1100 ci 1050 Tq 70 Mustang!
Ford GAA tank engine.
All aluminum 1100 cubic inch V8 used in WWII Sherman Tanks. These were gas burners rated at 500 HP and 1050 Ft. Lbs. of torque for military service, but are capable of much much more using mostly stock parts. They feature a 60 degree vee, 5.4 bore x 6.0 stroke, 180 degree factory billet cranks, pent roof combustion chambers, shaft driven DOHC's, 4 valves per cylinder, and dual mags. They are pretty high tech. engines, especially considering they were built in the early 40's.
"I drove to BFE Nebraska to get my first 2 engines. I ended up with 5 more in a package deal just 50 miles from my house a year later.
Stock with all the tank accesories they weigh 1400 lbs. I've got it down to 960 lbs. now which is liveable, not much more than a blown cast iron Hemi or BBC.
They sound neat, not like a normal V8 due the 180 degree crank. More like a Cosworth on serious steroids. I'll try to get some sort of video when I crank it. I only have dialup but I'll figure out something. The tractor version has 2, 103mm turbos going on it which should be good for about 32-34 pounds of boost. I thought about trying to use one of them on the Mustang, but I havent decided where to mount it yet. I also have a dual 6-71 blower setup that came with the 5 engine package deal that really looks awesome. The 2, 6-71's bolt end to end and use a coupler in between them to drive the second blower similar to a 12-71 detroit diesel. The only problem is that is another 150 lbs. over the front axle. I may still try it later though.
Here is another picture. The engine on top has the dual 6-71's that were 38% overdriven, those zoomies have 3'' primarys. The engine on the bottom belongs to a tractor puller in Kansas. He used that one, twin turbo engine to win the nationals back in the mid-eighties, beating numerous triple Hemi and BBC powered tractors along the way. He claimed 3600HP with 34 psi and alky. I imagine that # isn't far off because a 12'' 4 disc. Crower clutch was having hell holding it. It used a stock crank, rods, cams, and turned 5000+ rpm on a regular basis.
Thats why the 2 blowers aren't sitting on it yet. The radiator will be in back, along with the 2nd fuel cell, batterys, etc. I think its going to ok though. I weigh 240, and I can't make it come close to bottoming out jumping up and down on the front end. It really doesn't weigh much more than a blown iron Hemi or BBC would. Enderle injected, 2 nozzles per cyl, 2 Impco 3.80'' throttle bodies. It is all aluminum, pan to valve covers, no silver paint here. I probably have 80 to 100 hrs. of time invested in polishing the pan, frt. cover, block, heads, and valve covers just to bring them to a satin finish.
Here's a video I took of a Sherman engine running with the stock carbs and ignition
http://www.youtube.com/watch?v=rt5uSx3eFYU <<< VID
Supposedly this V-8 shares the same bore, stroke, and bore spacing as a RR merlin V-12. Ford took 4 of the cylinders off to help create the tank engine.
I've read that the diesel Shermans were actually used by the Canadians. Death trap is a really good read. It will give you some insight as to how these vehicles were kept in running condition out in the field. U.S. armor had to be repaired in the field in make shift repair areas. The Germans planned on returning their broken or damaged tanks by rail to the factories for repairs. A certain percentage of factory floor space was reserved for the repair of damaged vehicles. Because of extensive allied bombing the return of damaged vehicles was never really possible in great numbers. The Germans also hoped to transport their heavy armor as close as possible to the battlefield. Once again, because of allied bombing this was often difficult. They were forced to actually drive to the battlefields and the increased wear and tear was a real problem for their more complicated, more difficult to repair and maintain tanks."
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