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Looking for a W5 head, even if it's a 'leaker', or damaged. Would need to be an unported, unmolested head to be used for flow bench testing.

No indication that the caps are moving around? You’re beating on that production block pretty hard. Impressive.

What block and intake are you running?

Thanks. Battery is in front in my car. I haven't been able to work on it yet so don't know the voltage drop. I really think I'm having issues with the solenoid and not the starter motor anyway. On another note, how do you like the Tremec? How was the fit into the small A-body transmission...

Oil pan is different on a 360 vs a 340 and yes, with the TTIs everything is tight.

Thanks for the offer, but I don’t believe the RobbMc will work on a 360/904 combination. Oil pan rail interference. I’ll have to read up on the Sanderson. Never heard of them. Thanks again.

I believe the heat is affecting the solenoid rather than the starter motor. It’s still working fine on cold starts. Hopefully get it out in the next few weeks. Want to do a torque converter change anyway.

Hey @gregsdart, do you have any hot starter issues with your 65 Dart? I see in another thread that you have a 408 with TTI headers. Do you have a 904 trans?

IF you are having to buy valves, springs, retainers, locks and seals and IF you are going to have the valves back cut and IF you are going to have a new valve job done on the Speedmasters (which they need), that's probably getting close to Trick Flow money. Trick Flow may need a light valve...

My post #36. I believe the solenoid is the problem in my situation.

What motor/trans do you have? RobbMc told me theirs will not work with 360/904 combo.

I believe the heat soak issue is affecting the solenoid more than the starter motor. When I turn the ignition switch, nothing happens. No click, no attempt to rotate, not even any significant light dimming. Seems to me the solenoid plunger is not moving and the starter contacts are never...

What’s the HP rating of the starter being used?

Talked to Powermaster. A human picked up the phone and with 1 transfer I was talking to a tech support guy. That was nice. The starter they recommended is the 9513 which is clockable and higher than standard torque. He said their experience with heat soak issues (with their starters) has...

Thought about a slant 6 with a hand crank.

My headers and starter touch each other as well, but there are 1 or 2 layers of header tape in there. My first heat soak experience was 30-45 minutes. 2nd time was 3.5 hours. Seems it's time to do something about it. I'm hoping to call Powermaster today. That's another reason I want to try...

That was looking good until the last sentence. I have a 360/904. Wonder why it works with the 727 but not the 904?

Yes Jim, velocity probes are an essential tool on the flowbench. But just like any other tool, they have their limitations. Pitot tube style velocity probes are particularly good when they can be aligned directly into a relatively linear airstream. They will give misleading information when...

Powermaster starters look nice. The website lists many options and even gives dimensions. Made in the USA as well it seems. Most of the options look to be $190-$300 range. If that solved the problem it’s a no brainer for me vs a remanufactured unit from Mexico or elsewhere.

I was just looking at the possibility of raising the motor slightly. 1/8” - 1/4” would help a few things.

It was originally a slant motor. Here’s a picture of the center link. It is dropped, but I don’t know if this is the slant or the V8 center link.

65 Dart. Things are tight all over. The headers barely clear the torsion bars all around. The headers slightly rub the frame on the drivers side. The center link is less than 1/8” away from the oil pan and actually scrubs a little on a hard right turn. Just not much room for stuff on the...

Spent 3 1/2 hours in a parking lot last night waiting for the starter on my 65 Dart to cool down. Only after I had called a tow truck did it start. So I have to do something about the heat soaked starter. Engine is a 360 with TTI headers. As can be seen in the pictures, the header heat tape...

So what you have done in your mind is to create your own flow coefficient or coefficient of discharge. You are comparing what you see to some ‘known’ standard of perfection, and that is valid. Take it a step further and create a coefficient that not only contains cfm and valve lift, but port...

They are decent numbers - until TF comes along.

Totally agree. And although the curve is not as 'pretty', I would argue that the throat is more efficient with the wider top cut. Lowering the apex at this point would pick up the 0.600 and above numbers, but decrease the flow peak at 0.550. I sort of like holding onto the short side as long...

Just finished sinking the valve a little to increase the 30 deg top cut from 0.050 wide to 0.080 wide. It hung on even better, but crashed harder.

Could be. Mid lift flow numbers are decent. I think I'll sink the valve just a little to make the 30 degree cut wider and see what that does.

This thread is getting a little confusing and I apologize for posting flow numbers from multiple ports in the same thread. Now I am posting flow numbers from the 15/30/45 2.08 valve job that was cut in a port a couple of days ago. The floor and the short turn were finished this morning and...

Here's an example of a stock 2.02 Speedmaster, then a 2.055 valve job, then a chamber deshrouding. For clarification, this test is from about a year ago and is not the same port being discussed earlier in this post. I think the valve job and the chamber blend in this example could be better as...