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Post by greasygt on Dec 3, 2019 19:08:30 GMT -8
I thought I got a lot of crap out of my motor, You win.
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Post by nejoe2 on Dec 4, 2019 3:25:10 GMT -8
Washed up on the shore of superior or erie? Hopefully the cylinder walls don't Collapse when boring...to hell with service blocks, rare light weight race block. J/k, that thing is pretty nasty thou.
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Post by sc397 on Dec 13, 2019 10:55:37 GMT -8
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Post by n2ojoe on Dec 13, 2019 14:41:14 GMT -8
Sounds good!
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Post by greasygt on Dec 13, 2019 19:31:11 GMT -8
I agree it does sound very good.
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Post by fast401 on Dec 19, 2019 16:14:38 GMT -8
Man that thing is smooth!
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Post by sc397 on Dec 26, 2019 15:41:21 GMT -8
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 3-6-20: Stickshifter is making progress on the extra head bolts and hand lapping the surfaces. imagejpeg_0(2) by Rick Jones, on Flickr imagejpeg_0(1) 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 3-10-20: Short block is almost together. IMG_2837 by Rick Jones, on Flickr 3-12-20: That is a whole lotta lift! IMG_2844 by Rick Jones, on Flickr Test fitting heads, making extra holes in the head gaskets, test fitting headers. IMG_2846 by Rick Jones, on Flickr 3-17-20: Cylinder heads mounted, push rods and rocker arms installed. IMG_2869 by Rick Jones, on Flickr Cylinder head flow numbers: IMG_2872 by Rick Jones, on Flickr IMG_2874 by Rick Jones, on Flickr Priming the oil pump imagejpeg_0(3) by Rick Jones, on Flickr 3-19-20: It Runs!!Click on it to hear it. videomp4_0 by Rick Jones, on Flickr
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Post by stickshifter on Dec 26, 2019 18:10:24 GMT -8
You didn't say that the torque plate was for Mark's engine. Damn, a little pressure now. ;-) BTW, Mark also didn't say anything about E85 on Monday. That CR is fine for VP113. Why bother with E85 for a race car?
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Post by rotroo on Dec 26, 2019 19:07:20 GMT -8
Forgot to mention that. A little overwhelmed I guess. This is a first for me. Many decisi
ons had to be made and I didn't have the answers. You guys helped out a bunch with the parts selection. Appreciate it very much. The e85 is...well cheap. couple bucks a gallon and high octane.
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Post by sc397 on Dec 26, 2019 19:10:04 GMT -8
Yep for Mark's and mine.. Because E85 is much cheaper than VP113.
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Post by sc397 on Jan 1, 2020 14:58:03 GMT -8
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Post by sc397 on Jan 4, 2020 10:20:16 GMT -8
87. Jeepers73: 360TH400. Done!IMG_2607 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.
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Post by sc397 on Feb 7, 2020 16:34:49 GMT -8
57. JW401: A warmed over 401 for a '67 Ambo Convertible 4speed. Done!. 268H, Powder coated R4B (Thanks Javtwotone), 650 AVS. IMG_2697 by Rick Jones, on Flickr
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Post by ramblingrebel on Feb 12, 2020 4:01:34 GMT -8
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Post by sc397 on Feb 12, 2020 7:30:21 GMT -8
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...
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