Newly Engineered Flathead Block
Through a combined effort of Motor City and Shadow Rods
its finally here. A new state of the art Flathead Engine block. Due to health
problems back in 2002 I was forced to close shop and pass the ball to Jon Hall,
founder and president of Shadow Rods.
Any one that knows Jon knows that he is a perfectionist
to the utmost degree. That makes him the perfect candidate to do this project.
First lets ask- why do a new Flathead Block? Answer:
They are just getting too hard to find. On an average you can easily go though
3 or 4 blocks just to find a good one. That can mean endless hours of research
just to find one. Purchase it for $100 to $500 just to spend a week taking it
apart only to find out the block is cracked or rusted through from the inside out.
Some of the other problems are over heating, oil
consumption, excessive crank case pressure, and oil leaking due to bad gaskets
and especially bad front and rear main oil seals.
Other draw backs are due to a poor design which include
lack of lower end strength due to only 3 main bearings, and insufficient horse
power and torque due to poor ports and valve sizing resulting in a very
inefficient motor. And last but not least small bores resulting in small cubic
inches (STD 239 cu in.)
To do a block and
not answer those questions would be a sin, so our new block is most importantly
new. Absolutely no inside rust, no
trapped or hidden core sand that can be a cause of over heating.
This new motor is designed for modern lip seals (no more
leaking). It has heavy duty main caps including a 4 bolt center made out of
ductile iron, eliminating any lower end strength concerns. Valve guides
permanently pressed into the block drastically reducing oil consumption and
assuring a good valve job.
The ports on this new motor were developed by Paul
Schalk (Doctor Flow) on the flow bench. The results were incorporated into the
new casting eliminating any need to port and polish.
A redesigned oiling system allowing you to run an oil
filtration system with out a special pump or hose inside the oil pan.
And finally at last a big bore. 3 ½ (3.500) finish bore
size from the original 221 cubic inch that had a bore size of 3 1/16 (3.062).
That is a 7/16 (.437) increase giving you with a stock crank 3 Ύ (3.750) stroke
289 cubic inches with a 4 stroke 305 4 1/8 stroke 316 cu in, 4 Ό 327, 4 3/8
339. That is pretty dog gone significant.