5.6 T3 cylinder heads - Page 4 - Ford Forums

myte8 · 02-01-2005, 02:13

Quote:

Originally Posted by sbutler

Not trying to be smart here, but
you say the girdle is not needed, WHY?? Im glad Tickford built these engines..... BTW how many KWs did you get outa noddys motor???I assume you did the work on that engine did you not? There has been many people asking this, but no one anwsers it, so I will ask as well????

I think he is getting just over 225rwkw, pretty good for an auto.

4Vman · 02-01-2005, 02:40

Quote:

Originally Posted by EB 5.6

Yeah, I know what they write. I'm just telling you what I see in the motors. There aren't any problems with the engines, just calling it as I see it.

Like the boss motors, the ring packs have been changed no less than 3 times, a different material each time, maybe there are variances there somewhere. not sure.

There's a block called Noddy on these forums, I emailed him pics of his engine, PM him for the pics.

Yes sbutler, it is cheap. Its bizzell, and they owe me around 25 dollars each. totally uneccessary for the engine, and a waste of weight.

Ive seen where these blocks fail and its well above the crank line, the block splits through the cam journals and across to above the bottom of the pan rails, this was on a 3 motors with the girdle not fitted.
I heard about another failure last week, unfortunatly the biggest crank girdle in the world won't stop the whole bottom of the block falling off.
While i agree a girdle is better insurance than none the ones fitted to the T windsors is pretty basic laser cut steel.
Im also hearing about a number of different crank suppliers too, i think the early cars had the imported scat cranks but were later changed to the aussie made one because of issues balancing the scat ones? has anyone seen this difference too?

Noboss · 02-01-2005, 03:26

Quote:

Originally Posted by 4Vman

Ive seen where these blocks fail and its well above the crank line, the block splits through the cam journals and across to above the bottom of the pan rails, this was on a 3 motors with the girdle not fitted.
I heard about another failure last week, unfortunatly the biggest crank girdle in the world won't stop the whole bottom of the block falling off.
While i agree a girdle is better insurance than none the ones fitted to the T windsors is pretty basic laser cut steel.
Im also hearing about a number of different crank suppliers too, i think the early cars had the imported scat cranks but were later changed to the aussie made one because of issues balancing the scat ones? has anyone seen this difference too?

The cracks your talking about, are they in the Tseries motors, or in high powered cars/ eg drag cars?
Also this crank thing, who was the ozzie ones made by??and are they any good?
All a bit of a bits'a these Tseries....

balinor · 02-01-2005, 03:27

Quote:

Originally Posted by 4Vman

Ive seen where these blocks fail and its well above the crank line, the block splits through the cam journals and across to above the bottom of the pan rails, this was on a 3 motors with the girdle not fitted.
I heard about another failure last week, unfortunatly the biggest crank girdle in the world won't stop the whole bottom of the block falling off.
While i agree a girdle is better insurance than none the ones fitted to the T windsors is pretty basic laser cut steel.
Im also hearing about a number of different crank suppliers too, i think the early cars had the imported scat cranks but were later changed to the aussie made one because of issues balancing the scat ones? has anyone seen this difference too?

I run a scat crank & a girdle & haven't had a problem....yet.LOL

shaynet · 02-01-2005, 03:36

Quote:

Originally Posted by 4Vman

Ive seen where these blocks fail and its well above the crank line, the block splits through the cam journals and across to above the bottom of the pan rails, this was on a 3 motors with the girdle not fitted.
I heard about another failure last week, unfortunatly the biggest crank girdle in the world won't stop the whole bottom of the block falling off.
While i agree a girdle is better insurance than none the ones fitted to the T windsors is pretty basic laser cut steel.
Im also hearing about a number of different crank suppliers too, i think the early cars had the imported scat cranks but were later changed to the aussie made one because of issues balancing the scat ones? has anyone seen this difference too?

I was going to question TS50s' statement about the scat crank he saw in his motor because I was given to believe that Ford Geelong cast the T3 cranks and they were sent outside to private enterprise to be machined (just like the rods were done outside Ford)

If TS50s' car is build #109 and has a scat crank it means they were a fair way into the build numbers before they started using the Aussie crank?

Maybe eb 5.6 can tell us what he has seen in this dept.

4Vman · 02-01-2005, 13:24

Quote:

Originally Posted by sbutler

The cracks your talking about, are they in the Tseries motors, or in high powered cars/ eg drag cars?
Also this crank thing, who was the ozzie ones made by??and are they any good?
All a bit of a bits'a these Tseries....

The block failures occured in 220KW 5.0l Brute ute's, not drag or hi output car, they use the same blocks as all late V8 AU falcons, i am not aware of any specific failures in XR8/T series cars.
As far as cranks go i believe the aussie cranks were really good quality.

4Vman · 02-01-2005, 13:26

Quote:

Originally Posted by balinor

I run a scat crank & a girdle & haven't had a problem....yet.LOL

LOL yeah but how old is your block??!! The older blocks are much stronger!!!

EB 5.6 · 02-01-2005, 16:50

The sole purpose of the main girdle is to load up all the caps - a non centre counterweight crank in an externally balanced engine will cause caps no 1 and 5 to "walk" - even without detonation.

Load up the entire cap section, and you split the block in two - between the crank and cam, as 4vman suggested.

I have seen different cranks, I wont comment heavily here as for every story I have heard, I have heard a conflicting one, so i will leave the crank issue.

On noddy's motor, (its an auto) all we did is some short turn work which saw the heads flow 232 cfm @500, and fitted a different camshaft. from 190rwkw to 228rwkw with stock pipes. He is fitting hurricanes to it now, should be interesting to see what it makes.

One thing is for sure - Tickford finally got their shit together with this engine. I built my AU stroker in 98, and loved every minute of it - one 13.3 and a bunch of 13.6's at 106 with stock pipes and stock inlet, cast heads, etc - the low range torque is awesome.

You guys who own these cars are lucky - with my new Boss engine nearly ready to drop in, I know I will be in the 12's, but if you look at a mid 13 boss compared to a mid 13 347 half track et and mph, you will see that the windsor is the weapon of choice on the road.

My 2 cents.

Noboss · 02-02-2005, 03:48

Quote:

Originally Posted by EB 5.6

The sole purpose of the main girdle is to load up all the caps - a non centre counterweight crank in an externally balanced engine will cause caps no 1 and 5 to "walk" - even without detonation.

Load up the entire cap section, and you split the block in two - between the crank and cam, as 4vman suggested.

I have seen different cranks, I wont comment heavily here as for every story I have heard, I have heard a conflicting one, so i will leave the crank issue.

On noddy's motor, (its an auto) all we did is some short turn work which saw the heads flow 232 cfm @500, and fitted a different camshaft. from 190rwkw to 228rwkw with stock pipes. He is fitting hurricanes to it now, should be interesting to see what it makes.

One thing is for sure - Tickford finally got their shit together with this engine. I built my AU stroker in 98, and loved every minute of it - one 13.3 and a bunch of 13.6's at 106 with stock pipes and stock inlet, cast heads, etc - the low range torque is awesome.

You guys who own these cars are lucky - with my new Boss engine nearly ready to drop in, I know I will be in the 12's, but if you look at a mid 13 boss compared to a mid 13 347 half track et and mph, you will see that the windsor is the weapon of choice on the road.

My 2 cents.

And not a bad 2 cents worth at that... Thanks mate...

Mr FORD · 02-10-2005, 05:51

So has anyone removed there tappet cover to check their rocker ratio , l was going to do mine and have a look , will let you guys know what l find !