Now here is how the engine was in October, We were at a bracket event and the dragster next to us did the burnout to the 1/8 mile or close to it, we did ours after he made it out there to the 1/8 then started backing up so we did ours, he then did a second burnout and the engine was a $500 engine with over 500 runs, it ran hot and in the pits cracked a cylinder so we had to rebuild or replace the engine
We replaced it, here is some information on the new build and what it runs and you can see whats its capable of (9.90's) , these runs were in the middle to end of October
NOTE: Billk im talking about is a Moderator here and on Team Chevelle
The new engine is (which will come out when the EQ head/Dr. J's 406 goes in and this engine below will be the back up engine).............
- GM 4 Bolt main block, line honed, decked, bored/honed, filled with Hardblok (Thanks to BillK)
- GM crank
- Scat 6" Pro Comp Rods (had to notch some cylinders and relieve the oil pan rail some)
- Keith Black Premium Forged 2618 pistons (nice and moderate to light weight)
- 1/16" 1/16" 3/16" rings (LOW TENSION)
- King Engine Bearings
- Rotating unit balanced by Billk
- Same 291 heads EXCEPT due to unexpected problems we had an extra wait on the block work, so we did some porting to the exhaust (very mild, BillK saw it), gasket matched (nothing down in runners) and more bowl work and valve job
- Same 1.46" Crane Cams Valve Springs (which i think are/were PAC) still pressure test with in single digits of what they are suppose to be so we used them again (they must have 300-400 runs)
- Crane Saturday Night Special 292/300 @.020" 256/264 @.050" .545"/.563" 105 lobe seperation angle, 102 intake centerline
- Victor Jr. Intake (we may run a few runs after break in time and try our professional products Victor Jr. "look alike" that did ET quicker than the Victor Jr. on the Chevelle
- 850 BG Modified by us (same as a 1000hp Holley)
As to the compression on the new engine, With our heads, head gaskets, deck and pistons we are 12.38:1 EXCEPT i have to figure out how much compression loss we have by top ring location (the higher the top ring the less compression loss), should be about 12.30:1 with our top ring location
Here are some specs, some i dont have with me on the block
- Main bearing clearance .003" / .003" / .003" / .003" / 003"
- Rod bearing clearance (If we had more "time" we would have ordered a set of .001" extra oil clearance and mixed matched bearings to get an extra .0005" but we "can live" with it here
Rod #1 .0021"
Rod #2 .0022"
Rod #3 .0022"
Rod #4 .0021"
Rod #5 .0021"
Rod #6 .0022"
Rod #7 .0020"
Rod #8 .0020"
- Rod side clearance (If we had more "time" again we would have set all the side clearances closer to .030")
Rods # 1&2 .026"
Rods # 3&4 .026"
Rods # 5&6 .020"
Rods # 7&8 .020"
- Crankshaft end play .0065"
- Piston to wall clearance .0075" (will have to look as i forgot that info sheet, its in the shop not my pocket like this one, off memory Bill & I talked about .0075" and thats what i recall them at but will have to look)
- Piston to valve clearance, we checked it with checking springs but had so much visable clearnace we didnt bother to measure
- Rod bolt torque to get proper stretch (.0046") after each rod torqued to suggest torque 6 times, most all of them had to go 65 foot pounds, one was 66 and one was 67
Now i have used many Crane cams timing sets which i cant anymore as they are not opened on that end (they actually did make billet gears there, very accurate gears) , when you degree a cam you have many factors against you such as....
- user error
- key way error in crank
- key way error in crank gear
- error in cam gear
- error in camshaft & more
The cam is a 105 lobe center with 3 degrees advanced ground in which should put the ICL @ 102 and this is where i wanted it, I have been saving a Crane Billet 9 Key Way timing set as we cant get the accurate ones from Crane anymore until they re-open, We degreed the cam and the ICL is clearly @ 102 degrees making it perfect
We did have to notch the cylinders and the oil pan rails for rod & rod bolt clearance, we have clearance .060" or larger now
Here is a link to the pistons we are running, EXCELLENT pistons for the money. They are nice and light
We would like to thank Billk for all the work in the block and balancing, I know Bill was happy to see this block leave his shop as the block was in love with Bill or had a curse on him because everything that "could" go wrong did go wrong, Thanks BillK
Here are the track runs, notice the issues off the line indicated by ET/MPH/60' times, Whats its doing is when it would bounce off the wrong rear springs with the old engine its driving it in too tire shake then spin with this engine, it however does recover and makes it down the track with a little driving
There was also ZERO track prep and it was a T&T day to top it off so IMO most of the issues was the track prep and the rest was the springs, it has 9.90's potential
Pass 1 off the trailer
660' 6.504 @105.68mph
1/4 10.247 @130.97mph
Notes: tire spin after leave 20' out
PAss 2, loosen the shocks and drop air pressure from pass 1 settings
60' 1.445 (shook the tires and got sideways with nose of car aiming 11-11:30)
660' 6.572 @105.14mph
1/4 10.322 @130.58mph
Notes: shook a little on the gear change, believe it it hit the converter on shift and shook - shift @6,000rpm so we are raising the shift rpm to 6400rpm. We also were bouncing off the rev limiter @ 7200rpm on this pass
Pass 3, back to pass one settings with 1 extra click to stiff
660' 6.51 @106.06mph
1/4 10.228 @132.06mph
Notes: still have tire spin off the line but getting better, shifted @ 6400rpm and ran 6800rpm past the lights
Pass 4, no changes
660' 6.483 @106.56mph
1/4 10.190 @132.28mph
Notes: still had tire spin, for about 6-8'
We did get video of these but dont know how to get them loaded, Our old camera took a chip, this one has a tape and I cant get them uploaded
EDIT: Here are a few pics of this engine and the time slip from the first pass off the trailer
400 Engine Pic
Time slip for 1st pass off trailer
Pic of the car in the pits