71. Rotroo390: Well after much consideration, we decided to big with this one. Stroker crank, solid roller cam, and ported Edelbrock heads. The block is a 1970 390 so it has the 1/2" head bolts which is good. The engine had the internal oil line but the fitting that goes in the lifter galley only had a 1/4" passage through it. I opened it up and re-tapped the hole to accept a 3/8" fitting. I also added the drain back holes. IMG_2570 by Rick Jones, on Flickr
We will use the GM retainer to keep the cam from walking out so, I got the holes drilled and tapped in the block. I will have to get Stickshifter to machine the timing gear to accept the retainer. IMG_2568 by Rick Jones, on Flickr
This is where they had ran the external oil pick up line. It was kinda hacked so, I cleaned up and smoothed out the passage as good as I could. IMG_2567 by Rick Jones, on Flickr
We are jacking the compression ratio up to at least 12.5:1 for E85 so we will have to buy new pistons anyway. I sonic checked the bores and we don't want to go any bigger. The machinist wants to hone the bores straight before we order pistons. We will be using a Torque Honing Plate on this one as soon as we borrow one or as soon as Stickshifter makes one for me. IMG_2571 by Rick Jones, on Flickr
2-5-20: Block & crank are at the machine shop, pistons are suppose to be here tomorrow. Meanwhile, time to rework the oil pump cover. Yep, my Cuz Rotroo is a fellow FARMGUY... IMG_2688 by Rick Jones, on Flickr
2-25-20: Block, crank, rods, pistons back from the machine shop. Waiting for cylinder heads. We made up a Farmguy windage tray to cover the big open hole in the oil pan. IMG_2840 by Rick Jones, on Flickr
3-9-20: Assembly time! Here is the restricter for the driver's side lifter galley. Mr. Ketchum uses a .100" hole and so did we. IMG_2832 by Rick Jones, on Flickr We also restricted the cam bearing oiling by drilling new .125" holes opposite of the existing holes. The exception is the first cam bearing. I didn't want to limit the oil flow going to the distributor gears. IMG_2833 by Rick Jones, on Flickr Stickshifter machined the back side of the timing gear to mate up with the GM cam retainer for us. I had to move the oil slot over a little to line up with the oil hole in the cam - normal stuff. IMG_2834 by Rick Jones, on Flickr I opened up the main bearing oil holes to 5/16" and the "Velvet Hammer" cam shaft went in like it was sliding on velvet. IMG_2835 by Rick Jones, on Flickr
Status Report: Started replacing the on hold engines with active ones to get the numbers to match up with the actual count. 56. CD418Stroker: A FARMGUYS rebuild for Chuck Davis's Hornet race car. 4 Bolt Main's installed. 62. DH360: Needs disassembled. 71. Rotroo390: Disassembled. At the Machine Shop. Pistons in house. 76. Dan1500 360: Warmed over 360 for a 77 Hornet. Ready to clean and assemble. I just checked the cylinder heads and they measuring 63cc. This will work out nice with the flat top Wiseco pistons with the 8.6cc valve reliefs. Compression ratio works out to 9.79:1. Perfect. 91. Todds360: Another Hornet SC/360 engine. Assembled. Thanks to Rotroo helping me, we are moving along well on this one.
94. MLeDuc401: Spirit Street car. Engine previously machined in the Booth/Aaron's shop 17 years ago. Not their best effort. Knurled valve guides and they told him that one head was cracked after they did the valve job on it. The cyl head is at the weld shop now. We ordered a new 401 flywheel from Jegs (top). It was noted that it was externally balanced. That is a factory stock one on the bottom. Why would they go through the trouble of casting in balancing weight just to take take it all out by drilling all of those holes! We ordered a second one from Summit which is a OMIX-ADA brand. We will see which one balances up best with the rest of the rotating assembly. IMG_2657 by Rick Jones, on Flickr
95. Curtis390: Tear down, inspect, reassemble, start and run. 96. OK401: De-tune from dual quad semi-race engine and build in to something drivable. 97. SC397: 360 bored and stroked to 397.
Thanks! Wow, I learned sooooooo much! I need to paint the insides red and AMC engines are junk unless they have 4 bolt mains... I can answer this question through: "Jeep never used the second-gen AMC V-8 and instead sourced a Buick-derived 350ci with a very flat torque curve for 1968 until 1971. We have not yet found a definite answer as to why." It is because AMC didn't own Jeep until 1970 you Dumass...