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Survival FElonyTM FE Cylinder Head Installation Instructions

Please study these instructions carefully before beginning this installation. Most installations can be accomplished with common tools and procedures. You must be familiar with and comfortable working on your vehicle. Having a factory service manual or our Max-Performance Ford FE Engines book on hand can be very helpful. If you do not feel comfortable performing this installation, have the installation completed by a qualified mechanic.

If you have any questions, please call us at:

(248) 366-3309, 9:00 am - 5:00 pm, Eastern Standard Time, Monday through Friday.

IMPORTANT NOTE: Proper installation is the responsibility of the installer. Improper installation will void your warranty and may result in poor performance and engine or vehicle damage.

Survival FElony Cylinder Heads are designed for street/strip high performance use on 360-390-427-428 FE V8s, and are generally interchangeable with most original equipment FE Ford cylinder heads. The intended performance range is 1500-7000 rpm for great throttle response throughout the power band as well as top-end horsepower. This range will obviously vary considerably depending on engine configuration and options.

The cylinder heads are physically similar in design to Ford 427 medium riser cylinder heads. The deck, intake flange, exhaust flange, and valve cover flange are in the stock locations. Spark plug location and angle is the same as stock, but .250” deeper into the head. Intake port flange openings are in the same general location as a 427 Ford medium riser head, but are somewhat larger in cross section. Exhaust port openings, locations and bolt pattern are similar to factory 428 Cobra Jet engines. The 390GT exhaust manifolds or dedicated headers will not fit – the bolt pattern is different!

The intake port openings have been designed for excellent performance when matched with an Edelbrock Performer RPM, Edelbrock Victor, Blue Thunder 427 medium riser single or dual quad, or Dove tunnel wedge intake manifold. The intake flange is also compatible with numerous other 427 medium riser and 428 CJ/SCJ/Police Interceptor intake manifolds or intake manifolds with stock port exits. These heads are not compatible with 427 high riser, or tunnel port intake manifolds.

Port matching the manifold to the heads is recommended although not mandatory, and should require no welding on any of these intakes. Be careful not to port into the pushrod tubes. Common intake gaskets such as the Blue Thunder 427MR-I, Fel-Pro 1247 or Mr. Gasket 202A can be easily trimmed to fit the ports – we use and recommend the Blue Thunder part most often.

The intake valve has been moved away from the bore centerline compared to a 390/428 head. The intake rocker arm may need to be shimmed over .060”. A valve spring shim of the proper diameter may be used. The heads use factory style and placement mounting provisions. We highly recommend the use of an aftermarket roller rocker assembly – T&D makes a nice one. At the very least we recommend the use of an end stand support kit to reinforce the ends of the rocker shaft. For race applications with solid roller cams we recommend modification of the heads for the T&D race rocker system as the factory style four bolt rocker mountings are marginal in such applications.

Bare heads come with interlocking ductile iron hardened seats installed but unmachined, and with guides for 11/32 valves installed but not finish honed. Responsibility for proper finish work, valve job, guide honing for clearance, and assembly lies with the purchaser. Complete heads are shipped with stainless steel swirl polished valves, double springs appropriate for a street flat tappet or hydraulic roller cam, chrome-moly retainers and spring locators, and viton stem seals. A multi-angle competition style valve job, guide sizing, and a basic bowl blending is done as well.

Combustion chamber volume is a nominal 74cc – measure before installing if your compression ratio needs are very specific. Intake port volume is approximately 180cc. All flow data was referenced to prototype heads having 2.200 intake valves and 1.680 exhaust valves. Flow was measured on a Superflow 600 bench at 28” of depression on a 4.250 test bore.

IMPORTANT! READ BEFORE BEGINNING INSTALLATION!

For a successful installation, test assembly of all components is mandatory. These cylinder heads require some components other than original equipment parts.

To complete your installation, you will need the following items:

• Head gaskets - Fel-Pro 1020

• Intake manifold gaskets - Blue Thunder IM427-I or Mr. Gasket 202A

• Exhaust header gaskets - Fel-Pro 1442

• ARP head bolt or head stud kit

• 14mm x 3/4” reach x 5/8” hex, gasket type spark plugs – Autolite 3924 is a good street plug to start out with, we use Champion C61Y on our race engines.

• Adjustable rocker arm assembly – OEM or aftermarket roller style

• Rocker Shaft Stud Kit - Edelbrock 6009 (if not included with rocker system)

• Pushrods compatible with adjustable rocker arm assembly. Measure for proper length – as a reference stock length, Ball/Cup type are 9.350” overall length.

Prior to final installation, it is mandatory that valve-to-piston clearances are checked. Minimum intake valve clearance should be .080”. Minimum exhaust valve clearance should be .110”. The point of minimum intake valve to piston clearance will usually occur somewhere between 5° and 20° After Top Dead Center during valve overlap. The point of minimum exhaust valve to piston clearance will usually occur 20° to 5° Before Top Dead Center during valve overlap. Survival FElony heads should be compatible with most performance pistons and street/strip oriented camshafts. They do, however, have larger valves than stock and may require aftermarket pistons and/or custom machining of your pistons.

Rocker geometry should be checked, making sure that the contact point of the roller (or pad on a stock rocker arm) remains properly on the valve tip and does not roll off the edge. Visual inspection of the rockers, valve springs, retainers, and pushrods should be made to ensure that none of these components come into improper contact with each other or the intake manifold. If problems with valve train geometry occur, changes such as pushrod length or rocker assembly shimming will have to be made.

Head Bolts or Studs: High quality head studs or head bolts with hardened washers must be used to prevent galling of the aluminum bolt bosses. We recommend ARP bolts or studs. Bolt threads, underside of bolt heads, and washers should be lubricated with ARP lube prior to installation and torquing.

Rocker Shafts: A rocker shaft stud (Edelbrock #6009) kit is highly recommended. This stud kit will eliminate several installation problems that can occur when installing the rocker shaft assembly. The stud kit will insure maximum thread engagement without risk of bottoming out bolts in the cylinder heads. The use of the stud kit also moves the wear on the threads caused by assembly and disassembly to the stud, which can be replaced if wear is excessive.

Installation is the same as for original equipment cylinder heads. Consult a factory service manual for specific procedures, if necessary. Be sure that the surface of the block is perfectly flat, and that all surfaces are thoroughly cleaned to remove any oily film before installation. Use alcohol or lacquer thinner on a lint-free rag to clean. Apply oil or suitable thread lubricant to head bolt threads and the underside of bolt heads and washers to prevent galling and improper torque readings. We torque the bolts to 95 ft./lbs with ARP lube in two steps - starting at +/-40 lbs., and then going to full torque in a single sweep of the wrench. We follow the factory tightening sequence (See Figure 1). A re-torque is recommended after the initial start-up and cool-down.

ROCKER SHAFT ASSEMBLY:

We generally install press in restrictors in the oil feed holes when running roller rocker arms. A restriction of about .060 seems to provide plenty of oil, and raises idle oil pressure by a bit. Restriction is not necessary with factory rocker systems as long as shaft to rocker body clearances are correct – under .002”.

With Edelbrock Rocker Shaft Stud Kit #6009:

1. If using the Edelbrock Rocker Shaft Stud Kit #6009, apply a removable strength thread locker, like Loctite blue 242 or equivalent to the cylinder head side of the stud, and install stud hand tight. It does not require a heavy torque due to the thread locker. This will ensure the studs do not back out.

2. When installing the rocker shaft assembly, ARP Lubricant is recommended. Apply lube to the stud threads, nuts and washers. Tighten the nuts evenly as the rocker shaft assembly is being pulled down into position against the pressure of the valve springs. When using ARP assembly lubricant, tighten nuts to 35 Ft-lbs.

With Factory Rocker Shaft Bolts:

1. If not using a stud kit the rocker shaft hold down bolts need to be checked to make sure the bolts do not bottom out in the cylinder heads and that the bolt is long enough to engage with the entire length of the heli-coil thread insert in the cylinder heads. Too long a bolt will break through the top of the port – this damage WILL NOT be covered by warranty.

2. When installing the rocker shaft assembly, tighten the bolts evenly as the rocker shaft assembly is being pulled down into position against the pressure of the valve springs. Use engine oil on the bolt threads and bolt head. Tighten bolts to 40-45 Ft-lbs.

Other Assembly Tips:

When installing the spark plugs and manifolds, be sure to use a high temperature anti-seize compound on the threads to reduce the possibility of thread damage in the future. Do not exceed a torque of 25 ft./lbs. on manifold bolts and lubricate the bolt threads prior to assembly.

We use Motorcraft TA-31 silicone sealer on all intake manifold installations, and do not use the cork end seals found in most gasket kits. We take great pains to insure that all intake surfaces are parallel and flat – manifold misalignment and subsequent gasket failure is a very common problem on FE engines.

NOTE: Torque spark plugs to 10 ft./lbs. Do not overtighten spark plugs! If short reach or over long reach plugs are used, poor performance and possible engine damage may occur as carbon will form in the exposed threads.

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