Ken Sheffer
December 3, 2004

The same activity was carried out with the other sleeve. The immediatelyadjacent air was so dried by the first sleeve frosting over that therewas significantly less frost in evidence on the second procedure. Thesecond sleeve simply slid into place and was forced down with anotherhoning plate. We let it sit several hours until the whole thing hadreturned to room temperature. A touch-cut is taken across the decks toremove the exposed sleeve edge, and the block is ready for honing andthe other operations necessary to return it to service.

Change of Plans

The original intention for our "mild" 390 was to use it as the powerplant for my '63 F-100 ICB pickup. That's not going to work now.Our plans for the "wild" 390, at present, go like this:

1. In order to make all cylinders exactly the same, the finished boresize is projected to be 4.090.

2. The crank will be one of the new SCAT strokers with a 4.25 dimension.

3. Jim Dove and I are collaborating on a special set of hisDOVE-6049-PIE head castings. These are of modernized High Riser design,with valves and valve locations optimized for the above bore size.

4. The manifold will be modified to take fuel-injection hardware.

5. This engine will be used, in a car not available at present, for amulti-year {{{Bonneville}}} attack.

The engine will have all the most up-to-date hardware and accoutrements.A little quick math will show that displacement should be about 446 ci.It started life as a 390. The heads have been shown to flow more than400 cfm on the intake and 300 on the exhaust. We'll have all the solidroller cam the flow can use. What do you think the dyno will say?

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