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Discussion starter · #21 ·
I just talked with John at Accufab. The 9/16 to 1/2 studs are threaded just below the deck. The factory 11mm threads remain untouched and can be utilized in the future if desired.

He also said to use these studs "only" with the aluminum 5.4 and 5.8 blocks as they are a stronger casting. They don't rely on the studs to add strength to the block.

Iron, aluminum 4.6, & coyote are all thinner castings and can crack. The deep studs are required on these blocks to hold the block together.

-Matt
 
I just talked with John at Accufab. The 9/16 to 1/2 studs are threaded just below the deck. The factory 11mm threads remain untouched and can be utilized in the future if desired.

He also said to use these studs "only" with the aluminum 5.4 and 5.8 blocks as they are a stronger casting. They don't rely on the studs to add strength to the block.

Iron, aluminum 4.6, & coyote are all thinner castings and can crack. The deep studs are required on these blocks to hold the block together.

-Matt

Interesting to learn the taller blocks are stronger in that regard. So - is there, or isn't there a longer stud option available for the 4.6 blocks then? Never really looked into this. But I could swear I'we heard about them being used on the coyote blocks
 
Discussion starter · #23 ·
Interesting to learn the taller blocks are stronger in that regard. So - is there, or isn't there a longer stud option available for the 4.6 blocks then? Never really looked into this. But I could swear I'we heard about them being used on the coyote blocks
Good question. If there is, how much material is available for the larger diameter stud? I remember seeing a cross section of an aluminum 4.6 block showing water jackets in close proximity to the 11mm threads.
 
I had a discussion with JM late this afternoon, Matt. The 9/16" x 1/2 " Step studs John offers are approximately 7 inches long, which makes them approximately two inches shorter than an OEM stud. The shorter stud and higher anchoring point were chosen because drilling, reaming, and tapping at the original stud length/depth were difficult to do correctly, and even when done correctly, it was too time-consuming to make this a viable repair methodology. The shorter stud anchoring higher in the cylinder bank was the compromise solution.

When you anchor the head stud higher in the cylinder bank, the cylinders distort when the studs are tightened to their torque specs. The distortion can be compensated for by using torque plates when you hone the cylinders. John asked what block I was thinking of using for this repair process, and I told him it was a Hyland block. He said I would probably be okay with the Hyland block; however, in his experience, the Teksid and (I don't clearly recall, but believe he also mentioned) Nemak/Aluminator blocks were not good candidates for this type of repair.

His suggestion, if I were to use this on a non-Hyland block, would be one of the FGT/GT500 blocks because of their additional strength in the basic block and the upper cylinder banks in particular.

Bottom line, I believe, is that if you damaged a proletariat 4.6L block and needed to replace head studs, you would be better advised to replace the block and start all over — you would be money ahead in the game.

This is a drawing for a 1/2 x 13 NC, 7-inch long, long-reach tap from McMaster.
Image

This is not a thread-forming tap, which is the type of tap you want to use for this type of job. The price for this tap is $109.85. You will need two plug taps and two bottoming taps, which in the thread cutting tap corral will cost approximately $439. Add another $20 to $50 each for thread-forming equivalent taps. That pricing is for a 1/2 x 13 tap. I could not easily find a long 9/16 x 12 tap (they do exist) in either a thread-cutting style or a thread-forming style, which means they are available but at an even higher price.

That's not the end of the story. You will also need two long reach drills that are a minimum of one drill size small or 25/64". McMaster prices those out at $45.64 each, and you'll probably need two, or possibly three, to be safe. Your non-thread-forming tap and drill costs have just reached $576.32!

Now that you have drilled the holes but not tapped them yet, you will need to ream the undersized hole you just drilled to size. Plan on using a minimum of two reamers, and if prudent, three. A long 27/64" reamer costs $47.19, and guess what, if you buy three, you'll probably only need two, but if you buy two, you will definitely need three. Your tooling price has just reached $717.89, and you haven't even made your first chip yet.

All the cutting tools notwithstanding, you are still in need of fixturing that accurately holds the block in place while you machine. Plan on spending $1,500 to $2,000 more before you have the fixturing in hand, ready to use. The ante at your poker table just hit somewhere between $2,200 and $2,700 to do this job.

What these numbers are telling you is that it is time to get a new block and not attempt to resurrect the old one. Once you fail, you will still need to purchase a replacement block. The only difference is that you will have flushed approximately $2,500 down the drain without any return.

By the way, you will need access to a large table Bridgeport with a Ram Riser Block sufficiently tall to accommodate the cylinder block to do all this work in/on ...
 
At this stage I would like to ask what power you are looking for and what your plans for the car will be?

What about a Coyote platform instead? These do take additional block work to hold a lot of power but from the bleachers where I sit the build process for these motors seem to have a solid foundation and well known amongst builders.

ks
 
Discussion starter · #26 · (Edited)
At this stage I would like to ask what power you are looking for and what your plans for the car will be?

What about a Coyote platform instead? These do take additional block work to hold a lot of power but from the bleachers where I sit the build process for these motors seem to have a solid foundation and well known amongst builders.

ks
My current setup with an iron block is around 1000 wheel. Iron blocks have inconsistent and thinner cylinder wall thicknesses. Moving into the 5.8 block for better reliability.

It's actually a truck, bought it new back in 2000. I've had 4 different blowers on it over the years. F150 4x4 on e85 with twin 6766. Super duty transfer case and transmission. Too many chassis/drivetrain changes to list. I've done all the work to it personally except the tuning. Currently running 25# boost.


Lower boost pull while tuning it
 
I certainly think is appropriate for you doing the research to make sure you are building a very stout motor but I don't think the larger studs are needed for what you're wanting to do.
If it's not a race vehicle that is going to get pounded every weekend with high cylinder loading due to hard launches then all that additional cost isn't being utilized efficiently.

Personally I would forego the larger studs and just keep the build simple(r).

Either way you go I'm all in to see the build progress...🍿🍿🍿🍿

ks
 
Discussion starter · #28 ·
I certainly think is appropriate for you doing the research to make sure you are building a very stout motor but I don't think the larger studs are needed for what you're wanting to do.
If it's not a race vehicle that is going to get pounded every weekend with high cylinder loading due to hard launches then all that additional cost isn't being utilized efficiently.

Personally I would forego the larger studs and just keep the build simple(r).

Either way you go I'm all in to see the build progress...🍿🍿🍿🍿

ks
I agree with you but sitting at 3500rpm and 10# boost at launch in 4x4 definitely adds some load to the equation. She's 5500lbs too.

I'm leaning toward the 9/16" studs and using a more conservative torque of 110ft/lbs for a little added insurance. 25 extra ft/lbs is appealing to me even if using a safe street tune.
 
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