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390 vs 445 Oiling Demand

June 14 2012 at 6:25 AM
  (Login pcode390)
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I have all the parts now for my 445 shortblock. The standard cylinders cleaned up at 4.065 and will be finished to 4.070 when the builder has the 4.070 dished Diamond pistons in hand along with all of the other machining work. Including whatever oiling system modifications.

Although this car is a genuine 65 Police Interceptor and it absolutluy, positivly has the origional block from the factory it is not a Solid Lifter block as you would expect. Evidently they substituted a juice block and filled it with all of the correct PI parts including the 427 rods and solid lifter valve train.

The engine had over 130K miles on it (lots of winding out the gears with a 4 speed/3.25 gears) and experienced minimal wear. Even the crank only needs micro polishing to be reused so obviously there is nothing wrong with the factory oiling system in it's factory configuration.

But it's going back together with a 445 stroker, a Comp 270S cam (mild), a POP blueprinted standard volume pump and two port oil filter adaptor, Canton factoty oil pan and pickup and Edelbrock 72cc heads and a LR 8V induction.

This is not going to be a race car but a high end restoration show car cruiser retaining it's 3.25 gears. I will run an MSD unit and probably limit it to 4800-5000.

I know I heed to restrick the oil flow to the heads but what NEEDS TO BE DONE to the block. Is the oiling demand for the 445 crank & rods different from the factory 390? Given my intended usage I don't wnat to fix something that may not be broke.

As usual your thought and opinions are appreciated. ww

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1965 Galaxie 500XL 445ci Stroker C-6
1965 Galaxie 500XL 390ci P-Code, 4-Speed
2001 Ford F-150 SuperCrew 5.4L
2006 John Deer X320 Garden Tractor

 
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