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Archive for April, 2011

Reformed Dutch Church Of Claverack

Property

The church complex is on a 17.2-acre (7.0 ha) parcel of land on the east side of Route 9H, roughly 650 feet (200 m) north of its junction with routes 23 and 23B in the center of Claverack. It is on a small rise about 75 feet (23 m) from the road, sheltered by mature trees around a paved driveway and parking lot. The surrounding area is rural to the north and residential, with large lots, to the south. In that direction, on the same side of Route 9H, is the George Felpel House, also on the Register.

There are three buildings, a garage, parsonage and the Christian Education Center, to its south. The cemetery, which takes up most of the property, is to the north with a small stone shed in the middle. All the buildings on the property except the Christian Education Center, and the cemetery, are considered contributing resources to the National Register listing.

Church

Exterior

The one-story church building is faced in brick laid in English bond on a stone foundation with steeply pitched gambrel roof with boxed cornice and long lower slopes flared at the bottom. The main block is 70 by 96 feet (21 by 29 m) with a two-stage, four-story centrally located tower on the south (front) elevation. Near the rear are two small wings on either side that serve as a transept. Both have entrances. The north has a projection for the apse. Two small exterior chimneys rise on this side.

On the south facade, the tower is joined to the main block by a three-bay pedimented gabled projecting front section. The tower’s double paneled door, and the similar doors with segmental arches flanking it on the projection, are the church’s main entrances. Its brick is laid in common bond. Three louvered round-arched openings are on each story of the south face of the tower. Openings that once existed on three sides of the fourth story have been visibly bricked over. A deep cornice supports the square belfry, where paired fluted Doric columns flanking rusticated round-arched openings support a domed roof with tall finial.

The east and west elevations have three tall rounded-arch windows apiece south of the transept wings, flanked by louvered wood blinds. The west further has the numerals “1767″ above the windows, in brick painted to look like iron. The north side has two windows similar to those on the other elevations in each wing, and two small oval windows in the gable.

Interior

From the tower entrance, a vestibule with stairs up either side of the tower leads to another pair of double doors, which open into the barrel-vaulted sanctuary. It is finished primarily in white plaster on lath with simple woodwork trim. Two aisles allow access to the pews, with paneled ends, curved tops and paneled doors. Along both sides are balconies supported by decorative cast iron columns.

At the north end is the raised pulpit, in a niche between paired pilasters below a semi-circular pediment. The stairs to the choir loft have S-curved newels at either end. The wooden Gothic Revival case for the church’s original pipe organ is along the loft’s south wall.

Outbuildings

Immediately to the southeast of the church is the Christian Education Center. It is a two-story brick building in the Colonial Revival style with a gabled roof and a small entrance wing on its southwest. While it is sympathetic to the church, it is of modern construction and therefore non-contributing.

About 400 feet (120 m) to the south, across two parking lots, is the parsonage. It is a three-bay, two-story frame house sided in vinyl with a pedimented front gable and single-bay entrance porch on the northern bay with square piers. The western two bays on the north and south have one-story gabled wings, and there is a two-story porch on the east. Brick chimneys rise from the north end of the north wing and the middle of the south elevation.

Inside, there is an open fireplace in the basement and a hand pump by the door. The interior has not been altered save for the addition of a powder room on the first floor. The exterior windows have been replaced with similarly designed modern counterparts.

To its northeast is a small frame garage with a hipped roof. It was built in the early 20th century, and is considered contributing. The only other contributing outbuilding is a small stone shed in the middle of the cemetery, 50 feet (15 m) north of the church. It, too, was built at the beginning of the 20th century.

Cemetery

The cemetery takes up 12.7 acres (5.1 ha) of the church’s overall property. It is mostly located to the north, but comes down to the east and west of the church. It is laid out in a grid pattern, with narrow grassy unpaved roads offering access should a vehicle be needed.

Gravestones date from the 18th century to the present, with some particularly well-executed marble headstones from the early 19th century. To the immediate north of the church are some stone vaults built into the rise.

Significant burials

Gen. Samuel Blachley Webb (17531807). Led a militia company from Wethersfield, Connecticut, that saw action at Bunker Hill. He became one of George Washington’s aides-de-camp for six months, then went into combat again, at Long Island, White Plains and Trenton, getting wounded at the latter two engagements. He was captured by the British in December 1777, exchanged a year later, and settled in Claverack after the war.

Jacob Rutsen Van Rensselaer, (17671835). A prominent Federalist elected to nine terms in the State Assembly, serving as that body’s speaker in his last. Left that position to commanded locally raised troops which guarded New York City during the War of 1812. After the end of the war served as New York’s Secretary of State and later an influential delegate to the state’s 1821 constitutional convention.

Harriet Livingston Dale (17851826). Robert Fulton’s widow moved to England after his death. After hers, her body was returned to Claverack for burial.

History

The church’s history can be divided into three eras. From its founding until the years just before the Revolution, the church was a congregation in search of a permanent building. Over the next century of its existence, it developed that building from a simple brick church into the complex structure it is today. Since then it has perfected and maintained that structure.

17161767: The early years

Claverack’s church, among the first Dutch Reformed Churches organized in the Hudson Valley, began in 1716 as one preaching station on a circuit that ranged from Claverack Landing on the Hudson River (now the city of Hudson) in the west to Hillsdale in the east. In 1727 the first church was built, near what is today the First Columbia County Courthouse.

Palatine German settlers in the region began to swell the congregation’s ranks, and within four decades a new church was needed. Stephen van Rensselaer deeded the current parcel to the church in February 1767; by November of that year a local builder named Solomon Strong had completed the church and it was dedicated for use. Van Rensselaer family tradition holds that the bricks were imported from the Netherlands by Hendrick van Rensselaer; however this is unlikely as a kiln was at the time located less than a mile (1.6 km) away, and the bricks in the church match those of other local structures known to have been built of bricks baked at that kiln.

The original church was a much smaller building. It only consisted of the southernmost 30 feet (10 m) of the present structure without the projecting front pedimented gable or tower. A receipt in church records suggests there was a small wooden steeple and bell.

17681879: Growth and development

Within a decade of the new church’s construction, the congregation got its most influential pastor. At the beginning of the Revolution, John Gabriel Gebhard had fled first New York City, then Kingston following the British burning of the city in October 1777. He took refuge in Claverack and became the church’s pastor.

With the war still on, he initiated the founding and construction of Washington Seminary on the property to the south of the church in 1779. Later, it became known as Claverack College, educating Martin van Buren, Stephen Crane and Margaret Sanger before closing in 1902, by which time it was known as Hudson River Institute.

The year after the college was founded, the first change was made to the church when doors were put on the pews to help retain warmth from the foot stoves worshippers brought in the winter months. In 1810, the church installed a tin stove so that worshippers would no longer have to bring them. Six years later, in 1816, the church had begun to grow again and realized it needed more space. Expansions over the next decade added the present north section and wings onto the old church, with exits to the cemetery at the rear. Inside, the balconies, choir loft and iron columns were added, and the walls replastered. The pews were rearranged into their present layout. Finally, in 1828, the bell tower was added in memory of Gebhard, who had died the previous year after 50 years as pastor.

The parsonage was designed and built in 1844, the first significant building on the church property besides the church itself. Ten years after that, the church’s interior was redone. The north end was extended again, the floor was lowered, and walls and floors refinished. The pews were rearranged again so that they all faced the north end, and the choir loft built there (a planned gallery at that end was dropped).

In the next decade, the church’s musical needs were attended to. The first organ was installed in 1867, to be replaced by a pipe organ five years later. Seven years later, in 1879, the 1,500-pound (680 kg) bell, cast by the Meneely Bell Foundry in West Troy (now Watervliet), was installed. This is considered the last historically significant change to the church building.

1880resent: Balancing history and growth

The other two contributing buildings were added around the same time, at the turn of the next century. A garage was built for the parsonage, and a stone shed in the cemetery. Sometime in the new century, modern central heating was installed. After the closure of Claverack College in 1902, its bell was installed at the foot of the church’s driveway. It is not considered a contributing resource.

Mid-20th century actions start with the installation of electric lights, designed to look like older oil lamps with glass chimneys, in 1930. A decade later, in 1940, the organ was reconditioned. The sanctuary was carpeted in 1955. An electric toggle switch to ring the bell was installed in 1958, and a new Allen electric organ complemented it the following year.

In 1967, the church erected another building on the property, the Christian Education Center. An architecturally sympathetic building just to the southeast of the main church, it is used for the church offices and many activities, such as Sunday school and meetings, typical of a fellowship hall. A new organ was dedicated in the church in April 2000. Since then there have been no other changes to the property.

The church today

The church’s beliefs conform to the Apostles’ Creed”: “We believe in the trinity God the Father, his Son Jesus Christ, and the Holy Spirit. The lessons on which we strive to live our lives are found in the Holy Scripture the Bible, the final authority for our beliefs.” It describes its purpose as “‘to proclaim the Good News of God’s Grace’ and strive to increase the love of God in our midst and throughout the world.” It has roughly 200 members, and is part of the Columbia-Greene Synod of the Reformed Church in America’s Albany Classis. A monthly newsletter, The Fisherman, keeps congregants informed.

In addition to Sunday services and school, it offers Bible study for adults, confirmation classes and a youth group. It is a sponsoring church of Camp Fowler, a Christian summer camp in the southern Adirondacks, and hosts local meetings of community groups like the Boy and Girl Scouts as well as Alcoholics Anonymous.

Its handbell and vocal choirs perform in the community as well as at services. The church supports several prominent regional charities, including Habitat for Humanity, the Salvation Army and the AIDS Council of Northeastern New York. It has sponsored Reformed Church missionaries in Albania, Taiwan and Mississippi.

See also

National Register of Historic Places listings in Columbia County, New York

References

^ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae Shaver, Peter (February 5, 2001). “National Register of Historic Places nomination, Reformed Dutch Church of Claverack”. New York State Office of Parks, Recreation and Historic Preservation. http://www.oprhp.state.ny.us/hpimaging/hp_view.asp?GroupView=1335. Retrieved December 13, 2009. 

^ a b c “About us”. Reformed Dutch Church of Claverack. 2008. http://www.claverackreformedchurch.org/about.htm. Retrieved December 15, 2009. 

^ The Fisherman, December 2009]PDF (856 KB)

^ “Christian Education”. Reformed Dutch Church of Claverack. 2008. http://www.claverackreformedchurch.org/christedu.htm. Retrieved December 15, 2009. 

^ a b “Church groups”. Reformed Dutch Church of Claverack. 2008. http://www.claverackreformedchurch.org/churchgroups.htm. Retrieved December 15, 2009. 

^ “Helping others”. Reformed Dutch Church of Claverack. 2008. http://www.claverackreformedchurch.org/helping.htm. Retrieved December 15, 2009. 

External links

Church website

v  d  e

U.S. National Register of Historic Places

Keeper of the Register  History of the National Register of Historic Places  Property types  Historic district  Contributing property

List of entries

National Park Service  National Historic Landmarks  National Battlefields  National Historic Sites  National Historical Parks  National Memorials  National Monuments

Categories: Churches in New York | Cemeteries on the National Register of Historic Places in New York | Buildings of religious function on the National Register of Historic Places in New York | Religious organizations established in the 1710s | Dutch Reformed Church | 1716 establishments | 1767 architecture | Claverack, New York

Ford Windsor engine – Rear Projection Bulb – China Bare Projector Lamps

Overview

The small block Ford engine uses a thin-wall cast iron block with a separate timing chain cover, made from aluminum. This feature differentiates it from later Cleveland, or 335-series engines, that use an integrated timing cover, cast in the block. All Windsors use 2-valve per cylinder heads regardless of whether they are “2V”, “4V”, or fuel-injected models. The 2V & 4V designations referred to the number of venturi (or barrels) in the carburetor, not the number of valves per cylinder. The valves are in-line and use straight 6-bolt valve covers.

Another simple differentiation between the Small Block and “335″ Cleveland series is the location of the radiator hose the Windsor routed coolant through the intake manifold, with the hose protruding horizontally, while the Cleveland had the radiator hose connecting vertically to the engine block. The Cleveland and later “Modified” engines used a canted valve design, allowing for larger valves within the same 4″ bore. Something worth noting was the fact that the Ford Engineers designed the Cleveland heads with the same bore spacing and head bolt configuration making it possible (with some light machine work) to bolt Cleveland heads to the Windsor block and in 1969 they did just that creating the Boss 302.

The oil routing in the engine block is unique in that a third passage is drilled parallel to the tappet passages. This passage ensures that oil reaches the main and cam bearings before the tappets, reducing the likelihood of lubricant starvation of the bearings (unlike the 351 Cleveland and the 385 series). The tappets are fed from an inverted ‘V’ passage cast in the rear under the intake manifold that connects with this passage and is sealed with a steel cap. The third oil passage is visible from the rear of the block with the transmission components removed. It is under and slightly right of the right bank tappet passage. The tappets on the left bank are the farthest from the oil pump and are last to be pressurized by oil upon a dry start. This gives an impression that there is insufficient lubrication, but this is normal and the noise ceases after several seconds of operation.

With the exception of the 289 HiPo, Boss 302 and 351W, all connecting rods use the same 5/16 in. dia. bolts. The rod forgings had undergone some changes throughout its history. The 221, 260 and early 289 (C2OZ-A and C3AE-D) rods used an oil squirt hole to lubricate the piston pin and rings. The oil squirt hole was discontinued in 1964. The same forging continued to be used up to 1967 and all were the same length (5.155 in.). The 302 used a shorter beam (C8OE-A 5.090 in.) but used the same cap up to 1970. In 1971 the cap design was changed from flanged to flat (D1OE-A). This was changed back to the flange design in 1988 due to fatigue failures from increased power output of fuel injection and continued until the end of production. The 289 HiPo and Boss 302 were the same length (5.155 in) used heavier beam and cap forgings and 3/8 in bolts but were machined differently. The former used square head bolts and square cut and the latter were spot faced for ‘football head’ bolts.

221

The first engine of this family, introduced for the 1962 model year as an option on the Ford Fairlane and Mercury Meteor, had a displacement of 221 cu in (3.6 L), from a 3.5 in (89 mm) bore and 2.87 in (72.9 mm) stroke, with wedge combustion chambers for excellent breathing. An advanced, compact, thinwall-casting design, it was 24 in wide, 29 in long, and 27.5 in tall (610 mm 737 mm 699 mm). It weighed only 470 lb (210 kg) dry despite its cast iron construction, making it one of the lightest and most compact V8 engines of its day.

In stock form it used a two-barrel carburetor and a compression ratio of 8.7:1, allowing the use of regular (rather than premium) gasoline. Valve diameters were 1.59 in (40.4 mm) (intake) and 1.388 in (35.3 mm) (exhaust). Rated power and torque (SAE gross) were 145 hp (108 kW) @ 4400 rpm and 216 lbft (293 Nm) @ 2200 rpm.

The 221 was dropped after the 1963 model year.

260

The second version of the Windsor, introduced during the middle of the 1962 model year, had a wider bore of 3.80 in (96.5 mm), increasing displacement to 260 cu in (4.3 L). Compression ratio was raised fractionally to 8.8:1. The engine was slightly heavier than the 221, at 482 lb (219 kg). Rated power (still SAE gross) rose to 164 hp (122 kW) @ 4400 rpm, with a peak torque of 258 lbft (350 Nm) @ 2200 rpm.

In 1962 and 1963 valve diameters remained the same as the 221, but starting in 1964 they were enlarged to 1.67 in. (42.4 mm) (intake) and 1.45 in (36.8 mm) (exhaust). Rated power was not changed.

In 1963 the 260 became the base engine on full-size Ford sedans. Later in the model year its availability was expanded to the Ford Falcon and Mercury Comet. The early “1964″ Ford Mustang also offered the 260, although it was dropped by mid-year, as did the 1964-1966 Sunbeam Tiger Mk I. The 1967 Sunbeam Tiger Mk II used the 289 CID V8 (see 289).

The special rally version of the Falcon and Comet and early AC Cobra sports cars used a high-performance version of the 260 with higher compression, hotter camshaft timing, and a four-barrel carburetor. This engine was rated (SAE gross) 260 hp (194 kW) @ 5800 rpm and 269 lbft (365 Nm) @ 4800 rpm.

Ford dropped the 260 after the 1964 model year.

289

289 Windsor V8 in a 1965 Ford Mustang

The 289 cu in (4.7 L) Windsor was also introduced in 1963. Bore was expanded to 4.0 in (102 mm), becoming the standard bore for most factory Windsor engines. The 289 weighed 506 lb (230 kg).

In 1963 the 289 was available in two forms: with a two-barrel carburetor and 8.7:1 compression, (SAE gross) rated at 195 hp (145 kW) @ 4400 rpm and 258 lbft (350 Nm) @ 2200 rpm, and with a four-barrel carburetor and 9.0:1 compression, rated at 210 hp (157 kW) @ 4400 rpm and 300 lbft (407 Nm) @ 2800 rpm. The two-barrel 289 replaced the 260 as the base V8 for full-sized Fords.

Both 1963 and 1964 versions had a five-bolt bell housing pattern that was different from later six-bolt units (Mustangs switched bolt patterns around August 3, 1964).

For 1965 the compression ratio of the base 289 was raised to 9.3:1, increasing power and torque to 200 hp (149 kW) @ 4400 rpm and 282 lbft (382 Nm) @ 2400 rpm. The four-barrel version was increased to 10.0:1 compression, and was rated at 225 hp (168 kW) @ 4800 rpm and 305 lbft (414 Nm) @ 3200 rpm.

Engine specifications were unchanged for 1966 and 1967. In 1968 the four-barrel 225 hp (168 kW) engine was dropped, leaving the two-barrel now reduced back to 195 hp (145 kW) and the HiPo. 1968 was the last year of production for the 289.

The 289 was also the engine for the first Ford Falcon GT, the XR GT. (Australia)

289 “HiPo” (K-code)

Ford 289 K-code engine in a Shelby GT 350. Note that the radiator hose connects to the intake manifold, a telltale Windsor feature.

A high-performance version of the 289 engine was introduced late in the 1963 model year as a special order for Ford Fairlanes and Mercury Comets. The engine is informally known as the “HiPo” or the K-code (after the engine letter used in the VIN of cars so equipped). Starting in June 1964, it became an option for the Mustang.

The HiPo engine was engineered to increase performance and high-RPM reliability over standard 289 fare. It had solid lifters with hotter cam timing; 10.5:1 compression; a dual point, centrifugal advance distributor; smaller combustion chamber heads with cast spring cups and screw-in studs; low restriction exhaust manifolds; and a bigger, manual choke 595 CFM carburetor (std 289 4v was 480 CFM). The water pump, fuel pump, and alternator/generator pulley were altered; fewer vanes, extra spring, and larger diameter respectively; to help handle the higher RPMs. Even the HiPo fan was unique. Bottom end improvements included thicker main bearing caps and balancer, larger diameter rod bolts, and a hardness tested and counterweighted crankshaft, all for high-rpm reliability. The HiPo carried SAE gross ratings of 271 hp (202 kW) @ 6000 rpm and 312 lbft (423 Nm) @ 3400 rpm.

The HiPo engine was used in modified form by Carroll Shelby for the 1965-1967 Shelby GT350, raising rated power to 306 hp (228 kW) @ 6000 rpm through use of special exhaust headers, an aluminum intake manifold, and a larger carburetor. The Shelby engine also had a larger oil pan with baffles to reduce oil starvation in hard cornering. Shelby also replaced the internal front press-in oil gallery plugs with a screw-in type plug to reduce chances of failure.

From 1966 to 1968, Shelby offered an optional Paxton supercharger for the 289, raising its power (on Shelby GT350s) to around 390 hp (291 kW).

The K-code HiPo engine was an expensive option and its popularity was greatly diminished after the 390 and 428 big-block engines became available in the Mustang and Fairlane lines, which offered similar power (at the expense of greater weight) for far less cost.

302

302 “4V” V8 in a 1968 Mercury Cougar

302 “Hi-Po” V8 in a 1967 Ford Mustang

Note that there was also a 302 cubic inch 335 Series engine “302 Cleveland” produced by Ford Australia for the Australian market

In 1968 the small block Ford was stroked to 3.0 in (76.2 mm), giving a total displacement of 302 CI (4.942L). The connecting rods were shortened to allow the use of the same pistons as the 289. It replaced the 289 early in the 1968 model year.

The most common form of this engine used a two-barrel carburetor, initially with 9.5:1 compression. It had hydraulic lifters and valves of 1.773 in (45 mm) (intake) and 1.442 in (36.6 mm) (exhaust), and was rated (SAE gross) at 220 hp (164 kW) @ 4600 rpm and 300 lbft (407 Nm) @ 2600 rpm. Optional was a four-barrel version rated at 250 hp (186 kW) @ 4800 rpm.

For 1968 only, a special high-performance version of the 302 was offered for the Shelby GT350[citation needed]. Its main features included an angled, high-rise aluminum or iron intake manifold, a larger Holley four-barrel carburetor, and bigger valves of 1.875 in (47.6 mm) intake and 1.6 in (41 mm) exhaust. It had a longer-duration camshaft, still with hydraulic lifters. The block was a high-strength, higher nickel content design made in Mexico. “Hecho en Mexico” casting marks are present in the lifter valley and its main strength was the appearance of much larger and stronger two-bolt main bearing caps on the engine’s bottom end. The heads had special close tolerance pushrod holes to guide the pushrods without rail rocker arms or stamped steel guide plates. The combustion chambers also featured a smaller quench design for a higher compression ratio and enhanced flow characteristics. Additionally, high flow cast exhaust manifolds similar to those on the 289 HiPO K-code engine further improved output. Heavy-duty connecting rods with high strength bolts and a nodular iron crankshaft were also included in this package. Rated power (SAE gross) was estimated at 315 hp (235 kW) @ 6000 rpm and 333 lbft (451 Nm) @ 3800 rpm. The package, which cost 2 (USD) including some other equipment, was not popular and did not return for 1969. This engine was not a factory engine. Rather, like all Shelby Mustang engines, it was modified by Shelby American in their capacity as a vehicle upfitter. This special engine is well documented in the FORD factory engine repair manual for 1968 Mustangs and Fairlanes. This engine block is considered the strongest production 302 block other than the Boss 302 and the Trans Am 302. It is considered to be on par and equal in strength to the K-code HP 289 block. The heavy duty Mexican 302 block as it now known was produced for several more years and even showed up on FORD trucks and vans throughout the late 1970s and early 1980s.

Emission regulations saw a progressive reduction in compression ratio for the 302 two-barrel, to 9.0:1 in 1972, reducing SAE gross horsepower to 210 hp (157 kW). In that year U.S. automakers began to quote horsepower in SAE net ratings; the 302 two-barrel carried a net rating of 140 hp (104 kW). By 1975 its power would drop as low as 122 hp (91 kW). Not until fuel injection began to appear in the 1980s would net power ratings rise above 200 hp (149 kW).

Throttle body fuel injection first appeared for the 302 on the Lincoln Continental in 1980, and was made standard on all applications in 1983 except manual transmission equipped Mustangs and Capris, equipped first with two-barrel(1982), then later 4-barrel carburetor(1983-85) The block was fitted with revised, taller lifter bosses to accept roller lifters, and a steel camshaft in 1985, and electronic sequential fuel injection was introduced in 1986. While sequential injection was used on the Mustang since 1986, many other vehicles, including trucks continued to use a batch fire fuel injection system. The speed-density based EFI systems used a large, two-piece, cast aluminum manifold. It was fitted on all engines through 1988, after which year it was replaced by a mass-air type measuring system, with the same manifold. The MAF system continued, with minor revisions, until the retirement of the engine in 2001.

The 302 was also offered for marine applications in both standard and reverse rotation setups.

In the 1980s the 302 became more commonly known as the 5.0 Liter, although its metric displacement (4942 cc) accurately rounds to 4.9 L. It is speculated[who?] that Ford used the “5.0″ moniker to distinguish the 302 from the 300 cu in inline Six, which was known as the 4.9. Despite its advertised displacement, Car and Driver referred to the 302 correctly as a 4.9 liter engine.

The 302 remained a mainstay of various Ford cars and trucks through early 2001, although it was progressively replaced by the 4.6 L Ford Modular engine starting in the early 1990s. The last 302 engine was produced for installation in a production vehicle was at Cleveland Engine Plant #1 in December 2000, as part of a build ahead to supply Ford of Australia, who installed their last such engine in a new vehicle in August 2002. The 302 is still available as a complete crate motor, from Ford Racing and Performance Parts.

Ford Australia also built some stroked, 5.7 L (~342 cu in) Windsors. With reworked GT40P heads (featuring larger valves), a unique eight trumpet inlet manifold, long throw crank, H beam rods and roller rockers. They produced 335 hp (250 kW) and 369 lbft (500 Nm).

Boss 302

Boss 302 engine

Main article: Ford Boss 302 engine

The Boss 302 was a performance variant of the Windsor, putting what would become Cleveland heads on a special, heavy duty, 4 bolt main Windsor block to improve rated power to 290 hp (216 kW). According to some reports, the canted valve, deep breathing, high revving engine could produce more than 310 hp (231 kW), although as delivered, it was equipped with an electrical rev limiter that restricted maximum engine speed to 6150 rpm. A bulletproof bottom end, thicker cylinder walls, steel screw-in freeze plugs, race prepped crank, special HD connecting rods and Cleveland style forged pistons kept the engine together at high speeds. The key to this engine’s power was the large port, large valve, quench chambered, free flowing heads. The Boss 302 Mustang was offered only for the 1969 and 1970 model years.

351W

351 Windsor V8 in a 1969 Ford Mustang

The 351W is often confused with the 351 Cleveland, which is a different engine of identical displacement

The 351 cu in (5.8 L) Windsor featured a 1.3 in (32.5 mm) taller deck height, allowing a stroke of 3.5 in (88.9 mm). Although related in general configuration to the 289-302 and sharing the same bell housing, motor mounts and other small parts, the 351W had a unique, tall deck block, larger main bearing caps, thicker, longer connecting rods, and a distinct firing order (1-3-7-2-6-5-4-8 vs. 1-5-4-2-6-3-7-8), adding some 25 lb (11 kg) to the engine’s dry weight. The distributor is slightly different to accommodate a larger oil pump shaft and larger oil pump. Some years had threaded dipstick tubes. It had a unique head which optimized torque over high-rpm breathing, frequently replaced by enthusiasts with aftermarket heads providing better performance. Ford offered a performance head that was a stock part on 302 equipped mid 1990′s Mustangs called the GT-40 head (casting id F3ZE-AA). The early 1969 and 1970 heads had larger valves and ports for better performance. The intake valves and ports were slightly larger on the early engines. The head castings and valve head sizes from 1969 to 1976 were different, differing in passages for air injection and spark plug diameters (69-74 18 mm, 75-up 14 mm). From 1977 onward, the 351W shared the same head casting as the 302, differing only in bolt hole diameters (7/16 inch for 302, 1/2 inch for 351W). Early blocks (casting id C9OE-6015-B had enough metal on bearing saddles 2,3 and 4 for four bolt mains) as with all SBF, were superior in strength to most late model, lightweight castings. Generally the 1969 to 1974 blocks are considered to be far superior in strength than the later blocks making these early units some of the strongest and most desirable in the entire SBF engine family including the 335 series. During the 1980s a four barrel version (intake manifold casting id E6TE-9425-B) was re-introduced for use in light trucks and vans. In 1988 fuel-injection replaced the four barrel carburetor. Roller lifters were introduced in this engine in 1994.

The original connecting rod beam (forging id C9OE-A) featured drilled oil squirt bosses to lubricate the piston pin and cylinder bore and rectangular head rod bolts mounted on broached shoulders. There were a number of fatigue failures attributed to the machining of the part and so the bolt head area was spot-faced to retain metal in the critical area, requiring the use of ‘football head’ bolts. In 1975, The beam forging (D6OE-AA) was updated with more metal in the bolt head area. The oil squirt bosses were drilled for use in export engines, where the quality of accessible lubricants was questionable. The rod cap forging remained the same on both units (part id C9OE-A). In 1982, the design of the Essex V6 engine used a new version of the 351W connecting rod (E2AE-A), the difference between the two parts was that the V6 and V8 units was machined in metric and SAE units respectively. The cap featured a longer boss for balancing than the original design.

The block underwent some changes since its inception. In 1971, The deck height was extended from 9.480 in. to 9.503 in. (casting id D1AE-6015-DA) to lower the compression ratio to reduce NOx emissions without the need to change piston or cylinder head design. In 1974 a boss was added on the front of the right cylinder bank to mount the air injection pump (casting id D4AE-A). In 1974 the oil dipstick tube moved from the timing case to the skirt under the left cylinder bank near the rear of the casting. These details made swapping older blocks from passenger cars with front sump oil pans to more recent rear-sumped Mustang and LTD/Crown Vic Ford cars more difficult unless an oil pan had the dipstick mounted therein. In the 1990s the rear main seal was changed from a two-piece component to a one-piece design and provisions for roller tappets were also added.

Introduced in 1969, it was initially rated (SAE gross) at 250 hp (186 kW) with a two-barrel carburetor or 290 hp (216 kW) with a four-barrel. When Ford switched to net power ratings in 1972 it was rated at 153 to 161 hp (114 to 120 kW), although actual, installed horsepower was only fractionally lower than in 1971.

During the 1990s, motor enthusiasts were modifying 351 Cleveland 2V cylinder heads (by re-routing coolant exit from the block surfaces to the intake manifold surfaces) for use in the 351W resulting in the Clevor (a portmanteau of Cleveland and Windsor). This modification requires the use of custom pistons by reason of differing combustion chamber terrain (canted valves vs. straight valves) and intake manifolds for the Boss 302 was not wide enough and the intake ports were too large. This combination yielded the horsepower potential of the 351C with the ruggedness of the 351W small block. This was possible because more 351C 2V cylinder heads were made than corresponding engine blocks (the 351M and 400 used the same head as the 351C 2V).

Boss 351

Main article: Ford Boss 351 engine

It is a crate engine version from Ford Racing.

255

In 1980, a very urgent need to meet EPA CAFE standards led to the creation of the 255 cu in (4.2 L) version, essentially a 302 with the cylinder bores downcored to 3.68 in (93.5 mm). Rated power (SAE net) was 115-122 hp (86-91 kW), depending on year and application. Cylinder heads used smaller combustion chambers and smaller valves and the intake ports were ovals whereas the others were rectangular. The only externally visible cue was the use of an open runner intake manifold with a stamped steel lifter valley cover attached to its underside, giving the appearance of previous generation engines, such as the Y-Block and the MEL. It was optional in Fox chassis cars including the Mustang and corporate cousin Mercury Capri, Thunderbird, Fairmont, and standard equipment in the Ford LTD. Poorly received thanks to its dismal performance and mediocre fuel economy, it was dropped after the 1982 model year, and is considered one of the worst modern Ford engines.

See also

List of Ford engines

References

^ http://www.fpv.com.au/theheritage/falcon/2001auiiite50andts50.aspx

External links

foxbodychallenge.com – Website & database dedicated Ford Mustang & the 302ho

302w.com – Website & Forums dedicated to the Ford Windsor 302 Engine

Short descriptions of Ford overhead valve V8 engines

Pirates Of Horsepower – blog on building a 351w Ford stroker

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Categories: History of Windsor, Ontario | Ford enginesHidden categories: Articles lacking sources from February 2008 | All articles lacking sources | Articles that may contain original research from August 2008 | Articles needing cleanup from February 2008 | All pages needing cleanup | All articles with unsourced statements | Articles with unsourced statements from June 2008 | All articles with specifically-marked weasel-worded phrases | Articles with specifically-marked weasel-worded phrases from February 2009

More Nodular Cast Iron Articles

Model of Aluminum Casting

Aluminum casting with cast steel inserts,made of aluminum alloy,then machining in CNC and heat treatment,suitable for machinery parts,OEM order is accepted.

* Description:
Precision casting we use water glass, composite moniker and silicasol these three available crafts producing variety of castings, including carbon steel, alloy steel, stainless steel, etc. founding craft based on the principle of resin sand, producing all kinds of castings ADI, grey iron, cupper aluminium castings. die-casting crafts mainly produce all kinds of Aluminum casting metal alloy die-castings.

* Mainly Supply:
spring parts, mining machinery parts, accessories of electro mechanic, gearbox housing parts, flange parts, vehicle parts, industrial components, motorcycles spare parts, sewing machine parts, marine parts, piling parts, locking parts, electric tomato mill accessories, electric meat mincer accessories, kebab machine parts, construction parts, hardware parts, transport parts, sheet parts, machining spindle parts, rubber parts and more…

.Die sand and mold casting process
.Can offer three types of molds die castings, sand castings and permanent mold casting (gravity or chill casting)
.Software for drawing: pro/E, auto CAD, UG, CAD, PDF and solid works 2008 flow analysis
.Further machining work: turning, cutting, milling, grinding, drilling, reaming and threading
.Surface grinding machine: polishing shot blasting, chromate plating, power coated and anodizing
.OEM and ODM parts range: auto parts, electronic parts, furniture parts, home appliance and other industrial uses
.Processes: CAD service, metal processing, surface plating, QC testing and packing
Product Description

Learn more about products detailed description, pricing and service, Please visit stainless steel pipe fittings

wocao

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An A8 crucible of cast iron

An A8 crucible of cast iron

Purchasing Cast Iron Cookware Through Online

Internet is indeed making a lot of transactions fast and easy. Ecommerce sites are most helpful among the consumers all across the world. Shopping online is certainly benefits a lot of us, especially mothers are keen on purchasing kitchen accessories. Buying cast iron cookware online saves a lot of time and quite in fact saves money as well. Looking for the right cast iron is easy as long as you know where to look. Hundreds of website probably offers different types of cast iron cookware that are less expensive yet high quality.

If this is you first time on buying cookware all the way through online you need to consider few things in order to have the perfect product. Make sure to only buy through registered website, this will you an assurance that the products they are selling have quality. Keep in mind that the low quality cast iron cookware will just ruin you cooking, for the reason that it will not heat the way the high quality does. It is also difficult to season that make the product easily damage for a shorter time. Having the wrong cookware is definitely not worth it of your money, so make certain to choose only the high end brand. It could be quite expensive than the poor quality but the assurance will definitely last longer. To find out if the cast iron is good check the width of the sides, choose those the same all the way around. This cast iron cookware will certainly give you the guarantee that it will heat evenly and that your food as well. Keep away from those surface that has discoloration and if its feel rough (though you can only do this if you are shopping on the supermarket and groceries store).

One thing that you can do upon shopping a cast iron online is to buy only from those reliable and trustworthy brand and manufacturer. It will also help you if you look to the site thoroughly. Review their terms and conditions, if there is a return policy and etc. Read all the testimonials stated by their previous customers and clients. See the contact us page if the information is complete and assess from products prices to shipping costs. Shopping online is quite fun as long as you know what you are doing. This will benefit you big time but if you messed up you might lose some money.

Cast iron cookware is definitely a good purchase and will absolutely help you cook your food better. However keep in mind to clean them properly, season them to prolong their quality and to make your money worth it.

Happy Shopping!

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Precision Ferrous Castings and its Benefits

Casting is the industrial manufacturing process in which liquid material is purred in to mold for making desired shapes. Through casting process you can develop giant industrial parts, auto component parts, ornaments, aerospace parts with ferrous and non ferrous metal. Generally there are two types of metal like Ferrous and non ferrous metal are widely used for castings products manufacturing. Ferrous metals contains irons and they are magnetic and gives some resistance to corrosion therefore they are widely used for making big industrial parts. Find here some ferrous metal which are widely used by investment casting foundries in India

Mild Steel: It contains 0.15 to0.30% carbon and having high tensile strength, ductility and used for girders, plates, nuts and bolts.
High Speed Steel: – It includes Medium carbon, tungsten, chromium and vanadium and its remains hard in high temperature and widely used as cutting tools for lathes machine in metal industry
Stainless Steel: – It contains 18% chromium and 8% nickel therefore corrosion never place in this type of metals. And it’s widely used in kitchen draining boards, pipes, cutlery and aircraft. Many castings foundries in India used stainless steel for steel castings manufacturing
High Tensile Steel: – It contains low carbon steel, nickel and chromium and used for making auto parts components such as gears, shafts, engine parts etc.
High Carbon Steel: – It contains 0.70% to 1.40% carbon and used for making chisels, hammers, drills, files, lathe tools, taps and dies.
Medium Carbon Steels: It contains 0.30% to 0.70% carbon. It is stronger and harder then mild steels, and also it is less ductile, tough and malleable. Investment castings manufacturers in India used for making metal ropes, wire, garden tools, springs
Cast Iron: – It is hard and contain small amount of scrape steel with iron and widely used for making auto parts castings, machined castings, machine tool parts, brake drums, machine handle and gear wheels, and plumbing fitments etc.

Also I would like to solve confusion, generally people thing ferrous casting is one type of process like investment casting, die casting its right but ferrous casting means casting process used ferrous metal for investment castings, steel casting manufacturing.

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Wrought Iron Railings for Home or Office

The beauty and durability of wrought iron railings has been proven over many centuries of use. Its history began in the middle ages when foundries across Europe used various methods to form the malleable metal. The fact that it is durable which and will give instead of breaking, like cast iron, give it the properties needed for the uses found. Balconies, handrails, ornate gates, or entry doors have been fashioned of wrought iron.

The uses of the metal call for a vast array of design possibilities. Ornate structures that serve both as a door, for instance, as a coat of arms. The strength of the metal gave it the ability to be used as a fortress against attackers. To this day, it is a respected part of a security fence system in some of the finest homes across the world.

While there are no more producers of wrought iron, there are still companies who form beautiful iron gates or other products using old scrap iron, which is enough to meet the demand. Restoring authentic historic buildings often require the use of the metal.

Modern uses of wrought iron include railings, beds, wine racks, furniture, tables, doors, table lamps, mirrors and of course, gates. Prices may vary quite a bit, depending on the amount of artistic details and the fame of the artist being hired to fabricate the work desired. The more ornate, the more time is needed but custom orders may offer a unique beauty, at a price, of course. Wrought iron railings offer the quality of being fashioned along a winding staircase in graceful curves accentuating the shape of the stairs. This promotes an elegant architecture in large homes or government buildings with plenty of space.

The durability of iron is without question. It will easily last a lifetime needing only a paint job every 3 or 4 years. When an iron fence is set outside in concrete, there is often more problems with the settling ground and worn concrete instead of the iron. With some cleaning, new concrete can be poured using the same wrought iron fence. While dismantled, the iron could be sandblasted, primed and painted as desired.

When working at ones home, there may be some who are of the “do it yourself” mold. Some wrought iron projects are perfectly suited for this type of individual, especially if they are familiar with concrete, have a strong back and are artistically inclined. Information on such projects is available online through various web sites that may offer materials needed.

Finishing a wrought iron railings project will bring the satisfaction in knowing that it will last for the rest of ones life. That combined with the fact that it will never have to be done again, unless an artistic change is desire. Plan well and enjoy.

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There Is So Much More To Find Out On Cast Iron Radiator

Have you ever obtained a cast iron radiator in your house? We all want to dwell in a brand new house, with new fittings, however unfortunately that’s just not possible. So, in your house you can still be utilizing a cast iron radiator, although they are now not being laid out in new buildings. In your personal safety it’s a great idea to know a couple of information about the way you cast iron radiator works and what can go wrong.

The basic design of a cast iron radiator is mainly unchanged as it was launched nearly two hundred years ago. Heated water from a supply similar to a boiler passes through tubes or fins within the radiator that is manufactured from cast iron. The forged iron fins of the radiator soak up warmth from the hot water passing by it. Cast iron is used in the radiator as it includes a high warmth retention capability, that means it’ll keep warm. So, as the hot water passes by way of the cast iron radiator it should slowly warmth up, that heat is then dissipated slowly, warming the room or other area.

When cast iron radiators were first introduced cast iron was a very common metal, though it is not so much in use in the present day, as new materials have surpassed the advantages of cast iron in areas similar to warmth retention and strength. However, if you stay in an older home your radiator will most certainly still be made of cast iron.

Cast iron radiators are preferable for many individuals as there isn’t any shifting air inside the system. Heating systems that employ using transferring air can have an effect on people who endure from allergy symptoms or skin problems negatively. For this reason many people choose cast iron radiators to fashionable designs.

The scale and quantity of fins or tubes of the cast iron radiator will decide how rapidly and effectively it may warm an area. The size of the cast iron radiator and the number of tubes is included determines the surface space of heated cast iron exposed to the area. The bigger the radiator the more floor area there’s to warmth the air around the cast iron radiator and therefore the room. That is why in larger rooms, like colleges, you will typically find a bigger cast iron radiator than you would in rooms in your home.

Since there are little or no moving components on a cast iron radiator there’s little or no that may break, or go incorrect with them, though when you have ever lived having a cast iron radiator you’ll know some might be noisy! Which means that they require little upkeep, though age can be a figuring factor and an older cast iron radiator might give you trouble.

As with anything in the house that produces heat, care have to be exercised and safety precautions taken. Though a cast iron radiator will not burn you if touched, a protracted interval of contact with the cast iron radiator fins may undoubtedly end in a burn. So, if you have kids or pets make sure they are being monitored if they’re in a room where there’s a cast iron radiator.

Things you need to know with Your Wrought Iron Chandelier Lighting

Iron and steel are really much cheaper compared to wrought iron. But did you know that dating back to the early 13th century wrought iron has been used for gates and erecting barricade because of its durability? The castle of Westminster Abbey in London is a good example. Today they are still prevalently used for durable kitchen implements like saucepan racks, baker’s racks, wine racks. They are also used for decorative purposes like candle holders, small wrought iron chandelier, and curtain rods. And of course for gates, desk and bed bases, bar and bar stools due to their durability.

According to past accounts, when we refer to “iron” of the Western history, we are essentially referring to the wrought iron. Cast iron which was introduced in the 15th century was the competitive alternative since it was much cheaper. But because of its fragility it was solely used for small purposes and still some individuals still went for the use of wrought iron. “Wrought” as in “to wreak” is the exact meaning in the term “wrought iron”, therefore is synonymous to “worked iron” and, according to previous accounts, has been used as standard commodity by English people. Blacksmiths toil laboriously in order to “work” the iron and in between 17th to 19th century several forms and variants have been created for various purposes.

But, since wrought iron is not ductile, as in ineffective for welding or forging like steel and cast iron, its industry has slowly declined and finally in the 1974, the last surviving ironworks in Britain closed. Nowadays what we can buy like cheap Small wrought iron chandelier and other wrought iron wall decors in the furniture shop are apparently made from cast iron or mild steel. It is because these kinds of alternative materials are low-cost and less arduous to work on. The genuine wrought iron however that we can purchase is made from leftovers of “real” wrought iron. So when we order your home décor check that you know what type of material you are paying for.

Wrought iron for the use of lighting furniture is usually used as metal frameworks. For its handicraft and glamour, as well as because of its beautiful metal finish, it complements admiringly with any glass and crystal commonly picked as chandeliers and sconces. In other uses such as 17th century houses and churches, we can look at wall decors and wall frame made from wrought iron. The real wrought iron is essentially heavy and costly. One can readily purchase them in high-end retail shops and antique outlets.

Reasonably priced wrought iron chandelier however does not indicate poor quality and aesthetics. They mostly look similar but are mostly much lighter compared to the authentic wrought irons. In purchasing these kinds of home decors most significantly one has to ask the salesperson how to appropriately care for them. At times each type of metal finish needs a different kind of maintenance. To avoid metal tarnish that cannot be restored, one has to know what or what not to apply on the metal works.

This is a set of automated hand forged Wrought Iron Gates hot riveted. Manufactured by Scobie McIntosh. (Sydney) www.scobiemcintosh.com.au Gates have been hot dipped galvanised then painted with a paint to give the apperance of rust. (paint has iron filings in it, so when you apply a mild soloution of acid the paint the paint finish rusts. Then a sealer is applied to prevent rust stains from dropping onto the sandstone floor.) The motors for the gates are “FAAC” Model # 391. (they are the quietest motors that I have ever fitted) each gate weighs 180 KG.
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Precision non-ferrous casting

Precision casting differs from sand casting and shell moulding in that the moulds they employ consist of only one part, while the pattern itself is expendable each time a casting is made. Precision casting processes offer much more freedom to the designer, and produce castings of a superior surface finish and a high degree of dimensional accuracy. Among other purposes, they are used for the casting of metals and alloys that are difficult to machine, since the castings usually require very little or no finishing treatment. These castings are used in precision engineering, clockmaking, and other fields of industrial production

Sand casting can be used for all common metals, and ther are many different sand-casting processes and special processes derived from this method. These are known by various names such as open sand moulding, pit moulding, box moulding and template moulding etc. The most commonly used method for making small castings is box moulding. With this method the pattern is embedded in the sand or other mould material, within a moulding box which is usually made up of an upper and lower part, the sand being compacted by ramming, vibration or pressure. The box is then opened and the pattern is removed, the cores inserted, the box closed again and the casting is carried out.

For casting very large, heavy or intricate parts the pit moulding process is employed. The pit method is where the mould is built up in a casting pit. To give the sand greater strength when used as a mould material for large castings, cement can be added. For symmetrically shaped castings the mould is sometimes formed by means of a template, a metal plate cut to the required profile for producing a certain shape when it is moved along a guide track or rotated on a pivot.

In dry sand moulding the mould is baked ; in green sand moulding and the mould is used with sand in the damp or “green” condition. The metal is poured from above into an open mould. The more usual kind of moulds are the closed moulds which are filled through a special system of channels known as gate runners, and are usually so contrived that the metal enters at a low point and rises in the mould. Once the metal has solidified and cooled, the casting is removed from the mould and the runners and risers are detached from the casting. The casting is then cleaned up by abrasive tumbling, blasting, cutting or grinding.

When casting with expendable moulds, the individual pattern parts are first made by hand or by mechanical means and then assembled. The moulding materials are those used for constructing the actual moulds in which the metal will be cast, are usually mineral substances such as cement, fireclay, plaster etc., in conjunction with bonding agents such as water glass, synthetic resins, oil, sulphite solution etc., which give the moulds the necessary strength and dimensional accuracy. The bond action is either achieved by drying or by chemical consolidation.

Precision non-ferrrous die casting, is the casting of metals such as zinc, aluminium and brass.