The Ultimate IH Fourbanger

Course the above requires a pretty radical amount of welding done on the crankshaft. If a fella had a good 196 crank he wanted to use, the amount of welding could be reduced a bit since the rod journals wouldnt need to be built up, just narrowed.

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If you want to totally avoid welding on the crank, seems like you've either got to get custom rods or else use a 196 crank and 152 rods, then a) get custom pistons made up with the IH pin size or else b) bush the IH rods down to something like the silvolite 1266 or 1278 depending on your deck height.
 
Remember that the stroke increase is 2x the crank pin centerline offset. To take a 152 crank (3.15625) to 3.875 requires a .343 offset. Btdt many times but I'll leave the decision to my crank guy. Had planned to start with 196 unit 3.656 from the gitgo so we're not done by any stretch. A 3.75 stroke will yield 191 inches by way of a 4" bore. I've sonically inspected and chosen a block with good core location.
 
Robert,
since this is blow-through, any ideas on what particular electric fuel pump and rising rate regulator you'll be using for your project?
 
I do not want an electric pump on or anywhere near my Scout. I'm leaning towards an engine driven unit. Could be enderly or an aircraft vane pump. Could very well be a modified high pressure diaphragm pump.

The rising rate reg has a broad range of acceptable options that I only dabbled in on summit.

Ohhh to many decisions.:nonod:
 
michael mayben said:
we have verified that an sv cam can be used as a core for a weld-up/regrind by our cam supplier. The "unused" lobes will be removed.

So we have a few I-4 cam cores in the camdude's "bank" now, both are I-4...so we can supply nearly any grind requested for an I-4 right now onna original IH I-4 cam core with weldup.
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So.. What's the cost of a "new" 4cyl cam then? If you start with a sv blank ($35-ish or so, machined, when included in an engine kit from northern auto) and then have it welded up and turned down and so on?

Vs having a stock 4cyl cam reground, at <$100.

(I have one about to go to camcraft)
 
Hi Tom,
I'll jump in here and update this old post you refered to. At the time we were trying to get cwc to find the 4 banger pattern and the v8. Cam was pondered. It really is not feasible from a cost perspective as you know. We currently rebuild the oem cams as the most reasonable alternative.
 
Just a quick update. The crank is at the specialist to see if the stroke increase is feasible.

I have the piston designed and a rod chosen. These all pivot on the stroke so things are on hold till I hear back from the masters of all offset crank pins.

I have discussed a performance head gasket with a well known supplier of mls gasket.

Also on a fun note I spent some quality time with an aluminum valve cover manufacturer at the grand national roadster show over the weekend. I want to see if a nice traditional unit is possible. They already have one for the amc 258 but I want one for the sv's.

Mayben is updated on stuff too. He'll get a copy of whatever we decide on is possible. These will be using a 152 crank.
 
Robert kenney;54293 also on a fun note I spent some quality time with an aluminum valve cover manufacturer at the grand national roadster show over the weekend. I want to see if a nice traditional unit is possible. They already have one for the amc 258 but I want one for the sv's. [/quote said:
I believe ricky bordelon, of light line of louisiana is in possession of the aluminum valve cover molds that jim maulis jr had for sv engines.

There are a few sets floating around, but ricky has the molds for making more. Afaik, he never has.
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That's unfortunate that covers haven't been made if molds actually exist. Maybe the barrier would be the committment for funds to actually go to the trouble of having a casting session performed.
 
tsm1mt said:
I believe ricky bordelon, of light line of louisiana is in possession of the aluminum valve cover molds that jim maulis jr had for sv engines.

There are a few sets floating around, but ricky has the molds for making more. Afaik, he never has.
Click to expand...

The molds are the easy part. Usually wood for short runs. Patterns to make the sand molds. Molds, dies and tooling are my profession. With todays solid modeling software (solid works) combined with a cnc we could have the patterns in a few days.

If the guy does have them. They need to be looked at and decide if they are serviceable in a foundry environment. If they are either the owner or an individual who is willing to front the cash to buy them and commit to a quantity run needs to get involved.
 
This has been interesting to say the least. Can't wait to see what you guys come up with. It is awesome to see IH 4 bangers getting some attention finally.
 
My crank guy called and said no problem welding and stroking the 152 crank to 3.75 stroke. It is underway now. Should have it it in a week or two.
One comment he made was that this robust crank and rod setup I'm planning should be able to handle 450-500 hp with forced induction if treated right. I assured him that I would be way south of that and not to worry
 
N/a 125-145 in basic trim say turning 4500-5000.
The biggest gain will be the 50% reduction in recipricating mass.

200-240 for forced induction.
Estimates only. Proof in concept at the end of the project. :lol:
 
Plus you'll have a freer spinning engine than a 196, right? I've been buried at work but now can begin assembling my 196. After "massaging" the tops of my pistons to get the added 2 cc to get the c.r. Down, I overthought the process of getting the piston/rod assemblies' weights to match :crazy: and put off discussing it with the balancer. Finally spoke with him about what I had done and did he think that my getting all the assemblies to within less than 0.5 grams of each other was close enough (plus I cc'd the pockets to verify they were at 14 cc). He had a good laugh over that one. :lol: overkill for my engine, it seems. But I learned about how to do it. Nothing in the way of reassembly now.
 
Overkill never killed anyone.....well maybe some things but never the way you did it.
I've never built anything and wished I had not taken it to the nth degree.
 
Made some new calculations and found the the garrett gt2554 turbo is going to be to small with the new increased displacment. I had a feeling this would be the case. My original plan was to build a 152 but @ 191 inches the mass flow is off the map for the gt2554.
Also going bigger with my cam choice and port size. Really I am now shooting for peak torque to be around 3000 and peak hp around 5000 this means a bigger cam then I had planned for the 152.

I'll need 210- 212* intake duration @ .050 tappet lift.
Compression is still under debate in my mind. Stuck between 8.0 and 7.5. 8.0 -1 for a bit better off boost power and limit the boost to 10.5# or 7.5 and limit to 14.7.
If this was not going to be a turbo I'd shoot for 9.5-1.
Oh well....... :out:
 
Mark pietz said:
so this is going into an early (80/800)? What transmission setup do you envision?
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Ahwaa shit man it's going in my Scout :hand: I couldn't see anyone else having the fun!! I'll yank the 152 out and drop the new and hopefully improved air pump in. I go to camarillo quite often and it'll be making the trip many times this summer if I get it done in time. Should be a good proving ground with all of the hills. Pleanty of time to lean on it.

I'll be leaving the oem t90 and warn od in asis. Bet she'll scoot then. As it is @ 70 it turns 2500 in od so it should match up well.
 
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