When exotic excess doesn't quite satisfy your inner power demons, artificial aspiration frequently brings relief. Jim Ring's 1964 Galaxie is an off-the-hook Pro Street ride that called for an over the top powerplant to help make the Pro Street statement in Jim Ring's preferred style. In his case, a tall tunnel ram with twin Holley's or an 8-71 supercharger just seemed too commonplace. So car builder Jim Bassett at Bones Fabrication whispered some turbocharged Kenny Duttweiler power specs in Jim's ear and Ring was ready for a shiny pair of 76mm Precision Turbos to boost the appeal of his all aluminum SOHC Ford Cammer powerplant. These are simple, yet complex engines that require meticulous attention to detail when planning and executing the build. Mock assemblies and fitment checks are part of a Cammer build and that's why Ring and Bones chose to have a veteran like Ken Duttweiler wrangle this boosted monster. We followed along as Kenny pointed out notable features and areas that require caution.
The SOHC aluminum 427 block from Robert Pond Motorsports is based on Ford's side-oiler FE engine blocks. It weighs 135 pounds with a 10.17-inch deck height. The T356 aluminum structure is very rigid and it incorporates cross-bolted billet steel billet main caps with 7/16 ARP bolts and studs. The cross-bolted high-quality Pond casting incorporates revised 427 style side-oiler passages to provide priority main oiling and modified secondary oiling to the cylinder heads. There is no cam in the block in a SOHC engine, hence these blocks are not drilled for lifters, but the do feature oil drainback holes at the back of the block for the cylinder heads.. Aluminum blocks have aluminum screw-in freeze plugs and O-ringed grease plugs.
With no cam in the block, a stub cam is used to mount the timing gears and drive the distributor and oil pump. The oil supply to the left cylinder head passes around a groove in the second stub cam journal the same as in a conventional 427 side-oiler. A standard 427 wedge style side-oiler uses the fourth cam journal to oil right side head in the same way, but there is no fourth cam journal on a SOHC. A groove on the backside of the fourth cam bearing transfers oil to the head on a SOHC engine. The Pond block uses oversize cam bearings so standard cam bearings can’t be used. A fabricated plug is typically inserted into the bearing from each side to seal it and thus direct the oil to the right head.
To withstand the expected high power output, the Ford FE type Pond aluminum engine block is considerably stronger than the original cast iron Ford block. It incorporates stronger siamese cylinders and features a .750 inch thick deck surface for greater support. Aluminum Pond engine blocks are outfitted with spun ductile iron sleeves that Brinnell at 280. The aluminum engine block can accept a maximum bore size of 4.310-inch with a 4.375-inch stroke crankshaft, resulting in more than 500 cubic inches. The aluminum blocks are fully machined. For the turbocharged powerplant going into Jim Ring's 1964 Ford Galaxie, Duttweiler chose to build a fully square engine combination with the bore and stroke both measuring 4.250 inches. This results in a 482ci package with thicker cylinder walls to help endure the anticipated power of the twin turbo induction system.
The Carrillo rods and pistons chosen for this combination share some unique features as detailed below. Both come from CP Pistons. The rods are 6.7-inch center to center and feature a wider small end to match up to the pin bosses on the A/Fuel Dragster Hemi pistons.
As a limited use street engine, it is still expected to run hard when called upon. The pistons are actually for a normally aspirated, Chrysler Hemi, injected A/Fuel dragster combination (see photo lower left). The minimal dome provides the desired 9.5:1 compression ratio and the upper ring grooves are configured with horizontal gas ports to improve ring seal. Because of the anticipated loading, these dragster pistons have broader skirt contact with less ovality, hence they are well suited for a turbo application.
Working closely with Duttweiler, racer Lyle Larson helped spec the piston combination. CP techs noted that the requirement almost exactly matched their A/Fuel dragster pistons for injected Chrysler Hemi's that run low 5's at 275 mph. The domes ideally matched the chambers in the Pond aluminum cylinder heads. Because these pistons are made for aluminum rods which are wider than steel rods on the pin end, the pin bosses are spread too far apart. This could compromise piston stability and place additional bending loads on the pin. To correct this, Carrillo made a special set of rods that are wider on the small end to match the dragster pin bosses.
To accommodate the required valve reliefs and high thermal environment, the ring pack is located farther down the piston and the top ring grooves are fitted with horizontal gas ports to ensure optimum ring function. The top ring grooves are hard anodized to protect against micro-welding and the skits are treated with an anti-scuff dry film coating.
The short block is anchored by a fully counterweighted Sonny Bryant billet crankshaft with a 4.250-inch stroke. While this is a dry sump lubricated engine, the counterweights are nevertheless knife-edged to cut through any errant oil film and the crank pins are drilled to lighten the crank. Like every Bryant crankshaft, it is a bulletproof work of art and was chosen to endure Duttweiler power levels without distress. Due to the extra stroke length, the overlap between the crank pins and main journals is reduced.
The Bryant crank design provides the most possible beef to accommodate this and ensure maximum strength. The crank has 2.75-inch main jounrals and big block Chevy syle 2.100-inch rod journals. The big end on the custom Carrillo connecting rods is standard for this application. Engine builder Duttweiler also noted that while Bryant cranks are considered the absolute best in the business, he is also pleased at how fast they turn around a custom crank order.
The crankshaft in this bad boy is very securely anchored by cross-bolted billet steel main caps using 7/16-inch ARP main studs and side-bolts. Look closely and you will see that the pistons come very close to the crank throws, but adequate clearance is maintained. The deep-skirted block design permits a very shallow dry sump oil pan with self-contained windage control.
Offset valley braces align with the position of main bulkheads and the siamesed section of the cylinders. There are only ten head fasteners per side, but the reinforced deck is .750-inch thick and the cylinder liners are O-ringed for copper gaskets. To the right is a clear view of the side oil gallery, threaded aluminum core plugs and the side bolts for the cross-bolted mains.
The RPM aluminum 427 SOHC Cylinder Heads from Robert Pond Motorsports are a direct replacement for the original SOHC Ford cylinder heads. The heads are CNC-ported on the exhaust and intake with flow figures about 15% better than the stock Ford parts. To avoid unnecessary complication caused by undrilled oil passages in the block, upper engine oiling is accomplished via custom external lines.
The RPM aluminum 427 SOHC Cylinder Head from Robert Pond Motorsports is a direct replacement for the original SOHC head. These heads are CNC ported on both the exhaust and intake ports with flow delivery about 15% better than original stock Ford ports. The RPM heads have a half inch thick deck and beefed up cam towers. They have five additional bolt holes added to the exhaust flange for better gasket seal; a useful feature on a high heat turbo application. For this severe duty application, the ports were polished and the guides and valve seats were carefully checked for accuracy.
The RPM intake port is a fully CNC ported, round shape leading to a 2.35-inch intake valve. At 28-inches of water the intake port flows 393 CFM @ .700-inch valve lift.
The exhaust port is an unusual inverted D-shape, also CNC ported and leading to a 1.90-inch exhaust valve. At 28 inches of water the exhaust flows 270 CFM @ .700-inch lift.
The RPM aluminum cylinder heads from Robert Pond Motorsports carry hemispherical combustion chambers with large opposing valves and a semi-central spark plug location. The valve angle is such that Lyle Larson and Kenny Duttweiler determined that it was a perfect fit for the previously mentioned Chrysler Hemi A-Fuel dragster pistons. The chambers and valve guide inserts come rough and require finial finishing. A full set of Ferrea Titanium intake valves and Inconel exhaust valves wee installed by head porter Todd McKenzie of McKenzie Racing Cylinder heads. Duttweiler praised the quality of the valve train for these heads. He also noted that when using dead soft copper gaskets for boosted applications, you have to carefully apply sealer around all the water passage openings to ensure that coolant cannot migrate into the oiling system via the cylinder head studs.
The single overhead camshafts drive a pair of rocker shafts with robust individual T&D Machine intake and exhaust rockers. The T&D shaft rockers are precision machined and firmly anchored. The cams ride directly in the aluminum saddles in the cylinder heads with each cam journal receiving direct pressure lubrication through passages in the head.
The cams are chain driven via a multi-sprocket arrangement that includes an idler sprocket and a chain tensioner. The system also incorporates a pair of chain guards to keep the chain following its intended path. The lower timing chain drives the stub cam drive which holds the drive sprocket for the primary chain drive.
Shallow dry sump pan from Dailey Engineering provides optimum ground clearance with the Cammer deep skirt block.
Dailey's two piece billet pan incorporates a side kick out to scavenged oil immediately into the secondary sump via the screened openings.
The multi-stage pump is an integral part of the oil pan and is designed for easy service with the system still in the car.
A Holley Dominator EFI system is the brains of this eight-cylinder horsepower posse. It controls eight 160 lb/hr Holley Injectors and the spark curve. Engine builder Duttweiler expressed his satisfaction with the Holley's tuning range and its easy to use interface.
On the dyno getting ready to make break-in runs without the turbos. Dyno plumbing requires a bit different setup and the headers for the initial test are installed backwards to connect to a pair of mufflers. Here's a cool tip. There is a threaded hole to the oil gallery at the front of each cylinder head. Instead of installing a plug, Duttweiler installed a 90 degree AN fitting containing an insert with a jet orifice to oil the chain; one on each side. There is plenty of clearance on the left cylinder head, but the fitting on the right (passenger side) head must be angled lowered to about 75 degrees to avoid damage from chain whip. There is plenty of pressure behind the orifice so oil easily reaches the chain.
After initial non-boosted break-in on the dyno, the turbos were added. With a mild tune for street operation and low boost, the engine was tuned to a conservative 1050 HP at 6700 rpm with 956 lb-ft of torque at 5100 rpm. More than enough for street driving with plenty in reserve if he wants to turn up the wick.
Valves Ferrea, 2.23 Ti Int., 1.900 High Temp Exe.