195.6 ohv performance engine build

Tom
Taking into account knowledge accumulated of other engines of the same era, one of which the V12 used by the Lincoln Zephyr which was closely related to the Ford V8 rather than the V12's of the senior Lincolns had 3 main bearings and was known to run with 1/2 inch bends in it. Truth is stranger than fiction.
Also as a point of interest, it looks like Valerie's lung transplant success is going to end some time between now and the end of the week.

I figured about 175 hp in my old 196, with a bump in compression to 9:1 (about what you will have with the trued up block and head, I think... and as I glance back up you noted that!), reground cam with 10* more duration and 0.10" more lift, and that's about it as far as "hard" work. Had 2" exhaust and turbo muffler, opened up air filter to 4" (pushed oval). You've done those also, but 200 might be closer than 175.

The cam made no changes at low rpm, but woke the motor up higher. All I can remember is if you dropped below about 45 mph it drove like a stock 196, but keep it at 45+ and it was noticeably spunkier. I improved the handling of the car and just didn't let it go under 45... even on twisty country roads (when I could safely do it, of course... but going around a 35 marked curve at 45 was a breeze... and fun!).

I think Galvin was trying to get better low end performance with his grind. I figured there's just not much you can do to make a long stroke small bore engine turn up faster. Lunati ground my crank, I just told them I wanted it a little peppier, especially when cruising. Worked! Oh, I just kept the stock valve springs, didn't check them.

There is a certain amount of satisfaction derived from taken a dated in line engine and breathing on it a bit to make it run as if it was something that was sporting in the first place. The Britts had a name for that, it was called a cooking version.
I've built 4 I6 engines and they have all run like a small V8 with some serious performance delivered. They end up being a lot of fun. Once built and a carburetor big enough to not restrict the performance they run well.
As to oil? I use the viscosity vs ambient temperature charts to select what is compatible with where I live.
In Phoenix AZ 20W50 is appropriate and thus used, but a 10W30 or 40 would work anywhere USA through a season of driving free of snow.
As to Synthetics? I don't see a problem with them personally. They were initially fabricated to be used in air plane piston engines that flew at 30,000 feet plus with out failure modes and today's versions are even better. I have not had a problem with them yet.

farna wrote: I figured about 175 hp in my old 196, with a bump in compression to 9:1 (about what you will have with the trued up block and head, I think... and as I glance back up you noted that!), reground cam with 10* more duration and 0.10" more lift, and that's about it as far as "hard" work. Had 2" exhaust and turbo muffler, opened up air filter to 4" (pushed oval). You've done those also, but 200 might be closer than 175.

uncljohn wrote: There is a certain amount of satisfaction derived from taken a dated in line engine and breathing on it a bit to make it run as if it was something that was sporting in the first place. The Britts had a name for that, it was called a cooking version. I've built 4 I6 engines and they have all run like a small V8 with some serious performance delivered. They end up being a lot of fun. Once built and a carburetor big enough to not restrict the performance they run well.