The original engine had an aftermarket windage tray that we cut and modified with a unidirectional windage tray screen from Moroso. The pan must have 2 totally independent oil pick-ups, one at the front and one at the rear. The clearance checks were performed on the connecting rod bearings and main bearing of the rotating assembly and averaged from. Our stock iron cylinder heads were ok, so if we used them we felt that a small stroke increase would be beneficial and also gain some cubic inch displacement. This system of oiling from both ends of the engine does help durability in high R.
The runners in the intake manifold as cast were in need of some attention and would not support the power gains we were in hopes of. In this application, the pressure pump receives it's oil by way of a tube and fitting arrangement from outside the pan. Also, I've already been told about the 90 Holley jet in the oil supplies to the heads. The Ed Performer would be good for a stock cam 360 but is too small for anything bigger. If the 360 you just got looks that good - no ridge etc - why not just do rings, bearings, timing set, etc and put it back together? In addition, you need to check the oil to be certain that there are no internal water leaks. Come to find out, there would only be one glitch in our plan, which would be the crankshaft. Tuning, whether on a dyno or in a car, is a three-step process.
Here is a rundown of the engine in the car. The rotating assembly arrived so we checked the balance of the crankshaft assembly with our flywheel and clutch components and ended up adding some Mallory heavy metal to the crankshaft to complete the balancing procedure. The rods are finished honed to adjust to the proper clearance. Believe it or not the 360 will still haul some weight around though. At this point, we were still keeping a budget build in mind, but which stroke should we use? The new heads had round ports that went straight to the valve, rather than bending around the push rods like other wedge engines.
Located in southern California, Dema has been in the camshaft grinding business since 1957. Use a car distributor, and do not forget to drill the oil hole in the bushing or the distributor will seize up in the bore from lack of oil. Another thing to take note of is the side oiler uses a different set of cam bearings than a top oiler block. This is a good idea for any drill used for opening up an existing hole. I will check the seating on all the valves at the very least though. If he has more on the shelf and is honest, he will get another ring.
At Dove, we have devised a cam bearing tool that will install the bearing straight, and then, a sizing tool that automatically, when pressed through the cam bearings, sets the proper clearance and also sets the depth of the front cam bearing. Drain and inspect the break-in oil. At least beyond the 3rd main bearing hole, and probably all the way through. Book also includes engine swaps for hot rods, trucks, and other Ford muscle cars. First, you need to establish control.
When using a finish this smooth, you must be sure of the trueness of the cylinder, and the accuracy of the rings being used. The valve guides in the cylinder heads were completely worn and the crankshaft looked as though it was starting to gradually eat the main bearings. It is particularly important on flat-tappetcam engines that you do not spend a lot of timing cranking; you want all that cam lube to stay in place for the first few revolutions. While it is true that the idle speed of these engines is not to be adjusted with the throttle stop, as you would on a carburetor, an adjustment does need to be made. A great example showing the benefits of dyno tuning is thi 2008 Engine Masters Challenge entry. Written by Barry Robotnik and Republished with Permission of CarTech Inc. The trick is finding a gearhead-type mechanic with proper experience in accurately diagnosing and tuning old-school mechanically controlled components like carburetors particularly Holleys and distributors.
It takes at least three dyno pulls to define a trend. Remember that you only have the outer valvesprings if you are doing a flat-tappet-cam break-in, you cannot rev it up very high without risking damage. Lots of guys who have musclecars for cruising never give any thought to wide-open-throttle performance, assuming that if the car idles well, it will run good wide open, which is absolutely not so. To further complement the cylinder heads, we wanted to upgrade the existing stock rocker stands. The main circuit is responsible for the majority of fuel delivery at higher speeds, with an additional 20 to 40 percent of the total flow coming through the power-valve-channel restrictions. We also show proper tools for Holley tear down.
The rocker arms are not oiled by the pushrods. Survival Motorsports is also set to release a new set of medium riser style cylinder heads very soon. We restore our Instrument cluster with parts from National Parts Depot. The chambers were too big, the ports were too small, and the castings were too thin. Rotating Assembly The rotating assembly package consists of three different crankshaft strokes to choose from, which is 3.
We have one Sportsman Late model engine with four seasons of use, that checks from 4 to 6 percent leak-down. We talk to Rick Schmidt about why he is ending this 24 year tradition at the Silver Springs state park. You need to measure the bore and the stroke to know for sure. This makes spotting any problems, required repairs, and adjustments far easier than if the engine were in the car. The use of a Fluidampr in any performance build is cheap insurance in keeping out harmful torsional vibrations that can cause damage to any engine. Look for rods from a stock hydraulic lifter engine, they will have less stress and fatigue.
I'm a young guy working on a tight budget, so I just want to put together a solid motor that will perform a little better than the 360. However, the tuning and set-up information in this chapter gives you the knowledge to properly guide your engine through the dyno tuning process, so you wind up with the strongest-running engine. Also, the camshaft was very hard to turn in the block. Not only to see where we stood on airflow, but to also help aid in designing the camshaft profile. Remember that every action has an equal and opposite reaction. Fuel injectors require a specific amount of fuel pressure to operate properly, otherwise the stream of fuel sprayed may not atomize sufficiently.