Latest aluminum block.
- Thread starter Tod
- Start date
Chris Haynes
Well-known member
What is the benefit of an aluminum block on a touring car?
I am making blocks for mostly 5 main application, aluminum and iron. I have a few aluminum orders to fill and several 3 main iron blocks to do for waiting customers. Yesterday, I dropped off 2 truck loads of core sand for blocks, headers, OHV heads (all iron, and all sold already), Winfield heads (mainly 6:1), and more Stock Top Crow Foot heads (7:1 compression). I won't really have to wait long as there is more than enough there for a heat or two of just my castings. As usual, while getting ready for this run of castings, more inquiries were coming in. I'd rather operate one or two runs behind than cast a bunch of parts that have no buyers.
As I have been saying all along, I want my main focus of blocks to be 3 main A journal and B journal. Cylinder heads are easy to make any time.
Tod
California Travieso
Well-known member
Chris,
The only two benefits I can think of are: 1) the lower weight of the aluminum block, and 2) Aluminum conducts heat better than iron.
Tod can tell us what the difference is between the weight of his aluminum head and a standard iron head.
It’s also unclear if there is a significant difference between the cost of a new aluminum head that is machined and ready to be assembled versus the cost to rebuild an original block.
David Serrano
Sleeves are inserted after machining. Sleeves are slightly larger in diameter than the bored cylinder in the aluminum. The block is heated up which allows the sleeve to slide in and then when the block cools the aluminum creates "crush" to hold the sleeves in place. There is also a flange around the top of the sleeve so that the gasket and head add to the pressure holding the sleeves in. I posted a picture of this on my FaceBook page with test/dry fitting of sleeves. It is attached. This picture is of a 3 main aluminum block that will be heading to a customer soon. I have quite a few blocks of various configurations under way in the shop right now. 3 main iron and aluminum as well as 5 main iron and aluminum. Half a dozen, or so, are slated for use with my OHV heads.
Another run of block castings, as well as heads (OHV, Winfield, Thomas, Stock Top Crow Foot) and cast headers are about to be poured.
I hope this helps.
Tod
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rotorwrench
Well-known member
That looks really good. The sleeve top edge is visible in the image and is definitely wide enough.
#2 is actually a detriment, not an advantage! You want to keep as much heat as possible in the combustion chamber. Heat that is conducted away from the combustion chamber into the cooling system or surrounding air is wasted energy! Obviously, combustion temperatures must be controlled to avoid detonation, but overcooling is not good!
rotorwrench
Well-known member
Thermostats eventually came along the pike in order to keep temperatures at peak performance standard for liquid cooled internal combustion engines.
The model A predates that but then they weren't a pressurized system yet either. An aluminum block will make some difference but not a lot. It's lighter for those that want to get in the performance applications. Die hard restorers would more likely stick with cast iron for the most part. I can see a place for both types.
The model A predates that but then they weren't a pressurized system yet either. An aluminum block will make some difference but not a lot. It's lighter for those that want to get in the performance applications. Die hard restorers would more likely stick with cast iron for the most part. I can see a place for both types.