My coupe by 66Lincoupe

3 minute(s) of a 66 minute read

Well, it seems like D day is approaching... After a bunch of trial-and-error gotta-see-what-this-will-do experimentations the final engine is ready to go.

My biggest fear was oiling in this engine. As expensive as the MEL is to repair to run out of blood would just suck - to be blunt. I used a lot of FE tricks and got awesome volume and pressure everywhere - even to the top end.

Here is the "finished" engine waiting to be installed. I haven't got to the bay yet, just too darned cold... winter is yuk.

Some of just the basic FE stuff is matching the oil filter adapter holes to the holes in the block and smoothing all the transitions - anywhere the oil changes direction. You can do this with a sanding drum in a die grinder - this is actually the best way for a novice to port-match since you don't take material away as fast as with a carbide bit.

Make sure the ports in the block and head match - just port matching again.

Make sure all of the oil supplies in the crank are chamfered (I don't have a picture, but there are lots online).

I used the Melling M57HV pump but I used a 90# FE spring in the relief where stock is about 60 (ish) So the pump is high volume/high pressure now - with this combination it is VITAL to use the heavy-duty drive shaft from Precision Pumps - on one of my test engines I twisted a stock rod just from the oil resistance.

There are a few more but I have to go through my notes to get exact specs. Really it was making sure there were no sharp edges or pockets where oil could sit, bake and sludge up.

I used Glyptal in the valley and crankcase also to aid oil drainback and to prevent oil from sludging up on the webbing and skirts...

4-30-2011

Still just cleaning. When I bought the car it was sitting in a field in the desert. I thought I got the majority of the crud off of it - boy was I wrong.

But I am getting things cleaned up...

These are mega overexposed, but you get the idea...