Enthusiasts Ken Duttweiler Twin-Turbo 1,000HP Pump-Gas 482ci SOHC Ford

06:06  04 april  2018
06:06  04 april  2018 Source:   hotrod.com

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Jim Ring's twin - turbo SOHC Ford big-block 1964 Galaxie. Built by Ken Duttweiler , this twin - turbo , 482 ci SOHC Ford V8 makes more than 1 , 000 hp on 91-octane gas . In this article, we’ll get into the motor’s nuts and bolts.

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Old cool: Ford's infamous 427 single-overhead-cam (SOHC) big-block engine, the final evolution of Ford's first-generation "FE" big-block, and perhaps one of the most outrageous examples of the classic muscle-car era's quest for ever more power when engines were big and gas was cheap.

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Ken duttweiler twin - turbo 1 , 000 hp pump - gas 482 ci sohc ford , This “mild” ken duttweiler -built, twin - turbo , all-aluminum, 482 ci ford sohc stroker makes more than 1 , 000 hp —on… read more. Part 1: testing msd' atomic efi big-block chevy, Getting a baseline

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In an effort to keep up with Chrysler's brand-new, 426ci Generation 2 Race Hemis on the NASCAR superspeedways, in 1964, Ford decided to up the ante by modifying its high-perf, side-oiler 427 FE big-block to accept overhead-cam cylinder heads with hemispherical combustion chambers. Although around 500 crate engines were sold through Ford dealers, when Chrysler whined about unfair competition, NASCAR banned the "cammer" outright. Although it did well in drag racing, NASCAR's ban resulted in the engine never realizing its full potential. Still, the motor's rarity (it was never factory-installed in passenger cars) resulted in it achieving a cult following.

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Ken duttweiler twin - turbo 1 , 000 hp pump - gas 482 ci sohc ford , Built by ken duttweiler , this twin - turbo , 482 ci sohc ford v8 makes more than 1 , 000 hp on 91-octane gas. in this article, we’ll get into the motor’s nuts and bolts.

Finding an original Cammer today outside of a museum is almost impossible, but in recent years, various niche companies have stepped up; today, it's possible to completely build up one of these monsters from scratch using all-new parts. Car collector and hot rodding enthusiast Jim Ring was searching for the right powerplant to drop into his custom 1964 Galaxie show car when his go-to car builder, Bones Fab's Jim "Bones" Bassett, showed him a photo of the exotic motor. "It got me excited!" Ring says. "I had to have one!"

But not just any old cammer. Ring, Basset, Lyle Larson, and legendary turbo engine builder Ken Duttweiler put their heads together and developed a plan to build a 482ci twin-turbo, stroker SOHC motor that would make at least 1,000 hp in daily-driver trim on pump gas and as much as 1,500 hp by turning up the boost and running race gas. Let's take a closer look on how Duttweiler, Bassett, and Bassett's Bones Fab crew melded old and new tech to build this outrageous motor.

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Original Ford SOHC blocks were cast iron. Legendary Ford FE Stock Eliminator racer Robert Pond Motorsports now offers improved, beefed-up iron and (as used for this build) aluminum blocks that are significantly stronger than the original Ford versions. Using this block, it's possible to build an engine as large as 511 ci with a 4.310-inch bore and a 4.375-inch-stroke crank. Nevertheless, for strength and durability if Ring ever turns up the wick, Duttweiler stayed conservative, going for thicker walls with a 4.25-inch bore. Building a "square" motor using a 4.25-inch stroke custom Bryant Racing billet crankshaft, that comes out to 482 ci.

The Bryant crank has knife-edged counterweights plus weight-saving drilled crankpins. Ford Cleveland-size 2.75-inch main journals and 2.200-inch big-block Chevy rod journals offer the best balance between durability, journal overlap strength on the long-stroke crank, and compatibility with existing connecting-rod lengths.

CP Carrillo supplied the pistons, rings, and connecting rods. It turns out the build's piston requirements are a close match to an existing CP A/Fuel Chrysler Hemi dragster forging. The piston's 0.043-inch "gas-port"-style top and -inch second rings are gapped at 0.028 inch and work with a low-tension -inch oil ring. The crank and rods ride on Clevite H-series bearings with 0.0025- and 0.003-inch clearance, respectively, to complement Duttweiler's preferred motor oil: 15W-40 or 20W-50 Lucas full synthetic. That's not the ultra-thin oils some prefer, but again, Duttweiler stays conservative: "I don't believe slightly thicker oils strain the oil pump. Today's pumps are much better."

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With no cam and lifters in the valley to oil, Pond redesigned the 427 medium-riser-based SOHC block to incorporate a full priority-main oiling system, where the critical bottom end receives all the oil first. The overhead cams and rockers receive oil via external oil lines connected to one of the side-oiler galleries. As you'd expect on an engine of this caliber, the engine has a Dailey Engineering dry-sump system.


The Pond head flows better than Ford's original rendition, but as-received, Duttweiler felt the valve seats and valves weren't up to the demands of a high-heat/high-boost turbo motor. As good as the as-delivered CNC'd ports were, he also thought porter Todd McKenzie could improve them even more. Explains McKenzie, "The original seats were too big and hung into the ports about inch. I welded that area up and started again, replacing the original steel seats with new beryllium-copper seats that accept Ferrea 2.300-inch titanium intake valves and 1.850-inch Inconel exhaust valves." The heads seal to the O-ringed block, courtesy of SCE's red-printed, copper/rubber gaskets and ARP head studs.

01-Jim-Ring-482ci-twin-turbo-SOHC-Ford-V8-in-1963-Galaxie© John Baechtel 01-Jim-Ring-482ci-twin-turbo-SOHC-Ford-V8-in-1963-Galaxie

Cams and Valvetrain

Ford's SOHC V8 has one cam per head that actuates that head's intake and exhaust valves. The dedicated right- and left-hand cams are mirror images of each other. Even on a single-pattern cam, as used on Duttweiler's Cammer, the intake and exhaust lobes of each cam have different geometries. Collectively, this means one engine set of two cams has four different lobe profiles.

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Comp Cams offers a series of custom-order, billet-steel, solid-roller grinds for the Ford Cammer. Duttweiler chose the mildest of Comp's "SOHC-series" lobe profiles for use on both the intake and exhaust sides. "The owner is going to drive the car on the street," Duttweiler explains. "With big turbos, the cam is not as important; we just wanted a smooth idle." At zero lash, measured at the valvespring retainer, the grind theoretically develops 0.593-inch lift and 244 degrees duration at 0.050-inch lift. The intake and exhaust lobes were ground and installed straight up with a 115-degree lobe-separation angle. The chains, along with the chain backing plate, the sprockets, the tensioner, idler, rear backing plate, and front cover were sourced through Pond. Precision Oil Pumps furnished the chain guides, as well as other miscellaneous small engine parts. "Installing the chaindrives and degreeing in the cams is really a two-man job," Duttweiler says.

Air, Fuel, and Spark

Incoming air is compressed by dual Precision 7675-series turbochargers. The ducting, sheetmetal intake, headers with 2-inch primaries and 3-inch collectors, and custom-bent hardline were all custom-fabricated by Bassett. Fuel and spark control is handled by Holley's high-end Dominator engine-management system that's capable of individual cylinder fuel and spark control. Manifold air pressure (MAP), wideband O, inlet air temperature (IAT), and throttle position (TPS) sensors provide input to the Holley ECU, while an idle air control (IAC) motor helps stabilize idle quality. Eight 160-lb/hr injectors are fed fuel at 45 psi by Holley's brushless VR2 electric fuel pump. At full boost, the air/fuel ratio is about 12.2:1. Holley's coil-near-plug, GM-style, smart-coil kit supplies 19 amps of juice to each coil, supporting up to 3,200 hp without a separate CD booster box. Ignition retard under boost is programmed into the ECU and varies according to fuel pressure, boost pressure, and IAT.

Understanding the Ford 4.6L/5.4L 3V SOHC V8

  Understanding the Ford 4.6L/5.4L 3V SOHC V8 The Ford 3V SOHC Modular engine was a stop gap solution to power between the 2V SOHC and the 4V Coyote.When my buddy opened the hoods of these new ’04 F-150 pilot units, it was obvious Ford had a very different Modular planned for the new F-150 and Expedition. It was unlike any Modular SOHC 2V we had ever seen. Power was up for 2004, with a new three-valve 4.6L and 5.4L SOHC Modular engine with variable cam timing (VCT) and improved induction. This new Modular had two intake valves and one large exhaust valve, along with variable-valve timing to help kick power up a notch.

www.hotrod.com/articles/ ken - duttweiler - twin - turbo -1000 hp - pump - gas This “Mild” Ken Duttweiler -Built, Twin - Turbo , all-aluminum, 482 CI Ford SOHC Stroker Makes More Than 1 , 000 HP —on…

On the Dyno

Running on Duttweiler's engine dyno with a mild tune-up suitable for daily driveability on 91-octane gas, the 482's torque peaked at 956 lb-ft at 4,900 rpm, with up to 1,045 hp at 6,300 rpm. It made more than 900 lb-ft from 4,6005,900 rpm, more than 900 hp from 5,0006,700, and more than 1,000 hp from 5,7006,700, the highest rpm tested. On the top end, the power curve was virtually flat—within eight numbers—indicating there's plenty more potential waiting to be unleashed. Average torque and power between 3,1006,700 rpm came out to 838.5 lb-ft and 759.8 hp. "We could easily have made 1,500 hp on the street," Duttweiler explains, "but we were in a rush to get the car done in time for the SEMA show and didn't want to push it for what is primarily a show car."


ATI Performance Products Inc.; Gwynn Oak, MD; 877.298.5039 (orders) or 410.298.4343 (tech); ATIracing.com

Automotive Racing Products (ARP); Ventura, CA; 800.826.3045 or 805.339.2200; ARP-Bolts.com


Clevite (Mahle Aftermarket Inc. ); Farmington Hills, MI; 800.248.9606 or 248.347.9700;Mahle-Aftermarket.com

Comp Cams; Memphis, TN; 800.999.0853 or 901.795.2400; CompCams.com

CP Carrillo; Irvine, CA; 949.567.9000; CP-Carrillo.com

Dailey Engineering; Temecula, CA; 951.296.2110; DaileyEngineering.com

Duttweiler Performance; Saticoy, CA; (805) 659-3648; kduttweiler@earthlink.net

Holley Performance Products; Bowling Green, KY; 800.HOLLEY1 (nearest dealer), 866.464.6553 (tech), or 270.782.2900 (general); Holley.com

Lucas Oil Products Inc.; Corona, CA; 800.342.2512 or 951.270.0154; LucasOil.com

McKenzie's Cylinder Heads; Oxnard, CA; 805.485.1810; mckenziecylinderhead@gmail.com

Performance Parts; Dearborn, MI; tech: 800.367.3788 or 313.621.0771; PerformanceParts.com

Precision Oil Pumps; Clovis, CA; 559.325.3553; Stores.PrecisionOilPumps.com

Precision Turbo and Engine; Hebron, IN; 855.996.7832 or 219.996.7832; PrecisionTurbo.net

Robert Pond Motorsports (RPM); Youngstown, OH; 909.376.2530; RobertPondMotorsports.com


TiAL Sport; Owosso, MI; 989.729.8553; TiALsport.com

XRP Inc.; S. Gate, CA; 562.861.4765; XRP.com

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