A lot of interesting little details in that early 290 like those 2 extra block face timing sprocket oil grooves... and that there are no front side oil grooves. Distributor Gears do shown some wear but what 200k miles ? Thanks for posting all the pictures. Looks like right now Building Addition is top priority while weathers good. Guess it's all right to post the drawing I made of Distributor Gear Oil Path here ? Any one see any glaring errors ?
Very good information. I am glad that I am reading all this before I build my first AMC engine. Congratulations guys!
Status Report: 56. CD418Stroker: Heads are in stock! 62. DH360: DONE!: Stock bottom end 360 with Erson Cam 214/214 @ .050, .478/.478 lift. 1970 304 heads with 2.02/1.60 valves and bowl blending. IMG_3774 by Rick Jones, on Flickr
96. OK401: Ready to assemble 97. SC397: 360 bored and stroked to 397. 98. VL390: 1970 Javelin street car. At the Machine Shop 99. TGrandWagon401: 1990 Grand Wagoner. Ready to assemble. 100. 260H360Auto: 260H cam cast intake. At the Machine Shop. 101. KH401: Rebuild and convert from auto to 4 spd. At the Machine Shop.
96. OK401: This is actually a 420 stroker that had the full blown race stuff in it including a solid roller lifter cam. The trouble is, the owner couldn't use it as a street engine. So my job is to de-tune it to burn pump fuel. This will end up a nice street engine with some way overkill parts in it. This is actually as much work as building a race engine like Rotroo's. Overkill with the 4 bolt mains but that is what it has. I had to chop one main bearing stud down a little to clear the oil pick up screen. IMG_3787 by Rick Jones, on Flickr
I added the internal oil line and extra drain back holes. The bronze bushed lifter bores were a lot of work to get back to stock. I had to drill the lifter galley out to the stock size and then spent about 3 hours honing the lifter bores to fit the hydraulic lifters. IMG_3789 by Rick Jones, on Flickr
It was originally built by Fred Brewer so, I am sure it was built as a race engine. Anyway, there was zero chamfer on the oil holes and was actually sharp to the touch. Chuck did a nice job of chamfering the oil holes and polishing the crank. IMG_3795 by Rick Jones, on Flickr I will be installing a new distributor gear in this one. IMG_3799 by Rick Jones, on Flickr
More progress. I'm going to have to use spacers for the aluminum rocker arm covers to clear the rocker arms. IMG_3823 by Rick Jones, on Flickr The Edelbrock heads are not made to be used with exhaust manifolds. I had to grind clearances at all the head bolts which are studs and nuts in this case. I had to grind clearance for the dip stick tube as well. Porting out the smog pump bosses took about a hour each manifold. At least now they fit and should will have improved flow. IMG_3822 by Rick Jones, on Flickr
Status Report: 56. CD418Stroker: Heads are in stock! Well between the Homo and I (Long story on why we call Brad "Homo" but, he is not actually a queer)... Where was I. Right! We thought that between us two Engineers that we could actually measure the align bore of the block. This engine is going to crank like 8K so we want .003" main bearing clearance so it is critical that we know what it is. Yea, after about 20 min of dicking around with my bore gauge we decided to take it to Chuck. The block has to be honed anyway and we have no clue on what the rod bearing clearances are. Within about 30 seconds of talking with Chuck he says "are you going to use those ARP rod bolts or do you want some high performance ones?" The Homo and I look at each other and say, oh yea we need the high performance shit. The thing with Chuck is that he doesn't purposly try to make you feel like a dumbass, he just wants you to be successful. So we told him that we want close to .003" clearances on the rods and mains and he will make that happen. Rings - Brad and the Ketchum's said awhell, just run the same rings. I say, really? Chuck says after a milisecond of looking at them "those are just standard shit rings, do you want some good ones?" Again, the homo and I say "Yea, we need good ones". Geeze the more I know about engines, the less I really know.
96. OK401:(420 Stroker). It runs! Sounds a bit evil for a hydraulic cam. Comp 292H but with 1.7 rocker arms. .518" (Now .550" lift) Duration 244 @ .050". 9.5:1 compression ratio, NEJoe reworked 780cfm (4150) Holley. Now I have to figure out how to plumb up the McRobb fuel pump - done. IMG_3900 by Rick Jones, on Flickr
Status Report: (I list these for me so that I can remember more than anything else) 56. CD418Stroker: Ready to assemble. 96. OK401: Done! 97. SC397: 360 bored and stroked to 397. Bullet regrinding a hydraulic roller cam for me. Crane Hyd roller lifters in stock. 98. VL390: 1970 Javelin street car. At the Machine Shop 99. TGrandWagon401: 1990 Grand Wagoner. Done! This will get the new EFI system www.ifsja.org/forums/vb/showthread.php?t=189005 100. EngleCam360: Assembling now 101. KH401: Rebuild and convert from auto to 4 spd. Ready to Assemble. 102. 260H360Auto: 260H cam cast intake. At the Machine Shop
67roguexcode: Come on guys, don't despair, your guy will be sworn in soon, and the heavens will open up and FREE stuff will be dispensed to everyone... the world will hold hands and we'll watch in awe as Plugs leads us to Nirvana.
Jan 8, 2021 7:11:40 GMT -8