Keith Craft Inc.- We service what we sell!!! Check out our Cobra engines!!! We build high performance racing engines and components for the fast pace strip racing industry as well as daily drivers who want to be FIRST!!!
Talk to me about your aluminum 482 build, rotating assembly, cam type & numbers, heads, intake, carb. dyno numbers, durability, cost and how well you like it, or not. And even changes that you would do different, if you could. Photo's also. Give me all the poop ya have.
I had KC build me a Pond 482. I have started it but haven't driven the car yet as I am finishing it up now. This is the "common" 482 Keith builds, 600HP/600 ft/lbs give or take a few. Some componenets I picked and why-
Pond block- lighter than Shelby, strong enough for what I wanted to do, looks original (in an aluminum sort of way) with original casting numbers.
Hydraulic Roller cam- Low maintenance, plenty of power, I wasn't going to rev over 6000 anyway.
Edelbrock heads, stage 2- Matched the rest of the components
Edelbrock Performer intake- Cost effective and it works!
Quickfuel carb- Recommended by Keith
Scat rotating assy- Per Keith
Things I did different from his advertised offering- I used an Aviaid oil pan and the "Cobra 427" aluminum valve covers.
The thing sounds awesome and I can't wait to get some miles on it.
Last edited by xracerbob; 02-09-2009 at 03:55 PM..
That's a very informative post. Question about the numbers on the Pond block.
Is there anymore information on what the numbers really mean ?
Like, production #1, #2, #3 ect...?
Well, I have a great running 428 that I will sell as a long block, only keeping the intake, oil pan & covers, carb., MSD, wires ect....
I was just going to have Keith build me a short block and transfer all my 428 parts over to the Pond alum. 482 and build the rest myself. I would buy his stage two heads, a cam and timing chain. But now, I've talked with Keith and I may send him all my parts, have him assemble the engine and dyno it.
I'll see what the cost ends up at before deciding.
I have a Keith Craft built 482 w. a Shelby aluminum block that closely resembles the configuration listed by Xracerbob. 604 hp with 620 or so ft. lbs. of torque. I have a build sheet from Keith that lists the details on the cam. It has Edelbrock Stage II heads, Quick Fuel carburetor, Comp cam, MSD ignition and Avaid pan. I am losing a little oil pressure on modest curves such as you might find on a cloverleaf exit or entrance while running a very reasonable speed, so I am somewhat concerned about that. I might advise checking into an accusump (55psi drops to 40 psi with no corresponding drop in rpm).
It was on the dyno, the sheet is in my gallery. The carb is a 780cfm. I toyed with going with fuel injection, but did not want to drop that much cash on the motor at that point. Its something I still may do in the future and I built the car with the ability to add it later without too much hassle.
Hello Bill-I would appreciate you sending me or posting the cam profile.
How much oil psi are you loosing ?
And that's a good question. With these bigger cube engines, is a pre-oiler necessary, like the accusump ? (maybe I should start a thread) ?
Brent- , I've seen this video, the motor and the bundle of snakes exhaust sound awesome ! I really like the GT-40 and almost traded my cobra for Fran's (RCR) GT. It is by far,....the best quality GT on the market, including the new Superformance. Stupid quesion but, I'm sure you agree ? Maybe someday. Please post your engine specs.
exracerbob- is you cam a solid roller then ? That's a lot of lift. My duration is a little higher at 252/260, but the same lobe sep. Bet it sounds awesome !
I also want EFI, especially Dynatek's. What a work of art. But, too expensive for me. I did post a question about building a 482 or their EFI. It's been a tough choice because there's nothing wrong with my 428 but, I've always wanted a alum. 427 s/o, and that's what I've decided to do and maybe the EFI later.
There seems to be three basic levels of hydraulic roller cams that are custom made for the 482 by various engine builders. This is just my impression, of course.
Durations of 235-245, 245-255 and 255-265. Of course, I'm just rounding for simplicity. Lift generally runs between 600-650. When you get too far over 650, then there seems to be a requirement to go to a solid roller.
My Crower is a steel billet hydraulic roller cam with a LSA 112, 245/252 duration and .630/.651 lift. I think it's just about perfect. Not too small and not too big. My engine was dyno'ed at 605 HP at 5,600 RPM and 613 Tq at 4,600 RPM.
I'm with xracerbob, I may add the Dynatek down the road, when I'm rich and bored.
Regarding the pre-oiler, there are many top notch people on this forum who run them. The Shelby block has a priority main oiling system, so it's possible this may alleviate some or all of the oiling issue mentioned above. Dunno.
I'm sure that's true. They have a lot of time working combination on the dyno's. What works & descent.
Your specs. sounds like a good cam. Is it worth the price being a billet?
The HP is at a good level but the torque,....613 @ 4,600 rpm, now that's impressive. How lumpy is it ?
Can you post the dyno graph so I can see both curves ?
I assumed the new side oilers have addressed the oiling issue, has it not ?
Talk to me about your aluminum 482 build, rotating assembly, cam type & numbers, heads, intake, carb. dyno numbers, durability, cost and how well you like it, or not. And even changes that you would do different, if you could. Photo's also. Give me all the poop ya have.
Solid rollers don;t like cold temperatures at start up, as valve lash is alot tighter when cold, and run real rough for a couple minutes. However, pulls real strong. A friend of mine has a 482" hydraulic roller, and he thinks mine pulls harder than his even though his flywheel dyno numbers are higher than mine. His starts easier, runs smoother at start up. Mine is like an untamed stallion.
Pick your poison.
Here are my chassis dyno numbers. Currently mine is down, snapped a rocker. The more performance, maybe less durability.
__________________
"After jumping into an early lead, Miles pitted for no reason. He let the entire field go by before re-entering the race. The crowd was jumping up and down as he stunned the Chevrolet drivers by easily passing the entire field to finish second behind MacDonald's other team Cobra. The Corvette people were completely demoralized."
You had asked about cam specs: I got the folder out and here are the specs from Keith Craft...
Comp Camps Hydraulic Roller
242-248 duration with .645-.635 lift at 110 degrees
Crane hydraulic roller lifters were used with Erson rocker arms
Scat rods with an eagle cast crankshaft
Diamond pistons
Melling oil pump
Ford racing timing set
Edelbrock heads
PEP dual valve springs
Smith Bros. pushrods
Edelbrock performer RPM manifold
Quickfuel 780 cfm carburetor
MSD 6AL bos with a high vibration coil
McLeod aluminum flywheel with a Quicktime bellhousing
604 hp @5600 rpm/628 ft. lbs @ 4400 rpm
I'm sure that's true. They have a lot of time working combination on the dyno's. What works & descent.
Your specs. sounds like a good cam. Is it worth the price being a billet?
The HP is at a good level but the torque,....613 @ 4,600 rpm, now that's impressive. How lumpy is it ?
Can you post the dyno graph so I can see both curves ?
I assumed the new side oilers have addressed the oiling issue, has it not ?
Thanks,
I'll have to scan and post it later, but I'm sure most of the 482's are very similar. The lumpiness of my cam is similar to the lumpiness of a high-HP solid lifter Chevy BB. As I said previously, not too small and not too big. If you want to run Dynatek later, then stay with a 112 LSA and no bigger than the cam specs that I have (and many others too), although Dynatek may be able to work with bigger cams.
Talk to me about your aluminum 482 build, rotating assembly, cam type & numbers, heads, intake, carb. dyno numbers, durability, cost and how well you like it, or not. And even changes that you would do different, if you could. Photo's also. Give me all the poop ya have.
Thank you,
Kevin
Kevin,
Keith Craft did a Fuel Injected 482 ci for me. Here's a summary of the specs:
FAST XFI Computer with Electronic Traction Control
FAST Dual Sync EFI Distributor
MSD Digital-6 Ignition Box with Blaster HVC Coil
Shelby Polished Valve Covers, Timing Cover and Water Pump
ARP Fasteners Throughout, Polished SS Fasteners where Visible
Powermaster Polished 100A 1-Wire Alternator
March Polished Accessory Drive
McLeod Street Twin Dual Disc Clutch with Aluminum Flywheel
Powermaster Hi-Torque starter
Lakewood Safety Bell Housing, Modified for Cobra Ground Clearance
Here's some pictures of the finished motor. It went into an ERA Cobra:
Here's the dyno sheet for Keith's engine dyno:
I have been very pleased with this engine. The drivability with the EFI system and the TWM setup is excellent (no problems cruising the car at 1500 RPM for example) and the throttle response and power are really excellent. I did switch from the Shelby polished valve covers to a black set for appearance reasons and I suspect the McLeod dual-disc clutch is a little much for my application. I also decided to use an MSD Digital-6 box instead of the MSD 6AL that Keith supplied with the motor as the Digital-6 is more easily adjustable, has a 2-step limiter, and provides higher output. MSD's new 6AL-2 would provide all of this functionality and has the same performance as the Digital-6. Other than those items, I would not change a thing. BTW, some tell me that the McLeod dual disc clutch feels a little heavy in the car. Personally, this does not bother me and I don't notice the clutch as being any stiffer than many single disc street/strip clutches I've used in the past. I just got my car finished late last year and I am still doing some tuning work. I sent my FAST system back to FAST and had it upgraded to include Electronic Traction Control (ETC, this requires a driveshaft sensor which I've installed on the car). I expect to do some tuning on the ETC setup in spring to see how well it will work on my Cobra. The FAST ETC system senses a sudden jump in driveshaft RPM when the rear wheels start to spin and takes timing out of the motor to reduce torque output. It will be interesting to see how well this works in a light car like the Cobra in the lower gears.
You can check out my website for more information on the motor and ERA that its in at:
If you decide to do an Aluminum 482 motor, I suggest you give Keith a call. I was very pleased with the work the he did on my motor and will likely work with him again for any future Ford projects that I do.
- Fred
Last edited by fkemmerer; 06-17-2009 at 07:15 PM..
Talk to me about your alum. 482 build.
, I've seen this video, the motor and the bundle of snakes exhaust sound awesome ! I really like the GT-40 and almost traded my cobra for Fran's (RCR) GT. It is by far,....the best quality GT on the market, including the new Superformance. Stupid quesion but, I'm sure you agree ? Maybe someday. Please post your engine specs. 
Linear Mode
