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#41
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Bob,
Do you see any changes to the casting process that can improve the casting quality as compared to the IA-II block? Calvin Hill Hill Performance 708-250-7420 |
#42
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Man I'm for it, As well as the IA II block has done against
The almighty fords and chevy's with it's perimeter limits Like the first in the 4's in the 1/8 *I believe it'll be awesome. And really have the other manufacturers nervous. JMO. GT. |
#43
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I am guessing you guys have already looked at this, but you mentioned a smaller main housing bore. Some current top fuel/funny car engines are running as small as 2.5" main bearings!. 2.750" is typical and considered kind of old school. So 8000 HP is OK on that small of a main bearing. I hope the new block can go that small and the saddles for #4 and #5 main designed to use a common available bearing and seal. I know you guys have the bases covered, just making a GREAT block even better. Just think how much stronger the block would be without those giant housing bores. The reduction in bearing speed would be huge too.
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#44
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On the other hand, if the internal passages are large enough that the pressure drops are minimized, then it becomes a true parallel feed system and the flow circuit in the Pontiac block works well. Eric
__________________
"Everybody has a plan until they get punched in the mouth" noted philosopher Mike Tyson Life begins at the end of your comfort zone. “The mind, once stretched by a new idea, never returns to its original dimensions.” |
#45
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An alternative to a larger single feed driver side galley, both lifter galleys could be at size they are now, but tied to rear feed passage with feeds to mains from BOTH sides. The front crossover could be kept pretty much the same size and only the rear crossover/feed passage enlarged to .75". Two 1/2" passages are equal to a single .707" passage in flow area. (Seeing that most race builds restrict lifter feed considerably anyway, perhaps a lifter ejection isnt going to bleed off too much oil.) As a side note the main feeds could also be made progressively(or selectively) larger as you move forward in the block vs adding plumbing to feed from both ends. Last edited by BruceWilkie; 08-15-2015 at 10:17 AM. |
#46
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Is the longer cylinder issue being addressed,either on the upper or lower side? Or is it Irrelevant?
It seemed to be a issue in another thread,kind of surprised no one has said anymore about it. The new changes look good. |
#47
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The idea of feeding both galleries and drilling both of them down to the mains would be the ultimate in great oiling for the mains!! Eric
__________________
"Everybody has a plan until they get punched in the mouth" noted philosopher Mike Tyson Life begins at the end of your comfort zone. “The mind, once stretched by a new idea, never returns to its original dimensions.” |
#48
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You want the block better? Start with copping darts oiling, use better material, dont have it hold 55 gal of water, make cylinders longer! , and dont have them machined where you do now. Just my 2 cents. And put more material at the back of block ar cam area for 60 + mm
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John Marcella Marcella Manifolds Inc. john@marcellamanifolds.net ph. 248-259-6696 |
#49
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All IA II motors come with the lifer bore oil feed holes tapped 1\4-20 thread. You install a set screw with a .035 drll hole in it. This controls how much oil gets to the lifter. If you totaly loose a lifter, it does not matter. The main bearings see the same amount of oil pressure. So the first oil from the oil pump goes stright to the main bearings and a small amount goes to the driver side lifters. The oil pass around the crankshaft bearings and pass up to the other side to feed the passenger lifters only. So how can you make that better?
And yes we are making the cylinders longer with other changes to make it sronger too.
__________________
Bob C. Quickest, Fastest, Best selling Pontiac Aftermarket Block IA II and Tiger Heads Boss Bird Funny Car Best pass to date 08/06/2016 6.027@231.64 Allpontiac Big Chief Aluminum Engine Block http://www.AllPontiac.com |
#50
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So here they are with emphasis on whats important and maybe answers your question. Quote:
Quote:
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#51
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> 4.75" bore centers with a stock crank would create as much as .195" misalignment between the centerline of a piston and its rod's big-end (at the end cylinders), right? Is there a successful example of this in a race engine? [Even the old slow-speed Mopar flathead inline-six was known for vibration problems due to its rod ends being offset about .060"]. > How can you determine better lifter-to-pushrod alignment without specifying a particular head and rocker layout? Would you move lifters enough to require a non-Pontiac cam billet? > "bolting on a stock head" would imply to me that the chambers would align with the bores; but that's just me. It's good that you'll be offering an improved IA block.
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Anybody else on this planet campaign a M/T hemi Pontiac for eleven seasons? ... or has built a record breaking DOHC hemi four cylinder Pontiac? ... or has driven a couple laps of Nuerburgring with Tri-Power Pontiac power?(back in 1967) ... or has a Pontiac born the same year as Jim Wangers? (1926} |
#52
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I've enlarged the driver's side gallery in the Harvey-Aluminum block of my hemi. I would have said to 9/16" diameter, but I just went out and measured the only drill bit to which I had welded a 9" long extension- it's 5/8"! This block was cast using 1960 389 patterns, so I would think that any Pontiac V8 block could have the gallery drilled this large. The hemi never hurt a main bearing, seeing 9,000 RPM on the track, while flowing very high oil volume- both mains and rods are darn near .005" clearances.
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Anybody else on this planet campaign a M/T hemi Pontiac for eleven seasons? ... or has built a record breaking DOHC hemi four cylinder Pontiac? ... or has driven a couple laps of Nuerburgring with Tri-Power Pontiac power?(back in 1967) ... or has a Pontiac born the same year as Jim Wangers? (1926} |
#53
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Jack,
This motor IA IIR would be a base. The Builder would order his own custom cam and Crankshaft lobes centerline. The chamber for what ever head is custom too. Race motor. Stock apearing outside. You make it what you want. You could use a stock crankshaft and start it right? Did not say it was right to run a off set on a wrist pin that far and race it? Or bolt a stock head and race it? But it would run. Right? Custom parts. You have to have them made anyway so mover them where they need to be. Race motor. Not the average person is going to want a all out balls to the walls block.
__________________
Bob C. Quickest, Fastest, Best selling Pontiac Aftermarket Block IA II and Tiger Heads Boss Bird Funny Car Best pass to date 08/06/2016 6.027@231.64 Allpontiac Big Chief Aluminum Engine Block http://www.AllPontiac.com |
#54
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I assume the cam tunnel is raised and can go 70mm?
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1963 Cat SD Clone (old school) streeter 1964 GTO post coupe, tripower, 4speed (build) 1965 GTO 389 tripower, 4 speed, driver 1966 GTO dragcar 1966 GTO Ragtop 1969 Tempest ET clone street/strip 1969 GTO Judge RA lll, auto 1969 GTO limelight Conv. 4speed go and show (sold) 1970 GP SSJ 1970 GTO barn find..TLB…390 horse?….yeh, 390 1972 GTO 455 HO, 4 speed, (build) 1973 Grand Safari wagon, 700hp stoplight sleeper 525ci DCI & 609ci LM V head builds |
#55
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Machining is machining.
Some "389" cid engines (4.0625") were bored to 4.155" bores. You could bore the block on exactly the same centerline as the factory or given a good enough cnc boring machine offset bore a existing block from 4.62" to another dimension. Same deal for the Billet crankshaft from Moldex, you can put the throws where you want them. I could easily take one of my raw 366 forgings and move the rod journals .150" to a new location. And the average Pontiac guy looking at the crankshaft or block would never know the difference. Same deal with the head machining on a fresh head casting from Don. Tom V.
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"Engineers do stuff for reasons" Tom Vaught Despite small distractions, there are those who will go Forward, Learning, Sharing Knowledge, Doing what they can to help others move forward. |
#56
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Just a thought An improvement to one camp is an obstacle to another, Do the obvious stuff and leave the rest to "custom order" status. A guy doing a blower deal needs diff stuff than a guy doing a Comp style motor. One size does not fit all, JMO
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#57
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Correct. We will have a order for that will be fill out with a deposit.
__________________
Bob C. Quickest, Fastest, Best selling Pontiac Aftermarket Block IA II and Tiger Heads Boss Bird Funny Car Best pass to date 08/06/2016 6.027@231.64 Allpontiac Big Chief Aluminum Engine Block http://www.AllPontiac.com |
#58
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I can tell you guys this, i have just gone from a 4.400 bs sbc to a 4.500 bs sbc and that .100 bs difference feels like a can of worms. Lot of engineering had to go into EVERYTHING to make things right. Dont get me wrong, its the right thing to do , but just know what you're in for if you want stuff that is right. Custom everything , engineered by YOU !
__________________
John Marcella Marcella Manifolds Inc. john@marcellamanifolds.net ph. 248-259-6696 |
#59
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A lighter weight lower cost 3" main Sportsman Block ($2200-$2500-ish) for those that don't want or need a max cube max effort engine.
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https://www.facebook.com/Outlaw-Vint...7899333725868/ |
#60
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Agree, I don't think anyone expects SBC prices . Just something stronger than a typical 400 block with braced lifter bores cast in. . 4.12 bore to 4.35 bore max perhaps?
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