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#121
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It does look massive it's a forged cross drilled Scat crank I'm pretty sure they all look like that
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Tim Corcoran |
#122
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You're right about that.
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#123
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I lapped in the valves and they were all good so no grinding necessary. I just completed figuring my push rod length. My e-heads have Ferrea 6,000 series stainless steel valves. The intakes 2.19 and exhaust 1.77. Ferrea intake valves are .055 longer than the exhaust valves, they don't seem to make these in the same length. They were like this for many years and set up that way when I bought them over twenty years ago. I didn't notice this until I already had my new PAC-1243 valve springs and started shimming the springs at 1.85 installed height. I use spring locators because I don't like to have the springs directly on top of the shims as it seems to eat them up even with hardened shims. The shims are installed under the seat to protect the shims plus the locator stabilizes the spring and prevents them from moving around. Anyhow because of the different length valves it created a bit of a challenge for me. I didn't have enough space on the exhaust spring seats. I needed to have the exhaust spring seats machined down about .055 or install +.050 valve locks and decided to take the easy way. All shims installed and 270 lb. on the seat and 660 lb. open at max lift. When I started to compute my valve train geometry I didn't have adequate clearance between the rocker arms and the valve retainer. To get more clearance for the Crower SS 1.65 rocker arms I put lash caps on the intake but there was no room for them on the exhaust valves. Now I needed .050 valve locks with a deep recess for lash caps and a shallow depth lash cap to make it work. I looked high and low and could not find them. I was even told they don't make a +.050 lash cap with a recess for a lash cap. I refused to give up and low and behold Precision Product out of North Carolina had them in stock. With lash caps installed on all the valves I now have plenty of clearance. To obtain proper geometry the roller tip of the rocker should be in the middle of the valve at 1/2 net lift. If using solid lifters you need to calculate this with the proper last set. I used soft checking springs an adjusted push rod and a dial indicator to find max net lift and exact 1/2 lift. I set the lash clearance then found max lift, then divided it in half and rotated the engine to 1/2 lift and verified the position of the rocker roller. I adjusted the pushrod in .050 increments until I was happy that the roller was in the correct position at 1/2 lift. Because pushrods are usually available in lengths plus or minus .050 I was not able to get the roller exactly in the middle. On the Intake with a 9.2 pushrod length the roller was slightly towards the center of the engine. With a 9.25 length it was slightly to the outside but closer to the center than with the 9.2 length. Same process on the exhaust valve, the exhaust came in at 9.3. Some engine builders prefer to have the roller slightly to the outside and that is what I did. Now I call Butler and order the pushrods.
https://www.pppcenter.com/valve-locks https://butlerperformance.com/c-1234...-pushrods.html
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Tim Corcoran |
#124
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Always make sure you verify you have enough clearance between the piston and the valve. With head gasket installed and head torqued, not full torque but you should at least partially crush the head gasket. Put some modeling clay in the valve pockets and then put some oil on the valves so the clay will stick to the piston and not the valve. Make sure you have the same rocker arms you will be using set the lash then turn the engine over slowly a few times then remove the heads and measure the clearance. Mine measured .120 on the exhaust and .180 on the intake.
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Tim Corcoran |
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#125
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You can also use a light spring and then move the valve by hand until it hits the piston to measure the difference with a dial indicator Usually around 8-12 degrees BTDC and ATDC are the closest. Using the same head gasket under the head planned also.
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Skip Fix 1978 Trans Am original owner 10.99 @ 124 pump gas 455 E heads, NO Bird ever! 1981 Black SE Trans Am stockish 6X 400ci, turbo 301 on a stand 1965 GTO 4 barrel 3 speed project 2004 GTO Pulse Red stock motor computer tune 13.43@103.4 1964 Impala SS 409/470ci 600 HP stroker project 1979 Camaro IAII Edelbrock head 500" 695 HP 10.33@132 3595lbs |
#126
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The engine is done. I am currently working on changing the engine position and upgrading the fuel system. When those details are sorted out I will be putting it on the dyno. In the meantime if you want to predict the HP and torque numbers we will see who comes closest to the number. Stay tuned.
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Tim Corcoran |
#127
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Great job! Good luck with the Dyno.
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#128
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Thanks Paul. This engine build has been both challenging, enjoyable (and expensive). I received help from some of the board members here along the way. I appreciate everyone's help on this build.
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Tim Corcoran |
#129
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Doing the job yourself is very rewarding. There is a "reason" the build was very expensive. Hopefully things change on that soon. This has never been a cheap hobby but prices nowadays are extreme.
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#130
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Around 700 flywheel HP is my guess.
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Be carefull of the feet you step on today.They may be attached to the a$$ you kiss tomorrow. |
#131
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An update on the engine build. The dyno results were a little disappointing. I took it to the local 1/8 mile track last night and did some testing. Still more testing and tuning to go. Best ET was 6.554 @105.05 MPH. 60's were 1.46, 1.47 range. The car a 65 LeMans 3550 race weight TH-400, 3.73 gears and 28X10.5 MT slicks. According to the HP calculator on the Wallace Racing website HP based on ET is 623 and by MPH 630.
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Tim Corcoran |
#132
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Hm. Wonder if the correction factor was off, track numbers suggest more than the dyno read and would trust those numbers over the dyno.
Break-in will help too. I'm sure your relieved and excited to get over the build hump! Definitely more in it, will be fun to see how you progress! Kudos! .
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. 1970 GTO Judge Tribute Pro-Tour Project 535 IA2 http://forums.maxperformanceinc.com/...d.php?t=760624 1971 Trans Am 463, 315cfm E-head Sniper XFlow EFI, TKO600 extreme, 9", GW suspension, Baer brakes, pro tour car https://forums.maxperformanceinc.com...ght=procharger Theme Song: http://www.youtube.com/watch?v=7zKAS...ature=youtu.be |
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#133
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Got a picture of the old rust bucket you put the engine into ?
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#134
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By request
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Tim Corcoran |
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#135
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Thanks Tim
Looks nice and clean . |
#136
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Yes it does! Sweet!
.
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. 1970 GTO Judge Tribute Pro-Tour Project 535 IA2 http://forums.maxperformanceinc.com/...d.php?t=760624 1971 Trans Am 463, 315cfm E-head Sniper XFlow EFI, TKO600 extreme, 9", GW suspension, Baer brakes, pro tour car https://forums.maxperformanceinc.com...ght=procharger Theme Song: http://www.youtube.com/watch?v=7zKAS...ature=youtu.be |
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