The Terry Burtz 5 main bearing engine blocks are back on track.

[jack backer]

Tod is working on a stock appearing high compression head too..try adding some fuel to that compression.. or go the full deal, fuel/ compression / improved exhaust..go to the dark side..

[Tod]

Originally Posted by jack backer

Tod is working on a stock appearing high compression head too..try adding some fuel to that compression.. or go the full deal, fuel/ compression / improved exhaust..go to the dark side..

I think I have a thread on them somewhere. The first ones have already been put on engines. They are over 7:1. I will post them again in a new thread in order to not hijack this thread.



Tod

[johnneilson]

Originally Posted by jack backer

Tod is working on a stock appearing high compression head too..try adding some fuel to that compression.. or go the full deal, fuel/ compression / improved exhaust..go to the dark side..

Its not quite that easy, but I like your thinking...

John

[Terry Burtz, Calif]

The ZIM NEWARK container ship is at the dock in Savannah, GA, and the container with 156 "New Engine Kits" is being off-loaded.

The "New Engine Kits" will be transported to the distribution warehouse in Franklin, KY where they will be disbursed to buyers.

[TinCup]

Terry we are in the process of starting the clean up of the blocks for the 5 motors we purchased for here in OKC. With all this heat a little Christmas in July goes a long way. We so enjoyed meeting you and all your crew in Kerrville and would like to say thanks again for the tenacity to see this through.

[Terry Burtz, Calif]

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Originally Posted by TinCup

Terry we are in the process of starting the clean up of the blocks for the 5 motors we purchased for here in OKC. With all this heat a little Christmas in July goes a long way. We so enjoyed meeting you and all your crew in Kerrville and would like to say thanks again for the tenacity to see this through.

TinCup

Thanks for your interest in the new engine and your comment. Try to stay cool and enjoy the build.

I'm updating the "Builders Guide" and hope to publish a revised guide in the next 10 days.

If you need an adjustable analog modulating relief valve that can be used on a stock Model A oil pump to provide adequate pressure, please contact me at [email protected] and I will provide details. In the next revision to www.burtzblock.com, the relief valves, front, and rear main seals and the special bolts for the oil filter and oil pressure monitoring will be offered.

In total, 616 "New Engine Kits" have been delivered and another 156 are scheduled to be here in September.

156 is the number of "New Engine Kits" that can be loaded into a container due to weight.

Terry Burtz

[Jeff/Illinois]

A good friend just dropped close to $6K on a stock rebuild of his Tudor motor, with babbited bearings.

He told me this week 'I may have made a mistake. Wish I had spent the money on a new Terry Burtz block'.

His had a small crack and they stitched it.

I thought to myself, but said nothing to him, YES I would definitely have driven down the Terry Burtz Avenue on that project

[kenny1930]

A good friend just dropped close to $6K on a stock rebuild of his Tudor motor, with babbited bearings.

Just, curios, who was the mechanic, machinist, Babbiter?

Not many guys are babbiting these days Thanks for the info KL

[4bangerbob]

I am planning on running OHV heads on the burtz block kits I have purchased. As the rocker arm ratios are 1.5 to 1 using the standard Burtz camshaft with .340” lift would result in too much lift when using the OHV heads. While I thought of using a standard lift model A camshaft I did not want to loose the support offered by the 5 cam bearings that are in the burtz block.

Thus I decided to purchase a couple of camshafts from the burtz group and upon conferring with Terry and determining that there should be sufficient hardness at the resultant lobe configuration after grinding.

I sent the burtz cams and had Jim Brierly grind the camshafts one to his M-58 grind and the other to his M21 grind (specification shown below).

Once I got the cams back, I went and got the camshafts checked for hardness. I had them checked using Ultrasonic Contact Impedance (UCI) method so as to leave no marking on the surface. We wet sanded the nitrite coating off in an area on the lobe where the camshaft is allowing the valve to lower back onto the seat. The testing was done on four lobes total, two on each camshaft. The hardness found ranged from 55 - 57 Rc mid lobe to 59 - 62 Rc near the top of the lobe. So I think the cams should be good for some time. The Burtz spec for the lobe hardness as supplied is 58-62 Rockwell C ranging from 3mm (at maximum lobe lift) to 1.5mm (at cam base diameter).

No. Duration Lift (gross) Clearance
at cam at valve
in. exh.
M-58 280 .295 .444 .010 .015 fair idle, good street

M-21 286 .298 .448 .018 .020 hot street cam


I have attached a copy of the report as issued by Nortech (the company that performed the testing) and another file showing the cams and the areas where the testing was done. There were approximately 10-15 tests done on each lobe section and then the findings were averaged. I can also note that before the nitride coating was removed the readings were lower, about 10-20 points lower, so if someone else tests they should be aware to be testing on base material.

[Terry Burtz, Calif]

Originally Posted by 4bangerbob

I am planning on running OHV heads on the burtz block kits I have purchased. As the rocker arm ratios are 1.5 to 1 using the standard Burtz camshaft with .340” lift would result in too much lift when using the OHV heads. While I thought of using a standard lift model A camshaft I did not want to loose the support offered by the 5 cam bearings that are in the burtz block.

Thus I decided to purchase a couple of camshafts from the burtz group and upon conferring with Terry and determining that there should be sufficient hardness at the resultant lobe configuration after grinding.

I sent the burtz cams and had Jim Brierly grind the camshafts one to his M-58 grind and the other to his M21 grind (specification shown below).

Once I got the cams back, I went and got the camshafts checked for hardness. I had them checked using Ultrasonic Contact Impedance (UCI) method so as to leave no marking on the surface. We wet sanded the nitrite coating off in an area on the lobe where the camshaft is allowing the valve to lower back onto the seat. The testing was done on four lobes total, two on each camshaft. The hardness found ranged from 55 - 57 Rc mid lobe to 59 - 62 Rc near the top of the lobe. So I think the cams should be good for some time. The Burtz spec for the lobe hardness as supplied is 58-62 Rockwell C ranging from 3mm (at maximum lobe lift) to 1.5mm (at cam base diameter).

No. Duration Lift (gross) Clearance
at cam at valve
in. exh.
M-58 280 .295 .444 .010 .015 fair idle, good street

M-21 286 .298 .448 .018 .020 hot street cam


I have attached a copy of the report as issued by Nortech (the company that performed the testing) and another file showing the cams and the areas where the testing was done. There were approximately 10-15 tests done on each lobe section and then the findings were averaged. I can also note that before the nitride coating was removed the readings were lower, about 10-20 points lower, so if someone else tests they should be aware to be testing on base material.

4bangerbob,

Thanks for your post with facts (measured numbers) regarding the depth of camshaft hardening.

Your post is proof that the camshaft factory in China is meeting the drawing requirements and our new camshafts can be reground for OHV (Overhead Valve) applications like Miller, Riley, Roof, and others, and still have the needed hardness.

[johnneilson]

Terry,

Can you confirm the material used for the cams?

John

[Dodge]

I wouldn't think .510 lift would be too much for an overhead but if they use chevy rocker arms you can get them in a 1.25 ratio which would give you .425 lift.

My 2 cents