Search results for query: *

So big block? Been 38 years since I touched one LOL. But with the pump at the front of the block and if the measurement pickup is at the rear, that probably explains the low hot idle pressure.... it is at the far end of the system, after all the other pressure drops. How cool is the engine at...

FB, change to a full synthetic oil. The viscosity is much more stable across temperature range, especially at lower temps like when the engine is cold. It's misleading to look at the cold end weight ratings of oils to decide what the cold start oil viscosity will be. The low end temp for the...

The brown color sure looks like petroleum 'varnish' on the lower end of the lifter where it hangs below the lifter bore; that area never get any wear from the bore to keep the varnish off. The is a Big Block forum...

On the SBM..... the correct bolt (the long bolt) tapers to .420" in the area in its midsection IIRC, where it is in the middle of the head (vertically) to let oil around and through the bolt hole in the head. The Edelbrocks RPM LA heads have the same bolt hole diameter as the stock heads here...

I don't know how many times I reused the same head bolts on my racing Opel and Mitsubishi engines.... they were the old type ones, not the new TTY (torque-to-yield) types. If you don't see any obvious stretch, then you should be fine with the old Mopar bolts.

The one clearance missing from above is the retainer to seal+guide clearance. This may not be any issue in your set-up, but it still needs to be checked.

Dave, can I ask what synthetic brand AND weight that you changed to?

Or at high enough RPM's. Positive displacement pumps like this have a fairly linear speed versus output curve; the pressure just keeps going up and up.

OP, just curious: - What oil did you run after the first change? - What pre-load did you put in the lifters? - After reading the 440Source FAQ's for their Stealth heads, they recommend no more than .510" lift with their retainers. I looks to be related to things other than the retainers hitting...

That pix shows an amazing small distance between the base circle and the casting. Thanks for the info, IQ52. I have never seen such a thing on any cam.

The pump bypass just puts the oil back into the pump. The filter bypass lets the oil bypass the filter element.

Delivery times for all the stuff we sell is 'subject to prior sale' at the manufacturer... meaning that we don't know if we get one off the shelf until we order it. If someone else sends in a purchase order 10 minutes ahead of us and takes the last one, then we wait. So sometimes we get stuck in...

I like the Schumachers because: - Clearance to body and other stuff - Clearance to ground (supposedly better) - The tri-Y design tends to put out better mid range torque and HP; how much that is true is pretty case dependent, however. For drag racing 4-1 would be better; for street, I'd prefer...

^^^ This..... and if you groove the bores, it only makes sense to me groove up on the top (towards the valley). I figure doing it on the bottom (gallery side) will result it in most of the oil just running off the bottom edge of the lifter and dropping down in to the crank area. I personally...

Well this has all been of great benefit to me. I had something better to think about than "Will the novacaine work?" while the dentist was drilling out two holes in my teeth this afternoon. Some more thinking while there also prompted me to go back to the books, and I found I was flat out wrong...

IMO, getting good info out here is what is important. Regardless of what any book says, be prepared to work with facts and laws of physics. The stored energy in any loaded spring is directly proportional to the weight put on it. If the weight is the same, the stored energy is the same. Lemme...

The lighter bars have to twist more to support the same amount of weight. In the world of materials science, this greater twist for a given load results in a high level of what is termed 'strain' in the material. Higher strain levels fatigues parts more and distorts them more. So, there is some...

Actually there is no extra energy stored vs a thicker bar; stored energy is the same for both. The large upward motion from the /6 bar is caused by it having to untwist more to release the same amount of energy. The lighter bar also works better with a low rebound rate shock.

The xx/yy number are normally compression/rebound numbers; can;t say if these are real for this shock. Up front, the soft (low) rebound damping allows the front to rise quickly and the stiff (high) compression numbers slows the drop of the front end as you scoot down the track. The high...

Did the new work include any particular change/addition to manage crankcase pressure?

What I am not getting is that if there was enouh pressure to blow out the pan seals, then that was a signifcant amount of pressure, and if at anything more than cruise throttle, it is unlikely IMO that a PVC would compenste for THAT much crankcase pressure. OR, there is something not right in...

My luck is holding... I missed all of this!

Dude ....remove the plate, and remount the fans with something that blocks as little of the airflow as possible. The engine does not know that anyone thinks it looks nice or that the guy who made it is a great fabricator; it only know that the coolant that it pumps to the rad still comes back...

^^ One of the best so far, IMO....certainly creative! Here is a brief description on what is done for light aircraft engines. The use of storage olis has been common in that arena of engine use for decades.

Perchance are there numbers from this dyno test from 1500 or 2000 and up to 6500? Great info, BTW.

Exactly. The OP's vaccum numbers indicate a not-very-mild cam, and combined with a single plane, the low end will not be good. There is nothing in that combination that will make low end torque. The use of dual planes with mild to wild longer duration cams works because the smaller and longer...