the block, at the bottom of the cam tunnel. The oil is then removed at the rear of the block and drained externally to the oil pan. Similarly, drains in the cylinder heads also drain back to the pan via external hoses. Along with custom windows cut into the main web, the engine breathes well from top to bottom.

In our second installment, we’ll see how this custom design will perform on the dyno and how the Mopar Disadvantage engine stacks up against the competition. Stay tuned.

The engine’s foundation is an early Magnum 360 block (with rocker-shaft oiling) that was cryogenically treated and align-honed for more precise bearing clearances. It was also filled with Hard Blok water jacket filler, up to the bottom of the water inlet passages, to strengthen the bores for optimal piston ring sealing.

To unshroud the valves, the cylinder bores were enlarged from the stock 4.000 inches to 4.100 inches. Eagle eyes might also notice the drilled and tapped hole at the upper right (arrow), which was originally created for an oil restrictor, but was ultimately determined unnecessary because of other oil-control enhancements made to the block.

Windows were cut into the main webs to allow windage-reducing bay-to-bay breathing. The fine line followed with them was making them large enough to be effective, without affecting clamping strength at the mains — particularly with this engine’s custom splayed four-bolt main caps.

Shown here still in the fabrication phase, cam tunnel block-off plates were added to keep oil from falling on the rotating crankshaft and causing windage.

Many of the block’s mods were done with the philosophy that every incremental enhancement contributes to a more-efficient whole. In this case, epoxy was added to fill in a number of smaller spaces and cavities to provide a smoother passage for the oil, while also helping reduce windage

One of the boltholes from the camshaft thrust plate was drilled out to create an external oil drain. In fact, the oil drain was drilled entirely through the block, with a complementing drain at the rear of the block. The thrust plate was modified to eliminate the mounting position for the eliminated fastener.

Here’s a look at the opposite end of the oil drain-back, at the rear of the block. The line drains directly to the oil pan via a -6 hose.

The oil pan was sliced lengthwise and a couple of inches were added to the mid-section in order to increase capacity to 10 quarts. At the right is a sight glass installed only for testing purposes. It gave builders Jack Barna and John Lohone an instant assessment on whether oil was draining back to the pan as quickly as they wanted.

Even the oil pump was modified by Valley Performance for performance. The off-the-shelf Melling M72 pump was blueprinted and ported for optimal flow.

This lifter valley reinforcement plate may not be pretty, but it’s effective. It ties the block’s rear bulkhead to the valley for strength. Older LA blocks had a cast-in reinforcement between the bulkhead and valley, but the later blocks such as this Magnum block do not. Valley Performance took this step because of a concern that without the reinforcement, the lifter bosses wouldn’t have sufficient support for the extra lift, faster camshaft lobes, higher maximum engine speed and valvespring tension the engine would see in its final form.

The counterbalance to the 4.100-inch bores is this de-stroked, 3.556-inch Eagle forged crankshaft (from the original 3.580 inches), which gives the engine its 376ci displacement. The fractionally shorter stroke enhances the engine’s rev capability, while maintaining stroke torque production. Optimal balance for the crankshaft was achieved by cutting the outer diameter of the front and rear counterweights close to the final balance to reduce windage. In fact, all of the counterweight were reshaped a bit to reduce crankcase windage.

To provide additional support to the main web area, Valley Performance designed their own splayed four-bolt main caps to replace the stock two-bolt caps. They turned to John Todd to craft the new caps from billet steel. It’s a great enhancement that significantly strengthens the engine.

Additional bottom-end reinforcement comes from a Hughes Engines main cap stud girdle. Every little bit helps. It fits perfectly with the custom four-bolt main caps.

Valley Performance went with a roller camshaft design and initially spec’d a Bullet bumpstick with 0.775/0.774-inch lift, 255/265 degrees duration and a tight 106-degree lobe separation angle. In early tests, it helped produce peak power above 7,500 rpm — and the engine jumped 105 hp between 4,000 and 4,500 rpm.

The rods and pistons include Eagle 6.250-inch H-beams and custom Ross pistons designed to deliver a nominal compression ratio of 11.66:1. The rods are about 0.100-inch longer than stock, which allowed Valley Performance to minimize piston height. Shorter pistons are lighter, allowing the engine to rev higher and quicker.

The Ross pistons are gas-ported and feature friction-reducing skirt coatings and a thermal top coating. To ensure a glove-like fit with the combustion chambers, Valley Performance used Plaster of Paris to make a mold of the chambers, then sent the molds to Ross for the final engineering and a custom-matched set of pistons. They’re used with Total Seal gapless rings. During early dyno tests, leak-down was tested and each cylinder resulted in no more than 3 percent leakage.

BAM tall-body roller lifters are used and are 0.300-inch taller than stock to ensure block clearance with the Magnum block’s already tall lifter bores. The rest of the valvetrain will be shown in detail in Part 2 of this build project.

The timing gear set and balancer are straightforward, off-the-shelf items: a Rollmaster timing chain set and a lightweight Romac SFI-approved balancer. The balancer has a steel hub and an anodized alloy outer ring.

This is clever. To make valve timing changes easier and faster, Valley Performance bored a 3-inch hole in the timing cover, behind the water pump and in line with the camshaft; and it’s closed off with a custom plate, featuring a pair of O-rings. They also milled a keyway in the camshaft, 0.930-inch from the end of the snout, allowing the use of a straight key instead of a half-moon-type. With a 0.020-inch offset, the key enables 2-degree timing changes, with a max of about 6 degrees. Better still, the removable “door” enables timing changes to be made on the dyno in less than 20 minutes.

Edelbrock’s relatively new Victor small block heads were selected for their excellent airflow properties, which is something we’ll get in to with the next installment of this build project.

The engine will also be topped with a 25-year-old Holley Pro Dominator tunnel ran. And with it and a pair of 880-cfm four-barrels, the Valley Performance team will be aiming for more than 750 hp — at least 2 hp per cube — in the race-engine challenge. We’ll share the results in Part 2.

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[itsworn]

Building a 460CI Ford Windsor

Modern computer controls make bolting up a power-adder easier than ever before. But sometimes you need to go old school and make your horsepower the old-fashioned way: with all-American cubic inches.

The easiest way to manufacture big inches is to go with a big-block, but depending on the car, installing a big-block can cause some pretty big headaches. Swapping a big-block into a Ford with a factory small-block requires at least changing the motor mounts as well as the bellhousing, not to mention the ,myriad other issues that can pop up when switching engine families.

The other option is to maximize a small-block with additional bore and stroke. When Doug Aitken, owner of Prestige Motorsports in Concord, North Carolina, recently told us they were building a 460ci Ford Windsor with nearly all shelf-stock parts, we knew we had to get in on it.

The final displacement of 460 inches was no accident, because it’s an important designation among the Blue Oval crowd: The 460 was the biggest version of Ford’s 385 series big-blocks. It was produced from 1968–1997 and showed up in everything from Lincoln Continentals to work trucks and motorhomes. It was around long enough that the first versions were carbureted, while the last were updated with fuel injection. No matter how the fuel was delivered, the 460 never seemed to live up to the potential of its massive displacement. Street versions of the engine produced as much as 365 hp, which isn’t much to brag about, but during the smog era it was choked all the way down to an absolutely pitiful 208.

On the dyno, we never saw Prestige’s version of the 460 make as little as 208 hp anywhere in the rpm range. In fact, when they started the pull at 3,400 rpm, the horsepower was already at 341 and climbing fast. We saw a peak of just over 660 hp, but had they extended the dyno pull beyond 6,400 rpm, that number would have likely gone even higher. What we really like about this engine is the fantastic torque production that comes from the long stroke. By 4,000 rpm, it had exceeded 500 lb-ft of torque and it never dropped below 500 until they ended the run at 6,400 rpm.

Prestige says this engine will be going into a 1970 Mustang, and the owner wanted to significantly up the power while keeping the original balance and feel. Stuffing a 4.250-inch stroke into a small-block means this engine is no screamer, but having all that torque on tap practically anywhere in the rpm range should make the Mustang a ton of fun to drive.

The finished product looks sharp for a Ford Windsor, but there’s no clue this small-block is packing 460 ci.

The basis for this build is a new, tall-deck Dart SHP iron-block. Besides the 9.500-inch deck height, this block was ordered with a 4.125-inch bore. In stock form, the SHP block can handle stroke all the way up to 4.250 inches. ARP studs were chosen to help maintain good cylinder-head seal.

Comp Cams provided the solid roller cam with 265/274 duration at 0.050 lift. When combined with a set of 1.6:1-ratio Jesel rockers, intake valve lift measures 0.694 inch and 0.697 inch for the exhausts. The Dart SHP block utilizes standard Windsor main journals, and those are King’s coated XP main bearings in place in the saddles.

Prestige chose a forged crank from Scat Enterprises that bumps the stroke to 4.250 inches, up from 3.500 inches in a stock 351. Here, you can see the Mallory metal required to get the rotating assembly balanced while still limiting the counterweight height.

One of the many benefits of Dart’s SHP block is the four-bolt steel main caps that come standard. After dropping the crank in place and ensuring at least 0.006 inch of thrust bearing clearance, the main bolts are torqued to 105 ft-lbs for the inner bolts and 65 for the outers.

To keep the compression down to a pump-gas-friendly 10.6:1, Prestige worked with JE Pistons to come up with a custom set of lightweight forged pistons with the correct dish to help keep the compression down despite the long stroke.

Matched to the pistons is a set of 0.043/0.043-inch and 3.0mm low-tension piston rings with a steel nitride top ring gapped to 0.022 inch.

To go with the JE pistons, Prestige ordered a set of 6.250-inch Eagle H-beam rods with the big ends sized to Chevy-size 2.100 inches to minimize drag.

The Dart SHP block handled the 4.155-inch-diameter pistons easily. We’re told this block can be bored out to an impressive 4.185 inches.

The cylinder heads are a set of AFR’s Competition Cylinder Head. This cast-aluminum head is purpose-built for small-block Fords that require a lot of air. The large 220cc intake ports flow almost 300 cfm by the time the valves reach 0.500-inch lift and keep going up from there. Both the intake and exhaust ports, as well as the combustion chambers, are CNC-machined for maximum flow and consistency from port to port.

Even though the heads arrived with CNC work already done on the ports, Prestige still port-matched the heads to the Edelbrock Super Victor intake manifold.

The combustion chambers measure 72cc and were fitted with stainless-steel valves sized at 2.100 and 1.570 inches.

Prestige ordered AFR’s upgraded valvespring package that’s comprised of these PAC Racing springs that can handle up to 0.710-inch lift with 220 pounds of pressure at installed height and 603 in-lb at full lift. AFR says they are good for 7,400 rpm, which is way more than the engine builder will recommend with all the stroke this engine will have.

We’ve already mentioned ARP head studs are being used to ensure optimum clamping load. Fel-Pro head and intake gaskets are also used to promote good sealing.

BAM pressurized roller lifters might look like overkill for a street engine, but the staff at Prestige says they’ve seen good results with the design when it comes to performance and reliability.

A big-inch stroker can’t get by with the stock damper. Apart from its unique look, Prestige likes using dampers from Innovators West because they work well, are SFI certified, and the aluminum outer shell helps minimize rotating weight. Because the engine is internally balanced, this is a neutral-balance harmonic damper. Also, notice the 7-quart gated oil pan from Canton Racing Products, with the front-sump positioned to fit the 1970 Mustang’s crossmember. Stroker motors are notorious for whipping the oil into a froth when using a stock pan, so a deep pan with a windage tray is always a good idea.

A shaft-mount valvetrain may seem like overkill, but when you can source a full set of Jesel aluminum Sportsman Series shaft rockers for a little over a grand, it’s hard to turn down the trouble-free service they will provide. The rocker stands are torqued to 24 ft-lb and the valves are lashed to 0.010/0.010-inch cold. Once everything is properly warmed up on the dyno, the hot lash will be set to 0.020 inch for both intake and exhaust valves.

The 5/16-inch-diameter pushrods from Trend Performance were custom-made to 8.100 inches long.

Because this stroker should already make enough torque to roast the tires at practically any rpm, Prestige owner Doug Aitken chose a single-plane Edelbrock Super Victor intake to boost top-end power. Single-plane intakes are always sexy—just make sure you either have enough clearance ahead of time or are willing to cut a hole in your hood.

A March Performance Pro-Track accessory drive system looks great while integrating the included water pump, alternator, and polished power-steering pump and reservoir. Because Ford made multiple options over the years, March even includes the correct front cover for you to use.

Fuel-mixing duties are handled by a Quick Fuel Q-Series 950-cfm carburetor. Besides the billet metering blocks and clear-sight glasses in the float bowls, the Q-Series carbs are a great option for cars that see miles on the street and regular blasts down the dragstrip.

On the dyno, the small-block 460 has a great rumble at low-rpm levels and pulls hard all the way to Prestige’s 6,400-rpm redline. The heads showed no sign of running out of air and the valvetrain could definitely handle more rpm, but long-stroke engines like this Ford—which is swinging the pistons 4.250 inches each way—don’t handle high rpm well for long, so a recommended redline is set at just less than 6,500 rpm.

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