06-08-2014, 02:38 AM
Richard Holdener
June 3, 2014
Whenever someone utters the words, “Hey, I have an idea,” it usually falls into one of two categories. Category 1 is for those inspiring, grand gestures with the strength to alter all of humanity. Simple statements like, “Let’s put a man on the moon,” “Let’s end apartheid,” or “I found the cure for cancer.” Category 2 is home to those on a slightly smaller, and decidedly dumber scale—“Let’s jump off the roof and use a bedsheet as a parachute,” or “Let’s pull this office chair behind the truck down a crowded street and get a reaction on Youtube.” That sort of thing.
Thus, we came up with the idea to illustrate the strength of the stock 351W short-block by subjecting it to obscene boost levels.
The original idea was to clear up Internet myths regarding the strength of a stock Ford block and cast rotating assembly. We’ve all heard the stories—cast cranks, rods, and pistons will only withstand 8-, 10-, or maybe 12 psi. The fact is these components have no way of recognizing boost pressure. Actually, you might be surprised just how much power (and boost) the stock components can take before giving up the ghost. The obvious exception is the notoriously weak factory 5.0L block, but knowing this, we chose to run our boost test on the larger and stronger 351W.
The idea was simple. Take a stock 351W short-block from the wrecking yard; add heads, cam, and intake; and then start adding boost until something breaks. You might question adding the aftermarket components, but we wanted more than just big boost with our Big Bang—we wanted big power numbers to go with it. Boost multiplies the output of the normally aspirated motor, so we wanted to start with something that made more than 250 hp. This also gave us the opportunity to freshen up the junkyard jewel, since we had no idea what abuse it had endured prior to its revival.
The injected 5.8L (351W) test motor was pulled from the engine bay of an F-250 truck. The hydraulic-roller motor made life easy for us, since all we had to do was replace the cam. The motor was given a quickie ball-hone and minor surfacing to ensure good head sealing. The crank was polished and given fresh bearings, but the stock rings were cleaned and reused after increasing the ring gap to 0.035 inch.
The majority of piston destruction can be attributed to one of two issues, detonation from improper tuning, or insufficient ring gap. The extra heat generated in forced-induction applications will cause to rings to expand. The combination of excessive expansion and insufficient ring gap can cause the rings to butt together and stick momentarily in the bore. The result of this is a snapped ring land on the piston. The resulting broken piston was not due to inherent weakness (metallurgy or otherwise), but rather insufficient ring gap.
Read more: http://www.mustangandfords.com/how-to/en...z33yKas2j0
June 3, 2014
Whenever someone utters the words, “Hey, I have an idea,” it usually falls into one of two categories. Category 1 is for those inspiring, grand gestures with the strength to alter all of humanity. Simple statements like, “Let’s put a man on the moon,” “Let’s end apartheid,” or “I found the cure for cancer.” Category 2 is home to those on a slightly smaller, and decidedly dumber scale—“Let’s jump off the roof and use a bedsheet as a parachute,” or “Let’s pull this office chair behind the truck down a crowded street and get a reaction on Youtube.” That sort of thing.
Thus, we came up with the idea to illustrate the strength of the stock 351W short-block by subjecting it to obscene boost levels.
The original idea was to clear up Internet myths regarding the strength of a stock Ford block and cast rotating assembly. We’ve all heard the stories—cast cranks, rods, and pistons will only withstand 8-, 10-, or maybe 12 psi. The fact is these components have no way of recognizing boost pressure. Actually, you might be surprised just how much power (and boost) the stock components can take before giving up the ghost. The obvious exception is the notoriously weak factory 5.0L block, but knowing this, we chose to run our boost test on the larger and stronger 351W.
The idea was simple. Take a stock 351W short-block from the wrecking yard; add heads, cam, and intake; and then start adding boost until something breaks. You might question adding the aftermarket components, but we wanted more than just big boost with our Big Bang—we wanted big power numbers to go with it. Boost multiplies the output of the normally aspirated motor, so we wanted to start with something that made more than 250 hp. This also gave us the opportunity to freshen up the junkyard jewel, since we had no idea what abuse it had endured prior to its revival.
The injected 5.8L (351W) test motor was pulled from the engine bay of an F-250 truck. The hydraulic-roller motor made life easy for us, since all we had to do was replace the cam. The motor was given a quickie ball-hone and minor surfacing to ensure good head sealing. The crank was polished and given fresh bearings, but the stock rings were cleaned and reused after increasing the ring gap to 0.035 inch.
The majority of piston destruction can be attributed to one of two issues, detonation from improper tuning, or insufficient ring gap. The extra heat generated in forced-induction applications will cause to rings to expand. The combination of excessive expansion and insufficient ring gap can cause the rings to butt together and stick momentarily in the bore. The result of this is a snapped ring land on the piston. The resulting broken piston was not due to inherent weakness (metallurgy or otherwise), but rather insufficient ring gap.
Read more: http://www.mustangandfords.com/how-to/en...z33yKas2j0
and He admits it was their fault/stupidity, 
it blew up. Thats enough to send Chevy Lovers to an early grave. May they rest in peace. COOL! JTS 71 Mach1
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