AERA Engine Specification Sheets

[triton_750]

Originally postet by "TomP "
deck height
How do you intend to get an extra inch of deck height?
The stock deck height is plenty for the 4.2 stroke and a 4.5 bore is doable. Why make things difficult?
I don't think crossbolts are needed either. It's not like nobody has ever built one of those engines, they used to popular in the late 50's and early 60's and guy were making pretty good power with the mostly stock parts.
Check the cover of the "History of Hot Rodding" magazine on the stands now.... that's an MEL.

[alternate]

Originally postet by "gary477 "

477 MEL - 534 MEL new specs
Tom P, I agree that 534 should stick to near stock deck ht. Having same block for 477-534 saves time + money, 534 fits MEL cars w/o major mods. Try on these new specs for size. 477 MEL : 1.80 piston pin ht, 0.0333 deck clearance, 7.05 con rod length, 1.88 rod ratio, 10.7583 block deck ht at valley side of cylinder bore, 11.155 block deck ht at cylinder center. 534 MEL : 1.80 piston pin ht, 0.0333 deck clearance, 6.825 con rod length, 1.625 rod ratio, 10.7583 block deck ht at valley side of cylinder bore, 11.155 block deck ht at cylinder center. Id make a custom engine out of wood before Id make one with 2 bolt mains! You have the deep crankcase, why not cross-bolt the mains ?

[kultdouble]

Originally postet by "MarauderMan1 "
SD engine fits MEL apps without major mods??? Uh, how do you figure?
If KULTULZ is at least close in the figures, with 1050 # approx weight, and an extra inch of deck height (however you measure it) it would sure be a huge burden in even a Continental or T-Bird, about 250-350# more than the robust 430-462.
The recip assembly is locomotive sized in those engines, too.
Better to bore and stroke, methinks.
I bet the commonality was at the engine plant, where the main machining for the decks and cylinder heads could have been done on the same transfer line.

[alternate]

Originally postet by "gary477 "
We are talking about custom cast block and heads. MEL has 4.90 bore spacing, so 4.50 bore would fit with 0.40 between adjacent bores. There was a 0.625 aftermarket stroker crank available at one time for the 430, so a 4.325 stroke crank would fit the MEL. SD 534 has 4.20 stroke, which should fit even with 7/16 con rod bolts.

[trident]

Originally postet by "Brad "
Compression Height
I just came across this forum and am enjoying the information. I like you have been unable to find piston specs. I have a 1960 Tbird with the 430 Lincoln motor option. The Tbird manual lists the compression ratio at 10.1. I have dismantled the engine for rebuild and measured the piston. The compression height is 2.005 inches from the pin center to top of piston. My pistons have a small wedge on the galley side. I am trying to find pistons with a flat or dished top and slightly lower compression height. I would like to lower the compression to approximately 9.5. This would make it easier to run on the gasoline we have today. If anyone has suggestions they would be greatly appreciated.

[alternate]

Originally postet by "gary477 "
Thanks for the compression ht spec, Brad
As for off the shelf MEL pistons to lower compression theres none. 383 has 3.3 stroke, 6.6 rod, greater comp ht. 410 has 3.7 stroke, 6.6 rod, same comp ht, but only 4.2 bore. 462 has 3.83 stroke, probably 6.6 rod, probably less comp ht, but 4.38 bore. There was an export version of 430 with a 7.25 compression ratio, Ive heard the heads had conventional chambers. These would be hard to find in the US, and have too low compression for you anyway. It looks like you would have to go with custom made pistons. I recommend J+E as having the best technical advisors. Only the MEL, 401-477-534 Super Duty and 348-409 Chevy W series are "plankheads" so tech help is important. J+E order form asks valve free drop. Valve free drop is distance parallel to cylinder centerline low edge of valve head is above head face. On a MEL free drop is a negative number (thickness of valve head protuding from head).