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Owner: Bob Johnson of Gainesville, GA.
A/FX Class 1965 Mercury Cyclone 427 SOHC Cammer Short Block.
Considered by many to be the most powerful naturally aspirated factory built engine ever produced.
From Hot Rod Magazine written by Jay Brown
Developed during a crash, 90-day engineering program in 1964, the 427 SOHC engine was Ford's response to the Chrysler Hemi's dominance in NASCAR during the '64 racing season.
Based on the successful 427 FE engine, the cammer featured a chain-driven roller cam in each cylinder head, actuating big valves in hemispherical combustion chambers.
Horsepower was rated at 616 for the single four-barrel version and 657 for the dual quad, and Ford tested the factory engines to more than 8,000 rpm on the dyno.
The engine was shaping up to be a formidable NASCAR competitor.
Unfortunately for Ford, a variety of factors conspired to keep the engine from being approved for NASCAR racing, including screams of protest from Chrysler and the higher speeds the SOHC would undoubtedly bring to the racetracks.
Having made the commitment to limited production and unable to compete with the engine in NASCAR, Ford scrapped its plans for building cammer Galaxies for NASCAR homologation and focused on promoting the 427 SOHC as a drag racing engine.
It immediately made its mark on the dragstrip in the world's first flip-top blown fuel Funny Car--Jack Chrisman's '65 Mercury Comet. In 1966 Sneaky Pete Robinson won the NHRA Top Fuel crown with his SOHC-powered dragster, and in 1967 Connie Kalitta won the AHRA Winter Nationals and the NHRA Winternationals with his SOHC rail.
With Danny Ongais driving, Mickey Thompson dominated the new NHRA Funny Car class in 1969 with his awesome cammer-powered Mach 1s. Racing legends such as Ohio George Montgomery, Dyno Don Nicholson, Les Ritchey, and Don Prudhomme also campaigned cammer race cars in the '60s and early '70s, and the sounds of the SOHC zinging to 9,000 rpm were not uncommon at dragstrips across the country.
Never made available in a production vehicle, the estimated 750 to 1,500 SOHC crate engines sold over the Ford parts counter were raced heavily in the late '60s and early '70s.
But after Ford withdrew factory support, the parts supplies began to dry up, and by the late '70s, a SOHC became an unusual sight. By the '80s and '90s, the engine had acquired collector status, with few engines together and running and small caches of scarce SOHC parts scattered in unknown warehouses and garages from coast to coast.
Enthusiasts interested in building a cammer were forced to collect the factory parts piece by piece, often over many years, before a complete engine could be assembled.
Nevertheless, interest in the 427 SOHC endured, and over the last few years several manufacturers have stepped up to fill the demand for the parts required to build these legendary engines.
In fact, it is now possible to build a complete cammer from scratch, using only aftermarket parts.
Read more: www.hotrod.com/techarticles/engine/hrdp_0908_ford_427_cam...
From my Classical Gasser Series
Playing Now: Ragged Cross ~ Grace Potter & Willie Nelson
Photographed @ the 2013 16th Annual Goodguys PPG Nationals in Columbus, Ohio.
COPYRIGHT NOTICE: © 2013 Mark O'Grady Colour Studio\MOSpeed Images. All photographs displayed with the Mark O'Grady/Mark O'Grady Colour Studio/MOSpeed Images logo are protected by Canadian, United States of America and International copyright laws unless stated otherwise. The photos on this website are not stock and may not be used for manipulations, references, blogs, journals, share sites, etc. They are intended for the private use of the viewer and may not be published or reposted in any form without the prior consent of its owner Mark O’Grady/MOSpeed Images Group LLC.
Chen's superclean JDM inspired RX-7 I shot a while back at the Shift-S3ctor Global Time Attack. Read about it over on Revvolution.com
While we were walking around the spectator's parking lot at TX2K this year we stumbled on this gem. I think its the best looking FR-S I've seen so far. There's an article about it here Revvolution.com
Check out the article over at revvolution.com/techarticles/id/157
A turboed LS9 swap? Yes please. A feature from the Shift-S3ctor Airstrip Attack.
Read about it over on Revvolution
iBall reportedly launches Andi 4F ARC3, priced at Rs 3,999
Breaking News from India - gujarat news portal
Callies Compstar 3.750" Stroke "Large Main Journal" 2.650" Small Block Chevy Crank with rod journal lightening holes to reduce weight and rounded counterweight edges to reduce windage.Removing the counterweights at each end of the crank{and the forging} should go along way to relieve flex at the main bearings,and crank twist.The large main journal has more crank overlap for a stronger crank:
www.popularhotrodding.com/tech/0710phr_crankshaft_tech/ph...
but it also thins the block web some,{along with 4-bolt versus 2-bolt main}so it's pick your poison using a OEM block{350 versus 400 blocks}the smaller journal would decrease friction but for the RPM range intended for this build I doubt that any of the advantages/disadvantages will make a noticable difference,I wanted the 400 block for the bore size,and budget,so the crank journal size choice was simply one that fit.SBC 383 build guide article from a 350 block:
www.carcraft.com/techarticles/ccrp_0808_383_stroker_small...
Rear main cap oil pump passage smoothed for oil flow.I blueprinted the bearing clearances to .003"mains,.002"rods by measuring,mixing and matching the upper and or lower bearing shells within the set.Two of the rods ended up just under .002" at .0018"and .0019" and one of the mains was .0028".All of the clearance variances were much less than .0005" out of the box,but by mixing and matching I got them all consistent with the exception of the two rods and one main.All of the parts and measuring tools were kept in the house for a constant measuring temp.and was much more comfortable for me to do the detail work{My wife rolls her eyes and shakes her head at me}but I actually do have a method to my madness.After I had everything measured,matched,and labeled I moved it all back to the garage for assembly.I went with the old rule of thumb for bearing clearance,.001"clearance for every inch of journal size to help keep as much oil control as possible.If this engine was planned to see extended high RPM use from the start, I would have used a .001" oversize bearing half in the rods to open the clearance up to .0025".
www.carcraft.com/techarticles/ccrp_0805_high_performance_...
Material = 4340
Rod Pins = 2.100"
Bob Weight =1,743 g
Bob weight is the rotating weight of the piston,pin,locks,rings,and rods.
Note: Typical Chevy 350 bob-weights are in the 1,910-1,930 gram range,and a typical bob-weight for a 6" rod 383 SBC is around 1800 grams.
Bearing clearance link:
www.carcraft.com/techarticles/ccrp_0805_high_performance_...
Engine Balancing and crankshaft info:
www.carcraft.com/howto/ccrp_0803_engine_balancing/index.html
Crankshaft Developments:
www.circletrack.com/drivetraintech/ctrp_0410_crankshaft_d...
Crankshaft Talk from the Experts:
www.chevyhiperformance.com/tech/engines_drivetrain/shortb...
Crankshaft Tech:
www.popularhotrodding.com/tech/0710phr_crankshaft_tech/in...
This is a link to a SBC 401cu.in. build from a .060"over "stroker" 350 block,4.060" bore,3.875" stroke,I thought it was interesting to see what the longer stroke did to the torque curve compared to other builds with about the same cubic inch.and was thinking about a longer stroke for my own build,but decided against it to keep the rod/stroke ratio a little higher and relieve some cylinder wall thrust.
airflowresearch.com/articles/article031/A-P1.htm
SBC 408cu.in. from a 350 block.4.000" stroke
www.popularhotrodding.com/tech/0805phr_408_cubic_inches_w...
SBC 408cu.in. from a .040" over 400 block.3.750" stroke
airflowresearch.com/articles/article045/A-P2.htm
SBC 412cu.in. 4.155"bore, 3.800" stroke
www.superchevy.com/technical/engines_drivetrain/completeb...
SBC 420cu.in. 4.155"bore 3.875" stroke
www.carcraft.com/techarticles/ccrp_0406_chevy_brutus_smal...
SBC 450cu.in from a Dart block,with the same 215 heads I used.
www.hotrod.com/techarticles/engine/113_0312_dart_450ci_sm...
Rod/Stroke Ratio,and Bore/Stroke of Common Engines:
Mopar 340----1.85R/S............ Bore=4.040"......Stroke=3.310"
Mopar 360----1.71R/S.............Bore=4.000"......Stroke=3.580"
Mopar 383----1.88R/S.............Bore=4.250"......Stroke=3.375"
Mopar 426Hemi---1.83R/S....Bore=4.250"......Stroke=3.750" {same stroke as SBC400}
www.carcraft.com/techfaq/ccrp_0809_building_hemi_for_less...
www.moparmusclemagazine.com/techarticles/37345_favorite_e...
SBC 302----1.90R/S................Bore=4.000"......Stroke=3.000"
SBC 305----1.64R/S................Bore=3.736"......Stroke=3.480"
SBC 307----1.75R/S................Bore=3.875"......Stroke=3.250"
www.superchevy.com/technical/engines_drivetrain/completeb...
SBC 327----1.75R/S................Bore=4.000"......Stroke=3.250"
SBC 350----1.64R/S................Bore=4.000"......Stroke=3.480"
www.carcraft.com/techarticles/116_0108_chevy_350_crate_en...
SBC 383/6"rod---1.60R/S.......Bore=4.030"......Stroke=3.750"{same stroke as SBC400}
www.hotrod.com/projectbuild/hrdp_0609_500hp_small_block_c...
"Stock" SBC 400---1.48R/S....Bore=4.125"......Stroke=3.750"{POOR R/S Ratio}
SBC406/ 6"rod---1.60R/S.......Bore=4.155"......Stroke=3.750"{The combo I used,internal ballance}
BB Chevy 427----1.63R/S.......Bore=4.251"......Stroke=3.760"{Ideal for Corvette,"My opinion"}
carcraft.automotive.com/115830/ccrp-0910-chevy-l88-427-en...
BBC 454----1.53R/S................Bore=4.251"......Stroke=4.000"{external ballance}
Ford 302----1.70R/S................Bore=4.000"......Stroke=3.000"
Ford 460----1.72R/S................Bore=4.360"......Stroke=3.850"
Buick 455----1.69R/S..............Bore=4.3125"....Stroke=3.900"
Olds 455----1.58R/S...............Bore=4.125".......Stroke=4.250"{same bore as SBC400}
www.popularhotrodding.com/tech/1006phr_1965_oldsmobile_cu...
www.carcraft.com/techarticles/116_0010_455ci_engines/inde...
www.popularhotrodding.com/tech/0302phr_oldsmobile_455ci_e...
Pontiac 455--1.57R/S.............Bore=4.150".......Stroke=4.210"
www.carcraft.com/techarticles/ccrp_0408_500_hp_street_her...
www.carcraft.com/techarticles/ccrp_0706_v8_engine_perform...
General guidelines is that a R/S ratio of 1.55 or higher is needed to reduce side thrust of the piston and reduce friction,this becomes more critical above 5500 RPM.
Rod Length Article:
www.stahlheaders.com/Lit_Rod Length.htm
Various SBC Engine Builds:
SBC406 Vortec heads and AFR 180 Comparison with 9.5:1 CR:
www.popularhotrodding.com/enginemasters/articles/hardcore...
A comparison of two 500hp SBC street engines 355 cu.in.and 406 cu.in.:
airflowresearch.com/articles/article096/A-P1.htm
9.8:1 CR 515hp Dart 406:
www.chevyhiperformance.com/techarticles/90719_dart_215cc_...
Stroker Soup:
www.superchevy.com/technical/engines_drivetrain/completeb...
400 Block-381ci. 680hp 12.2:1 CR:
www.hotrod.com/techarticles/engine/0304_chevy_400_block_3...
SBC 406ci. 11.1:1 CR 583hp:
www.chevyhiperformance.com/tech/engines_drivetrain/comple...
Beehive spring upgrade:
www.chevyhiperformance.com/tech/engines_drivetrain/shortb...
10.4 comp. 383 SBC with Dart 215 heads:
www.chevyhiperformance.com/techarticles/0304_beck_racing_...
Dart 440 SBC 10:1 comp. with Dart 215 heads:
www.dragzine.com/tech-stories/engine/dart-builds-the-ulti...
Video of a 406 SBC from Nelson Racing Engines.New EFI Hilborn 8 Stack.Very Cool induction system,and Responsive!!!!!! :
Callies Compstar 6.000" H beam Rods,Mahle Grafal skirt coated,and all over phosphate thermal barrier coated,Forged,Flat Top Piston.1.5,1.5,3.0MM File Fit Plasma Moly Rings.Light Weight Full Floating Pin and F1 style round wire locks.The thin oil ring prevented the ring land from running through the pin boss with a 1.125" Comp. Height.Piston weight is 435 Grams,piston clearance is .003",piston ring end gap;.018"top,.024"second.Rod bearing clearance .002" Rod side clearance .017"-.020"
Piston and ring technology:
www.carcraft.com/techarticles/piston_ring_technology/inde...
400ci. Dart Aluminum SBC engine build with Mahle pistons:
www.chevyhiperformance.com/tech/engines_drivetrain/shortb...
Mahle Piston info:
www.popularhotrodding.com/enginemasters/articles/hardcore...
Callies H beam Rod weight info:
A 1 Tulsa Photo senior portrait photography senior pictures this is my ride.
1948 Chevrolet pickup truck. The pickup has a 383 aluminum head roller cam motor. The Comp hydraulic roller is an XR294HR stick with 242/248 degrees of duration
I won't say the HP but it's way to much for the 265's on the back. The aluminum radiator does a good job in the heat with the airconditioner on, The TCI 700r4 is built for 550 hp It runs fine on premium gas.
A couple of the guys in my street rod group said if I would supply the parts, beer and food they would build it (two week ends) We got a lot of engine ideas from this. Read more: www.hotrod.com/techarticles/engine/hrdp_0503_chevy_383_en...
Recurved HEI with Accel coil,MSD Module with Rev.Limit and MSD wires,39 degrees total and all in by 3000 RPM seems to be what it likes for max. performance on race gas blend with 91 octane non-oxygenated pump gas at a 1 to 10gal. ratio.After "learning" the tune,I have weaned it off the race gas blend,slowed the curve down, and put a vacuum advance canister on that works with 10" vacuum and a limit stop set for 10 degrees total vacuum advance,hooked to manifold vacuum.That gave a much smoother idle,better mileage,with lower exhaust and engine temps tuning for the single plane intake and low RPM cam overlap it has.The curve with vac. plugged/unhooked is 24deg.@idle , 28deg.@1500RPM ,32deg.@2000RPM ,34deg.@2500RPM .36deg.@3000RPM ,38deg.@3500RPM with no sign of detonation on straight 91 octane non-oxygenated pump gas,I have a idea that this curve will still be too aggressive with traction but I am in the ballpark.The smoothest idle is 34deg. with vacuum advance hooked up and 46deg. at cruise RPM{2500} for mileage,and no "lean" surge.The next move is to learn the tune for E10premium,E15,E20,Etc.,and when I run out of jet,get a carb.and fuel system for E85,and turn it into an alcoholic.
www.enginelabs.com/features/sema-coverage/sema-2013-holle...
91 Octane versus 114 Octane with 9.9:1 compression ratio:
airflowresearch.com/articles/article045/A-P2.htm
Old iron:Tuning a carb.eng.:
www.enginebuildermag.com/Article/3986/old_iron_tuning_a_c...
Recurving for power:
www.corvettefever.com/techarticles/distributor_recurving_...
Design your own ignition curve:
www.chevyhiperformance.com/howto/46178/index.html
E85 with 12.5:1 compression ratio test:
www.carcraft.com/techarticles/ccrp_0611_e85_ethanol_fuel_...
10:1 compression ratio and 12 pounds of boost on E85
www.carcraft.com/techarticles/ccrp_0702_e85/index.html
Pump gas secrets:
www.popularhotrodding.com/tech/0605phr_pump_gas_secrets/s...
www.highperformancepontiac.com/tech/hppp_0909_ethanol_fue...
5 important tips when using alcohol fuel:
www.circletrack.com/enginetech/ctrp_1012_alcohol_engine_m...
Knock Sensor light link.
tunertools.com/articles/KnockLite.asp#KnockLite Instructions
J&S Knock Sensing ignition retard:
Everythings set,time for the Intake.Comp XE282 Solid lifter Cam with the Pulsed Plasma Nitriding process,1.6In. 1.52Ex. Ultra Pro Magnum Rockers,Cloyes Billet True Roller timing set with captured needle bearing and thrust button,Inner Springs Removed For Cam Break-in.I did not take a picture of the cam??it had a very smooth black finish on the lobes from the Plasma Nitriding process,it also was not a small base circle cam commonly used with this setup,the Callies 6.000" rods are "stroker" clearanced.Cam specs.with rocker ratio used are:284/290 @ .015", 246/252 @.050", 158/164 @ .200" . Lift = .555" In. .548" Ex. 110 deg.LSA, installed at 105.5 deg.LCA{4 deg. advance ground in}and a 1/2 deg.advanced to allow for chain stretch. 68 degree overlap.
Degreeing Your Cam Video:
dartheadstv.com/video_detail.php?mId=13759
The stock SBC uses a 1.875" diameter cam journal,which means that in order to create additional lobe lift,the cam grinder is forced to make the base circle of the cam increasingly smaller in order to fit the taller lobes,and with a longer stroke the lobe to rod clearance becomes another common problem.
Cam base circle = 1.125" Lash = .014" Hot ,Lobe Lift: .347"In,.360"Ex. The Harvey Crane "intensity" rate is 38deg.,most factory cams have a hydraulic intensity rate in the region of 70deg.,the larger the number,the lower the intensity rate,the "intensity rate" can be used at different lift points for comparison also,by subtracting the degrees at the lift points, the speed of the cam profile can be determined.The smaller the number between the two lift points,the greater the tappet acceleration and the higher it's speed is{intensity}.
Fat Cam Cores,Less Lobe Lift,and High-Ratio Rockers:
Chevy "097" Early 300HP 327 Cam- 1.310" Base Circle, .263" Lobe Lift.
Duntov 30-30 Cam-1.220" Base Circle, .324" Lobe Lift. Advertised duration of 346 degrees at lash,254 deg. @ .050" Lift.
Typical Drag Race Roller Cam- .923" Base Circle, .456" Lobe Lift.
Selecting the Profile {intensity rate}:
www.enginebuildermag.com/Article/1232/vizards_view_avoidi...
Timing Chain Selection:
www.enginebuildermag.com/Article/1225/timing_chain_select...
Cam Choice:
www.chevyhiperformance.com/techarticles/49224_choosing_be...
Flat Tappet Cam Failures{Tech. bulletin}:
www.compcams.com/Base/pdf/FlatTappetCamTechBulletin.pdf
Identifying Dart Heads:
www.dartheads.com/tech-articles/tech-tips/identifying-dar...
Pro Plasma Nitriding Process:
www.cpgnation.com/forum/essence-comp-cams-pro-plasma-nitr...
A couple interesting articles I thought,the Car Craft test engine was a 406 also,TFS 215cc heads,with 10.1:1 CR.
The cam specs used with the single plane manifolds are 248/256 duration @.050",Lift .613",LSA 106.
www.carcraft.com/techarticles/1306_19_single_plane_small_...
The cam specs used with the dual plane manifolds are 232/240 duration @.050",Lift .540/.559,LSA 112.
www.carcraft.com/techarticles/1309_dual_plane_intake_mani...
Besides the fact that the testing was done on a similar eng. combo as I have,I thought the interesting part was the average torque results.Not to mention the peaks,but from the average torque chart comparison.The lowest ranking single plane intake they tested with the larger duration cam,had almost the same average torque as the highest ranking dual plane with the smaller duration cam.
Same thing we have discovered over the years without having the dyno test data.The 406 combo has responded well to more duration,more plenum height,larger CFM carb.,and a larger port throughout the entire RPM range on our street engines.I'm sure the peaks are moving in the RPM range when measured on a dyno,but the entire torque curve improves as well.
Note:Low RPM tuning requirements change a bit using the single plane intake with larger cam overlap on the street,and more low speed vacuum advance{or adding it if not used} helps calm the lope for normal driving.Here is a link "understanding why":
www.enginelabs.com/engine-tech/intake-manifolds-single-pl...
Using the vacuum advance to tame the beast for low speed street driving is some of my out of the box tuning idea's that I have found to work over the years when combined with more cam overlap,a single plane intake,and higher gear ratio combo's.Just make sure you hook it to a manifold vacuum port so it drops out when you mash the gas!!!!!!!!
More on why it works here:
The rotating assy.is all together for the last time in this photo{after many mock up's},and I thought things were looking plenty stout at this point for a 6500RPM red line.Callies Compstar Internal Ballance Forged Crank,6.000" H beam Callies Compstar Rods,Clevite 77 "H" series bearings,Mahle Forged Flat Top Pistons with thin,low drag,file fit rings.Main Studs.400 2-bolt main Block,.030"overbore and torque plate honed, zero decked,checked for cracks,and sonic checked for thickness.10.8 comp.ratio with 72cc head and .040" FelPro MLS head gasket.The long rod and short piston combo kept the entire piston skirt in the cylinder at BDC.This is not a "stroker" engine or a late model block but some of the info. in these articles still applies.
www.enginebuildermag.com/Article/4123/stroker_tips_from_t...
www.carcraft.com/techarticles/ccrp_0810_gen3_5_small_bloc...
The black finish is how the cam looks when the Plasma Nitriding Process is done.The cam needed to be ordered as a "custom grind" to get the Nitriding done,adding to the cost,but I still thought it would be better in the long run for my street engine spending most of it's time at low RPM.The heads I used still flow at higher valve lifts,but the challenge becomes trying to "package" more lobe lift without using a small base circle cam{or the added cost of a roller}.
Lobe number 6057Intake and 6059Exhaust,this dual-pattern cam has a asymmetrical ground lobe, with a very rapid valve opening profile,and a smooth/gentle closing rate.The area under the curve of this solid lifter cam is close to a hyd.roller with the same advertised duration,but has a faster opening rate,and a 1.6 ratio rocker was installed on the intake valve for a little more lift,velocity and duration,and still use the larger base circle.My old hydraulic cam had close to the same seat to seat duration measured @.006" lift as this solid does @ .015" lift and close to the same overlap,but the solid cam has 20 deg. more duration @ .050" lift,and 23 deg. more duration @ .200" lift,both measured with a 1.5 ratio rocker.The solid cam has .083" more total lift with the 1.6 ratio rocker and lash figured in,so I had a pretty good idea of what it's manners was going to be like,and with the heads,extra area under the curve,and changing to a solid lifter, I had no doubt it would make more HP,and still have a simular torque curve and manners as my old engine had. I did not want to order a "custom grind" and find out later that it would not "fit" without a small base circle{rod to lobe clearance},
www.hotrod.com/techarticles/hrdp_0811_small_block_chevy_b...
so I used the 1.6 ratio intake rocker to make use of the head flow at higher lift.The higher ratio rocker will increase turning resistance,but the lower spring press.used for a flat tappet cam should offset that some,and still have valve control for the RPM intended.
dartheadstv.com/video_detail.php?mId=13363
I used my "old" cam {110 LSA}mocked up in this engine and degree'd in to 106 LCA so I could measure what the maximum lift and base circle diameter could be and still get minimum safe rod/lobe clearance.Wider LSA's yield increased piston to valve and cam to connecting rod clearance,than would an equivalent lift and duration cam with narrower lobe centers.
Three-Way Cam Lobe Shootout:
carcraft.automotive.com/75797/ccrp-0710-camshafts-interna...
Under the Curve:
www.chevyhiperformance.com/techarticles/148_0505_camshaft...
Pro Plasma Nitriding Process:
www.cpgnation.com/forum/essence-comp-cams-pro-plasma-nitr...
XS282S Specifications with 1.5 Ratio Rocker:
www.compcams.com/Company/CC/cam-specs/Details.aspx?csid=2...
How to break in a new Cam:
www.carcraft.com/howto/ccrp_0702_break_in_new_cam/index.html
Mechanical Flat Tappet Vs. Hydraulic Roller Vs. Mechanical Roller:
Cam-------------------------ADV. DUR.---------DUR.@.050"--------DUR.@.200"-------Lift---------Lash
Comp 280 HR-----In.--------282--------------------230---------------------151------------.510---------N/A
------------------------Ex.--------288--------------------236---------------------157------------.520---------N/A
------------------------------------------------------------------------------------------------------------------------------
Crane mech.roller.In.-------294--------------------244----------------------157------------.543--------.020
SR244/362 2S 12-Ex.------302---------------------252----------------------166------------.561--------.020
------------------------------------------------------------------------------------------------------------------------------
XS282S-1.60ratio In.--------284--------------------246----------------------158-------------.555-------.014
Solid lifter1.52ratioEx.-------290--------------------252----------------------164-------------.548-------.014
------------------------------------------------------------------------------------------------------------------------------
Comp 280R---------In.--------280--------------------242----------------------164-------------.570-------.016
-------------------------Ex.--------286--------------------248----------------------170-------------.576-------.018
All Comp Mechanical cams advertised duration is rated at .015" lift,and the hydraulic cams are rated at .006" lift.
XS282S Cold valve setting=.011" expands to .014" Hot
Note:Mechanical cam lift values are listed without lash settings{lift - lash = max. theoretical valve lift}
Just playing around a little bit.The red light is flashing on the camera[low battery] at least the red light is not flashing in the rear view mirror,the car actually gets better traction when I'm letting off the throttle than it does when I'm stepping on it{I have not got used to this engine yet}. So there you have it,[see" SBC 406 build" set] I tried to build a N/A, durable pump gas performance engine,without power adders on a budget, to power the Vette,and the possibilities are endless for a Chevy engine[without the budget part],now all I need to do is figure out how to get some traction without breaking too many parts,Oh Well,life is full of consequences,but the Hot Rod is part of what makes it fun.
www.hotrod.com/techarticles/nhra_legal_rules_regulations_...
www.corvettefaq.com/c3/6link/index.html
www.dragvette.com/80__82_6link.htm
www.dragvette.com/irs_build_up.htm
www.tomsdifferentials.com/index.asp
www.livermoreperformance.com/camaro_vette_safety.html
www.jegs.com/webapp/wcs/stores/servlet/KeywordSearchCmd?s...
Russell Westusen's Cobra 427 from Backdraft Racing. PP done with Neoimaging to add "old" effect to photo.
For those of you interested in obtaining a BDR roadster you can go to www.backdraftracing.co.za for more info.
For a very informative article about BDR and the build process go to www.kitcarmag.com/techarticles/0711kc_building_a_backdraf...
The Victor Jr. intake looks pretty low inbetween the tall valve covers,the heads also have an extended gasket surface and thick gaskets were used.
www.hotrod.com/techarticles/engine/hrdp_0802_chevy_intake...
Lifter Bore grooves for cam lobe oiling,and honed for correct lifter clearance for proper lifter rotation,the oil drain holes got smoothed and the lifter valley painted with Glyptal for better oil drain back.The plan was to get the valve open quickly into the "meat" of the head flow with a old school flat-tappet cam{like a drag race profile does},and still retain a streetable idle and vacuum.I found that profile with the Comp Cams Xtreme Energy grinds.A more "aggressive" cam lobe, with high lift velocities allows you to shorten the duration,that is good for a street engine needing torque,but is not so good for the life of the lobe, so the idea is to add more oil to the offending sight.The long rod/stroke package makes the combustion chamber appear smaller to the incoming air/fuel charge{the piston will dwell longer near TDC}because of this less overlap is needed to properly fill the chamber,less overlap=more vacuum,and to take advantage of the head flow with the slower piston speed leaving TDC the valve needed to be opened as fast as possible,so a aggressive lobe with a 1.6 rocker ratio,280ish duration on a 110 LSA is the plan.The lobe profile I was thinking of is also designed,and tested with higher ratio rockers in mind.I wanted a solid lifter cam for the nostalgia valve train sound,and responsive characteristics.With a 3.08 gear ratio this engine will spend alot of time at low RPM{needs low/mid range torque} and I was just not convinced of a solid roller living in a street engine any longer than a solid flat tappet{exploding solid roller lifter dilemma},and a solid flat tappet can get in the range of a hydraulic roller{area under the curve}for less money.Chris Mays of COMP Cams claims that when comparing an Extreme solid flat-tappet cam to an Extreme hydraulic roller,the flat-tappet will make more power.
Hard-core cam tech with the experts from COMP Cams and Isky Racing:
www.chevyhiperformance.com/tech/engines_drivetrain/cams_h...
Camshaft Overlap Article:
www.chevyhiperformance.com/techarticles/95298_camshaft_lo...
Running Big Cams on the Street Article:
www.popularhotrodding.com/enginemasters/articles/hardcore...
Avoiding Flat Tappet Cam and Lifter Failure Article:
www.enginebuildermag.com/Article/1232/vizards_view_avoidi...
It sure is fun to get parts like this for the Hotrod,I was impressed with the quality of the Callies rods.One of the big selling points for me was that they are "stroker" clearanced,I am still using the stock stroke for a 400 but did not want to use a small base circle cam if I could help it,and that gave me some extra rod to cam lobe clearance for the cam grind I was planning.
Valve train development video:
dartheadstv.com/video_detail.php?mId=13363
Big end bore sizing out of round,and repeatability was also a selling point,I had the caps on and off,torqued/retorqued many times to blue print bearing clearances and the dimensional repeatability was as advertised. I also went with a little longer rod yet[6.000"] from my last 406[5.700"] to help the rod/stroke ratio.The stock 400 rod is a short 5.565".Rod Ratio={Connecting rod length,center to center}/crankshaft stroke. Their has been alot of "claims" that rod length moves the HP/TQ curve around that I am not convinced of,what I am convinced of is that the long rod with the same stroke will dwell the piston near TDC longer,creating less piston rock at TDC and BDC for better ring control,less thrust on the cylinder wall,and it makes the combustion chamber appear smaller to the incoming air/fuel charge,because of this less cam overlap is needed to properly fill the chamber. The total weight of the H beam rod is 612 grams.
R/S Ratio 1.60
Rotat Wt 442gms
Recip Wt 170gms
Big end dia. 2.225"
Pin end dia. .927" SS Clips #06441489
Material 4340
ARP 2000 Series Bolts,Torque to 75ft.lbs. with E.P. #3 lube,in three increments.
Stock 400 info:
www.carcraft.com/techarticles/400_small_block/index.html
Callies Compstar Rod info:
www.callies.com/compstar/connecting-rods/
Finding the longest Rod:
The float has been cut down and the plastic filler covering the float assy. has also been cut to allow more room in the float bowl for fuel,Q-jets have a small fuel bowl and a high volume fuel pump,and low restriction inline filter is needed,plus anything else you can do to keep the bowl full under load.The fuel bowl vent has been angle cut to prevent fuel pullover and air horn baffle added between the primary and secondary ports.The primary throttle plates got a hole drilled by the off-idle port for extra idle by pass air,idle bleed drilled to .125",idle mixture screw discharge ports drilled to .093",and the idle orfice tubes drilled to .041",along with the lower float setting it all helped to stop the main jets from drizzling,and I have a pretty good stable idle.All jetting has been done using non-oxygenated fuel for a base line.
www.chevyhiperformance.com/techarticles/0606ch_carbureted...
The easy way to identify a 750 cfm is by the "bump" in the casting at the 11 o-clock position in this photo,the smaller cfm has no bump and the casting ridge is thick all the way.The 800 cfm has the "bump" 1 7/32" venturi size plus the outer booster ring removed.The primary jets are 71 with a two step single taper 42 power valve needles and 4# power valve spring.
Car Craft budget Carb.Shootout:
www.carcraft.com/techarticles/ccrp_1210_seven_budget_carb...
Carb.tuning secrets:
www.circletrack.com/techarticles/ctrp_0707_carburetor_tun...
Calibration changes that are needed to use Ethanol fuel blends:
The MLS gasket connects the exhaust side steam holes with the main water jacket so only the intake side steam holes needed to be drilled in the new heads.The tapered inner diameter fixed size ring compressor is the only way to go for easy piston installation,with the thin oil rings.
www.superchevy.com/technical/engines_drivetrain/shortbloc...
Why all the marks on the piston?,it's just my way to verify proper ring gap alignment per.Mahle instruction,so I don't have to question myself after the piston is in the hole.
www.popularhotrodding.com/enginemasters/articles/hardcore...
www.summitracing.com/parts/FEL-1143/
What's new in Piston rings:
www.hotrod.com/techarticles/engine/hrdp_0910_piston_ring_...
Mahle Performance Rings:
www.us.mahle.com/MAHLE_North_America/en/Motorsports/Perfo...
My first thought was,Wow that's a short piston...I hope it don't rock in the bore so much it looses oil control.They are forged from 4032 high silicone low expansion aluminum alloy for high strength and reduced piston to wall clearance and have a accumulator groove between the top and second rings to help reduce the chance of ring flutter,so with a tight piston,longer rod,thin standard tension ring set,and the skirt coating I'm hoping it will not use oil.They did not require a oil ring rail with the short Comp. height 1.125" due to the thin,low drag rings,1.5mm,1.5mm,3.0mm.The piston weighs a mere 435 grams.I do not know what a stock 400 piston weighs,but my guess would be at least, twice as much as this piston,they look alot like the piston on the left in this photo,LOL
www.carcraft.com/techarticles/piston_ring_technology/phot...
it is also lighter than the piston from my old 406 with the 5.700" rod,so it should make it alot more RPM happy and responsive to the throttle.
Mahle Motorsports Video:
www.youtube.com/watch?v=u_KaeSng7UE
4032 and 2618 Forged Piston Alloy Comparison:
www.carcraft.com/techarticles/ccrp_0810w_mahle_piston_all...
Mahle Powerpak Piston Article:
www.popularhotrodding.com/enginemasters/articles/hardcore...
Piston Ring Article:
www.stockcarracing.com/techarticles/scrp_0510_piston_ring...
This is a much better photo of a Mahle Powerpak piston:
www.chevyhiperformance.com/tech/engines_drivetrain/comple...
A Better Grille was the name of this tech article for Super Chevy Magazine. Follow along as we show how to install a Heritage Grille in a 5th Gen Chevy Camaro. Also the Grille was custom painted to match the body color of the Camaro we installed it in.
For all of your custom and restoration needs give us a call or click at (314) 968-8377 or www.cleancutcreations.com
Fine us on Face Book at www.facebook.com/CCCSTL
Ended up needing a +.150" pushrod to get correct valve train geometry,the complete valve train is from Comp Cams,987 dual springs with damper,10 degree super locks,steel retainers,spring locators,solid lifters,hi-tech one piece pushrods,rockers,and cam.The inner springs are removed for cam break-in.
www.carcraft.com/techarticles/ccrp_0401_pushrod_length/in...
I used a pair of the Comp Cams adjustable push rod checkers with everything set up to "running" conditions,that made things pretty easy to get the correct push rod length for valve train geometry.
dartheadstv.com/video_detail.php?mId=13440
www.dragzine.com/tech-stories/engine/engine-building-tips...
The secondary air flap is set by adjusting the spring tension,I have them set loose so they open like a mechanical secondary,they are pushed open with a plastic tie strap in this photo,I use a marine type accelerator pump with a stiff spring to cover the secondary tip in "bog",if I step into the secondarys slowly it does have a slight hessitation.I first had them set stiffer for a totally smooth tip in but the car was too hard to drive,I could not tell when they started to open and when they did the car breaks traction,so I set them loose so they open with the pedal like mechanical secondarys and just step the pedal a little quicker for more of a accelerator pump shot to cover the hessitation,it's not long and I have to get back out of the secondarys to keep the engine from over reving.When I get the car to hook better I'm sure I will have to drill the pump discharge holes a little larger to cover the secondary tip in.
www.popularhotrodding.com/tech/0503phr_carburetor_tech_ho...
www.circletrack.com/enginetech/ctrp_1008_quadrajet_racing...
www.thecarburetorshop.com/Ethanoluse.htm
www.carcraft.com/techarticles/ccrp_1210_seven_budget_carb...
The vane added to the guide boss can somewhat be seen in this photo,part of Dart's wet flow technology,this article has a much better photo of the changes from the previous Pro1
www.superchevy.com/technical/engines_drivetrain/cams_head...
the intake seats have five angles and the valves are back cut.On a 383 test engine the Platinum series head made 26HP more over the previous Pro 1 and the torque curve/ peak was also up.
www.superchevy.com/technical/engines_drivetrain/cams_head...
www.chevyhiperformance.com/tech/engines_drivetrain/cams_h...
Valve seat power:
www.stockcarracing.com/techarticles/scrp_0709_valve_seats...
The physics of air movement states that as velocity decreases the pressure increases and that pressure and velocity are inversely proportional.This explains how an airplane wing creates lift.A wing is shaped so that the top portion creates a curved,longer path.With enough airspeed,the air traveling over the top of the wing must accelerate,creating high velocity and lower pressure.Because the wing is flat on the bottom,the air has a shorter distance to travel,creating less velocity and therefore more pressure.This same pressure versus velocity relationship also comes into play in the cross-sectional area of the intake port.It creates velocity at the intake pushrod restriction.This higher inlet speed then slows as it moves past the pinch point,this creates pressure past the open valve.Despite the rising pressure in the cylinder from the piston moving up ABDC,additional cylinder filling can be achieved because of this greater pressure past the valve.This can and often does result in cylinder filling that exceeds 100% volumetric efficiency{VE},within the mid-lift areas.Smokey Yunick and GM engineer Zora Arkus-Duntov revealed the concept of emphasizing intake port flow at 65 to 70% of maximum intake valve lift and 80% of exhaust peak lift,the valve lift curve achieves these values twice within it's lift cycle.If the intake port offers excellent coefficients of flow in this area,it offers both increased velocity and increased flow to help pack the cylinder with additional air and fuel near the end of the intake cycle as the piston is moving toward TDC.Peak valve lift flow is still important,but it's entirely possible that sacrificing peak valve lift flow in favor of increasing mid-lift flow will contribute to an overall power gain.
I used ARP head studs and MLS head gaskets hoping to hold the gasket between the siamesed .030" overbored cylinders better.The block was "0" decked and squared to the crank, leaving a .040" quench from the head gasket thickness.Studs installed finger tight and backed off 1/4 turn,the bolt holes are open to the water jacket so I used some Ultra Black RTV on the threads at the time of assembly,inside washer concave towards the nuts{12 point}.Head Torque,70ft.lbs. with ARP Moly Assembly lube,in four increments, 10ft.lbs.,30ft.lbs.,50ft.lbs.,70ft.lbs.,rotating through the sequence until all nuts took a "set" at each increment,the MLS gaskets have alot of "squish" to them at the lower torque settings so it took quite a few times throught the sequence to pull them down as even as possible.
Pump-Gas Secrets:
www.popularhotrodding.com/tech/0605phr_pump_gas_secrets/i...
How to calculate compression ratio and quench area:
www.carcraft.com/techarticles/calculate_compression_ratio...
The new Comp Cams Ultra Pro Magnum rocker with the arch design gave plenty of retainer to rocker clearance without needing lash caps,with the 1.430" OD spring.I used +.050" keepers to get correct valve spring installed height @1.800" seat pressure is 121lbs.The spring combo has a 370lbs/in. spring rate,so it works out to 321lbs.Intake,318lbs.exhaust over the nose,the spring has a 1.150" coil bind ht.
Valvetrain Tech. Video:
dartheadstv.com/video_detail.php?mId=13363
I thought abought the beehive springs but I liked the idea of a dual spring incase one breaks the other spring will hopefully prevent it from dropping a valve.The inner spring is removed in this photo for cam break-in.
Beehive Valvespring Test:
www.chevyhiperformance.com/tech/engines_drivetrain/cams_h...
What you need to know about valvesprings article:
www.hotrod.com/techarticles/engine/hrdp_1011_what_you_nee...
The flat top piston .020" in the hole,.040" head gasket,5.7"rod,iron head,and XE274H cam planned for this combo is pushing the compression limit for pump gas,we will find out.It should make a torque monster for dad's Corvette if it don't rattle it's self apart.
www.carcraft.com/techarticles/piston_ring_technology/inde...
Xtreme Energy Hydraulic Flat-Tappet cam XE274H:
60 deg. overlap,,,,110LSA,,,,106 Intake Centerline
Duration 274/286 230/236 @ .050" lift Valve lift,,,In..490" Ex..490"
Timing seat-to-seat: IVO 31,,IVC 63,,EVO 77,,EVC 29
981 Single spring 1.254" OD. 370 lbs/in spring rate.
------------------------------------------------------------------------------------------------
Xtreme Marine Hydraulic Flat-Tappet cam XM270H:
54 deg. overlap,,,,112LSA,,,,110 Intake Centerline
Duration 270/286 226/236 @ .050" lift Valve lift,,,In..480" Ex..489
Timing seat-to-seat: IVO 25,,IVC 65,,EVO 77,,EVC 29
981 Single spring 1.254" OD. 370 lbs/in spring rate.
-----------------------------------------------------------------------------------------------
Xtreme Marine Hydraulic Flat-Tappet cam XM278H
61 deg. overlap,,,,112LSA,,,,110 Intake Centerline
Duration 278/292 234/244 @ .050" lift Valve lift,,,In..498" Ex..500"
Timing seat-to-seat: IVO 29,,IVC 69,,EVO 80,,EVC 32
986 Dual spring 1.430" OD. 322 lbs/in spring rate.
My old intake cleaned up with some aluminum trailer acid.The right front and left rear long turn runner lined up past the Dart 215 port, so I had the intake welded to fill the mismatch and I blended and gasket matched all the ports.All of the center dividers/ports lined up very close except on the right front and left rear,and I don't know exactly why the mismatch on just each corner?{Valve guide spacing is moved from stock}I'm sure if I got a new Dart intake it would bolt on and match,it was not in the budget so out came the grinder.
www.hotrod.com/techarticles/engine/hrdp_0802_chevy_intake...
Carb Pad Height:5.04"
Plenum Depth:3.91"
The spacer combo used is 1.850" thick,changing the carb pad height to 6.89" and the plenum depth to 5.76".
The top steam holes are drilled[intake side] the bottom ones are just marked out with a black marker,they did not have to be drilled using the MLS gasket because the gasket connects the block steam hole with the main water jacket in the head.
400 head steam hole drill:
www.chevyhiperformance.com/tech/engines_drivetrain/comple...
www.dartheads.com/wp-content/uploads/downloads/2010/10/Pr...
The spark plug is located higher within the combustion chamber on the Platinum series heads,I chose the straight plug version for header fitment reasons for a Corvette,and from the information I found there is no advantage of a angle plug with flat top pistons.
www.chevyhiperformance.com/tech/engines_drivetrain/cams_h...
www.carcraft.com/techarticles/401_inch_chevy_stroker/inde...
1.60 Intake,1.52 Exhaust This is Comp Cams redesigned Pro Magnum rocker,they were such a new design at the time of purchase that they did not have them ready to ship so I waited for them to finish building and testing to get them.
Roller Rocker Ratio Test Article:
www.carcraft.com/techarticles/116_0101_roller_rocker_rati...
Rigid steel design,29% stiffer than the originals,with increased retainer and valve spring clearances.Reduced deflection from the fulcrum point to the roller tip,and weighs 5% less at the valve than most aluminum rocker arms.Fully rebuildable and lifetime warranty against the breakage of the rocker arm body-for any reason.Had to have em,besides,I needed rockers that fit a 7/16" stud {was using 3/8" stud on the old engine}.
www.compcams.com/ultrapromagnum/
www.chevyhiperformance.com/techarticles/95298_camshaft_lo...
Rocker-Material Choices:
www.ret-monitor.com/articles/1619/rockers-material-choice...
I'm using the "J" hanger with "AX" secondary rods.The secondary rods are abought the richest available,but I can still raise the hanger height for a richer secondary mixture.The air flaps open to a full open point of 1.270" measured from the leading edge of the flaps back to the opening in the air horn,this bumps the cfm rating to 850 cfm.This carb. has excellent throttle responce with the small primarys and big accelerator pump shot.
www.superchevy.com/technical/engines_drivetrain/induction...
www.enginebuildermag.com/Article/15762/carburetor_tuning_...
www.popularhotrodding.com/tech/0802phr_how_carburetors_wo...
www.chevyhiperformance.com/techarticles/0810chp_chevy_car...
Super Chevy Dyno results Q-jet,Holley,Demon:
www.superchevy.com/technical/engines_drivetrain/induction...
I REALLY wanted to buy this broken part!!!! It would be perfect in my livingroom,and my wife would just have to get over it!!!!
75 Minute Top Fuel Engine Rebuild:
www.hotrod.com/techarticles/engine/top_fuel_engine_rebuil...
This is a photo through the plug hole, of the open intake valve, and the closed exhaust valve.My lack of photography skills did not capture the actual color,somehow I got a blue picture without using ultra violet light www.superchevy.com/technical/engines_drivetrain/cams_head...
but the exhaust valve is a light ash grey and the intake is light black,and overall has a very even burn pattern.
www.circletrack.com/techarticles/piston_tech_air_fuel_opt...
www.superchevy.com/technical/engines_drivetrain/cams_head...
Effects of Intake runner length,Comp Cams 4-pattern cam grind:
www.dragzine.com/tech-stories/comp-cams-new-4-pattern-cam...
It would be fun to just go off the deep end and build a drag engine like the one in this article for the street.I wonder what a 406 cu.in. could do set up the same way?The article build is a 680HP 381ci.,built from a .040" over 400 block with a shorter 3.500" stroke crank.12.2:1 CR and a big solid roller cam.I could use a electric vacuum pump to open the headlight doors,and for power brakes,but I don't think pump gas would be an option at all.
www.hotrod.com/techarticles/engine/0304_chevy_400_block_3...
The rabbit image was taken from: mesonet.agron.iastate.edu/onsite/features/cat.php?day=200...
The exhaust was from: www.4wheeloffroad.com/techarticles/engine/131_0607_custom...
and the tattoo was from: www.barefootfloor.com/blog/wp-content/uploads/2011/02/val...
- I increased the exposure a bit to brighten things up and bring out some more detail under the turtle.
- I also changed the gamma (unfortunately I don't really know what I'm doing with this setting but when I changed it I liked how it looked).
- I then created a layer without the turtle and used the smudge tool on the the background to give it that speeding look.
- I liked the idea of the tattoo so I resized it, rotated it and set the transparency to 50% so it blended in a bit better.
- I then found the rabbit online and put that in behind the turtle by having a turtle only layer placed underneath the rabbit.
- The last thing was to put the exhausts in (going for a powered up look) and add the flame. The flame was a round brush with soft edges. First using orange, then switching to blue to give it some heat. I didn't want it to be too overwhelming so I left the flow at 9% and filled in as much as i thought was necessary but so that you can still see the other side of the pipe through "flames'.
It's my first run at something like this and I had fun.
The Wix filter has no bypass and a heavy duty canister,the bypass in the filter base is also plugged,so the eng. will get filtered oil or nothing.Brad Penn SAE30 break-in racing oil + cam lube additive was used,then changed to Rotella T 15W-40 + cam lube additive.The factory oil press. gauge is pegged @ 80psi. with cold oil, and will still hold 65psi.@idle hot,off idle the gauge is pegged with hot oil so I'm thinking I will change to a thinner synthetic + cam lube additive for the next change.The Rotella T still has higher amounts of Zinc,Phosphorus,and anti-wear additives in it because it is formulated for heavy duty diesel engines,but it also is a very high detergent oil[for soot] that is not necessary for gas engines.No cold weather starts,or RPM with cold oil for this engine.
www.carcraft.com/howto/ccrp_0702_break_in_new_cam/index.html
www.zddplus.com/TechBrief12%20-%20ZDDP%20and%20Engine%20B...
www.foreignpartspositively.com/Article2.htm
www.hotrod.com/techarticles/engine/flat_tappet_cam_tech/i...
www.streetrodderweb.com/tech/0803sr_modern_engine_oil/ind...
www.enginebuildermag.com/Article/3100/performance_oils_an...
Port alignment after welding,blending,and gasket match to correct mismatch from Victor Jr.to Dart Port.I think this engine would like the air flow from a ported Super Victor or the Dart intake but I don't think I could fit it under the hood.
www.hotrod.com/techarticles/engine/hrdp_0802_chevy_intake...
Edelbrocks off the shelf port matched Victor Jr. {Felpro 1206 Gasket}:
www.chevyhiperformance.com/tech/engines_drivetrain/comple...
How Intake Port Volume Affects Performance:
I did not take a picture looking up the cylinder bore from the bottom because the crank was installed at this point{forgot},but this link shows how well chamber/bore alignment is with the bore size,same casting but my chamber was not polished.
www.hotrod.com/techarticles/engine/0304_chevy_400_block_3...