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Guardian 454 motor for XK 18
Moderators: Don Ayers, Al Benton, Don Vogt
Guardian 454 motor for XK 18
Could someone tell what the difference is between the Guardian 454 and the Chris Craft Thermocon 454? I believe the Guardian is more powerful at 400 hosepower. Do anyone have and engine guide or manuel the can copy me or sell to me? I'd like to know the compression ratio, what distributor was used, information for points, condensor, rotor cap and new spark plug wires. I just bought a 1973 XK 18 with this motor and I want to get it running for this summer. Sweet machine... got it from the original owner, has been in storage for the past 15 years.
Thank you!
.....Mark
Thank you!
.....Mark
- Bill Basler
- Posts: 1996
- Joined: Thu Oct 20, 2005 4:48 pm
- Location: Cedar Rapids, IA
Guardian 454 motor for XK 18
Thanks for the lead, I will call him. Great photos!
Guardian 454 in XK
I found that the motors were regular Chris Craft Thermocon 454/330hp engines sent out to Guardian Marine in Placentia CA where they would amp up the motor to 400 horse power, new cam, crank, ported and polished, special high performance oil pump, special 15 quart oil pan, upgraded exhaust manifold and risers (pretty cool looking polished aluminum), custom valve covers - finned like the early Corvette valve covers and a Holley 780 CFM 3310-1 Marine Carburator. If anyone can add to this data please do!
.....Mark
.....Mark
- Peter XK19
- Posts: 90
- Joined: Sat Aug 26, 2006 4:18 pm
- Location: Stockholm, Sweden
- Contact:
454 Guardian
I am ending up having to rebuild this motor. I'm using the Guardian components on a good standard bore 454 block. Cam pistons and other internal parts are still good but I have no idea what the specs are. Anybody out there have a manual for Guardian 454? They were out of Placentia, CA. I can rebuild this but I'm not quite sure what the final hp will be...
I also rebuilt the Jacuzzi Jet pump, if anyone wants info on that let me know.
I also rebuilt the Jacuzzi Jet pump, if anyone wants info on that let me know.
-
- Posts: 184
- Joined: Thu Aug 10, 2006 9:30 am
- Location: Smyrna, GA
- Contact:
Oh yea, original shag... It is in good shape. I'm looking forward to steam cleaning it. Some photos show the gelcoat buffed, the engine hatch photo is not buffed. I started pulling the dash off tonight to recover. The motor was very difficult. I ended up completely dissasembling. New (used) block, honed out, new rings, valve seals, gasket kit, carb rebuild, starter replaced after I gave up on the rebuilt one, new flywheel ring gear, rebuild alternator... Had to also remove the jacuzzi pump and rebuild, Cables were all corroded so they needed replaced. Everything needs touched...
- Paul P
- Posts: 622
- Joined: Mon Oct 30, 2006 1:48 pm
- Location: Nashville, Tennessee, Cumberland River and Lake system
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454 Exhaust Size Requirement
Looks like fun to me!
Regarding your aluminum riser, these risers are a two size design built into one. For the small block guys use it as it came out of the box (like your installation) but for the big block motors you need to cut off the small outlet size and open up the bigger one, and use a larger exhaust tube and outlet. The motor is being choked otherwise with back pressure. Not sure you need the additional power in this rig with a 454, but you will find the exhaust diameter requirement set forth by the engine manufacturer is larger than your riser will provide. I am presently doing this same operation now, on the identical riser and log type (Glenwood / Nicson-style set-up).
You will see what I am talking about if you remove the rubber exhaust hose off your riser and stick your finger inside, feel the ridge, see how that existing neck can and should be cut off for the bigger motor.
http://img.photobucket.com/albums/v472/ ... arison.jpg
For my 427 project following the Chris Craft recommendations, the 427 with dual exhaust needs 3-1/2" inside diameter tube, and a 4-1/2" diameter single tube. With the larger motor you should at least be using a 3-1/2" inside diameter discharge system.
As for the power rating, for cruiser use the lower power torque priority motor would be best 100% of the time, but in a light weight boat the higher rpm and higher power motor will survive longer. It would be very easy to tweak compression and cam to get that increase in power. Compression gauges are notoriously inaccurate and this is why we always use a relative comparison between all cylinders. If they are all close enough, then we can tune the motor to run well sort of thing. As a guide, the 8.9:1 427 will produce approximately 160 to 190 psi (warm, with throttles wide open, and coil disconnected).
Good luck with the project, sure looks like a blast!
Regards, best, Paul
Regarding your aluminum riser, these risers are a two size design built into one. For the small block guys use it as it came out of the box (like your installation) but for the big block motors you need to cut off the small outlet size and open up the bigger one, and use a larger exhaust tube and outlet. The motor is being choked otherwise with back pressure. Not sure you need the additional power in this rig with a 454, but you will find the exhaust diameter requirement set forth by the engine manufacturer is larger than your riser will provide. I am presently doing this same operation now, on the identical riser and log type (Glenwood / Nicson-style set-up).
You will see what I am talking about if you remove the rubber exhaust hose off your riser and stick your finger inside, feel the ridge, see how that existing neck can and should be cut off for the bigger motor.
http://img.photobucket.com/albums/v472/ ... arison.jpg
For my 427 project following the Chris Craft recommendations, the 427 with dual exhaust needs 3-1/2" inside diameter tube, and a 4-1/2" diameter single tube. With the larger motor you should at least be using a 3-1/2" inside diameter discharge system.
As for the power rating, for cruiser use the lower power torque priority motor would be best 100% of the time, but in a light weight boat the higher rpm and higher power motor will survive longer. It would be very easy to tweak compression and cam to get that increase in power. Compression gauges are notoriously inaccurate and this is why we always use a relative comparison between all cylinders. If they are all close enough, then we can tune the motor to run well sort of thing. As a guide, the 8.9:1 427 will produce approximately 160 to 190 psi (warm, with throttles wide open, and coil disconnected).
Good luck with the project, sure looks like a blast!
Regards, best, Paul
1956 17' CC Sportsman, 300-hp
1957 17' CC Sportsman, 95-hp
1966 20' CC fiberglass Sea Skiff, 210-hp+
1973 23' CC Lancer inboard project, 427/375-hp.
1966 38' CC Commander Express, 427/300-hp(2)
So many boats.........so little time.....but what a way to go!!
1957 17' CC Sportsman, 95-hp
1966 20' CC fiberglass Sea Skiff, 210-hp+
1973 23' CC Lancer inboard project, 427/375-hp.
1966 38' CC Commander Express, 427/300-hp(2)
So many boats.........so little time.....but what a way to go!!
- Paul P
- Posts: 622
- Joined: Mon Oct 30, 2006 1:48 pm
- Location: Nashville, Tennessee, Cumberland River and Lake system
- Contact:
Yes indeed, you do!
I can tell you that darn aluminum is tougher than you think. I cut mine off to maximize the male end that inserts into the exhaust tube. This required me to grind off a pretty serious lip on the inside. If you have commercial tools this can be done easier, but I did not. I used a very large drill bit inserted into a drill stand, kept it in the vertical position and then moved the riser itself around to do the grinding. The side of the drill bit took off the material. I'm not condoning this method, I'm just saying what I used, and I'd also say, pretty much forget trying to do it with a hand held drill.
As you can see from my photo, it makes a huge difference on the performance end of the exhaust.
Regards, best,
Paul
I can tell you that darn aluminum is tougher than you think. I cut mine off to maximize the male end that inserts into the exhaust tube. This required me to grind off a pretty serious lip on the inside. If you have commercial tools this can be done easier, but I did not. I used a very large drill bit inserted into a drill stand, kept it in the vertical position and then moved the riser itself around to do the grinding. The side of the drill bit took off the material. I'm not condoning this method, I'm just saying what I used, and I'd also say, pretty much forget trying to do it with a hand held drill.
As you can see from my photo, it makes a huge difference on the performance end of the exhaust.
Regards, best,
Paul
1956 17' CC Sportsman, 300-hp
1957 17' CC Sportsman, 95-hp
1966 20' CC fiberglass Sea Skiff, 210-hp+
1973 23' CC Lancer inboard project, 427/375-hp.
1966 38' CC Commander Express, 427/300-hp(2)
So many boats.........so little time.....but what a way to go!!
1957 17' CC Sportsman, 95-hp
1966 20' CC fiberglass Sea Skiff, 210-hp+
1973 23' CC Lancer inboard project, 427/375-hp.
1966 38' CC Commander Express, 427/300-hp(2)
So many boats.........so little time.....but what a way to go!!
454 Guardian running
Got the motor running. Posted two videos on You Tube, search under Chris Craft XK 18... wwo hoo!
- Don Ayers
- Club Executive Team
- Posts: 1681
- Joined: Tue Oct 25, 2005 3:05 pm
- Location: Oklahoma
- Contact:
Here are your videos
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Videos
Thanks Don!
1971 xk-18 454
hi
i just bought 71xk the boat is all there including the sweet shag carpet!! that is in nice shape interior is also in good condition. the motor was rebuilt a few years ago havent got it fired up yet i have no idea about the jetdrive? the original hourmeter shows 653 is this a lot? the fibergass appears to be in good shape no cracks or major digs just dull can this be buffed? i would like to keep it all original much as possible.
any info would be a great help thanks shawn
i just bought 71xk the boat is all there including the sweet shag carpet!! that is in nice shape interior is also in good condition. the motor was rebuilt a few years ago havent got it fired up yet i have no idea about the jetdrive? the original hourmeter shows 653 is this a lot? the fibergass appears to be in good shape no cracks or major digs just dull can this be buffed? i would like to keep it all original much as possible.
any info would be a great help thanks shawn
71 xk 18
it is metallic brown with white center stripe it has the guardian 454 i will post pics by the weekend when it is home. what is the best way to check out the pump?new with working on boats shawn
71 xk
the engine is on the stand i should be able to turn the shaft by hand? a friend had the boat he had no time or place to work on it i have original brochures how rare is this boat? i am in amsterdam ny
About 200 XK 18s, only about 50 with the 454. If the motor is out of the boat you should see the input shaft of the Jacuzzi pump in the boat. Reach in there and turn the shaft; it should turn freely. There are some grease fittings around the input shaft on the collar. If it is stiff you may be able to grease it... The pump is not overly complex and the rebuild not bad and you can use regular tools. I just did one. Looking forward to seeing photos to compare originality.
.....Mark
.....Mark
They made about 200 of them, I am not sure how many are out there still, but you can definitely find them if you look.
As for the jet, yes it should turn by hand. I don't know about the Jacuzzi pumps, but my Hamilton should never be run out of the water. You need to disconnect the drive shaft when winterizing or otherwise playing around in the driveway since the jet depends on the water for lubrication and support. Yours has a very different design so it may not have the same restriction, but I would certainly research it before running it.
I am sure you can still find the manuals and specs for the pump.
As for the jet, yes it should turn by hand. I don't know about the Jacuzzi pumps, but my Hamilton should never be run out of the water. You need to disconnect the drive shaft when winterizing or otherwise playing around in the driveway since the jet depends on the water for lubrication and support. Yours has a very different design so it may not have the same restriction, but I would certainly research it before running it.
I am sure you can still find the manuals and specs for the pump.
71 xk 18
is there a way to tell how many of these boats with 454 are still around? and how much a restored one goes for? i havent seen any brown and white ones with 454 for sale anywhere.
shawn
shawn
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